CA1200264A - Vehicle with clutch/brake interlock - Google Patents
Vehicle with clutch/brake interlockInfo
- Publication number
- CA1200264A CA1200264A CA000415317A CA415317A CA1200264A CA 1200264 A CA1200264 A CA 1200264A CA 000415317 A CA000415317 A CA 000415317A CA 415317 A CA415317 A CA 415317A CA 1200264 A CA1200264 A CA 1200264A
- Authority
- CA
- Canada
- Prior art keywords
- valve
- brake
- closure member
- clutch
- seat
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 239000012530 fluid Substances 0.000 claims abstract description 20
- 230000005540 biological transmission Effects 0.000 claims abstract description 12
- 230000002028 premature Effects 0.000 abstract 1
- 230000000994 depressogenic effect Effects 0.000 description 3
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 244000144983 clutch Species 0.000 description 1
- 230000001447 compensatory effect Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
- B60T11/103—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic in combination with other control devices
- B60T11/105—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic in combination with other control devices with brake locking after actuation, release of the brake by a different control device, e.g. gear lever
- B60T11/106—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic in combination with other control devices with brake locking after actuation, release of the brake by a different control device, e.g. gear lever locking and release of the brake by the clutch
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18118—Hill holding
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/18—Braking system
- B60W2510/182—Brake pressure, e.g. of fluid or between pad and disc
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/18—Braking system
- B60W2710/182—Brake pressure, e.g. of fluid or between pad and disc
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Transmission Of Braking Force In Braking Systems (AREA)
- Regulating Braking Force (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
Abstract
ABSTRACT
VEHICLE WITH CLUTCH/BRAKE INTERLOCK
In a clutch/brake interlock control system for a motor vehicle, brake fluid is supplied through an inlet (10), a duct (13), a valve seat (12), a chamber (24), a duct (13a) and an outlet (11), from a source to a brake cylinder, upon depression of a brake pedal, The valve seat (12) is closed by a valve closure member under the action of a spring(9)to retain brake fluid in the brake cylinder and the brake applied unless the valve closure member (5) is drawn away from the seat (12) by a solenoid armature (8) which moves upwards under the action of the spring (9a) when a solenoid coil (3) is deenergised. The coil is deenergised when a clutch pedal (14) is released to engage a transmission of the vehicle. This avoids premature release of the brake when a vehicle is started on a hill.
VEHICLE WITH CLUTCH/BRAKE INTERLOCK
In a clutch/brake interlock control system for a motor vehicle, brake fluid is supplied through an inlet (10), a duct (13), a valve seat (12), a chamber (24), a duct (13a) and an outlet (11), from a source to a brake cylinder, upon depression of a brake pedal, The valve seat (12) is closed by a valve closure member under the action of a spring(9)to retain brake fluid in the brake cylinder and the brake applied unless the valve closure member (5) is drawn away from the seat (12) by a solenoid armature (8) which moves upwards under the action of the spring (9a) when a solenoid coil (3) is deenergised. The coil is deenergised when a clutch pedal (14) is released to engage a transmission of the vehicle. This avoids premature release of the brake when a vehicle is started on a hill.
Description
VEHICLE WITH CLUTCH/BRAKE INTERLOCK
The invention relates to a vehicle having a clutch/brake interlock control system ~or assisting a driver when starting a vehicle on a hill.
When a vehicle with a conventional gear shift is started on a hill, the driver must ensure that the clutch is not engaged prematurely before the brake is released, other~rise the engine stalls, and that the brake is not released prematurely before the clutch is engaged, otherwise the vehicle rolls backwards.
Accidents can thus occur, particularly with a new or inexperienced driver, who may well be under stress when driving up a hill.
It is the objec-t of the invention -to provide a clutch/brake interlock system which assists a driver operating a vehicle on a hill.
In accordance with tl~e present inven-tion, a vehicle having a clu-tch for engaging and disengaging a drive transmission -to at least one driven wheel of -the vehicle; and a duct for conveylng pressurised brake :Eluid from a source to at least one wheel brake cylinder, for brake engagement is characterised by a a clutch/brake interlock control system comprising a valve in the brake fluid duct, the valve having a closure member which is urged by a spring towards a seat to close the duct but which can then be moved awav from the seat by excess pressure ~rom the source to allow fluid flow to the brake cylinder to increase braking pressure; and a solenoid device for o~erriding the valve spring, the device being energised under the control of an actuator of the clutch such that when the transmission is disengaged the valve closure member is free -to move onto the seat bu-t when the transmission is engaged the valve closure member is moved away from the seat to open the valve and hence allow release of the brake.
With this arrangement, when the vehicle is started on a hill, -the brake is not released until the clutch is engaged, but the brake can be engaged when necessary at all timesO
Preferably, the brake fluid pressure in the duct down stream of the valve acts on -the valve closure member to provide a force -tending to hold the valve closed; and an equilibrium member ~hich is also subjected to the brake ~luid pressure in the duct down-stream of the valve acts on the valve closure member through the valve seat to compensate -the force~ ~
Irrespective of the brake fluid pressure trapped in the brake cylinderl a comparati~ely weak spring is then sufficient to open the valve when the clutch is engaged.
In a pa~ticular construction, the valve closure member is moun-ted on a valve rod which passes through an armature o~ the solenoid, the arma-ture being loaded by a spring to move in a direction to engage the rod and draw the valve closure member off the sea-t when a coil o~ the solenoid is unenergised, but moving to release the valve rod and closure member upon energis-~tl~n of the coil when the clutch ac-tuator is operated to engage the tr~n~mi~sion.
An example o~ the relevant part o~ a vehicle con~
~2~
structed in accordance with the presen-t invention is illustrated diagrammatically in the accompanying drawings, in which:-Figure 1 i.s an axial section through the con-trol system;
Figures 2, 3, and 4 are views similar to Figure 1 but to a smaller scale and showing the system in different operating con~igurations;and, Figure 5 is a section -taken partly on -the line V-V and partly on the line VI-VI in Figure 1.
As shown in the drawings, the vehicle has a clutch/brake interlock control system generally indi-cated by the reference numeral 1. The system incorpora-tes a body 25 incorporating a through duct Pormed by a connection 10 to a source of pressurised brake fluid, the connection 10 leading -through an upstream duct part 13, a valve sea-t 12, a chamber 24, a downstream duct par-t 13a, and a connection 11 -to a wheel brake cylinder~ The top of the chamber 24 is closed by a flanged body 7 on which is mounted a housing cap 40 The cap 4 supports a spool 3 on which is mounted a solenoid coil 3. A :Erus-to-conical valve closure member 5 coopera-tes with the seat 12 and is ~ormed on the end of a valve rod 6 which extends freely through the ~langed member 7 and through a solenoid arma-ture 8 which is axially slidable wi-thin the spool 2.
A compara-tively weak spring 9 urges the valve closure member 5, and wi-th it the valve rod 6, downwards to bring the closure member into engagement wi-th the seat 12 and close the valve. A s-tronger spring 9a acts between the ~langed member7 and the armature 8 to urge the armature upwards. m e armature cooperates wlth a los-t motion with an enlargemen-t on the upper end of the valve rod 6, so that when the armature 8 is raised beyond a certain level, i-t engages the upper end o~ -the valve rod and carries the valve rod and closure member upwards with it to the position shown in Figure 1.
The lower part of the chamber 24 incorporates a cylindrical portion which leads back to the upstream duct part 13, this cylindrical portion containing a slidable equilibrium member 21, which is fitted with an 0-sealing ring 23, and has a projecting valve actuator 22. m e pressure on the downstream side of the valve, in the chamber 24, acts both on the back of the valve closure member 5, to urge the valve closure member to the closed position, and also on the underside of the equilibrium member 21, to urge the member upwards to compensate the downward force on the valve closure member. m e valve closure member is therefore effec-t-ively subject only to the influence of the spring 9,unless it is positively raised by the armature 8 A clutch pedal 14 is depressed to disengage a clutch in a transmission to driven wheels of -the vehicleO ~epression of the clutch pedal 14 Gloses a switch 15, the contacts of which are supported by a pivoted lever 15a, the equilibrium position of which is set by a spring ]9 and adjuster 20. When the switch 15 is closed, current from a battery 17 flows through a connector 16a to close a magnetic relay switch 26, -through which current then flows from the battery through a connector 16 to and through the coil 3 9 and back -through a connector 18 to earth.
In operation, when the clutch pedal 14 ïs depressed to disengage the transmission to the vehicle driven wheels, the coil 3 is energised and the arma-ture 8 is drawn dow~lwards, thus freeing the valve closure member 5 and rod 6 to move downwards to close -the valve under the action of the spring 9~ Brake fluid down-stream o~ the valve is thus trapped and the vehicle brakes will be operated in dependence upon the pressure of the trapped fluido If additional braking is required, the brake pedal is depressed to allow further fluid pressure to be transmitted, this excess pressure being sufficient to open the valve, overcoming the action of the spring 9, as shown in Figure 3. This brake fluid pressure cannot be released until the clutch pedal 14 is subsequently released, -to engage the vehicle transmission. At -that time, as shown in Figure 4, the switch 15, and hence -the relay switch 26 are opened, deenergising the coil 3, and allowing the armature 8 to rise under -the action of the spring 9a.
The armature engages the valve rod 6 and draws -the rod 6 and valve closure member 5 upwards, thus opening -the valve and allowing the leak of brake fluid pressure from the brake cylinder, and hence release of the brakeO
~e compensatory action of -the equilibrium member 21 avoids the spring 9a having to overcome the full effect of the brake fluid pressure trapped in the chamber 24 and acting on the back of the valve closure member 5.
This is important as the brake fluid pressure can be as high as 150 kg/cm20 The brakes can at any time be reapplied, irrespec-tive of the configura-tion of a valve, upon application of further brake fluid from the source by depression o:E the brake pedal.
.
The invention relates to a vehicle having a clutch/brake interlock control system ~or assisting a driver when starting a vehicle on a hill.
When a vehicle with a conventional gear shift is started on a hill, the driver must ensure that the clutch is not engaged prematurely before the brake is released, other~rise the engine stalls, and that the brake is not released prematurely before the clutch is engaged, otherwise the vehicle rolls backwards.
Accidents can thus occur, particularly with a new or inexperienced driver, who may well be under stress when driving up a hill.
It is the objec-t of the invention -to provide a clutch/brake interlock system which assists a driver operating a vehicle on a hill.
In accordance with tl~e present inven-tion, a vehicle having a clu-tch for engaging and disengaging a drive transmission -to at least one driven wheel of -the vehicle; and a duct for conveylng pressurised brake :Eluid from a source to at least one wheel brake cylinder, for brake engagement is characterised by a a clutch/brake interlock control system comprising a valve in the brake fluid duct, the valve having a closure member which is urged by a spring towards a seat to close the duct but which can then be moved awav from the seat by excess pressure ~rom the source to allow fluid flow to the brake cylinder to increase braking pressure; and a solenoid device for o~erriding the valve spring, the device being energised under the control of an actuator of the clutch such that when the transmission is disengaged the valve closure member is free -to move onto the seat bu-t when the transmission is engaged the valve closure member is moved away from the seat to open the valve and hence allow release of the brake.
With this arrangement, when the vehicle is started on a hill, -the brake is not released until the clutch is engaged, but the brake can be engaged when necessary at all timesO
Preferably, the brake fluid pressure in the duct down stream of the valve acts on -the valve closure member to provide a force -tending to hold the valve closed; and an equilibrium member ~hich is also subjected to the brake ~luid pressure in the duct down-stream of the valve acts on the valve closure member through the valve seat to compensate -the force~ ~
Irrespective of the brake fluid pressure trapped in the brake cylinderl a comparati~ely weak spring is then sufficient to open the valve when the clutch is engaged.
In a pa~ticular construction, the valve closure member is moun-ted on a valve rod which passes through an armature o~ the solenoid, the arma-ture being loaded by a spring to move in a direction to engage the rod and draw the valve closure member off the sea-t when a coil o~ the solenoid is unenergised, but moving to release the valve rod and closure member upon energis-~tl~n of the coil when the clutch ac-tuator is operated to engage the tr~n~mi~sion.
An example o~ the relevant part o~ a vehicle con~
~2~
structed in accordance with the presen-t invention is illustrated diagrammatically in the accompanying drawings, in which:-Figure 1 i.s an axial section through the con-trol system;
Figures 2, 3, and 4 are views similar to Figure 1 but to a smaller scale and showing the system in different operating con~igurations;and, Figure 5 is a section -taken partly on -the line V-V and partly on the line VI-VI in Figure 1.
As shown in the drawings, the vehicle has a clutch/brake interlock control system generally indi-cated by the reference numeral 1. The system incorpora-tes a body 25 incorporating a through duct Pormed by a connection 10 to a source of pressurised brake fluid, the connection 10 leading -through an upstream duct part 13, a valve sea-t 12, a chamber 24, a downstream duct par-t 13a, and a connection 11 -to a wheel brake cylinder~ The top of the chamber 24 is closed by a flanged body 7 on which is mounted a housing cap 40 The cap 4 supports a spool 3 on which is mounted a solenoid coil 3. A :Erus-to-conical valve closure member 5 coopera-tes with the seat 12 and is ~ormed on the end of a valve rod 6 which extends freely through the ~langed member 7 and through a solenoid arma-ture 8 which is axially slidable wi-thin the spool 2.
A compara-tively weak spring 9 urges the valve closure member 5, and wi-th it the valve rod 6, downwards to bring the closure member into engagement wi-th the seat 12 and close the valve. A s-tronger spring 9a acts between the ~langed member7 and the armature 8 to urge the armature upwards. m e armature cooperates wlth a los-t motion with an enlargemen-t on the upper end of the valve rod 6, so that when the armature 8 is raised beyond a certain level, i-t engages the upper end o~ -the valve rod and carries the valve rod and closure member upwards with it to the position shown in Figure 1.
The lower part of the chamber 24 incorporates a cylindrical portion which leads back to the upstream duct part 13, this cylindrical portion containing a slidable equilibrium member 21, which is fitted with an 0-sealing ring 23, and has a projecting valve actuator 22. m e pressure on the downstream side of the valve, in the chamber 24, acts both on the back of the valve closure member 5, to urge the valve closure member to the closed position, and also on the underside of the equilibrium member 21, to urge the member upwards to compensate the downward force on the valve closure member. m e valve closure member is therefore effec-t-ively subject only to the influence of the spring 9,unless it is positively raised by the armature 8 A clutch pedal 14 is depressed to disengage a clutch in a transmission to driven wheels of -the vehicleO ~epression of the clutch pedal 14 Gloses a switch 15, the contacts of which are supported by a pivoted lever 15a, the equilibrium position of which is set by a spring ]9 and adjuster 20. When the switch 15 is closed, current from a battery 17 flows through a connector 16a to close a magnetic relay switch 26, -through which current then flows from the battery through a connector 16 to and through the coil 3 9 and back -through a connector 18 to earth.
In operation, when the clutch pedal 14 ïs depressed to disengage the transmission to the vehicle driven wheels, the coil 3 is energised and the arma-ture 8 is drawn dow~lwards, thus freeing the valve closure member 5 and rod 6 to move downwards to close -the valve under the action of the spring 9~ Brake fluid down-stream o~ the valve is thus trapped and the vehicle brakes will be operated in dependence upon the pressure of the trapped fluido If additional braking is required, the brake pedal is depressed to allow further fluid pressure to be transmitted, this excess pressure being sufficient to open the valve, overcoming the action of the spring 9, as shown in Figure 3. This brake fluid pressure cannot be released until the clutch pedal 14 is subsequently released, -to engage the vehicle transmission. At -that time, as shown in Figure 4, the switch 15, and hence -the relay switch 26 are opened, deenergising the coil 3, and allowing the armature 8 to rise under -the action of the spring 9a.
The armature engages the valve rod 6 and draws -the rod 6 and valve closure member 5 upwards, thus opening -the valve and allowing the leak of brake fluid pressure from the brake cylinder, and hence release of the brakeO
~e compensatory action of -the equilibrium member 21 avoids the spring 9a having to overcome the full effect of the brake fluid pressure trapped in the chamber 24 and acting on the back of the valve closure member 5.
This is important as the brake fluid pressure can be as high as 150 kg/cm20 The brakes can at any time be reapplied, irrespec-tive of the configura-tion of a valve, upon application of further brake fluid from the source by depression o:E the brake pedal.
.
Claims (3)
1. A vehicle having at least one driven wheel; a drive transmission adapted to transmit a drive to said driven wheel; a clutch adapted to engage and disengage said drive transmission; a brake cylinder for wheel of said vehicle; a source of pressurised brake fluid; and a duct adapted to convey said pressurised brake fluid from its source to said wheel brake cylinder; the improvement comprising a clutch/brake interlock control system comprising a valve in said brake fluid duct, said valve having a closure member which is urged by a spring towards a seat to close said duct but which can then be moved away from said seat by excess pressure from said source to allow fluid flow to said brake cylinder to increase braking pressure; and a solenoid device for overriding said valve spring, said device being adapted?to be energised under the control of an actuator of said clutch such that when said transmission is disengaged said valve closure member is free to move onto said seat but when said transmission is engaged said valve closure member is moved away from said seat to open said valve and hence allow release or appli-cation of said wheel brake.
2. A vehicle according to claim 1, wherein brake fluid pressure in said duct downstream of said valve acts on said valve closure member to provide a force tending to hold said valve closed; and an equilibrium member which is also subjected to said brake fluid pressure in said duct downstream of said valve acts on said valve closure member downstream of said valve seat to compensate said force.
3. A vehicle according to claim 1, wherein said valve closure member is mounted on a valve rod which passes through an armature of said solenoid, said armature being loaded by a spring to move in a direction to engage said rod and draw said closure member off said seat when a coil of said solenoid is unenergised, but moving to release said valve rod and closure member upon energisation of said coil when said clutch actuator is operated to engage said transmission.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1019820002778A KR840000405A (en) | 1982-06-22 | 1982-06-22 | Braking Flow Control Device for Automobile Using Pascal's Principle |
| KR82-2778 | 1982-06-22 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1200264A true CA1200264A (en) | 1986-02-04 |
Family
ID=19224965
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000415317A Expired CA1200264A (en) | 1982-06-22 | 1982-11-10 | Vehicle with clutch/brake interlock |
Country Status (12)
| Country | Link |
|---|---|
| JP (1) | JPS58224841A (en) |
| KR (2) | KR840000405A (en) |
| AU (1) | AU1273783A (en) |
| BE (1) | BE896237A (en) |
| BR (1) | BR8301970A (en) |
| CA (1) | CA1200264A (en) |
| DE (1) | DE3243293A1 (en) |
| ES (1) | ES8405321A1 (en) |
| FR (1) | FR2528771A1 (en) |
| GB (1) | GB2122709B (en) |
| IT (1) | IT1161019B (en) |
| NL (1) | NL8300968A (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2161875B (en) * | 1984-07-25 | 1988-02-17 | Kia Ind Co | Automatic vehicle brake control system e g for hill starts |
| JPS6137561A (en) * | 1984-07-27 | 1986-02-22 | 起亜産業株式会社 | Automatic braking control system |
| KR870000862B1 (en) * | 1984-08-10 | 1987-04-30 | 김연근 | Brake-action using cluch |
| JPH062828Y2 (en) * | 1985-04-12 | 1994-01-26 | 三菱自動車工業株式会社 | Shift control device for automatic transmission |
| JPH0519237Y2 (en) * | 1985-09-24 | 1993-05-20 | ||
| KR920006441B1 (en) * | 1989-09-01 | 1992-08-06 | 남영희 | Anti-skid apparatus for vehicle |
| EP0445282A1 (en) * | 1989-09-28 | 1991-09-11 | Kia Motors Corporation | Electronic control system for automobile |
| KR20030025485A (en) * | 2001-09-21 | 2003-03-29 | 주식회사 만도 | Solenoid valve for brake system |
| CN111853099B (en) * | 2020-07-13 | 2021-06-25 | 哈尔滨工业大学 | Moving-coil type two-position three-way high-speed switch valve for vehicle |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2220465A (en) * | 1937-01-19 | 1940-11-05 | Chester A Spotz | Retaining means for an automotive vehicle brake system |
| US2262842A (en) * | 1938-03-03 | 1941-11-18 | Bendix Prod Corp | Brake |
| US2183803A (en) * | 1938-08-15 | 1939-12-19 | Wagner Electric Corp | Brake control mechanism |
| US2585711A (en) * | 1948-09-07 | 1952-02-12 | Guy H Whitney | Hydraulic brake control |
| US2638118A (en) * | 1949-11-05 | 1953-05-12 | Minnesota Automotive Inc | Control mechanism for preventing motor vehicles from creeping with provision for maintaining a constant restraining force |
-
1982
- 1982-06-22 KR KR1019820002778A patent/KR840000405A/en unknown
- 1982-10-06 GB GB08228515A patent/GB2122709B/en not_active Expired
- 1982-11-10 CA CA000415317A patent/CA1200264A/en not_active Expired
- 1982-11-23 DE DE19823243293 patent/DE3243293A1/en not_active Withdrawn
- 1982-11-24 JP JP57205910A patent/JPS58224841A/en active Pending
-
1983
- 1983-01-11 FR FR8300341A patent/FR2528771A1/en active Pending
- 1983-02-25 IT IT19776/83A patent/IT1161019B/en active
- 1983-03-17 NL NL8300968A patent/NL8300968A/en not_active Application Discontinuation
- 1983-03-22 BE BE0/210376A patent/BE896237A/en not_active IP Right Cessation
- 1983-03-23 AU AU12737/83A patent/AU1273783A/en not_active Abandoned
- 1983-04-18 BR BR8301970A patent/BR8301970A/en unknown
- 1983-06-22 ES ES523511A patent/ES8405321A1/en not_active Expired
-
1984
- 1984-01-07 KR KR2019840000085U patent/KR850002595Y1/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| AU1273783A (en) | 1984-01-05 |
| BE896237A (en) | 1983-07-18 |
| KR840005992U (en) | 1984-11-10 |
| GB2122709A (en) | 1984-01-18 |
| BR8301970A (en) | 1984-04-17 |
| KR840000405A (en) | 1984-02-22 |
| IT8319776A0 (en) | 1983-02-25 |
| JPS58224841A (en) | 1983-12-27 |
| NL8300968A (en) | 1984-01-16 |
| FR2528771A1 (en) | 1983-12-23 |
| ES523511A0 (en) | 1984-06-01 |
| GB2122709B (en) | 1986-03-19 |
| ES8405321A1 (en) | 1984-06-01 |
| KR850002595Y1 (en) | 1985-10-24 |
| DE3243293A1 (en) | 1984-02-16 |
| IT1161019B (en) | 1987-03-11 |
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| MKEX | Expiry |