Patent GB-722476-A (GB)
Title: Improvements in or relating to hydro-kinetic powerabsorption apparatus
IPC: F16D57/04
Filed: 1952-09-12
Abstract: 722,476. Fluid friction brakes. CLAYTON MANUFACTURING CO. Sept. 12, 1952 [Oct. 12, 1951], No. 22970/52. Class 103 (1). [Also in Group XIX]. The invention relates to the design of a hydrokinetic brake which provides a compact assembly, particularly suitable for use in chassis dynamometers for testing motor vehicles. Such apparatus, as shown in Fig. 2, comprises spaced apart rollers 1 and 3 on to which the vehicle is backed up a ramp 6, the brake being applied only to the roller 1, roller 3 being able to rotate freely. A torque arm 181 connected to the rod 183 of a torque bridge device 184 acts to provide a measurement of power developed by the engine. As shown in Fig. 1, the brake consists essentially of vaned rotor and stator members 55 and 80 respectively, the entire assembly being supported on the roll shaft 18 together with a heat exchanger unit 140 for cooling the liquid flowing through the brake liquid and cooling liquid connections to the brake are shown diagrammatically in Fig. 3, inlet and outlet valves 192 and 194 being preferably of the solenoid operated remote control type whereby the retarding force of the brake may be altered at will by the driver of a vehicle in position. Unit 197 represents 'a radiator for the cooling liquid. As shown in Fig. 9, the brake rotor comprises a hub 54 keyed to the shaft 18 and receiving the inner edges of the rotor vanes. The vanes, preferably of stainless steel, as shown in Fig. 26 have leading edge portions 67c and 67d in different angular planes joined by an offset part 67e which lies at the centre of the vortex of the working circuit described later. The stator, as shown in figures 7 and 8 is of similar toroidal form to the rotor having eighteen vanes in contrast to the twenty-one of the rotor for the design described. The vanes, as shown in Figs. 10 and 11, are complementary in shape to the rotor vanes 67 but certain of the vanes 93A, 93B, 93c and 93D are hollow. The vane 93A is a loading vane and has an internal passage 93e, the inner end of which is located so that it opens into the centre of the vortex of the working fluid, the outer end of the passage 93e communicating with a supply conduit 110. The airbleed vanes 93B, 93c, 93D, have internal passages therein leading respectively from the region of the vortex centre to an air chamber 120, an airbleed tube 128 and a circular opening 126 in the plate 73, whereby any liquid that may flow through the airbleed holes 170 into the opening 172 is readily returned to the low pressure zone of the working circuit through vane passage 174. All the stator vanes have tabs 94 or 95 which project outwardly through notches 91 in stator member 80 and serve to pump liquid diverted from the rotor. A dam 96, shown in Fig. 7, welded angularly to the outside of the stator member 80 retards rotation of liquid discharged from the rotor pockets. When in operation, water enters the brake through an inlet port 106 after having passed through the heat exchanger 140 from a header tank 190. Vortex flow takes place between the rotor and stator members as shown by the arrows marked, and the water flows out by a port 116, power absorption being controlled by regulation of valves 192 and 194 to vary the degree of filling of the brake with water. Calculations together with graphs of vane contour divisions against tangential velocity change, and mean vortex velocity against horsepower at 1000 r.p.m. are given for a brake designed to absorb 125 H.P. at 1000 to 4000 r.p.m. The overall dimensions of a brake so designed, which are given as 13¢ inches long x 9¢ inches diameter x 11¢ inches wide show the compactness of such a unit, which requires 4¢ gallons of cooling water per H.P. per hour.