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March 8, 1932.
c. s. BRAGG ET AL
71,848,458
BRAKE SYSTEM FOR AUTOMOTIVE VEHICLES
Filed April 12. 1928
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BRAKE ‘SYSTEM FOR AUTOMOTIVE VEHICLES
Filed April 12, 1928
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c. s. BRAGG ET AL
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BRAKE SYSTEM FOR AUTOMOTIVE VEHICLES
Filed April 12. 1928
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March 8, 1932.
c. s. BRAGG ET AL
1,848,458
BRAKE’ SYSTEM FOR AUTOMOTIVE VEHICLES
Filed April 12, 1928
5 Sheets-Sheet 5
1,848,458
xl’latenteld Mar. 8, 1932
UNITED STATES
PATENT OFFICE
CALEB S. BRAGG, OF _PAL1VI BEACH, FLORIDA, AND VICTOR W. KLIESRATH, OF PORT
WASHINGTON,‘ NEW YORK, ASSIGNORS TO BRAGG-KLIESRATH CORPORATION, 0]?
LONG ISLAND CITY, NEW YORK, A CORPORATION OF NEW YORK
BRAKE SYSTEM FOR AUTOMOTIVE VEHICLES
Application ?led April 12, 1928. Serial No. 269,486.
Our invention consists in the, novel fea mechanisms connected with the power actu
tures hereinafter descrlbed, reference being tor, or actuator-s, would inevitably result.
Our present invention consists in a brake
‘had to the accompanying drawings which
illustrate several embodiments of the same, system adapted especially for automotive ve
selected by _us for purposes of illustration, hicles having the load wheels, or driven
and the said invention is fully disclosed in wheels, equipped with two separately opera
ble brake mechanisms. In carrying our in
the following description and claims.
In equipping automotive vehicles, and es vention into effect, according to one embodi
pecially those of the heavier types, as trucks ment thereof, we connect one set of brake
10 and buses, with brake mechanisms, it is cus ‘mechanisms, preferably the larger and more
tomary to provide two separately and inde rugged of the two, with a power actuator,so
15
20
pendently operable sets of brake mecha
nisms, usually for the wheels which carry,
the greater portion of the load, that is to say,
usually the driven or non-steering wheels,
one “set of brake mechanisms being usually
operated by a‘ foot lever, and the other set
being usually‘ operated by a hand lever, or
emergency brake lever. With the increase of
55
constructed that its maximum power can be
applied to the brake mechanisms connected
therewith, without danger of injury to the
brake mechanisms, and we may provide one
controlling valve mechanism for the said
actuator in the connections between an op
erator operated part, as the foot lever, and '
the other of said independently operable
loadcarrying capacity of automotive vehi brake mechanisms, which may be smaller, or
cles, especially trucks and buses, and im of ‘ less rugged character, said connections
provements therein, such as pneumatic tires, providing a sufficient amount of lost motion
which enable them to be operated at higher to insure the operation of the valve mecha
speeds, the conventional forms of automo nism. We may also provide the said power
tive brake mechanisms are frequently inade actuator for the heavier brake mechanisms
quate and if applied with enough force to with a second valve mechanism connected to
stop the vehicle, such force will injure and the other operator operated part, as the emer
in some instances destroy the brake mecha gency brake lever, which is also connected
nisms by burning the brake linings or by to the brake mechanisms operated by said
tearing them from the brake shoes or bands, actuator .by means permitting lost motion
if said linings are of the woven type, or it su?icient to operate the said- separate valve
70
75
80
harder or metallic brake linings are used, mechanism, so that these brake mechanisms
seriously cutting and abrading the brake lin may also be operated either by the power of
ings or the brake drums, or if the brakes'are the actuator or by the physical force of the
of'the internal expanding type, the brake ‘operator, or both, independently of the op
85
drums may be expanded, or the connecting eration of the other brake mechanisms, and
shafts or levers may be bent or twisted. independently of the ?rst mentioned control
Where separate brake mechanisms are op ling valve mechanism connected with the
crated independently by foot lever and hand foot pedal. Should more power he required
lever, it is‘often di?icult to secure the simul-‘ to operate the less rugged brake mechanisms 90
taneous application of both‘ sets of‘ brake‘ than can be conveniently obtained from the
mechanisms, which may often be required to physical force of the operator, we may inter
stop the vehicle, as this I‘GqIIH'GS the opera pose in the connections between the foot le
tor ‘to’ remove'one hand from the vsteering ver and the brake mechanisms connected 05'
therewith, another power actuator of such
Wheel. In the application of power actuators. capacity
that its maximum power may be
to brake svtsems for automotive vehicles, it’
exerted
upon
the brake mechanisms connect
is obviously impossible toattempt to apply
any brake mechanism. with more power than ed therewith without danger of injuring
the parts are designed or- constructed to ful- ,1 them, the valve mechanism for the ?rst men 100
' ly withstand, as otherwise injury to the brake tioned power actuator ‘under the control of‘
2
1,848,488 -
the foot pedal alsocontrols such, additional hand from the steering wheel, and injury to
power actuator.
It will also be understood that our inven
the brake mechanisms themselves is practi
cally obviated. In case of failure of power,
tion is applicable to installations in which the either or both sets of brake mechanisms may
said separate sets of brake mechanisms op be applied by the physical force of the op 70
erate upon the same wheels as where exter
10
erator.
.
nal brake mechanisms and internal brake
We :prefer to empltay power actuatdrs com
mechanisms are applied to the brake drum prisin a cylinder an a piston and operated ,
or drums of a pair of wheels, "or where one by a i?'erential of ?uid pressures, the said
brake mechanism-is applied to. brake drums ?uid pressures‘ being conveniently obtained 75
on the jack shafts and the other brake mech by employing rari?cation obtained by a con
anism is applied to the brake drums on the nection with the throttle controlled‘suction
wheels driven by said jack shaft, or where passage of an internal combustion engine,
one set of brake mechanisms are applied to from the carburetor tothe cylinders, between
the drums carried by a pair of wheels and the throttle valve and the engine cylinders, 80
the other brake mechanism or mechanisms as the lower ?uid pressure, and air ‘at atmos
pheric pressure, as the higher pressure ?uid,
propeller shaft for driving said wheels, and but it is to be understood that we may employ
are applied to the brake drum or drums on the
20
also to installations in which the separate sets higher pressure ?uid at higher than atmos
of brake mechanisms are applied to separate pheric pressure, in which case the lower ?uid
pairs of wheels. Our invention also com pressure may be atmospheric or sub-atmos
prises certain novel features of construction pheric, as preferred. We also prefer to em
and combination of parts hereinafter fully ploy controlling valve mechanism for the ac
described and particularly pointed out in tuator (or actuators) which will maintain
the piston (or pistons) thereof subjected on
the claims.
»
'
'
'
85
90
In all embodiments of our invention, the both sides to the higher or to the‘ lower ?uid
lever which is provided with locking means, pressure when/the parts are in released posi
30
usually the emergency lever, or hand brake tion, and where the suction from the suction
lever, is connected with the valve mechanism passage of the engine is employed as the lower
and with the actuator which it controls, and ?uid , pressure, both valve mechanisms are
the brake mechanism operated thereby, by preferably so constructed that the piston of
means such as a slotted connection, which per the actuator for the primary brake mecha
mits of the-movement of the said valve mech nism is maintained submerged in vacuum,
anism, actuator and brake‘mechanism with so that whether operatedby one valve mecha
out moving the emergency lever when acting nism or the other, to effect a power stroke, no
under the control of the 'valve mechanism air will be admitted to the suction passage of
connected with the other operator operated the engine. The actuator for the secondary
device, or foot pedal, to enable the said brake brake mechanism, where employed, will like
' mechanism to be released by said valve mech wise have its piston submerged in vacuum
40 anism and prevent it from being locked in when the valve mechanism and the actuator
95
100
105
applied position by the locking means (as and brake mechanism are in released posi
pawl and segment) usually provided in con
45
tlOIl‘.
\‘
\ The pedal operated valve mechanism is
nection with the emergency lever.
Our invention therefore provides means also preferably constructed to provide a re
whereby the operator can, by means of one actionary effect corresponding with‘ the pres
operator operated part, as the foot lever, ,ap
110
sure exerted by the actuator” (or actuators)
ply the primary brake mechanisms by ‘the controlled thereby, to enable the operator to
power of an actuator and may also apply, “feel” and accurately regulate pressure ‘which
50
and substantially simultaneously if desired, is ‘being applied to the brake mechanisms by
the secondary brake mechanisms by his physi the actuator, or actuators.
,
cal force, or by‘ another ‘actuator, in which Referring to the accompanying'drawings,
115
case he may apply his physical force to the
Fig. 1 is a diagrammatic plan “view of an
secondary‘ brake mechanismin addition to automotive vehicle chassis provided with one
thatof the actuator, or to operate <such brake form of brake system embodying our inven
mechanism by ‘physical force-alone in case
tion.
_
‘
120
of failure of power, and the operator may, . Fig. 1a is a side elevation of the internal
by operating another part, as the hand lever, combustion engine shown in Figs. 1, 4, '6, 8, .
*
apply the primary brake mechanism inde and 11.
pendently of the secondary brake mechanism,
Fig.2 is a sectional view of the power ac
y power, and may apply his physical force tuator illustrated in Fig. 1, and the control
thereto in addition to that of the actuator, or line; valve mechanism’ therefor.
to operate said brake mechanisms in case of Fig‘. 3 is a sectional view of the exterior
failure of power. It will also be seen that valve mechanism shown in Figs. 1 and 2, in
' both sets of brake mechanisms can ordinarily positionto effect a power stroke of the ac
' be applied without the- operator removing a
tuator.
'
'
130
1,848,458
3
Fig. 4 is a view similar to Fig. 1, showing a the piston. In this instance we have shown
retracting springs, 73, 73, each connected at
modi?ed embodiment of our invention.
Fig. 5 is a sectional view of the secondary one end to one of the arms, 75, 75, and having
its other end secured to a part of the chassis.
actuator shown in Fig. 4.
_
A valve mechanism which we term the 70
Fig. 6 is a view similar to Fig. 1', showing
primary
valve mechanism adapted to be oper
another modi?ed embodiment of our inven
tion.
,
ated by the hand operated emergency brake
‘
Fig. 7 is a detail view showing an internal lever is provided for the actuator, said valve
and external brake mechanism applied to the mechanism being of any desired type, located 75
in the connection between said hand lever and
10_ same wheel as indicated in Fig. 6.
Fig. 8 is a view similar to Fig. 4, showing the brake mechanism operated by said power
actuators of the type in which the piston is actuator, and may be conveniently located in
normally submerged in the higher ?uid pres the hub of the piston, which is provided with
' sure, and in which the valve mechanisms are a valve chamber, 3*‘, communicating with the 80
interior of the cylinder, 1, in rear of the pis
15 located exterior to the actuators.
.
Fig. 9 is an'enlarged sectional view of the ton, by a passage, or passages, 3*’, said cham
20
secondary actuator and the controlling valve ber being provided with oppositely disposed
mechanism connected therewith, and with the valves, 40 and 41, surrounding a valve actu
ating sleeve, 42, and normally pressed in a
primary actuator.
.
I
.
Fig. 10 is a sectional view of the‘ valve direction toward their seats at. opposite ends
mechanism for the primary actuator shown ,of the valve cha1nber,‘3“, by yielding means,
in Fig. 8.
_
as a spring, 50, interposed between said
Fig. 11 is a view similar to Fig. 8, showing valves. 40 is the suction or lower pressure
aSfurther modi?cation of our invention, in valve, and 41, is an air inlet or higher pres
25, which the exterior valve mechanisms are lo sure valve, said valves being preferably
cated in linkage between the operator oper formed of pressed or molded cork, cork com
' ated parts and certain of the brake mecha position, rubber, or other suitable material
and engaging the sleeve, 42, with a sealing ?t,
Fig. 12 is an'enlarged sectlonal view of the and the sleeve is provided on opposite sides
30 _ secondary valve mechanism shown in Fig. 11. of said valves with collars, 40a and 41", so that
' Fig. 13 is a similar view of the primary one of said valves will be opened after per-'
mitting the other to seat by a longitudinal
valve mechanism shown in Fig. 11.
_ In the embodiment of‘ our invention shown movement of the sleeve in either direction,
in Figs. 1', 2and ,3, C represents the chassis the construction being such that both valves
35 of anautomotive vehicle, as a bus or truck, may be seated simultaneously. The sleeve,
nisms.
,
.
85
90
.
95
100
for example, provided with free wheels, indi 42,.ext'ends through a sealing member, 2*’, in
cated at W, ,W, and driven wheels, indicated the forward head of the cylinder, 1, and
at W1, W1, driven'by an internal combustion through a sealing‘ member, 51, in the for-'
engine, indicated at 60, through the usual ward end of the piston hub, and through the
40 vpropeller shaft, S, and differential gearing, piston, 3, and the hollow piston rod, 5, and
D.v In this instance the driven wheels, 1, said sleeve is provided at its forward end
W‘, are provided with brake mechanisms, in with a ?tting, 43, .having a pipe connection,
. dicated at B, B, which may be of any desired 44, communicating with the interior of the
45
type (internal-brakes being indicated in Fig. sleeve, and an attaching lug, 45, connected by
1) simultaneously operated by rock shafts, a link, 46, with the hand operated brake lever,
74, provided with arms, 75, connected in this 47 ,‘mounted pivotally on the chassis and pro
instance by'links, 7 6, 76, with arms, 77 , 77‘, on vided with the usual locking lever, 48, and
a coaxial rock shaft, 78 provided with equal segment, 49. The link, 46, is provided with a
izing draft arms, 7 9, 7 i), connected by a rod, slotted connection, indicated at 46*‘, or equiva
~50 7 9“, to which power is applied to apply the lent device, permitting the valve actuating
brakes. "The brakes, B, B, which will be sleeve to move forward with the piston, with
termed the primary brake mechanisms, are out moving the hand lever, while permitting
110
115
’ preferably vof more rugged construction than the sleeve to be drawn forward by a move
_
the other brake mechanisms with which the ment of the hand lever.
55 vehicle may be provided,‘ which latter will be
The sleeve, 42, is provided with a plug or 120
termed the secondary brake mechanisms. _ partition, 42*‘, separating the forward por
' 1'represents the cylinder of a power actu tion from the rear portion, and the forward
ator, preferably ‘constructed as illustrated in portion of the sleeve communicates by an
<-detail in Fig. 2, said cylinder being closed at aperture, or. apertures, 42”, with a suction 125
60
chamber, 52, forward of the valve chamber,
each end by a head, 2, 2'“, and provided with a
piston, 3, having a hollow piston rod, 5, con 3*‘, and communicating therewith when the
nected by a link, 80, with the rod, 79“, for suction valve, 40, is open. The sleeve, 42,
applying the primary brakes. The brakes ‘is also provided in rear of the plug, 42“, with
are provided with the usual retracting springs. an aperture, or apertures, 42”, communicating
for effecting their release and the return of with the space between said vsleeve and the
130 '
.
1,848,458
hollow piston rod, which forms 'a higher pres. be increased substantially in proportion to
sure inlet chamber, and is in communication the power exerted by the actuator on the pri
with the valve chamber, 3“, whenthe inlet mary brake mechanism, so as to enable the
valve, 41, is opened. Thev outer end of the operator to determine by the. increased re-‘
' hollow piston rod is provided with an inlet, sistance necessary tohold the valve mecha 70
53, for the higher pressure ?uid (in this in nism in position to effect or hold a power
stance atmospheric air) and said inlet is_con stroke of the actuator, the degree of power .
veniently provided with an air- strainer, Indi
10
which is being exerted by the actuator upon
cated at 54. vThe air inlet is shown as pro. ’ the brake mechanism connected therewith. If
vided in a cap, 5“, secured "to the end of the the reactionary type of valve is used, the ‘force
piston rod, and provided with an attaching of the driver exerted to overcome the resist
ance of the valve is transmitted through the
lug to'which the link, 80, is attached.
15
The sleeve, 42, is provided<with yielding valve to the secondary brake, B1, to apply
retracting means for holding the valve, 41, said brake proportionately, but to a prede
closed, and suctionvalve, 40, open, when the termined lesser degreethan the power brakes. _
parts are in released position, and in this This valve mechanism is shown in. this in—
instance we have shown a-"spring, 55, sur stance as being of the same construction‘ as
20
rounding the sleeve, 42, and located between that shown ‘in our former application for
a collar, 5", on the‘interior of the piston rod, Letters Patent of the United States, Serial
5, and a collar, 42“, on the exterior of the I No. 231,724, ?led November 7th, 1927. The
sleeve, 42. The movement or lost motion be particular construction of this valve mecha
tween the sleeve, 42, and the piston, 3, is' lim
nism, which is illustrated in Figs. 2 and 3,
'ited in one direction by the engagement of is not claimed herein, and it will be“ de
the end,of the sleeve with the rear end of , scribed onlysu?iciently to enable the oper
a recess in the cap, 5“, and in'the opposite ation. to be clearly understood. This ex
direction by the engagement of a collar, 42°, terior valve mechanism‘ comprises a hollow
on the sleeve, with a collar, 5°, connected with casing, indicated at 6, provided with a suc
'30
43
90
the piston rod. As shown inFig. 2, the tion or low pressure aperture, '6“, and an aper
spring, 55, holds the sleeve, 42, in position vture, 6“, adapted to be connected with the
to open the‘ suction valve, 40, when the parts‘ actuator or actuators, to be controlled, in.
are in released position, thus placingrthe for rear of the piston or pistons thereof. The
ward end ofsleeve, 42, in communication with, valve casing has an interior‘annular seat, 11,
adapted to be engaged by a diaphragm, 8,
the cylinder, 1, in rear of the piston.
The actuator cylinder,‘1, forward of the having its marginal portions in sealing en
piston, is,connected at all times with the gagement with the valve casing, the said dia
source of lower fluid pressure, and in this in phragm being provided with an aperture, or
stance is shown connected by a ‘suction pipe, apertures, .19, outside, of the seat, 11, com
65, with the intake manifold, 61, of the in municating with the suction aperture. With
ternal combustion engine, 60, thus connecting in the valve casing is a cup-shaped disc valve,
it with the suction passage from the car 10, having an annular ?ange, 10“, for engag
95
100
105
buretor between the throttle valve and the ing the diaphragm to make an air tight con
engine cylinders. It will be understood that nection therewith, the disc valve being rigid~
the intake manifold is connected with‘ a car- 1y connected with a hollow sleeve, 20, provid
buretor by the usual vertical passage in which ed with an inlet aperture, 18, for air or other
the throttle valve is located, but these parts higher pressure ?uid outside of the valve
are so Well understood that we have not, il casing, and a communicating a erture, 18*‘,
within the space between the disc valve and
lustrated them herein.
In Fig. 1 we have shown \the propeller the diaphragm. ‘ Brie?y stated, when the
shaft, S, provided with brake mec: anism, valve is in its released position, as shown in
2, the disc valve is pressed against the
B1, of any usual or preferred construction,
herein termed the secondary brake mecha diaphragm, and presses thediaphragm away
115
nism, of Zwhich, 7 5“, represents the operating from the seat, 11, thus connecting the cylin
1ever,_81, represents a'pedal' lever mounted der aperture, 61‘, with the suction aperture,
on the chassis, and connected with the brake 6“. In this position’ of thecvalve mechanism,
lever by linkage, in which is located the sec ?uid pressures on the diaphragm and disc
. ondary valve mechanism for'the ‘actuator ;valve will be substantially equalized, as the
for the primary brake. mechanism, which
120
' air or higher pressure ?uid between the'disc. ~ '
valve mechanism is exterior to andmovable valve and diaphragm is exerted_equally.in ‘
with'respect to the actuator cylinder, 1. The opposite directions on- said parts,‘ which are
., secondary valve mechanism may be-of any de surrounded by rar1fication,or_in other words,
. sired type, and is preferably so constructed ' the lower ?uid pressure. The movement of
as to provide a reactionary feature whereby ‘ the sleeve, 20, in the direction of th arrow, :11,
the initial'resistance o?'ered to the foot of the vFigs. 2 and 3, will permit the diaphragm to
operator. in operating‘ the valve “mechanism seat on the annular seat, 11, closing off com
“to eiiect a power stroke of thwe'actuator, will ; munication between the suction aperture, 6*‘,
130-.
1,848,458 ,
and cylinder aperture, 6", after which the
disc valve will move away from the dia
phragm, as shown in Fig. 3, and establish
communication between the atmosphere or
other source of higher ?uid pressure, and the
cylinder aperture, 61’. As the pressure builds
up in the cylinder in rear of the piston, it
will build up correspondingly within the
valve casing and gradually reduce the dif-'
ferential of ?uid pressures on opposite faces
of the" disc valve, 10, while the differential
of ?uid pressures on the diaphragm remains
the same, and is gradually transferred to the
operator operated part, or foot lever, as the
10
The parts being in the position indicated ,
in Figs. 1 and 2, it will be seen that, assum
ing that the engine is running and the throt
tle valve is closed, the air will be exhausted
from the actuator cylinder, 1, forward of the 70
piston, through the suction pipe‘, 65, and like
wise, the air will be exhausted from the cyl
inder, 1, in rear of the piston through the
passage, or passages, 3”, in the piston, the .
valve chamber, 3*‘, suction chamber, 52, hol
low sleeve, 42, suction pipe, 66, valve casing,
75
6, and suction‘ pipe, 65“, the piston of the ac
tuator being, therefore, as we term it, main
tained. submerged in the lower ?uid pressure‘,
equalizing dilferential of ?uid pressures on or in this instance, vacuum. In normal brak 80
15
the disc valve decreases, thus adding to the ing, the operator will place his foot on the
initial resistance ‘furnished by aretracting pedal lever and depress it. In so, doing, he
spring, hereinafter'referred to, in proportion has only to overcome the initial resistance of
to the differential of ,fluid pressures in the the retractin spring, 81“, since the ?uid pres
actuator cylinder, and enabling the oper sures on the iaphragm, 8, and disc valve, 10,‘
20
85
ator to determine accurately the extent to are substantially equal, as before stated. The
I ' which the power of the actuator piston is be-'
ing applied to the brake mechanism con
movement of the secondary valve mecha
nism by the pedal lever, to the position shown
in Fig. 3, will, as before stated, permit the
ther forward movement of the sleeve,20,inthe diaphragm, 8, to close upon its seat, 11, after 90
', direction of the arrow, 02, will bring the disc which the disc valve moves away from the
valve, 10, into engagement with the front diaphragm, thus disconnecting, the cylinder,
wall of the casin ,6, and permit the operator 1, in rear of the piston from the suction pas
to apply more his physical force than was sage, and admittln air or other higher pres 95
appliedin overcoming the reaction of the sure ?uid, thereto, t rough the inlet aperture,
valve through the valve mechanism and link 18. This effects a movement of the piston, 3,
age to the. secondary brake mechanism con in the direction of the arrow, y, Fig. 2, the .
sleeve, 42, moving with the piston, and the
nected therewith.
;
'
As shown in Figs‘. 1 and 2, the suction aper movement of the piston will apply the pri 100
brake mechanisms, B, B. As the pres
a ture,'6?, of the secondary controlling valve mary
mechanism just described, is connected with sure in rear of the piston increases, the pres
will likewise increase within the valve ,
the suction passage 0f~the engine, in this ‘sure
casing
the forward side of the diaphragm,
instance by a suction pipe, 65*‘, which com the rearonface
of which is still exposed to“ suc~
municates with the main suction pipe, 65.
105
' nectled therewith. It will be seen that a fur
25
40
The cylinder aperture, 6b, of the secondary tion or lower pressure by reason of aper
19, and this pressure tends to move the
valve mechanism is connected by a pipe, 66, tures,
with the cylinder to the rear of the piston, diaphragm in a direction opposite that of the
' under the control of the primary valve mecha arrow, at, thus increasing the initial resist
' .nism controlled by the emergency brake lever, ance to the foot of the operator through the‘
in this instance with the connection, 44, com_ pedal lever, in substantial proportion to the
municating with the hollow valve actuating
sleeve, 42, of the power actuator, as clearly
shown in Figs. 1 and 2, the pipes, 66 and 65“,
being ?exible, to, permit of the longitudinal
50
movement of- the valve mechanism.
The
pressure exerted by the actuator on the pri
mary brake mechanisms, and enabling the op
erator, who must overcome this gradually
increasing resistance in order to keep the disc
valve in open position, to accurately deter
mine the amount of pressure applied to the
110
115
valve casing, 6, and the valve actuating sleeve, brakes by the actuator. The corresponding
20, of the secondary valve mechanism are
connected, the one with the foot pedal lever,
and the other with the brake operating lever,
7 5“, of the secondary brake mechanism. In
this instance the valve casing is connected by
a link rod, 83, to the lever, 7 5a, and the valve
pressure on the valve casing, 6, will tend to
move it in the direction of the arrow, or, and
apply the secondary brake, B1, withv a force
in proportion to the force exerted by the
piston, 3, of cylinder, 1. If a comparatively
120
actuating sleeve, 20, is connected by alink small amount of braking pressure is re
rod, 82, with the pedal lever, 81. The foot quired, the primary brake mechanisms only
lever is also provided with a retracting ma be thus partially applied, but as great
spring, 81a,'sh0wn at one side of the link, er raking is desired, the brake, B‘, will be 7
' 82, for greater clearness, which normally applied by the reaction of the valve mecha
60
holds the main controlling valve mechanism nism until the operator depresses the pedal
in ‘position, indicated ‘ in Fig. 2,’ which is sufficiently to not only move the disc valve 130
- away°from the diaphragm, but also move it
the released position thereof.
,6
1,848,458 -
into contactwith the valve casing, thus tak
ing up the lost motion between the pedal lever
and the secondary brake‘ mechanism, and en
abling him, by a further forward movement
of the pedal lever to apply the secondary
brake mechanism, B1, in this instance located
on the propeller shaft, substantially simul
taneously with the application. of the pri
that the power stroke of the piston is effected
without operating the hand lever, 47, by rea
son of the slot-ted connection, 46a, previous
ly described.
_
'
The primary brake mechanism alone may
also be applied by means of the hand lever,
47. If the operator grasps this hand lever
and pulls it toward him, the valve sleeve, 42,
mary brake mechanisms, or as will be readily of the primary valve mechanism will be
10
seen, the'primary brake mechanisms may be moved in the direction of the arrow,'y, Fig.
?rst fully applied by the power actuator, and 2, thereby closing thesuction valve, 40, and
, the secondary brake mechanisms applied thereafter opening the air or higher pressure
thereafter under the vcontrol of the operator, inlet valve, 41. The closing of the suction
through the pedal lever. The operator may valve‘, 40, disconnects the c linder in rear
hold the primary brake mechanisms as of the piston from the suction passage through
‘15 ‘also
applied, by stopping the forward movement the secondary valve mechanism, and the 'ad
80
of the foot pedal and permitting the valve mission of'air in rear of/the piston through
casing, which is moved forward by the pres the port 53 upon the op'ening'of the valve,
sureon itsrear face‘ and applying brake, B1, 41, will effect a power'stroke of the piston
to
seat: the disc valve upon the seat, 11, and and will apply the primary brake‘ mecha
20
‘when the foot pedal is su?iciently depressed nisms, B, B. In operating the lever, 47,
to bring the disc valve, 10, into engagement .the operator will overcome the‘ initial re
with the diaphragm, 8, without unseating sistance of the retracting spring, 55, and must
the diaphragm from the seat, 11. To release continue to draw the lever, 47, rearwardly, as
the brake mechanisms, the operator will re the piston moves forwardly, in order to keep 90
move his foot from the brake pedal, or release the sleeve, 42, in‘ position, with respect to the ,
it gradually as preferred, permitting there piston, to hold the valve, 40, closed and the
tracting spring, 81“, to move the pedal lever valve, 41, open. As soon ‘as the movement of
\ rearwardly, restoring the valve mechanism the hand lever, 47, ceases, a slight continued
to the released position, shown in‘ Fig.2, forward movement of the piston will cause
whichvdisconnec-ts the cylinder, 1, in rear of it to shift with respect to the valve actuat
'30
95
the piston from-the source of higher pres ing sleeve, su?iciently to close the inlet valve,
41, without opening the suction valve,.thus
sage of the engine, thereby withdrawing the holding the primary brakes as applied, and
air reviously admitted fpr the power stroke the hand lever may be locked in this posi
' sure, and reconnects it with the suction. pas-v
v35
of t e piston. Air exhausted into the suction tion by~ the usual pawl and segment. The
' ,pipe, 65, reduces the de cc of 'rari?cation primary brakes are heldas applied, as, should
therein, and while some air 'is withdrawn into the pressures be reduced within the cylinder
the intake manifold in such quantities as will to the rear of the piston, the piston will be
not
stall the motor‘ if idling, the remaining air moved’rearwardly by the draught of the ‘ap
'40
is withdrawn into the forward end of the cyl plied brakes and'thelr retracting means, and
inder to equalize pressures within the cylin
der and permit a quicker release'of the brakes
than could be obtained if all air had to be
withdrawn into. the intake manifold of the
100
105
the air inlet valve, 41,.would bexopened to ad
mit more air. Should the pressures rise, the
piston would move forward-and the suction
valve open to reduce pressures. Whenthe pri
110
engine before pressures within the cylinder mary brakes have been fully applied by the
-. were equalized. The remaining air is subse actuator, as before described,‘ the operator
quentlywithdrawn into the intake manifold. may apply his physical force to the primary
. The primary brakes will immediately release brake mechanisms, B, B, by taking up the
, 45
'50
lost motion between the‘ sleeve, 42, and the
piston, and bringing the collar, 425, into en
turn the brake mechanism and the piston, 3, gagement with the collar, 5,“, so that the opé
to the'released position, and the piston will erator can add his physical force to the pri
remain submerged in vacuum, as before de mary brakemechanisms, in addition to the
scribed. It'will [be understood that when air power exerted thereon by the actuator, and
themselves under the action of'their retract
ing means, as the springs, 73, which will re
is admitted in rear of the piston to effect the in case of failure of power, the operator can,
' I power stroke of the piston, this will be -accom'-_ by means of the hand lever, take up this Lost
plished without admitting any air to the suc-' motion between the‘ sleeve, 42, and ‘the pis~
tion passage during the application ‘of the
co brake mechanism, as the portion of the, cyl
inder forward of the‘ piston is at all times _in
communication with the suction pipe, 65,.so
ton, thereby placing the primary valve mech
anism in position to vent the cylinder, and
can apply the.primary' brake mechanisms,
B, B, by physical force alone, for example,
that there will be no danger of stalling the when the engine is not running, and can lock
vlengine‘if idling “during the application of the
the brake mechanisms when so applied by '
brake-mechanism. It will ‘also be understood means of the usual pawl and segment mecha
13.0
/
1,843,458‘ I
7.
nism with which the hand lever is provided. another set of wheels of the vehicle, or pref
It will also be seen that in case of failure of erably a second pair of non-steering wheels
power the operator can also apply ‘the sec.
with which the vehicle may be provided for
ondary'brake mechanism, by depressing the assisting in supporting the main portion of
~foot lever so as to bring the disc valve, 10, the weight of the vehicle, and this modi?ca .70
into engagement with the casing and apply tion is also illustrated in Fig. 4. In this ?g
inghis physical force directly to the second ure the parts corresponding with those pre
ary brake mechanism through‘the secondary viously described, are given the same refer
ence characters with the addition of
valve
n,echanism and link rods, 82, 83.
It wi lthus' be seen that the embodiment the purpose of avoiding repetition.
10
100, for
In this instance, the vehicle is shownas
of our improved brake system just described
is_very ?exible and readily adapts itself to provided with steering wheels, IVZ, Vi”, a
the requirements for braking power, as they pair'of driving wheels, “73, VW, and an addi- .
may arise in the operation of the vehicle. tional pair of non-steering wheels, indicated
‘The power actuator connected with the pri at ‘W4, ‘W4‘. The driving wheels are provided
mary brake mechanism has its piston main— with the primary brake mechanisms, 132,132,
tained in vacuum“ under the control of two connected with a primary actuator therefor,
separate valve mechanisms, one operated by the cylinder of which is indicated at 101, in
the foot lever, which is also connected for exactly the same manner as hereinbefore de
operating a secondary brake mechanism si scribed, and constructed as shown in Fig. 2, 85
multaneously with or in addition to the pri and has its valve actuating sleeve, 142, con
mary brake mechanism, the other valve mech nected with the hand lever, 147, by linkage,
anism being under the control of a hand op 1&6, containing the slotted connection, 146‘’, as '
erated lever for independently operating the previously described. In this instance we
25
30
power actuator, and also permitting the oper- v
ator to add his physical force when desired,
or to apply the primary brake mechanismv by
physical force alone, in case of failure of pow
er, at which time both primary and secondary
brake mechanisms can therefore be. applied
byp‘hysical force to, prevent an accident. It
will also be seen that due to a constant maxi
mum differential of pressures, the maximum
35
vacuum always being constant, the construc
tion of the actuator may be such that its max
imum power will not injure the primary brake
mechanism, and as in this embodiment the
secondary brake mechanisms are applied by
physical force of the operator, injury‘ to the
40
brake mechanisms cannot ordinarily ‘occur
have shown the Wheels, ‘W4, W4, provided
90
with the secondary brake mechanisms, indi
cated at B3, B3, operatively connected with
a rock shaft,_178a, in the same manner that
the brake mechanisms, B2, B2, are connected
with the rock shaft, 178, the secondary brake
mechanisms beingin this instance adapted
to be actuated ordinarily by a secondary pow
er actuator, the preferred construction of
which is indicated in section in Fig. 5. ‘The
secondary actuator comprises in this instance,
a cylinder, 101“, closed at each end by heads,
102b, 102°, and provided with a piston, 103°,
provided with a hollow piston rod,‘ 105“,
which is connected by a link, 180“, with the
secondary brake mechanism. The secondary
95
100
by the application thereof beyond normal valve mechanism is in this instance located in
wear of the parts. Our brake system is par
the piston of the secondary actuator, and
ticularly well adapted for trucks, buses, etc., comprises the suction valve, 140“, and air in
let valve, 141*’, located in a valve casing, 103d,
plied when the vehicle is lightly laden, either in the piston, which communicates with the
by the foot pedal, or hand lever, while both cylinder in rear of the piston by a passage,
since the primary brakes alone may be ap
45
50
sets of brake mechanisms may be applied si or passages,'103°, and with the cylinder for
multaneously, if desired, when the vehicle is ward of the piston by a passage, or passages,
heavily laden, and the full physical force of 103‘. The valves, 1401’, and 141", are mount
the operator’s arm may be further added to ed on a valve actuating sleeve, 120, provided
thatof his leg and to the power of the actua with collars, 140c and 1401, for'actuating said
tor whenever he pulls on the emergency brake valves, which are normally pressed toward ' '
lever and pushes upon the foot pedal lever, their seats by yielding means, 150‘‘, and the
as in case ‘of emergency or when otherwise sleeve, 120, vin this instance communicates
55
11°
desirable.
Y
'
,
=
‘
with the atmosphere or other higher pressure
12.
Where it is found desirable, the secondary ?uid by means of inlet apertures, 118, 118,
which may be provided at each end of the
actuator for applying the secondary brake sleeve, the sleeve being provided with aper
‘mechanisms, and may be a part of said actu tures, 118a, communicating with the .space
60, ator, if desired, and we have illustrated such within the hollow piston rod adjacent to the
a modi?cation of our brake system in Fig. 4. air valve, 141*’. The valve sleeve is prefer
‘ . valve mechanism may also control a secondary
65
It is also obvious that the secondary brake ably provided with a retracting vspring, 155“,
system, instead of being applied to‘the same and with a collar, 120*‘, adapted to engage a
identical wheels to which the primary brake collar, 105‘, on the hollow piston rod, to limit
mechanisms are* applied, may be applied to the 10st motion between thesleeve and piston 1
8
1,848,458
and permit the operator to apply his physical the piston, 103°, will shift it with respect
-
force to the piston, 103°, and the secondary‘ the valve sleeve, 120, sufficiently to permit
brake 4 mechanism ' connected
therewith the closing of the air inlet valve, 141", with
through the 'pedal'lever, 181, which is con out opening the suction valve, 140", thus hold
nected with the sleeve,‘120, by a‘link rod, ing all of the brake mechanisms as" applied. 70
182; The ‘forward end of the cylinder of the _ If the operator releases the brake pedal suffi
secondary actuator is connected with the suc ciently to permit the sleeve, 120, to be re
tion pipe, 165, by a suctiompipe, 165“, and tracted, and" open thesuction valve, 140'’,
. in this instance the portion of the cylinder in there will be an immediate equalizationof
10 rear of the piston- is connected by a pipe, pressures within the secondary actuator, 101‘,
166, with, the hollow sleeve, 142, of the pri and an accompanying equalization of pres- '
mary actuator.‘
.
,
'
sures within the primary actuator,‘ 101, per- ‘
Assuming that the engine is running and mitting an immediate release of all the brake
the throttle closed, the air will be exhausted mechanisms, and the brakes will be returned,
from the primary actuator cylinder, 101, for‘ together with the pistons under the action
ward of the piston, through the pipe, 165, and of the retracting springs for the brake mecha
‘will also be exhausted. from the secondary nisms to, their released~ positions. Air will
actuator,‘ 101“, forward of the piston throu h subsequently be withdrawn from both cylin
the pipe, 165“. As the spring, 155“, holds t e >ders in such quantities as will not stall the
sleeve, 120, of the secondary valve mecha engine if idling, as previously explained. It
nism in position to maintain thesuction valve, will also be understood that in case of failure
140", thereof 0 en, and the inlet valve, 141'’, of power, the operator, by depressing the
20
80
85
closed, when t e parts are ‘in the released "foot pedal, can shift the valves of'the sec
position, as shown in Fig. 5, the portion of ondary actuator into such position as to vent
the secondary actuator cylinder, 101“, in rear, the cylinder thereof, and apply the secondary 90
' of the piston will be in communication with brake mechanism by physical force alone.
the portion for ard of the piston through It will also be understood that, as‘in the
the passages, 1 ° and 103’, so that the air in construction illustrated imFigs. 1, 2‘and 3,~_
rear of the plston, 103°, will also be exhausted, " the primary brake‘mechanisms can be inde-v 95
and as ‘this portion'of the cylinder, 10,18‘, is pendently operated by the primary power
connected; by pipe, 166, with the hollow actuator under ‘the control'of the primary‘ '
sleeve, 142, of thevprimary valve mechanism, valve mechanism operated by v.the hand lever,
which is in the position indicatedin Fig- 2, 147, and the physical force of the operator
25
the air will also be exhausted from the cy 'n
de'r of the ,primary 'actuator'in rear of‘ the
piston, so ‘that both pistons willbe main
tainedsubmerged in vacuum in the released
can be applied to the primary brake'mecha
nism, in addition to the power of the primary“ ‘100.
actuator, or to shift the primary valve mecha-,
it, thereby shifting the sleeve, 120, forward,
2 and 3. It will'be obvious that the physical
force of the operator may be applied through 1
both the primary and secondary valve mech
anisms to the primary and secondary brake
nism therein. into position to vent the cylinder '
positions. To apply the primary and sec thereof, and apply the primary brake mecha
ondary brake mechanisms, the operator will nisms by physical force alone, exactly as pre
place his foot on the foot lever and depress viously described with reference to Figs. 1,
in, the direction of the arrow, 2, in Fig. 5,
opening the inlet valve, 141*’,after permitting
the closing ofthe suction valve, 140”, and ad
mitting' air or other higher pressure ?uid mechanisms if the operator uses his hand and
to the cylinder, 101“, in rear of the ‘piston, leg on the operator operated parts 47 and 81,
45
which air is also, transmitted through the
pipe, 166, and sleeve, 142, of the primary
respectively.
_
._
i
105
110
_
., .In some instances the driving- or non-steer—
ing wheels of vthe vehicle may be provided
actuator to the primary cylinder in'rear of
*' the piston. Both pistons will therefore move with interior and also exterior brake mecha 115
* forward, substantially simultaneously, the nism, and in—Figs. 6 and 7 we have vshown an
piston, of the primary actuator applying the installation corresponding exactly with that
primary brake mechanisms, and the piston illustrated in Fig. 1, except that the non-.
of the secondary actuator ‘applying the sec steering wheels, W", are provided with pri 120
ondary brakes: In this case the operator mary brake mechanisms, which are interior
may also apply his physical force to the sec brake mechanisms, as indicated at B‘, B4,‘.
ondaryC brake mechanisms in addition to the operatively connected through a cross shaft, ’
power of the actuator, by taking up the lost 278, with the power actuator, the cylinder of
motion between the valve sleeve, 120, and the which is indicated at- 201, constructed and
60
piston, 103°,‘as‘will be readily understood. operating in all respects as previously de
As the piston, 103”, of the secondary actuator
‘moves forward, the foot lever and valve
actuating sleeve will move forward also, and‘
when the forward movement of the operator
125
scribed, with respect to Figs. 1 and 3. The
secondary brake mechanisms are‘in this in
stance exterior brake mechanisms, indicated.
at'B‘, B5, and are in like ’manner connected 11.30 I
ceases, the continuing forward movement of with a cross shaft, 278‘, which is operatively
1,848,458
' 9
connected by linkage, 282 and 283, with the its rear end,'and is provided with a iston,
foot lever, 281, thesecondary valve mecha 3033, a piston rod, 305“, which is pre erably
nism, the casing of which is indicated at 206, hollow and extends through the forward end
being the same as that illustrated in Figs. 1, of the cylinder, and is provided within the
2 and 3. The other parts shown in Figs. 6‘ cylinder with an aperture, 314. In this in 70
and 7 "are identical with those previously de stance the exterior controlling valvemecha
10
scribed with reference to Figsyl, 2 and 3, nism is connected with the hollow piston rod,
and are given the same reference numerals 305*‘, and comprises a valve casing prefer
with the addition of 200, to avoid repetition, ably formed in two parts, 306 and 306“, con
and the operation of the system shown in nected by threaded portions, and clamping
Figs. 6 and 7 is exactly. the same as that pre the marginal portions of a‘ diaphragm be
viously described, with reference to Figs. 1, tween them. The rear portion, 306“, of the
2 and 3, except as above noted, and need not valve casing is provided with an annular
. be repeated.
15
In the embodiments of our invention here
75
seat, 311, normally engaged by the diaphragm
and dividing the rear portion of the valve
80
tofore described, thepower actuators have casing into an annular suction chamber, 312,
been of the type inv which the pistons are and a centrally located chamber, 313. The
normally maintained submerged in vacuum central portion of the diaphragm is sealingly
when. in the released or retracted position, connected with a valve actuating art, 320,
20
and we have shown these power actuators which is also provided in» rear 0 the dia 85
phragm within the chamber, 313, with a disc -
provided with valve mechanism located with
in the pistons thereof.‘ It is to be understood,
however, that our invention is equally ap
plicable to_ brake systems in which power
actuators‘ are employed of the type in which
the pistons are maintained submerged in at
mosphere when in the released or retracted
position, and it is also to be understood that
valve, 310, having annular portions, 310“, '
adapted to seat upon the inner face of the
diaphragm, when the valve actuating part
is moved in the direction of the arrow, Fig. 9.
The chamber, 313, is at all times in communi
cation withthe hollow piston rod and with
90
the interior of the actuator cylinder, in this '
‘the primary and secondary valve mechanisms instance through longitudinal grooves, 320“,
30 for the actuators may be located exteriorly
in a guiding extension'of the valve actuating
thereto.
part, 320. When the disc valve, 310, is in its
95
In Figs, 8, 9 and 10, we have shown an retracted position out of contact with the dia
illustrated in Fig. 4, except that the primary chamber, 313, and the actuator cylinder are
embodiment of our invention similar to that phragm and the diaphragm is seated, the
and secondary power actuators, indicated at placed in communication with the atmosphere
100
, 301 and 301’:1 respectively, are of the type in through air inlet apertures, 319, in the dia
which the piston is maintained submerged in phragm, and apertures, 318, in the casing
atmosphere -and the valve mechanisms are
member, 306. I
/
located exteriorly thereto, the other parts
The primary actuator cylinder, 301, is pref
corresponding with those illustrated in Fig. erably constructed in the same manner as
1 being given the same reference characters illustrated in Fig. 9, and the primary valve
with the addition of 300 to‘ avoid unnecessary mechanism therefor which is illustrated in
description.- In Fig.8 the vehicle is shown detail in Fig. 10 is constructed exactly like
‘as provided with steering wheels, W’, W’, the valve mechanism illustrated in Fig. 9,
,_ a pair of driving wheels, ‘W8, W8, and addi except that the forward casing member, 306,
tional pair ofnon-steering' wheels, indicated is_provided with a single aperture, 318“, for
- at W", W”.
The driving wheels are pro
105
110
the convenient attachment'of a pipe connec
vided-With primary brake mechanisms, indi tion thereto. The valve'actuating part of
50
‘
cated at 13°, 13“, connected with the piston each valve mechanism is provided with a part
of the primary actuator, 301,’ in the manner as a collar, 309, for engaging the casing mem
hereinbetore described, the wheels, W", W”, ber. 306, when the va ve actuating part, 320,
being provided with secondary brake mecha is drawn out to limit the ‘relative movement
nisms, indicated at B’, B", operapively con between the part, 320, and the valve casing,
nected with the piston of the secondary actu to enable ‘the operator to apply his physical
ator, 301’‘, in the manner previously described force to the piston and the bralre mechanism
with reference to Fig. 4.
' connected therewith. As shown in Fig. 8,
115
,
120
The secondary power actuator is illustrated the main suction pipe, 365, is connected with
in detail in Fig. 9, together with one form the suction chamber of the primary valve
of secondary valve mechanism, the speci?c mechanism for-the primary actuator, and is
construction of which forms no part of our also connected by a branch pipe, 365“, with 125 '
present ‘invention as‘ it is covered by our the suction chamber of the secondary valve '
former. application ‘for patent, Serial No. mechanism for the secondary actuator. The
231.724, ?led November .7, 1927. Referring chamber, 313, of the secondary valve mecha
to' Fig; 9,Ythe cylinder, 301”, is closed atits nism for the secondary actuator is connected
forward end and open to ,the atmosphere at bya pipe, 366, with the inletaperture, 318",
130
10
1,848,458
of the primary valve mechanism for the pri may apply his physical force the brake
mary actuator. The corresponding aperture mechanisms, B’, B’; When the pedal, 18l,_is'
' of the primary valve mechanism may be released, the secondary valve mechanism W111
.
closed by a plug or ‘otherwise, if no other ac be returned to‘ its released position,qrecon- 70
' tuators are to be controlled and coupled there- > necting both actuator cylinders with-the at
with, but in Figs. 8 and 10 we have shown mosphere, and permitting‘ the brakes to re
anadditional pipe, 367, connected with the lease themselvesv and the pistons and brakev _
chamber, 313, of the primary valve mecha mechanisms to return to the o? or'released
_ nism, which may be connected to another
actuator, or actuators, which will operate
10
position.
v
i
If the operator actuates the hand lever,
75
under the control of either or both valve 147, the vprimary valve mechanism shown in.
mechanisms, and said pipe is shown pro Fig. 10‘will be operated, to ?rst seat the disc
vided with a cut-01f valve, 368, for closing it valve on the inner face of the diaphragm,
when this pipe connection is not used. ~ It will
thereby disconnecting the actuator cylinder,
be readily accomplished for example by pro
source of suction through the suction pipe, .
301, from the atmosphere through the con 30
15 also be understood that if it is desirable to necting pipe,‘ 366, and vthereafter the 'dia-_
have an additional actuator, or actuators,
controlled by the secondary valve mechanism phragm, 308, willsbe moved away from its
only, connected with cylinder, 301“, this can seat, ‘connecting the cylinder, 301, with the
viding the casing member, 306*‘, of the sec 365,-withdrawing'the air from the cylinder
.ondary valve mechanism with an additional and applying only the brake mechanisms, B“,
aperture, or apertures, communicating with B6, connected with thepiston of the primary
the chamber, 313, to which a pipe similar to actuator, to which the power of the operator
the pipe, 367, may be connected. We have may also be added through the hand“ lever,
shown an. additional aperture in Fig. 9 at 347.- As previously stated, when all of the
20
85
90
367?‘, in this instance'closed by a plu , 367". brake mechanisms haye been applied by
This plug can beremoved and an ad itional power, the physical “force of the operator
actuator or actuators connected with the sec- ' can be added to the brake mechanisms, B", .
ondary valve mechanism, if desired. In this B", through the dal~ lever, or to the brake
the hand lever‘
_
30' instance the pedal lever, 381, is shown con mechanisms, B“, 8, through
nected by link, 382, with the valve actuating or to both brake mechanisms at the same
I part, 320, of the secondary valve mechanism, time, if desired. When the brakes are to be
and the corresponding valve actuating part released, the operator will release the opera
of the primar valve mechanism is connected tor operated part and permit the valve mech
anism, or mechanisms, which have been ‘pre
by link, 346,having the lost motion connec- . viously
actuated, to returnto the released po
35
tion, 346“, previously described, with a hand
lever, 347.
'
'
190
sition thereof, shown inFigs. 9 and 10, thus
When the parts are in released position as connecting-the cylinder, 301, with the atmos_ ,
shown in Figs. 8, 9'and 10, both actuator cyl .phere through its valve mechanism, the- con
inders will be shut off from suction and will
be placed in communication with the atmos-~
/ phere through the'inlet apertures, 3'18 and
319, of the secondary valve'mechanism, as
shown in Fig. 9. If the operator depresses the
pedal lever, 381, the disc ‘valve, 310, will be
45
105
necting pipe,i366, and the secondary valve
cylinder, 301“, with the atmosphere, through
‘mechanism, which latter also ‘connects the
the hollow piston rod, as previously de
scribed.)
.
,
,
'1 10
It,is to be understood that the exterior
caused to seat upon the inner face of the ~dia~ valve mechanism need not necessarily be con
phragm, cutting off both cylinders from the nected'with the piston or. pisto s of the actu
_ atmosphere, and the further movement of the ator or. actuators, but may be connected in
pedal will move the diaphragm of, the sec linkage between the operator operated part
50
115
ondary valve mechanism away from its seat, and the particular brake mechanisms -to
311, placing the chamber, 313, in communica which the operator shall add his physical
“ tion with the suction passage of the engine, force as shown in Figs. 11, 12 and 13. _
through the branch suction pipe, 365". The . In these ?gures, arts corresponding~with
igs. 1, 2 and 3, are given
air within the cylinder, 301“, will he ex,-‘ those illustrated
hausted through the hollow piston rod, and the corresponding reference numerals with
. 120
. the air in the primary ‘actuator cylinder, 3,01, the addition of 400 to avoid repetition.‘ In
> willv likewise be exhausted through its hollow Fig. 11 the automotive vehicle is shown pro
piston rod and through the connecting pipe, vided with primary brake mechanisms, 13“,
. 366,'as the diaphragm of the primary valve B“, for the-driving wheels, W11 W“; and
mechanism shown in Fig. '10 will not have secondary brake mechanisms, Bf’, 2B“, for the
~ \ been moved from‘ its released position. Both other non-steering wheels,~W12, W", as in
‘ actuators may, therefore, be operated to ap Fig. 8. In this-instance we have illustrated
125
ton, 403,,a piston rod, 405, which is connected
130
00
ply all of the brake mechanisms substantially only onev power actuator,‘ 'thei'cylinder' of
simultaneously bythe operation of the sec which is shown at 401, provided with a pis—
ondary valve \ mechanism, ~ and the (operator
1,848,458
11
with the primary brake mechanisms by link, the initial resistance to its movement by the
480. The secondary valve mechanism illus-, operator in a manner similar to that de
trated in detail in Fig. 12 is constructed like scribed with reference to the valve mecha
that shown in Fig. 10, and previously de nism illustrated in Figs. 2 and 3, so as to
scribed, except that- the rear casing member, enable the operator, who must overcome this
406*‘, has no central aperture and is con
70
gradually increasing resistance, to accurately
nected by a link, 483, with the secondary determine the amount of pressure applied to
brake mechanisms, B9, B9. The primary the brakes by the actuator, or actuators, con
10
valve mechanism illustrated in detail in Fig. trolled by the valve mechanism.
13 is constructed exactly like that shown in
While we have shown our invention em
75
Fig. 10, except that the rear casing member bodied in connection with actuators oper
has no central aperture and is connected by ated by the differential between atmospheric
a- link rod, 483", with the rock shaft, 478, to and sub-atmospheric pressures, it is obvious
.15
which the power actuator is connected. The that pressures higher than atmospheric ,could
pipe connections are exactly the same ‘as be readily employed. For example, by con
those previously described with reference to necting the higher pressure inlet aperture,
.Figs. 8, '9 and 10, except that in this instance 18, in Figs. 1 and 2, with a source of pres
the primary valve mechanism has its cham sure ?uid at higher than atmospheric pres
ber, 413, connected by pipe, 467, with the
20
actuator cylinder, 401.
.sure. as a tank of compressed air, for ex
ample, which tank may also be connected
85
In this embodiment of our invention, when. with the air inlet, 53, for the main valve
the operator depresses the foot lever, 481,
mechanism.
1
the secondary valve mechanism will be op
\Vhat we claim and'desire to secure by
erated to establish communication between Letters Patent is :——
the actuator cylinder and the branch suction
1. In a brake systeni for ‘automotive ve
- pipe, 465“, through the primary valve mecha hicles, the combination with independently
nism, as previously described with reference operable brake mechanisms, of a power ac
25
to Figs. 8, 9 andé 10, to apply the brake mech
30
90
tuator comprising a cylinder closed at both
anisms, B8, B“, by power, and by taking up ends, and a piston therein, connections from
thelost motion in the secondary valve'mech
said piston to certain of said brake mecha
anism, the operator can-apply by physical nisms, a controlling valve mechanism for said
force thc'secondary brake mechanisms, B", actuator, means for directly ‘connectin the '
B’. The operator can also operate the power said cylinder forward of the piston wit the I
actuator by the hand lever, 447, to apply the
85
source of lower ?uid pressure, means for con
primary brake mechanisms, B8, B8, by power, necting the said cylinder in rear of the piston
100
and can also apply his physical force to said with the sources of higher and lower ?uid
brake mechanisms in substantially the same pressures under the control of said valve
manner as hereinbefore described with refer mechanism, a second controlling valve mech
ence to Figs. 1, 2 and. 3.
>
>
'
~
'
anism to connect the cylinder in rear of the
It will baa-understood that where valve piston with the sources of higher and lower
mechanism. of the type shown in Figs. 8 to pressures when the ?rst mentioned valve
13 inclusive is connected directly to the pis mechanism is in released position, an oper
ton or connected indirectly with the piston ator operated part connected with said sec
45
105
through the brake mechanism actuated by the ond valve mechanism and connected with cer
piston, when the valve mechanism has been tain of said brake mechanisms by means per
moved by the gperator operated part and the mitting su?icient lost motion to insure the
movement of'the operator operated part is operation of said valve mechanism, and a
stopped, the slight forward movement of the
piston will effect a forward movement of
the valve casing and restore thevalve mech~
a'nism to a position in which. the diaphragm
second . operator operated part connected
or cylinders, from suction without unseating
the disc valve ‘from the diaphragm, thus hold
eration of said valve mechanism.
110
with said ?rst mentioned valve mechanism,
'50
and connected with the brake mechanism op» 115
erated by the actuator said’ connections pro
v is seated, to disconnect the actuator cylinder, viding sui‘?'cient lost motion to insure the op
'ins
the.
,
.
‘
2. In a brake system for automotive ve—
,as applied; It will also be hicles provided with an internal combustion
.
.
"understoodthn in'thls form of valve mech engine having a throttle controlled suction
?erentla‘l of ?uid ressures on passage from the carburetor to the engine
- file. are? ' "of eachvalve will normally cylinder, the combination with independent
,_ .
to hol
the diaphragm upon its seat, ly operable brake mechanisms, of a power
“ C9
and that when the-valve mechanisms are ac! actuator comprising a cylinder closed at both
120
.
125
tuated, there will be a gradually increasing ends, and a piston therein, connections of said
dl?erential of'?uid presures ‘acting on the piston to certain of said brake mechanisms, '
] diaphragm in a direction to restore it to its a controlling valve mechanism \for said actu
released position, which
be transmitted ator,,means for connecting said cylinderfft?
to the operator operated part and increase ward of the piston, with said suction pas- 1,30
12
1,848,458
sage between the throttle valve and the en-' valve casing, an operator operated part con
gine cylinders, means for connecting the cyl nected with said valve actuating part, by
inder in rear of the piston with said suction means permitting movement of the piston
passage andwith a source of higher?uid without moving said operator operated part,
pressure, under the control of said valve locking meansv for said operator operated
10
mechanism, a second controlling valve mech part, a second controlling valve’mechanism
anism constructed to connect the cylinder in for connecting said actuator cylinder on one
rear of tl e piston with the suction passage side of the piston thereof with sources of
of the engine and with said source of higher higher and lower pressures, said pressures
?uid pressure when the ?rst mentioned ‘valve being under ‘the control of either of said
mechanism is in released position, an oper valve mechanisms, and a second operator op
ator operated part'for said second valve erated‘ part connected with said second valve
mechanism operatively connected with cer mechanism and connected with other of said
tain of said brake mechanisms for, control brake mechanisms, by means permitting lost
ling all of said brake mechanisms, and'a sep motion su?icient to insure the operation of
80
' arate operator operated part connected with said second valve mechanism.
the ?rst mentioned valve mechanism and I 5. In a brake system for automotive ve
connected with the brake mechanisms oper hi‘cles provided with an internal combustion
ated by said actuator, said connections pro
viding lost motion, su?icient to insure the op
engine having a throttle controlled suction
passage from the carburetor to the engine
cylinder, the combination with independent
3. In a brake‘ system for automotive ve ly operable brake mechanisms, of a power
hicles provided with an internal combustion actuator comprising a cylinder closed at both
engine having a throttle controlled suction ends, and a piston therein, connections from
passage from the carburetor to the engine saidipiston to certain of said brake mecha
cylinder, the combination with independent, nisms, a controlling valve mechanism for said
ly operable brake mechanisms, of ‘a power actuator, means for connecting said cylinder,
actuator comprising a cylinder closed at both forward of the'piston, with said suction pas
ends, and a piston therein, connections of sage ,between the throttle valve and the en
saidpiston to certain of said brake mecha gine cylinders, means for connecting the cyl
85
eration of said valve mechanism.
25
v30
nisms, a controlling valve mechanism for said inder in rear of the piston with said suction
actuator, means for connecting said cylinder passage and with a source of higher ?uid
forward of the piston, with said suction pas pressure, under the control n of said valve
sage between the throttle valve and the en mechanism, a second controlling valve mech
35
gine cylinders, means for connecting the cyl anism constructed to independently-connect
90
95
100
, inder in rear of the piston with said suction the cylinder in rear of the piston with the
passage and with a source of higher ?uid ' suction passage of the engine and with said
pressure, under the control of said valve , source of higher ?uid pressure, an operator
40
45
mechanism, a second controlling valve mech
anism constructed to connect the cylinder in
rear of the piston with the suction passage
of'the engine and with said source of higher‘
?uid pressure when the ?rst mentioned valve
operated. part connected with said second
valve mechanism and connected with other of
105
said brake mechanisms by means permitting
sufficient lost motion to ‘insure the operation
of said second valve mechanism, and a sec- '
mechanism is in released position, an -oper-_ ond operator operated part connected with
ator operated part connected with said sec said ?rst mentioned valve mechanism, said 110
ond valve mechanism and connected with second mentioned operator operated part be‘ .
other of said brake mechanisms by means per ing connected with the brake mechanism op
mitting su?icient lost motion to insure the erated by saidactuator, said connections pro
‘ operation of said valve mechanism, and a sec-. viding sui?cient lost motion to insure the
50 .ond'operator operated part connected with operation of said ?rst mentionedvalve mech
said ?rst mentioned valve mechanism, and
anism.
connected with‘ the brake mechanisms oper- -
'
>
115
o
6. The combination with a power actuator
ated bythe actuator, said connections pro comprising a cylinder, and a piston therein,
provided with means for connecting it with
a part to be operated, of controlling valve 120
eration of said valve mechanism. ~ _
4. In a brake system for automotive ve— vmechanism for the actuator, for connecting.’
viding su?icient lost motion to insure the op
55
hicles, the combination with independently the, cylinder between the piston and a closed
operable brake mechanisms, of a power- actu-V end of the cylinder with sources ofhigher
ator comprising a cylinder, a piston oper
60
and lower ?uid pressures, an operator oper
a-tively connected with certainof said brake ated part for said valve mechanism, a second
mechanisms, and controlling valve .mecha
' power actuator comprising a cylinder and a
nism comprising a valve casing movable with piston, a second controlling valve mechanism
the piston, and valves movable with respect "for connecting the. cylinder of the second ac- ‘
to the piston, and a valve actuating part mov~ tuator between the piston and the closed end
<able with and with respect to said piston’ vand ofthe cylinder, and ‘also the corresponding 130
1,848,458
v portion of the ?rst mentioned ‘actuator cyl
passage of the engine, said’ ?rst mentioned
inder substantially simultaneously, with the valve mechanism being constructed to connect
sources of higher and lower pressures,/and an the cylinder of the ?rst mentioned actuator
independent operator operated part connect with the second valve mechanism and with
ed with said second valve mechanism, con the source of higher ?uid pressure, said sec
nections from the ?rst mentioned operator ond valve mechanism being constructed to
operated part to the part operated by the connect the second actuator cylinder in rear
?rst mentioned actuator, and connections be of the piston and the corresponding portion
tween the second mentioned operator oper of the ?rst mentioned actuator with the suc
ated part and a part to be operated by the tion passage of the engine and with the source 76
second actuator.
'
of higher pressure, means for holding the
7 . In a brake system for automotive ve
?rst valve mechanism, when in released posi
hicles provided with independently operable tion, in position to connect’ the ?rst actuator
brake mechanisms, the combination with a cylinder in rear of its piston, with the second
power actuator comprising a cylinder, and valve mechanism, means for holding said se_c~
' a piston therein, operatively connected with ond valve mechanism, when in released posi
15
80
certain of said brake mechanisms, controlling tion, in position to connectthe portion of the
valve mechanism for said actuator, a second second actuator in rear of its piston and the
power actuator comprising a cylinder, a pis corresponding portion of the ?rst mentioned
20 ton therein, operatively connected with other actuator with the suction passage of the en 85
of said brake ‘mechanisms, a second control gine, to maintain both pistons submerged'in
ling valve mechanism, means for connecting vacuum, an operator operated part connected
the ?rst actuator cylinder between a closed with the ?rst mentioned valve mechanism and
end thereof and the piston, with a source of connected with the brake mechanism operated
25 higher ?uid pressure, and with the second by the ?rst mentioned actuator, and a separate 90
valve mechanism, under the control of the operator operated part'connected with the '
?rst mentioned valve mechanism, means for _ second mentioned valve mechanism and oper
connecting ‘the second mentioned actuator atively connected with the brake mechanism
c linder between the closed endthereof and operated by the second actuator.
30 the piston, with sources of higher and lower
9. In a brake system for automotive vehi 95
pressures, under the control of the second cles, the combination with a power actuator
valve mechanism, for operating both actua- comprising a cylinder and a piston, means
tors substantially simultaneously, means for for connecting said piston with brake mech
holding the ?rst mentioned valvemechanism, anism of the vehicle, two separate and inde
35 when in released position, in position to con pendently operable valve mechanisms for in 100
‘meet the second mentioned valve mechanism dependently controlling said actuator, means
with the said portion of the. cylinder of the for connecting the actuator cylinder between
?rst mentioned actuator, an operator operat thepiston and a closed end of the cylinder
ed‘ part connected with the ?rst valve mech with sources of higher and lower ressures
10 anism, and o eratively connected with the under the control of either of said va ve mech 105
brake mechanisms operated by the ?rst men-1 anisms, one of said valve mechanisms being
tioned actuator, and an independent operator’ connected with and movable with the actu
operated part connected with the second men ator piston‘, and being provided with parts
tioned valve mechanism, and operatively con movable with respect to said piston, an woper
nected with the brake mechanism operated by ator operated part connected with said mov no
the second actuator.
' .
'
able parts of said valve mechanism, and~an
81 In a brake system ,for automotive ve independent operator operated part for oper
hicles provided with an internal combustion ating the other of said valve mechanisms.
engine having a throttle controlled suctionv 10. In a brake system for automotive vehi
50 passage from the carburetor to the engine cyl cles, the combination with a power actuator 115
inders, and independently operable brake comprising a cylinder and a piston, means for
mechanisms, the combination with a power connecting said piston with brake mechanism
actuator, comprising a cylinder closed at both of the vehicle, two separate and independent
ends, a iston- in said cylinder, and operative ly operable valve mechanisms for independ
connectlons therefrom to certain of said brake ently controlling said actuator, means for
- mechanisms, controlling valve mechanism for connecting the actuator cylinder between the
said actuator, a second power actuator com piston and a closed end of thecylinder with
, prising a c linder closed at both ends, a pis_ sources of higher and lower pressures under
.ton in sai, actuator, operative‘ connections the control of ‘either (of said valve mecha
from said piston [to other of said brake mech nisms, an operator operated part, one of said
anisms, a second controlling talve mechanism, valve mechanisms being connected with and
120
125
and means including a tubular connection movable with the actuator piston, and con
for connecting said valve mechanisms, means nected to‘ said operator operated part, oper
for connecting each of saidactuator cylinders atively connected by means providing lost
(forward of the piston therein with the suction - motion with brake mechanism operated by 130
14‘
1,848,458
said actuator, and an independent operator operatively connected with the brake mech
operated part for the other of said valve anisms operated by said secondary actuator.
14. In a brake system for automotive vehi
mechanisms.
]
11. In a brake system for automotive vehi cles, the combination with primary and sec
cles, the combination with a power actuator ondary actuators, each comprising a cylin
comprising a cylinder and a piston, means der .and piston, connections from the pri
for connecting said piston With brake mech mary actuator to certain brake mechanisms,
anismtof the vehicle, two separate‘ and inde connections from the piston of the second
pendently operable valve mechanisms for in ary actuator to other brake mechanisms,
a primary controlling valve mechanism for
10 dependently controlling said actuator, means the primary actuator comprising parts op-~
for connecting the actuator cylinder between
the piston and a closed end of the cylinder eratively connected with the piston thereof
with sources of higher and lower pressures and relatively movable parts, an operator op
under the control of either of said valve erated part, connections therefrom to said
relatively movable parts of said valve mech
15 mechanisms, one of said valve mechanisms be anism, a secondary controllingjvalve mech
ing connected with and movable with the
‘ actuator piston, an operator operated part anism operatively connected with both actu
ators for operating the same substantially
for said valve mechanism, operatively con simultaneously,
and comprising parts opera
nected by means providing lost motion with
tively connected with the piston of said sec
brake
mechanism
operated
by
said
actuator,‘
.20
an independent operator operated part for ondary actuator and movable therewith, and
the other of said valve mechanisms, and op relatively movable parts, a second operator
erative connections between said operator operated part, connections therefrom to said
operated part and other brake mechanisms relatively movable parts of said secondary
vcontrolling valve mechanism, and means for
of the vehicle.
'
12. In a brake system for automotive'vehi limiting the relative movement of the parts
cles, the combination with a power actuator b of each valve mechanism.
comprising a-cylinder and piston, means for
15. In a brake system for automotive vehi
- , connecting the said piston with certain brake cles, provided with an internal combustion
‘mechanisms of the vehicle, controlling valve
[mechanism for said actuator provided with’
relatively movable parts, an operator oper
ated part, connections from the respective
relatively movable parts of said valve mech
35 anism to said operator operated part and to
'30
engine having a‘ throttle controlled suction
passage from the carburetor to the engine
cylinders, and independently operable brake
mechanisms, the combination with a power
actuator comprising a cylinder closed at both
ends, a piston in said cylinder, operative coni
the brake mechanism connected with said ac nections from said piston to certain of said
tuator, a second controlling valve mechanism brake mechanisms, a controlling valve mech
for the actuator, having relativel movable anism for the actuator 'connectedwith the
cylinder in rear of the piston, means for con
parts, a second operator operatedy part, the’ necting
the cylinder forward of the piston
movable parts of said second valve mecha
nism connected respectively to the said at all times with the suction passage of the
second operator operatedpart and to brake engine between the throttle valveand the
_ mechanism of the vehicle, each of said valve engine cylinder, a second valve mechanism
the actuator, means including a tubular
mechanisms being provided with means for" for
connection 1for placing‘ said second valve
limiting
the
relative
movement
of
its
rela
:45
mechanism‘ in communication with the ?rst
tively movable parts.
13. In a brake system'for automotive ve- . mentioned valve mechanism, means for plac
ing the cylinder in rear of the piston in com
hicles, the combination with a primary actu - munication
with the second mentioned valve
-mechanism,and
with a source of hi her ?uid
nections from said piston to certain brake pressure under the
contrel of the rst men
mechanisms of the vehicle, primary con tioned valve mechanism,
said-second valve
,trolling valve mechanism for said primary mechanism serving to-connect
the ?rst valve
actuator, anoperator operated part for said mechanism with the suction passa
e of the
valve mechamsm, a secondary» power actua engine and with a source of higher uid
pres
tor comprisin’g?a' c linder vand piston, con
sure,
means
for
holding
said
?rst
mentioned
nections from sa' piston to other “brake
mechanismkwhen in released osition;
mechanisms of'the ve '.do, a secondary con-_ valve,
.trolling valve mechanism for controlling in position to connect said portion 0?the cyl
, ator comprising a cylinder and piston, con
inder with they second valve mechanism, an
both ofsaid actuators, and a separate op
w‘ erator operated part forsaid secondary con operator operated part connected with'the
trolling valve mechanism, said ?rst men ?rst mentioned valve mechanism, and opera
_ being opera; , tively connected with the brake mechanisms
. tioned operator operated
operated by the actuator,‘ and‘ an independ
tively
connected-with
r
the
primary
theme
actuator,
and
the
ent
operator operated part connected with
' operated by
other of sudpperetor operated
the second valve mechanism, and operative
1,848,468
ly connected with other of said independent
ly operable brake mechanisms.
.
"
16. In a brake system for automotive vehi
cles, provided with an internal combustion
engine having a throttle controlled suction
passage ‘from the carburetor to the engine
cylinders, and independently operable brake
mechanisms, the combination with a power
actuator comprising a cylinder closed at both
ends, a piston in said cylinder, operative con
nections from said piston to certain of said
brake mechanisms, a controlling valve mech
10
anism for the actuator connected with the
cylinder in rear of the piston, means for con
necting the cylinder forward of the piston
at all times with the suction passage of the
engine between the throttle valve and the
engine cylinder, a- second valve mechanism
'for, the actuator, means ineluding a tubular
20
connection for placing said second valve
mechanism in communication with the ?rst
mentioned ‘valve mechanism, means for plac
ing the ‘cylinder in rear of the piston in com
r munication with the second mentioned valve
25
mechanism, and with a source of hi her ?uid
pressure under the control of the 'rst men
tioned valve mechanism, said second valve
mechanism serving to connect the ?rst valve
mechanism with the suction passage of the
30 engine and with a source of hi her ?uid pres
sure, means for holding said 'rst mentioned
valve mechanism, whenin released position,
‘in position to connect said portion of the cyl
inder with thesecond valve mechanism, and
means for holding said, second mentioned
valve mechanism,‘ when in released position,
in position to connect said. portion of the
actuator cylinder through, the ?rst mentioned
valve mechanism, with the suction passage
of the engine to maintain the piston sub
35
merged in vacuum, anvoperator' operated part
" connected with the ?rst mentioned valve
i . mechanism and ope‘ratively connected with
the ‘brake mechanism connected therewith,
and an independent operator operated~ part
for said second valve mechanism, operatively
connected with other of said independently
45
operable valve mechanisms.
'
-_ so
‘ '
In testimony whereof we ‘a?ix our signa- -'
tures.
-
,
'
~' 3
-
-
CALEB s. BRAGG.
.
"
vro'ron w. KLIESRATH.
55
$0
65
15