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
  • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
  • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
  • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
  • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
  • B60T8/363—Electromagnetic valves specially adapted for anti-lock brake and traction control systems in hydraulic systems
• • 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
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
• • 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
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
  • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
  • B60T8/17613—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure based on analogue circuits or digital circuits comprised of discrete electronic elements
• • 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
  • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
  • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
  • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
  • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
  • B60T8/363—Electromagnetic valves specially adapted for anti-lock brake and traction control systems in hydraulic systems
  • B60T8/3635—Electromagnetic valves specially adapted for anti-lock brake and traction control systems in hydraulic systems switching between more than two connections, e.g. 3/2-valves
• • 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
  • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
  • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
  • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
  • B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
  • B60T8/3675—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units
  • B60T8/368—Electromagnetic valves specially adapted for anti-lock brake and traction control systems integrated in modulator units combined with other mechanical components, e.g. pump units, master cylinders

Definitions

• This invention relates to anti-lock brake systems for rotating members, such as the wheels of an automotive vehicle, and in one embodiment to an improvement in the modulator of such systems.
• U.S. Patent 4,068,904 employs a modulator interposed in a conduit between a reservoir and a brake cylinder means for normally accomodating free flow of fluid therebetween and also having means, responsive to a sensor detecting a certain rate of retardation of a wheel, for pumping fluid from the brake cylinder back toward the reservoir for releasing the braking force.
• U. S. Patent 4,138,165 describes a pumping anti-lock device including means for controlling the rate of rise of brake fluid pressure.
• the improvement including means for controllably isolating a pumping chamber from the brake fluid passageway through the modulator.
• the isolating means is a solenoid controlled valve which is opened during pumping periods and closed during non-pumping periods.
• a modulator havins three se ⁇ arate states during an anti-lock cycle, namely: (1) a pressure reduction state, (2) a pressure hold state, and (3) a pressure reapplication state. It is noted that the pump motor of the modulator can run continuously not only during the pumping state (1), but also during states (2) and (3), that is. during pressure holding and pressure reapplication.
• Fig. 1 is a diagrammatic view of the modulator of this invention as installed in an automobile
• Figs. 2, 3 and 4 are. front, top and rear views, respectively, of a modulator according to a preferred embodiment of this invention.
• Fig. 5 is a partly cross-sectional, partly diagrammatic view of the modulator of Figs. 2-4 taken along line 5-5 of Fig. 3;
• Fig. 6 is a partly cross-sectional, partly diagrammatic view of the modulator of Figs. 2-4 taken along line 6-6 of Fig. 3;
• Fig. 7 is a partly cross-sectional, partly diagrammatic view of the modulator of Figs. 2-4 taken along line 7-7 of Fig. 2;
• Fig. 8 is a partly cross-sectional, partly diagrammatic view of the modulator of Figs. 2-4 taken along line 8-8 of Fig. 2;
• Fig. 9 is an enlarged cross-sectional view showing vthe details of a portion of Fig. 7 and taken along line 9-9 of Fig. 2;
• Fig. 10 is an enlarged cross-sectional view showing the details of a portion of Fig. 8;
• Fig. 11 is a partly cross-sectional partly diagrammatic view of a portion of Fig. 2 taken along line 11-11 thereof;
• Fig. 12 is an enlarged, cross-sectional view identical to Fig. 9 except that certain parts are shown after movement to a different nosition.
• Fig. 1 shows a modulator 10 in accordance with the present invention for use in an automobile.
• the automobile has four wheels 12, 13, 14 and 15. each having a brake 16, 17, 18 and 19 respectively.
• the automobile also has a logic system 20 for detecting the rate of retardation of rotation of each of the wheels and for signalling impending wheel lock.
• the logic system 20 includes a sensor 22, 23. 24 and 25 .at each of the wheels 12, 13, 14 and 15, respectively, a control module 26 connected to the modulator 10 and to an automobile battery 28, and a warning indicator 30 which "lights" when the logic system 20 signals the occurrence of a system malfunction.
• Any known sensor system can be used, such as one using a magnetic pickup or sensor at each wheel which feeds velocity information to a microcomputer which makes decisions about the impending lock and when the rate of retardation of rotation of a particular wheel reaches a certain value, it generates a signal which then causes the modulator to be energized, for example, to reduce fluid pressure in that wheel.
• a microcomputer which makes decisions about the impending lock and when the rate of retardation of rotation of a particular wheel reaches a certain value, it generates a signal which then causes the modulator to be energized, for example, to reduce fluid pressure in that wheel.
• Such logic systems are well-known in the art and therefore are not described here.
• the modulator 10 is connected to a master brake cylinder reservoir 32 by two hydraulic fluid conduits 34 and 36 and is connected to the four brakes 16-19 by four separate conduits 38, 39, 40 and 41 respectively.
• the modulator 10 will .now be described in detail with reference to Figs. 2-12.
• Fig. 2 is a front view
• Fig. 3 is a top view
• Fig. 4 is a rear view of the modulator 10.
• the modulator 10 includes a modulator body 50 (Fig. 2) having a front plate 52 attached thereto by screws 54 and a rear plate 56 attached thereto by screws 58.
• the modulator also includes four through-bolts 60, see Figs. 4, 5, 6 and 11.
• the modulator 10 includes four equally spaced-apart identical, solenoid controlled re-application valves 62.
• the modulator also includes four (only three are shown) identical pistons 78, 80 and 82 (Figs. 8 and 10) mounted for reciprocating movement and driven by a motor 86 and a cam 88 (Fig. 8).
• the front plate 52 includes a pair of inlet ports 90 and 92 (Figs. 2, 3, 7 and 9) and the rear plate 56 includes four outlet ports 94, 96, 98 and 100 (Figs. 4. 7 and 8).
• this path includes (and starts with) fluid inlet port 92, a passageway 102 from port 92 to the reapplication valve 68, from reapplication 68 through passageway 104 to the pressure reduction valve 74 and from, pressure reduction valve 74 to the outlet port 96.
• an expansible-contractible chamber 106 (see Fig. 10) which includes a passageway 108 and a cylinder 110 in which the piston 82 reciprocates.
• the pressure reduction valve 74 (Fig. 10) includes a one-way valve 114 (as well as the isolation valve 112) and the reapplication valve 68 includes a one-way valve 116 (Fig. 9).
• Both of the solenoid controlled valves 68 and 74 have two positions, that is, an unenergized position in which the respective one-way valve is held open and an energized position in which it is not held open but is allowed to open and close as controlled by the fluid pressure on each side of the one-way valve.
• the two one-way valves have two positions including a normally open position and a oneway operating position.
• the isolation valve 112 is closed when the pressure reduction valve 74 is unenergized and is open when the valve 74 is energized.
• each of the one-way valves 114 and 116 (when not held open) block fluid flow in the braking direction (from the master cylinder reservoir 32 to the brakes 16-19), and allow fluid flow in the opposite, or pressure release direction.
• the piston 82 reciprocates during pumping, i.e. when the isolation valve 112 is opened.
• the isolation valve When the isolation valve is closed, the upward movement of the piston can force fluid out of the chamber 106 past the isolation valve, how ever, since no fluid can get into the chamber 106 past the closed isolation valve, there is no force to push the piston down as the cam rotates and the piston will remain up (away from the cam) until the next time the isolation valve is opened.
• Figs. 9 and 12 which actually show the reapplication valve 64, however, they are identical so a description of one is a description of the other.
• Fig. 9 shows the valve 64 in its open or unenergized state
• Fig. 12 shows the valve 64 in its unenergized but partly open state (following the pressure reduction cycle described below).
• the reapplication valve 64 includes a solenoid coil 120 and a fluted armature plunger 122 which moves to the left in Fig.
• the reapplication valve 64 also includes a washer or valve disc member 128, a cooperating seat 130, a pin or seal element 132 and its biasing spring 134 fitting inside of a tubular member 136.
• the tubular member 136 is located in a bore 140 in a disc 142.
• the member 136 includes openings therethrough to accommodate fluid flow around the seal element 132.
• the reapplication valve 64 When the reapplication valve 64 is in its normal unenergized state, it allows free flow of fluid through the reapplication valve 64 through the tubular member 136, around the seal element 132, around and through the valve disc member 12S (through openings 143 in the edge thereof and through a central opening therein, that is, through an annular space 145 (Fig. 12) between the seal element 132 and the central opening in member 128), through flutes 144 in the plunger 122, out through a passage 146 and into a passageway (not shown but corresponding to passageway 104 in Fig. 7).
• the reapplication valve 64 also includes means for controlling the rate of rise of increasing fluid pressure applied through the modulator, similar to that described in U.S. Patent 4,138,165 (incorporated herein by reference).
• the sealing element 132 and associated spring operate similar to that described in that patent.
• the solenoid coil 120 when the solenoid coil 120 is de-energized, the spring 124 can move the plunger 122 to the right holding the one-way valve 116 open.
• the force of the return spring 124 is incapable of overcoming the pressure forces and the plunger 122 will only move part-way, far enough to unseat the sealing element 132 but not the valve disc member 128.
• the pressure reduction valve 74 will now be described in detail with reference to Fig. 10.
• the valve 74 includes a solenoid coil 150 and a fluted armature plunger 152 which moves to the left in Fig. 10 against the action of a return spring 154 when the solenoid coil 150 is energized in Fig. 10.
• the plunger 152 is hollow and includes a pin 156 press-fitted therein.
• the isolation valve 112 is a ball 157 press-fitted in the hollow plunger and adapted to seal against a seat 158 when the valve 74 is unenergized, thus sealing the chamber 106 from the passageway between the two one-way valves 114 and 116.
• the one-way valve 114 includes a ball 160, a seat 161 and a spring 162.
• the ball 160 is not press-fitted in the hollow plunger 152 but is slidably movable therein.
• the plunger 152 When the plunger 152 is in its energized position (to the left in Fig. 10) the ball 160 can move against the spring 162 to open and close depending on the fluid pressure across the ball.
• the plunger 152 When the plunger 152 is in its unenergized position (to the right in Fig. 10) the ball is held off of its seat 161 and the one-way valve 114 is held open.
• the modulator 10 (see Fig. 1) is interposed in a single brake fluid conduit between the reservoir 32 and the brake 17 and in the normal operation of the vehicle has a passageway therethrough that allows the free flow of brake fluid therethrough.
• the modulator 10 when the logic system 20 senses an impending wheel lock, the modulator 10 is caused to go into its pressure reduction state or condition by the logic system 20 energizing the solenoid valves 68 and 74, thus positioning the valves 114 and 116 for one-way valve operation and opening the isolation valve 112. This causes brake fluid to be pumped from the brake 17 back to the reservoir 32.
• the modulator 10 When the logic system senses that wheel lock is no longer imminent, the modulator 10 is caused to go from its pressure reduction state to its pressure hold state by the logic system de-energizing only the solenoid in the valve 74, thus again isolating the expandible-contractible chamber 106 from the passageway between the one-way valves 114 and 116, while leaving valve 114 open and valve 116 closed.
• valve 116 This prevents further pressure increase because valve 116 is closed and prevents further pressure decrease because valve 112 is closed.
• the logic system then causes the modulator to go from its pressure hold state to its pressure reapplication state by the logic system now de-energizing the solenoid in valve 68, whereby the modulator is returned to its original condition, with the exception that depending upon the pressure differential as discussed above, the valve 68 may not open all the way, thus controlling the rate of rise of pressure reapplication.
• sequence of modulation state- pressure reduction, pressure hold and pressure reapplication are not limited to the order described above; other sequences may be required by the logic system and followed by the modulator, e.g., pressure hold, pressure reduce and pressure reapply.
• this invention provides a single, compact modulator having only a single motor, for use for example, in automobiles, and which can operate the various brake conduits independently of each other.
• the fluid pressure can be reduced at one wheel while it is being re applied at another wheel, with the single motor running all the time, and without the one action disturbing the other.
• the term "normal or non antilock brake operation” means the periods of tine during which the anti-lock modulator 10 is not being used, that is, during non-braking operation as well as braking operation that does not use the anti-lock modulator;
• the one-way valves in the reapplication valves 62-68 will be referred to as the "upstream” valve and the other one-way valves in the pressure reduction valves 70-76 as the “downstream” valves; and the direction of brake fluid flow from the reservoir 32 to the brakes 16-19 is termed the "braking direction” and the opposite direction is termed the "pressure release direction".

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• Physics & Mathematics (AREA)
• Engineering & Computer Science (AREA)
• Electromagnetism (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Fluid Mechanics (AREA)
• Regulating Braking Force (AREA)

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• 1982
  • 1982-11-24 EP EP19830900153 patent/EP0095489A1/de not_active Withdrawn
  • 1982-11-24 WO PCT/US1982/001663 patent/WO1983001929A1/en unknown

Non-Patent Citations (1)

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