US 4,260,201 AGrant
Hydraulic Anti-Skid Systems for Vehicles
Issue Date:1981-04-07
•9 Claims
•3 Drawing Sheets
Abstract
In an hydraulic anti-skid braking system a pump having a liquid throughput which is adapted to increase with the rotational speed of the wheel is arranged to control operation of a modulator valve assembly for relieving the pressure supplied to the brake when the deceleration of a wheel exceeds a predetermined value. A sensing device for sensing the deceleration of wheel operates a control valve assembly which is provided to control the supply of operating fluid from the pump output to the modulator valve assembly.
Metadata
Assignee
- Girling Limited
Inventor
- Glyn P. Farr
Application Information
Application Number:US 9419381
Filing Date:1978-09-13
Priority Date:1977-09-15
Art Unit:315
Classifications
IPC:
B60T 8093
Field of Search:
30318899;108;115;6 R181 A
Patent Drawings (3 sheets)
Description
Specific Description
This invention relates generally to hydraulic anti-skid braking systems for vehicles of the kind in which the supply of operating fluid to a vehicle wheel brake is controlled by a modulator valve assembly interposed in the line between the supply and the brake and operation of the modulator valve assembly is controlled by sensing means which senses the deceleration of the wheel and operates to relieve the pressure supplied to the brake when the deceleration of the wheel exceeds a predetermined value. The present invention is also concerned with improvements in modulator valve assemblies and sensing means for such systems.
In some known anti-skid systems of the kind set forth the sensing means comprises an electronic sensor acting on a solenoid operated valve which controls the application of a control pressure from a power supply to operate the modulator valve assembly. These systems generally have separate power supplies to apply the brakes and some incorporate an accumulator to re-apply the brakes when the pressure falls below a certain value. These known systems are all relatively complicated and expensive, and are only practical for use on commercial or luxury vehicles.
According to our invention in an hydraulic anti-skid system of the kind set forth a pump having a liquid throughput adapted to increase with the rotational speed of the wheel is arranged to control operation of the modulator valve assembly, and a control valve adapted to be operated by the sensing means is provided to control the supply of operating fluid from the pump output to the modulator valve assembly.
This system therefore provides a simple, self-powered, anti-skid device which may be used with a conventional braking system. It is particularly suitable for use in the braking systems of motor cycles and small cars. The pump delivery is dependent, suitably proportional, to wheel speed, and instantaneous wheel speed during skid recovery is dependent upon the wheel acceleration achieved and upon the drop in wheel speed during skid detection. It follows therefore that the rate at which the modulator valve assembly is actuated to re-apply the brakes is determined indirectly by the wheel acceleration. The system is therefore efficient when the vehicle is in use on a slippery surface as the wheel acceleration, and hence the brake re-application, will be slow. This is an improvement over previous systems where an accumulator determined the brake re-application and the brakes could be re-applied too quickly under slippery conditions.
Preferably the sensing means is adapted to be driven by the vehicle wheel.
The sensing means preferably comprises an inertia wheel driven through an expander mechanism which acts on the control valve such that when the torque on the inertia wheel due to deceleration of the vehicle wheel exceeds a value equivalent to the predetermined value of the deceleration the expander mechanism is operated and acts to operate the control valve. The inertia wheel may be driven through a one-way drive, for example a one-way spring loaded or roller clutch. The expander mechanism, which may comprise a ball and ramp expander, preferably acts to operate the control valve through a spring-loaded lever.
Conveniently the modulator valve assembly comprises a piston assembly adapted to vary the effective volume of a chamber interposed between the supply and the brake and to control operation of a brake inlet valve, and the piston assembly is exposed on one side of the braking pressure and on the other side to the supply of operating fluid from the pump output which normally urges the piston assembly into a first position in which the brake inlet valve is open and the effective volume of the chamber is at a minimum value, and the control valve is operated when the deceleration exceeds the predetermined value to connect the pump output to a reservoir for hydraulic fluid so that the pump pressure is released to allow the piston assembly to move into a second position in which the brake inlet valve is closed to disconnect the braking pressure supply from the brake and the effective volume of the chamber is greater than the minimum value so that the pressure hydraulic fluid in a line between the chamber and the brake is reduced.
The modulator valve assembly may incorporate a restriction controlled by the braking pressure and through which the pump output is connected to a reservoir for hydraulic fluid to increase the pump pressure on the upstream side of the restriction when the brakes are applied and the deceleration is below the predetermined value.
An embodiment of the invention is illustrated in the accompanying drawings, in which:
FIG. 1 is an end plan view of an hydraulic anti-skid system;
FIG. 2 is a section on the oine 2--2 of FIG. 1; and
FIG. 3 is a section on the line 3--3 of FIG. 1.
In the anti-skid system illustrated in the drawings a housing 1 is mounted on the frame of a vehicle (not shown) and a reservoir 2 for hydraulic fluid is mounted above the housing 1.
As shown in FIG. 3, the housing 1 is provided with a first longitudinally extending stepped bore 3 in which a modulator valve assembly 4 is located for controlling the communication between a first inlet 5 and a first outlet 6, and between a second inlet 7 and a second outlet 8 of the bore. The valve assembly 4 comprises a piston 9 working in a larger diameter portion of the bore to define respective variable volume chambers 10 and 11 at its opposite ends and a ball valve member 12 working in another bore portion and engageable with a seating 13 to cut off communication between the first inlet 5 and an outlet 6 which are connected to a supply of brake operating fluid from a master cylinder assembly 40 and to a vehicle wheel brake 41, respectively. A stem 14 projecting from the one end of the piston 9 acts on the ball valve member 12, and a spring 15 acting on the opposite end of the piston 9 and housed in the chamber 11 urges the ball valve into its open position as shown in FIG. 3.
Sensing means 16 for sensing the deceleration of a braked wheel is located in a chamber 17 in the housing 1 as shown in FIG. 2 and comprises a flywheel 18 driven by a shaft 19 through a clutch member 20 and a ball and ramp expander mechanism 21. The shaft 19 is itself driven by the vehicle wheel and operates a pump 22 located in another part of the housing 1 and which is arranged to withdraw liquid from the reservoir 2 so that the liquid throughput of the pump 22 will increase with the wheel rotational speed. The pump normally circulates liquid through the modulator valve assembly 4 along the line 23 and back to the reservoir along the line 24 and through a control valve assembly 25 located in a second stepped bore 26 in the housing.
The control valve assembly 25 comprises a spool member 27 working in a bore 28 in a sleeve 29 to control communication between a first radial passage 30 in the sleeve which is connected to the pump output along a line 31 and a second radial passage 32 which is connected to the reservoir 2 via a line 33. A lever 34 pivotally mounted at 35 acts on the clutch member 20 at its free end and acts on an outer end of the spool member 27 at an intermediate point in its length. A return spring 36 acts on the other end of the spool member 27 to bias the clutch member 20 into operative engagement with the flywheel 18 through the lever 34.
When the vehicle is in motion the shaft 19 is driven by the wheel and rotates and drives the flywheel 18 via the clutch member 20 and the ball and ramp mechanism 21. At the same time the shaft 19 operates the pump 22 and fluid is circulated by the pump through the modulator valve assembly 4.
When the brake is applied fluid from the master cylinder is fed to the brake via the open ball valve 12 and the chamber 10, which is at a minimum volume with the piston 9 in the position shown in FIG. 3, and acts on the piston 9 urge it to the right. The end of the piston 9 then defines a restriction 37 in the path between the lines 24 and 23, and this causes the pressure on the pump side of the restriction to rise to balance the pressure applied to the brake.
If the applied brake pressure is too high and the vehicle wheel starts to decelerate rapidly, the flywheel 18 at, say, 1 g deceleration provides enough torque to expand the ball and ramp mechanism 21 against the load in the control valve spring 36 acting through the lever 34. The flywheel 18 continues to overrun against the friction of the clutch member 20 at, say 1.2g. Expansion of the ball and ramp mechanism 21 urges the spool member 27 to the left to connect the pump output directly to the reservoir via the radial passage 30, an annular chamber 38 in the spool member and a passageway 39 communicating with the radial passage 32. Release of the pump pressure acting on the modulator valve piston 9 immediately results in the piston shooting to the right, closing the ball valve 12 to cut off the master cylinder from the brakes, and expanding the volume of the chamber 10, which increases the brake volume to reduce the brake pressure and allow wheel acceleration.
When the wheel reaches the speed of the flywheel 18 the ball and ramp mechanism 20 is loaded together by the spring 36 and the spool member 27 moves back into its closed position to cut off the pump outlet from the reservoir and allow the pump pressure to rise. This pressure acting on the piston 9 urges it back to the left to open the ball valve 12 and the restriction 37 is again opened so that the pump pressure increases to balance the brake pressure acting at the opposite end of the piston 9.
When the brakes are applied without rotation of the drive shaft 19, i.e. if the vehicle is stationary; or the pump has failed, the brake pressure forces the piston 9 to the right until the restriction 37 connecting the pump to the reservoir 2 is closed. Fluid in the chamber 11 is then trapped by the closed control valve spool member 27 and prevents further travel of the piston 9 so that the ball valve 12 remains open and the brakes can be applied normally.
If the master cylinder pressure is released while the ball valve 12 is closed, the ball valve will open to permit brake pressure release once the master cylinder pressure falls below the brake pressure.
Claims
I claim:
1. A hydraulic anti-skid braking system for a vehicle comprising a supply of operating fluid, a brake for a vehicle wheel actuated by said supply of operating fluid, a line through which fluid is supplied from said supply to said brake, a modulator valve assembly interposed in said line, said modulator valve assembly being adapted to relieve the pressure supplied to said brake when the deceleration of said wheel exceeds a predetermined value, sensing means for sensing the deceleration of the wheel, an hydraulic pump having an output and a liquid throughput which is adapted to increase with rotational speed of said wheel arranged to control operation of said modulator valve assembly, a reservoir for hydraulic fluid, and a control valve adapted to be operated by said sensing means for controlling the supply of operating fluid from said output of said pump to said modulator assembly, said modulator assembly incorporating an inlet valve interposed between said supply and said brake and comprising a housing having a bore, a first passage connected to said output and leading into said bore, and a second passage connected to said reservoir, a piston working in said bore, a first spring for urging said piston in a first direction into a first position in which said inlet valve is in an open position to provide communication between said supply and said brake and said first passage is in open communication with said second passage, said piston having a first end exposed to pressure of said supply when said inlet valve is in said open position and a second end, said piston being movable in a second opposite direction in response to pressure of said supply acting on said first end in which said piston co-operates within said second passage to define a restriction between said piston and said second passage and cause a rise in pressure from said output which acts on said second end to balance said pressure from said supply thereby holding said inlet valve in said open position.
2. An anti-skid system as claimed in claim 1, wherein said sensing means is adapted to be driven by said vehicle wheel.
3. An anti-skid system as claimed in claim 1, wherein said sensing means comprises an inertia wheel, and an expander mechanism is incorporated through which said inertia wheel is driven, said expander mechanism acting on said control valve such that, when the torque on said inertia wheel due to the deceleration of said vehicle wheel exceeds a value equivalent to the predetermined value of the deceleration, said expander mechanism is operated and acts to operate said control valve.
4. An anti-skid system as claimed in claim 3, wherein a one-way drive is incorporated through which said inertia valve is driven.
5. An anti-skid system as claimed in claim 3, wherein said expander mechanism comprises a ball and ramp expander.
6. An anti-skid system as claimed in claim 3, incorporating a spring-loaded lever through which said expander mechanism operates the control valve.
7. An anti-skid system as claimed in claim 3, wherein said inertia wheel is driven by said vehicle wheel.
8. An anti-skid system as claimed in claim 1, wherein a chamber is interposed between said supply and said brake and of which the effective volume is varied by said piston, the effective volume of said chamber being at a minimum value when said piston is in said first position, and said control valve is operated when the deceleration exceeds the predetermined value to connect said pump output to said reservoir for hydraulic fluid so that said pump pressure is released to allow said piston assembly to move into said second piston in which said brake inlet valve is closed to disconnect said braking pressure supply from said brake and the effective volume of said chamber is greater than the minimum value so that the pressure of hydraulic fluid in a line between said chamber and said brake is reduced.
9. A hydraulic anti-skid braking system for a vehicle comprising first and second hydraulic circuits, the first hydraulic circuit comprising a supply of operating fluid, a brake for a vehicle wheel actuated by said supply of operating fluid, skid sensing means associated with said wheel, a line through which fluid is supplied from said supply to said brake and a modulator valve assembly interposed in said line, the modulator valve assembly also being incorporated within said second hydraulic circuit which further comprises a reservoir for hydraulic fluid, an hydraulic pump adapted to draw fluid from said reservoir, and a control valve which during normal circumstances permits fluid to flow from said pump to said modulator valve assembly from whence it returns to said reservoir, but which is adapted in response to receipt of a skid signal from said sensing means to by-pass said modulator valve whereby said fluid from said pump is returned directly to said skid sensing means, said modulator valve comprising a first inlet for connection to said hydraulic pump by way of said control valve and a first outlet for connection to said reservoir, a second inlet for connection to said supply of operating fluid and a second outlet for connection to said brake, a piston working in a chamber connected to said second outlet, valve means arranged between said second inlet and said second outlet for controlling communication therebetween in dependence upon the position of a piston working in said chamber connected to said second outlet, movement of said piston from a first normal position towards a second brake pressure relieving position being adapted to restrict communication between said first inlet and said first outlet.
Patent Citations (3)
| Patent | Date | Inventor | Cited By |
|---|---|---|---|
| US2766853 | 1956-10-01 | Trevaskis | |
| US3441320 | 1969-04-01 | Flory | |
| US4017126 | 1977-04-01 | Ohta |