Patent GB-702554-A (GB)
Title: Improvements in or relating to pneumatic servo-devices for hydraulic master cylinders
IPC: B60T13/565
Filed: 1951-05-18
Abstract: 702,554. Fluid-pressure brakes. BENDIX AVIATION CORPORATION. May 18, 1951 [June 12, 1950], No. 11707/51. Class 103(1) A pneumatic servo-device for producing hydraulic pressure, particularly for operating brake systems, of the type in which " feel " or reaction is transmitted back from the servo working piston to the operator, is characterized in that it is arranged that no appreciable reaction may be transmitted during the initial part of the pressure stroke of the working piston. As shown in Fig. 2, the operator's effort is transmitted by a rod 34 to a control valve comprising a member 38 slidable within a sleeve 46. As shown in the brakes released condition of the device, the land 81 on member 38 is located behind the port 77 in sleeve 46 so that chamber 70 at one end of the device, which is in communication by passage 71 with compartment 66, connects to atmosphere by way of the interior of the boot 75, chamber 68 and port 72. Chamber 64 on the opposite side of diaphragm 50 to chamber 66 is permanently connected by a passage (not shown) to chamber 68 and atmosphere. When pressure is applied to the pedal 28, the valve member 38 is moved forward so that land 81 passes the port 77 whereupon a vacuum source i.e. the engine intake manifold, connected to the coiled tubing 90 is placed in communication with compartment 66 and chamber 70. The piston assembly is thus moved forwardly in the cylinder 20 to produce hydraulic pressure by the projection of plunger 122 into cylinder 22 as a result of the atmospheric pressure acting in chamber 68. As the pressure in compartment 66 is progressively reduced, the diaphragm 50 is flexed rearwardly by the atmospheric pressure in compartment 64 so that a rubber button 102 at the centre of the diaphragm bears against the end of the valve member and transmits back " feel " or reaction to the operator. Since, however, this movement of the diaphragm 50 is resisted by a spring 94, the initiation of the reaction does not take place until the piston assembly has already completed part of its pressure stroke. By this arrangement it is possible for the operator to feel the separate stages of the brake application i.e. a light initial application during which clearance is taken up, followed by a heavier power stroke. As shown in Fig. 1, the device is suitable for fitting directly beneath the toeboard 14 of a vehicle. Four different arrangements are described for obtaining operation of the diaphragm 50 in such a way as to exert reaction only after the piston assembly has completed part of its stroke. In that shown in Fig. 6, the wall of the compartment 66a, contains a check valve 146a which in effect comprises two valves, one of which allows relatively free flow of pressure into the chamber 66a but the other controlled by a spring 160 prevents flow until there is a substantial pressure differential on each side. The latter valve is also subject to control by a diaphragm 166, the pressure on each side of which corresponds to those acting on the working piston assembly as a whole. The diaphragm 166 produces a more rapid opening of the check valve to allow evacuation of the compartment 66a when the initial non-reaction phase of the operation has been completed. In two of the embodiments described poppet valves are used in place of the slidable member 38. The hydraulic cylinder 22 is replenished from a reservoir 108 by means of a valve 126 of the type adapted to be tilted off its seat by a collar 142 on the plunger 122 when in its rearmost position. Reference is made to the assister units described in Specifications 477,173 and 550,450.