USRE20565E - Combined clutch and brake control - Google Patents

Description

Nov. 30, 1937. E, Q STUD A Re. 20,565

COMBINED CLUTCH AND BRAKE CONTROL Original Filed March l, 1916 6 Sheets-Sheet l NOVQSO, 1937. E, G51-AUDE Re. 20,565

' COMBINED CLUTCH AND BRAKE CONTROL original Filed March 1, 191e e sheets-sheet 2 Nov. 3o, 1937. E. G. STAUDE Re- 20,565

y COMBINED CLUTCH AND BRAKE CONTROL originaygned March 1, 191e s sheets-sheet s Nov. 30, 1937,. l

E. G.l sTAuDE COMBINED CLUTCH AND BRAKE CONTROL Original Fled` March l 191e 6 sheets-sheet 4 A y ,HMM

Nov. 39,1937. E. G. sTAuDE COMBINED CLUTCH AND BRAKE CONTROL Original Filed March 1`, 1916 6 Sheets-Sheet 5 MTA/E555 .s

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Nov, 3G, 1937. E. G. STAUDE Re. 20,565

COMBTNED CLUTCH AND BRAKE CONTROL Ori'ginalI Filed March l, 1916 6 Sheets-Sheet 6 lRessued Nov. 30, 1937 UNITED STATES Re. y 20,565

PATENT OFFICE'.`

COMBINED CLUTCH AND BRAKE CONTROL Edwin G. Staude, Minneapolis, Minn.

Original No. 1,447,908,l dated March 6, 1923, Serial No. 81,468, March 1, 1916. Renewed February 27, 1919, Serial No. 279,600. Application f for reissue November 23, 1934, Serial No. 754,523

26 Claims.

In the operation of a power propelled vehicle, it is customary to provide a clutch and a brake pedal, depression of one releasing the clutch and of the other setting the brake.

The object of my invention is to provide a single pedal for operating both the clutch and the brake, instantly or gradually, as may be desired.

A further object is .to provide a pedal which, when set in a certain predetermined position, will control both the clutch and brake, and permit independent .operation of the engine accelerator.

Other objects of the invention will appear .from the following detailed description.

TheI invention consists generally in various constructions and combinations, all as hereinafter described and particularly pointedout in the claims.

In the accompanying drawings forming Vpart of this specification:

Figure 1 is a view;I partially in section, of a gas,

engine gear case and the foot board of a car, showing my invention applied thereto;

Figure 2 is asimilar view, showing thepedal set in position for controlling the clutchand brake and operating the accelerator; I

Figure 3 is a plan section, showingthe relative position of the pedals and the operating mecha- `nismconnected therewith; f Y

Figure 4 is adetail sectional view of the single pedal, showing the means. for,k locking ity in rits partially depressed position;

Figure 5 is a detail viewl ofthe jointy in theA pedalarm;

v Figure 6 is a general illustrate the oil circulating system therein;

Figure '7 is a sectional view, showing the apwallof the gear case and illustrating two positions ,ofl the controlling valve in the circulating v,

system;

Figure' 10 is ak sectionalY view` on the linee-a.

of Figure 8; Y. i

Figure 1l isa sectional view on the line y-y of Figure 8; and

Figure 112 is alsectional view on the line .'r-.r v

'"of Figure 8.v u

In the drawings,y 2 represents the gear case of a gas engine of any ordinary or preferred construction. ",Io, lthis gear casey a casing 3 is secured by suitable means, preferably by inserting crank shaft I5 (see Figures 1, 6 and 7).

x "Lew, partially in section, the wall of the gear case being broken away tok the bolts 4 in the head of the gear case through holes provided in the casing, as indicated in Figure 9. This allows the casing to be mounted o n the gear case or removed conveniently, whenever desired, without disturbing the other parts '5 of the engine. Supply and return pipes 5 and 6 communicate with the crank case 'I and with the oil circulating system 1', having a tube connection 8 with a gauge 9 and a valve I D mounted to open under pressure of the oil for lubricating 10 the bearings of the cam shaft I I. The valve I0 also acts asv a relief valve when the pressure in the system becomes excessive. A suction pipe I2 has its open end in the well in the bottom of the crank case and leads to the gear pump I3 15 that is driven through the gear I4 from the This crank case and oil circulating system is in gen,. eral use in thisv type of engine.

The supply pipe 5 has a check valve I5' therein 20 v mounted toopen with the oil pressure to admit the oil to-the pipe 5 and the casing 3 and pre vent its .return flow through this pipe.k The return pipe B leads back into the bottom of ,the

crankcase, as shown iin-Figure 7.y This check 25.

valve I 5 also` acts under. conditions below. described to hold pressure inthe system when the pump is not operating. The casing 3 is provided with cylinders yII and I1, having pistons I 8 and I9 therein. provided with lstems 20 andI 30 26 and 21 thereonwthin Ysaid sleeve, said heads 35- being spaced apart a suitable distance for bridg` i'ng portsr28 and 29 in `the walls ofsaid sleeve, and acting as pressureY balancing means for said'. valve. The supply pipe Sicomrnunicates with an` intake port 30 in the wall of said valve chambery 40' and this port is arranged to register'jwith theV port 28 in the sleeve to admit the inelastic iiuid between the Valve headsand. the port. 29 when said sleeve is arranged'to register at a point in` its movementwith a-passage 3| which extendswl,`

across 'the cylinders I Ii andlll vand communi-l cates therewith. y

A chamber 32 isprovided in the lower-walls of thevcasing 3 and communicates with the return pipe 6 and also with the interior of the `Sleevejv23= 50 through the ports 24. The enlarged portion shown inFgure 10 connectedl withfthe supplyv pipe 5 and leading to theintake port 3D acts as a storage chamber for. the fluid under pressure and thus provides an instant demand capacity. 55

, considerably in excess of the pump capacity when required by the degree of movement or opening of the controlling valve 21. The upper end of the casing 3 has a chamber therein forming an air cushion for the inelastic fluid, the lower portion of this chamber being shown in section in Figure 10. 'Ihe intake port 29 leads intoan operating chamber having therein any suitable means such as the pistons I8-I9 against which uid pressure,

generated by the pump or by the air cushion, acts l to control a part of the automobile. Valve I8 acts also to limit the amount` of pressure applied against the air cushion, because if thepressure in the system becomes excessive, the valve is opened, as has been before mentioned. The valve I 5' is shown so placed as to prevent back 110W toward the pump when' the latter is inoperative, and thus this'valve also assists in the effectiveness of control by means of cushion-stored power, acting independently of the pump.

It will be again noted that when the vpump is.

operating, the inelastic fluid compresses the air in the upper part of the casing 3 and sumcient power is thus stored for properly operating the pistons or other suitable means, independently of any pressure furnished by the pump. Moreover,

' while thepump is operating, power is being stored as a result of compression of the air, or its functionally equivalent means. 'This air cushion constitutes elastic means ycompressible by the inelastic uid, and adapted after compression to react with sufficient force to maintain the pressureapplying condition of the inelastic fluid when the pump is inoperative. Thus, an accumulator reservoir for braking power or clutch operation, or other purposes, is provided. The air is put under compression and thereafter reacts with suiiicient force to operate either piston or both pistons, independently of the pump.

A rack 33 is mounted on the lower end of the sleeve 23 and is vertically slidable therewith and engages the teeth of a pinion 34 (see Figure 12) on a shaft 35 having a gear 36 which meshes with a rack provided on the lower end of the rod 28 of the piston I8 and thereby simultaneous movement in opposite directions of the piston I8 and the sleeve 23 is effected. Ports 31 are preferably provided in the upper walls of the cylinders` I6 and I1 communicating with a passage 38 which leads downwardly to the return pipe to allow the lescape of any oil which may work by the pistons during their operation in the cylinders.

The sleeve 23 has the function of a cut-off. When the brake piston I 8 is raised from the position shown in Figure 8 to that shown in Figure 9,

the sleeve is drawn down tc partially close the larger opening and permit the entrance of a.

greater volume of inelastic fluid to the brake piston cylinder to eiect a rapid movement of this piston and a corresponding application of the brake. In this way, the driver of the car has complete control of the brake and clutch and through the manipulation of the pedal by the foot can stop the car instantly or gradually as conditions may require.

. has a cam slot 43 formed therein.

'I'he upper end of the valve stem 25 (see Figure 1) is pivotally connected at 39 to a lever 48 which is pivoted at 4I to a. bracket 42. 'I'his lever A bell crank is pivoted at 44 and has a short arm 45 provided with an anti-friction roller 4'6whichis fitted into a cam slot 43 and positioned to bear on the edges thereof. 'Ihe long arm 41 of the bell crank projects upwardly under the foot board 48 and at its upper end has a pivotal connection with a pedal arm 49, said connection comprising preferably a stud 58 on the arm 41 fitting within a Socket 5I in the pedal arm and held therein by a pin 52 provided with a head 53 and a compression spring 54. The pedal arm projects through a slot 55 in the foot board and is provided with a lug 56 to engage the edge of a plate 51 that is secured to the underside of the foot-board in register with the slot 55'. 'I'he upper end of the rod- 49 has a pedal 58 of ordinary construction mounted thereon. An extension spring 59 is attached to the short arm of the bell crank and to the gear casing and resists downward movement of the long arm 41 and the pedal arm. An arm 68 is the lug 56 is in engagement with the plate 51. A

rod 62 connects the arm 68 with the accelerator to the engine (not shown). When, therefore, the pedal arm is depressed below the point shown in Figure 2, the accelerator will be operatedin the usual manner. Y

The initial downward movement of the arm 45 engaging the anti-friction roller 46 with the upper edge of the slot 43 will raise the lever 40 and set the valve heads 26 and 21 in the position shown in Figure 8. Further movement of the anti-friction roller will not affect the position of the lever, 40 and the bell crank may be oscillated back andy forth tol actuate the accelerator without changing the position of the lever 48 or the valve heads. The accelerator may thus be used in the ordinary way during the driving of the car without the movement of the pedal affecting the clutch and brake control attachment. A shaft 63 is mounted on a bracket 64 on the crank case and a hub 65 is secured on said shaft and has an arm 66 which bears on the upper end of the piston rod 2| and is vertically movable in guides 61. A hub 68 is secured on the end of the shaft 63 and has a pedal arm 68 for rocking the shaft in its bearing and oscillating the arm 66. A hub 18 is loosely mounted on said shaft and has an arm 1I mounted to bear on the pistonrod 28 and vertically Amovable in guides corresponding to those of the arm 66. A pedal arm 12 is mounted on said hub 18 and both the arms 69 and 12 project upwardly through slots in the footboard 48 in position to be operated by the foot of the driver. The hub 66 is connected with the clutch rod 13 and pedal arm 12 is pivotally connectcd at 14 to the brake rod 15, both the clutch v and the brake being of ordinary construction and requiring no detailed illustrationherein.

To use the device, the driver of the car will depressthe pedal arm from the position shown in Figure 1 tc that of Figure 2, thereby rocking the bell crank' downwardly against the tension of the spring 59 and moving the anti-friction roller 46 in the cam slot 43 and raising the lever 48 through the engagement of the roller 46 with the upper edge of said slot. A slight movement of the pedal arm to one side will engage the lug 56 with the.L

plate 51 and lock the arm in its depressed position. The valve connected vwith the lever 40 will be raised to the position indicated in Figure 8, the head 21 closing the passage between the port 3|! and the passage 3| and thereupon the flow of the inelastic iiuid from the port 30 into the passage 3| and the cylinders I6 and I1 will be cut off. The passage 3| will now be connected with the passage 32 through the port 29 in the side of thesleeve 23, and the ports 24 in the bottom of said sleeve, and the oil or inelastic liquid will be forced out of the cylinders I6 and l1 by the usual spring pressure ordinarily employed to connect the clutch and to release the brake. `Such springs being in common use for vthis purpose are not illustrated herein. The oil will now exhaust from the cylinders I6. and I1., the passage 3|, and the return pipe 6 into the crank case 1. The p edal arm will be in position to operate the accelerator when depressed beyond la point shown in Figure 2, as the continued movement of the anti-friction roller in the slot 43 will have no eiect on thel lever 40, the roller traveling in the arc of a circle having the same radius as the slot and consequently the arm 45 may move back and forth in the right hand end of the slot 43 without moving the lever 4|l in either direction. This allows the driver of the car to control the accelerator without changing the position of the clutch or brake controlling valve. In case, however, it is desired to release the clutch and set the brake, the driver will disengage the pedal arm from the plate'51, whereupon the spring 59 will throw the bell crank upwardly and the arm 45, swinging toward the left,

will engage the anti-friction roller 46 with the` lower. edge of the slot 43 and force the lever 4|! downwardly, shifting the valve from the position shown in Figure 8 to that of Figure 9. The passage 3| will then be opened to the flow of oil from the port 30 and driven by the pump pressure the oil will enter the cylinders I6 and' I1, raising the pistons I8 and I9 from the position shown in Figure 8 to that of Figure 9, one piston automatically,through its connections, releasing the clutchV and the other setting the'brake.

v 4 Operation --The lubricating system is operated in the usual manner; oil being forced through the pipe 1" by the pump. A portion of this oil'will be forcedthrough the valve l into the pipe 5 and the casing '3 and kport 30 linto the valve chamber 22. When the valve heads 26 and 21 are in the position shown in Figure 8, which is the position they will-be in whenithe pedal arm is depressed, the further movement of the oil or inelastic iluid is checked and the pistons remain in the position shown in Figure 8 with the clutch connected and the brake released. When the pedal arm is released'and returned to its normal position the valvestem 25 and the valve heads '2E and 21 move downward into the position vshown in Figure 9, The oil or inelastic fluid now passes from the port 3|I, through the valve chamber, and into the passageV 3| forcing the'cylinders Ill and |9'upward into 'the position shown in Figure 9, and thereby disconnecting the clutch and setting thebrake.

When the pistons I8 and I9 begin their upward travel the movement of `the bralre controlling, piston `||l, through the means described, moves i' thesleeve23 downward from the position shown inv Figure 8 to the position shown invFigure 9, thereby gradually closing the port leading into the passage 3| that communicates with the cylinders IB and |1.

During the above described operation, the sleeve 23 will be shifted from the open position shown in Figure 8 to the vposition illustrated in Figure 9, where it operates as a cut-01T to control the iiow of the inelastic iiuid to the pistons and enable the driver, as heretofore described, to check the speed of the car quickly or gradually, the application of the brake being governed entirely by the relative position of the controlling valve or cut-off sleeve. I

It will be noted that this attachment is made as an adjunct or branch of the circulating system of the gas engine in which there is a constant pressure of the inelastic fluid when the engine is in operation, the controlling valve operating to admit this fluid pressure to the clutch and brake operating means or close the passage thereto, the cut-off in connection with the valve enabling the driver to still 'further control this flow through the travel of the brake operating means. l

I have used the word clutch in the specification and claims in a broad` or general sense, to indicate any suitable means `for transmitting power from the engine to the driving axle of the vehicle, the specic form of such transmitting or connecting means forming no part of my in vention.

It will be further noted that by the use o the .compressible elastic means, a constant pressure of the pump, power has been stored in the accumulator chamber. Of course, in this case, the pedal-operated controlling Valve operates to admit this fluid pressureto the clutch or brake operating means as inthe rst case. The important feature is that fluid pressure is assured during inoperative periods of the pump, as wheny the automobile is not running under power, or not running at all. Under these conditions, the check valve I5' acts of course to maintain the stored pressure. Duringoperation of the pump the valve I0 relieves over-pressurein the system. I claim as my invention: LA brake control forpower propelled vehicles comprising a pedal, an accelerator red actuated thereby,v7 a fluid circulating system, a brake operating means therein, a valve control,- ling'the flow of iluid through said system, the

vinitial movement of said pedal operating said valve to cut oif the flow ofiiuid through said 'system, the release of said pedal allowing the movementor' said valve to open the passage through; said system and actuate said brake-operating through the movement of said brake operating" means, the degree of movement of said valve controlling the flow of iiuid in the system and the operation of the cut-off andthe brake-operating means.l

3: The-combination, with `the lubricating system of a gas engine fora' power propelled vehicle, of cylinders and pistons therefor having pipe connections with said system and a valve yfor controlling the flow of iluid to said cylinders,

lever connected with said valve, means operating said lever during a predetermined part of the stroke of said pedal arin, said arm having means for operating the accelerator during the remainder of its stroke independently of said lever and valve, the initial movement of said arm setting said valve to close the flow of fluid through said system, connect the clutch and release the brake, the return of said arm to its normal position releasing said valve and admitting fluid p ressure to said brake and clutch operating means to release the clutch and set the brake.

5. In a power propelled vehicle, a pedal arm having means for yieldingly holding it in its raised position, and means for locking it in its partially depressed position, a fluid Acirculating system, a clutch and brake operating means mounted therein, a Valve for controlling the oW of fluid through Isaid system and operatively connected with said pedal arm and actuated during its initial movement to check the flow of uid in said system, and thereby connect the clutch and.

release the brake, the latter part of the stroke of said arm operating the accelerator independently of said valve, said arm, when released from its intermediate locking position, operating said valve to open said system to the ow of fluid therein for releasing said clutch and setting said brake.

6. The combination, with the lubricating system of a gas engine for a power propelled vehicle,

of cylinders and pistons `therefor having pipe connections with said lubricating system and a valve for controlling the flow of uid to said cylinders, means actuated through the movement of said pistons for operating the clutch and the brake of the vehicle, a pedal arm having means Afor connection with' said valve, the initial downward movement of said arm operating said valve to cui'l off the flow of iiuid to said pistons thereby connecting the clutch and releasing the brake, the subsequent downward movement of said arm operating the accelerator independently of said valve, said arm, upon its return to its normal position, operating said valve to release l the fluid in' said system for reversely operating said clutch and brake pistons.

7. The combination, with a gas engine and its lubricating system having an inelastic fluid therein under constant pressure, of clutch and brake operating means in said system, a valve for controlling the flow of fluid to said clutch and brake operating means, a cut off connected for simultaneous movement with said brake operating' means, and means for shifting said valve, the degree of movement of said valve regulating the volume of flow of the fluid and the travel of said brake operating means.

8. The combination with a gas engine and its lubricating Asystem having an inelastic iiuid therein under constant pressure, of a brake operating means in said system, a valve for controlling the flow of uid to said brake operating means actuated through the movement of said' means, a cut-off connected for simultaneous movement to said brake operating means, and means for shifting said valve to regulate the flow of fluid through said system, the degree of movement of said valve increasing or decreasing the volume of iiow of the fluid and the travel of said brake operating means.

i 9. Thel combination with a gas engine and its lubricating system having an inelastic iuid therein under pressure. of brake operating means in said system, a valve for controlling the flow of fluid to said brake operating means, and `means for shifting'said valve, the degree of movement of said valve regulating the volume of flow of the fluid and the movement of the brake operating means. i

10. The combination with a gas engine and its lubricating system having an inelastic fluid therein under pressure, of brake operating means in said system, a valve for controlling the flow of fluid to said brake operating means, a cut-off connected for simultaneous movement with said brake operating means, and means forshifting said valve, the degree of movement of said valve regulating the volume of flow of the fluid, the travel of said brake operating means, and the movement of said cut-off.

11. A brake control for power propelled vehicles, comprising a pedal arm, an inelastic fiuid circulating system under pressure, brake operating means in said system, a valve for controlling the flow of uid to said brake operating means and means for shifting said valve, the degreeof movement of said'valve regulating the volume of flow of the fluid, and the travel of said brake operating means, and elastic means compressible by the fluid and adapted after compression to react to maintain pressure-applying condition of the said fluid.

12. A brake control for power propelled vehicles, comprising a pedal arm, an inelastic' fluid' circulating system under pressure, brake operating means in said system, a valve connected with the pedal arm for controlling the flow of uid to said brake operating means, the degree of movement of said valve regulating the volume of flow of the fluid, and the travel of said brake operating means, and elastic means compressible by the fluid and adapted after compression to re-act to maintain power-applying condition of the said uid.

13. A brake control for power propelled vehicles, comprising a pedal arm, an inelastic fiuid circulating system under pressure, brake operating means, in saidsystem, a cut-off valve connected for simultaneous movement with said brake-operating means, and means lfor shifting sai'd valve, the degree of movement of said valve regulating the volume of flow of the fluid, and the travel of said brake operating means, and elastic means compressible by the fluid .and adapted after compression to re-act to'maintain power-applying condition of the said fluid.

14. In combination with an automobile, an inelastic uid pressure system, means for creating pressure in the system, said system including an operating chamber having means therein against which the fluid acts to control a braking element of the automobile, said system also having elastic means compressible by the inelastic uid during operation of the pressure-creating means and adapted to re-act to maintainthe working pressure of said fluid when the pressurecreating means is inoperative, and avalve operable to controlpressure flow f balancing means for the of fluid to said operating chamber and means therein.

15. A control forpower propelled vehicles comprising an inelastic uid pressure system and means for creating pressure in the system, said system including an operating chamber having means thereinagainst which the fluid acts to control a braking element of the vehicle, said system also having an accumulator chamber having associated therewith elastic means compressible by the inelastic fluid during the operation of the pressure-creating means and adapted to re-act' to maintain the Working pressure of said fluid when the pressure-creating means is inoperative, a valve for-,controlling the flow of/ said inelastic fluid to said operating chamber and means therein, and means controlled by the pressure applied in the operating chamber for closing said Valve.

16. A control for power propelled vehicles comprising a pedal arm, an inelastic fluid circulating system under pressure including an operating chamber having a control-operating means therein for operating a braking element, and said system having an accumulator reservoir including a compression chamber, a pump for circulating inelastic fluid under pressure to said accumulator reservoir and'compression chamber, a check valve interposed between saidpump and said accumulator reservoir, means for controlling the maximum pressure in said accumulator reservoir, a valve operated by said pedal arm for controlling the 'flow of said inelastic fluid from said accumulator reservoir to said operating chamber and control-operating means therein, and means controlled as a result of pressure applied in said operating chamber for closing said valve.

17. A brake control for power propelled vehicles, comprising a pedal arm, an inelastic intermittent fluid circulating system under pressure, brake operating means in said system, a valve for controlling the flow of said circulating fluid under pressure to said brake operating means, and means for shifting said valve, said valve having fluid under pressure to be admitted to the brake operating means and additional means acted on by the admitted pressure to said brake oper-ating means for closing said valve, the degree of movement or opening of said valve regulating the volume of flow .of ythe uid under pressure at the initial opening of the valve and the rate of travel of said brake operating means, and a fluid storage chamber including elastic means compressible by the fluid under pressure and adapted after compression to react to maintain pressure applying condition of said fluid under pressure, and. pressure responsive means for limiting themaximum fluid pressure.

18. A brake control forv power propelled vehicles, comprising a pedal arm, an inelastic intermittent fluid circulating system under pressure, brake operating means in said system, and a valve connected with said pedal arm for controlling the flow of liquid under pressure to said brake operating means, said valve having balancing means for the liquid under pressure to be admitted to the brake operating means, and additional means acted on by the admitted pressure to said brake operating means for closing said valve, the degree of movement or opening of said valve' regulating the flow of the fluid under pressure'at the initial opening of the valve and the rate of travel of said brake operating means, and a fluid storage chamber including elastic means compressible by the liquid under pressure and adapted after compression to react to maintain pressure applying' condition of said liquid under pressure.

19. A brake control for power propelled vehicles, comprising .an inelastic intermittent fluid circulating system under pressure, a valve for controlling the flow of fluid under pressure to said brake oper-ating means, a cut-off cooperating with said valve and connected i'or simultanecus movement with said brake operating means, and means for shifting said valve, said valve having balancing means for the fluid under pressure to be admitted to the brake operating means, the degree of movement or opening of said Avalve regulating the volume of flow of the fluid under pressure at the initial opening of said valve and the rate of travel of said brake operating means and the movement of said cut-oil, and a uid storage chamber including elastic means compressible by the fluid under pressure and adapted after compression to react ,to maint-ain pressure applying condition of said fluid under pressure.

20. The combination, with a gas engine and its lubricating system having an inelastic iluid therein under pressure, means for creating pressure in the system, a brake element operating means in s-aid system, a valve for controlling-the ow of fluid to said brake element operating means, and means for shifting said valve, the degree of movement of said valve regulating the volume of flow of the fluid and the movement ofl the brake element operating means, said system also having an elastic means elastic fluidy during operation of the pressurecreating means and adapted to maintain the working pressure of said fluid when the pressurecreating means is inoperative.

21. The combination, with a gas'engine and its lubricating systeml having an inelastic fluid therein under pressure, means for creating pressure in the system, a brake' operating means in said system, a valve for controlling the flow of fluid to said brake operating means, and means for shifting said valve, the degree of movement of said valve regulating the volume vof flow of the fluid and the movement of the brake operating means, said system also having an elastic vmeans compressible by the inelastic fluid during operating of the pressure-creating means and adapted to maintain 'the working pressure of said fluid when the pressure-creating means is inoperative.

22. The combination, with a gas engine and its lubricating system having an inelastic fluid therein under pressure, means for creating pressure in the system, a brake and clutch operating means in said system, a valve for controlling'the ilow of fluid to said brake and clutch operating means, and means for shifting said valve, the degree of movement of said valve regulating the volume of flow of the iluid and the movement of the brake and clutch operating means, said system also having an elastic means compressible by the inelastic fluid during operation of the pressurecreating means and adapted to maintain the working pressure of said fluid when the pressurecreating means is inoperative.

23. In combination with an automobile, an inelastic fluid pressure system, means operable by a part of the automobile for creating pressure in the system, said system including an operating chamber having means therein against which the fluid acts to control a brakingstructure, of the automobile, said system also having an accumulator chamber having associated therewith elastic means compressible by the inelastic fluid during compressible by the in.

' means is inoperative, and a valve adapted to control pressure flow of iluid to said operating chamber and means therein.

24. In combination with an automobile, an.

inelastic iluid pressure system, means operable by a part of the automobile for creating pressure in the system, said system including an operating chamber having means therein against which the fluid acts to control a braking structure, of the automobile, said system also having elastic means compressible by the inelastic iluid during operation of the pressure creating means, and adapted to re-act to maintain the working pressure of said fluid when the pressure-creating means is lnoperative, a iirst and pedal-operable valve adapted to control pressure ilow of fluid to said operating chamber and means therein after action of the .fluid on said compressible elastic means, a second valve permitting pressure ow of fluid against said compressible elastic means but preventing back ilow when the pressure-creating 'means is inoperative, and a third valve for limiting the lamount of pressure applied against said compressible elastic means.

25. In combination with an automobile', an inelastic iluid pressure system, means operable by a part of the automobile forcreating pressure in the system, said system including an operating chamber having means therein against which the iluld acts to control a braking structure, of the automobile, said system also having elastic means compressble by the inelastic fluid during operation of the pressure creating means and adapted to re-act to maintain the working pressure of said uid when the pressure-creating means is `inoperative, a rst and pedal-operable valve adapted to control pressure flow of fluid to said operating chamber and means therein after action of the fluid on said compressible elastic means, a second valve between said compressible elastic means and said pressure creating means to prevent back ilow when the pressure-creating means is inoperative and a third valve for limiting the amount of pressure applied against said compressible elastic means.

26. A control for power propelled vehicles com.- prising an inelastic fluid pressure system, and means for creating pressure therein, said system including an operating chamber having means therein` against which the fluid acts to obtain control of a braking structure of the vehicle, said system also including a chamber providng an air cushion which is compressed by the inelastic fluid, and which is adapted to re-act to maintain pressure in the system when the pressure creating means is inoperative, a valve interposed between said ar cushion and said operating chamber and means therein for controlling the pressure of the iluid to operate said means, a check valve interposed between said pressurecreating means and said airrchamber for preventing back flow from sal'd chamber, and a relief valve for controlling the maximum pressure in said chamber.

EDWIN G. S'I'AUDE.

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