GB1573906A

GB1573906A - Brake pressure control valves

Info

Publication number: GB1573906A
Application number: GB1276876A
Authority: GB
Original assignee: Girling Ltd
Current assignee: Girling Ltd
Priority date: 1976-03-30
Filing date: 1976-03-30
Publication date: 1980-08-28

Description

(54) BRAKE PRESSURE CONTROL VALVES (71) We, GIRLING LIMITED, a British Company, of Kings Road, Tyseley, Birmingham B26 3PR, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement:- This invention relates to pressure reducing valves for use in vehicle braking systems.

Such valves are commonly inserted in the brake pressure line between the pressure source, usually a master cylinder, and one or more wheel brakes, usually the rear wheel brakes, to reduce the braking effort of the rear brakes as compared to the front brakes and thereby reduce the risk of wheel lock.

In known valves communication between an inlet and an outlet is controlled by operation of an internal valve set including an elastomeric seal and a piston, movement of the piston effecting closure of the valve set.

Differential pressure forces act on the piston so that as the inlet pressure increases the valve set opens and closes repeatedly with the result that pressure fluid passing to the outlet is metered, the outlet pressure being less than the inlet pressure.

Previously proposed reducer valves have the problem that there has been a tendency, in the closed condition of the valve, for the seal to be urged into the opening which it closes because of the pressure differential between the inlet and outlet. This occurs on each occasion the valve set is closed and can cause damage to the seal. Because of the many repeated valve operations, the life of the seal may be considerably affected.

The present invention aims to overcome the abovementioned problem and provides a pressure reducing valve for a vehicle braking system, comprising a housing having an inlet and an outlet, differential area means in said housing subject to inlet and outlet pressures and arranged to provide a modulated pressure at said outlet, said modulated pressure increasing as the inlet pressure increases, but being less than said inlet pressure, and a passageway extending substantially radially of said differential area means having a first end in permanent communication with said inlet and a second end communicating with said outlet, an elastomeric seal co-operating with said second end, said seal and said second end being movable relative to one another between a closed position, in which said seal covers said passageway second end, and an open position, the interface between said seal and said passageway second end being at all times subjected to inlet pressure.

Some forms of pressure reducer valves in accordance with the invention will now be described, by way of example, with reference to the accompanying drawings, in which: Figure 1 is an axial cross-section of a first form of valve, Figure 1A is a detail cross-sectional view on a larger scale of a valve seal of Figure 1, Figure 2 is an axial cross-section of a second form of valve, Figure 3 is an axial cross-section of a third form of valve, and Figure 4 is an axial cross-section of a fourth form of valve incorporating a disabling device.

In each of the embodiments described below corresponding parts have been given the same reference numerals.

The valve shown in Figure 1 comprises a housing 1 having an inlet 2 and an outlet 3 communicating with opposite ends of a valve bore 4, blind at one end adjacent an outlet chamber 5 and closed at the other by a sealed plug 6 supporting a pair of piston seals 7, 7A. A stepped valve piston 8 has a stem 9 extending through the seals 7, 7A and a head 10 formed with axially inclined passages 11 leading to radial passages or ports 12. The piston 8 is urged by a prestressed coil compression spring 13 towards the outlet end of the valve bore 4.

Stationarily mounted about the head 10 is an annular seal 14 of elastomeric material which sealingly engages the head on the left hand side (as seen in Figure 1) of the ports 12. The inner surface of the seal is relieved over an axial end portion which normally surround the ports 12. The seal is held in position by a retaining ring 15 which makes a tight, interference fit in the bore 4.

As best seen in Figure 1A, the seal 14 is grooved at 14A to receive the retaining ring 15 and also to render more flexible a seaiing lip portion 14B, which constitutes the operative portion of the seal, adjacent the relieved portion 14C.

In operation, pressurised liquid from a master cylinder is supplied to the inlet and flows freely through passages 11, ports 12 and outlet chamber 5 to the outlet 3 until the out-of-balance pressure acting on the effective area of stem 9 is sufficient to overcome the force of the spring 13, to move the piston leftwards until the ports 12 are covered and closed by the seal lip or valveclosing portion 14B.

At this stage, the seal is subjected to equal pressures from both sides and the inlet pressure acting through the ports 12 resists the seal material being forced into the ends of the ports. As inlet pressure continues to increase, it acts on the piston step to urge it to the right, uncover the ports 12 again and to permit more flow through the valve to the outlet 3. This closing and opening action is repeated while the inlet pressure increases to meter liquid through the valve so that the outlet pressure increases at a reduced rate relative to the inlet pressure. Throughout this operation, inlet pressure acts in the recess 14A and thus tends to counterbalance the inlet pressure acting through the port 12 outwardly on the lip 14B.

When the inlet pressure is relieved, but does not fall below the outlet pressure, the piston moves to the left to increase the volume of the output chamber and thereby reduce the outlet pressure to restore the balance of forces acting on the piston 10. If the inlet pressure falls to a value below the outlet pressure, liquid forces its way past the relieved portion 14C of the seal 14 and deflects the lip 14B of the seal away from the piston to permit return flow of pressure fluid to the inlet with an attendent drop in the outlet pressure. The spring 13 is effective, if the inlet pressure decreases sufficiently to return the piston to the right so that ports 12 are exposed and the passages 11 and ports 12 once again freely communicate the outlet chamber 5 and inlet.

It will be seen that the seal is not subjected at any stage to large pressure differentials and that at all times when the piston head is sliding through the seal, any tendency for the seal material to be damaged by attrition is offset by the fact that the interface between the ports 12 and the seal is subjected to the inlet pressure acting through ports 12 which urges the seal material away from the ports 12 and not into them.

In the embodiment of Figure 2, the general construction and operation of the valve are the same as for that of Figure 1.

The principal difference is that the piston 8 is of tubular form and the seal 14 is arranged to seal against the internal face of the piston 8. The seal is mounted on a stem extension of the closure plug 6 of the valve.

In the embodiment of Figure 3, the general construction and operation of the valve are the same as for that of Figure 1, the principal difference being that the piston 8 is of tubular form and the seal 14 is arranged in a groove in the piston stem 9 for co-operation with ports 12 formed in a tubular shroud extension of the closure plug 6 of the valve. Thus, the ports 12 are stationary and the seal 14 is movable with the piston 8.

In a dual circuit braking system, the piston 8 of the above described valves could be subjected to a larger disabling force, through stem 9 in Figures 1 and 3, in response to pressure loss in one circuit in order to prevent closure of the reducer valve.

The reducer valve of Figure 4 includes the disabling device 20 which is similar to the device illustrated and described in our Patent Specification No. 1,471,029 to which attention is directed. Briefly, the device comprises a member 21 sealingly slidable in a bore 22 and subjected at one end to the pressure in a chamber 23 having an inlet 24, connected to the same pressure source as the inlet 2, and an outlet 25. The other end of the member 21 abuts an extension 26 of the piston 8 in a vented passive space 27.

The extension 26 is secured to the piston 8 in any suitable manner.

The valve is otherwise generally similar to that of Figure 1, the other principle differences being that the piston 8 is guided by a support 28 having circumferentially spaced projections around its periphery to allow the passage of fluid therebetween and that the ports 12 are connected to an axial bore 29 in the piston 8.

In use, under normal operating conditions. pressure fluid flows freely from both inlets 2 and 24 to the respective outlets 3, 25 Ihe effect of pressure on the small diameter of extension 26 is relatively small and may be ignored, so that the pressure force on piston 8 is balanced, but the pressure acting on member 21 is counteracted by the spring 13. When the pressure in the inlets reaches a predetermined level, the piston 8 and member 21 move to the right, against the action of the spring, to close the valve.

Any further increase in pressure at the inlet 2 now acts over the sealed area of piston 8 in a sense to return the piston 8 to the left and is opposed by the increased pressure acting over the smaller area of the member 21, assisted by the pressure prevailing at the outlet 3 at the time of initial closure acting on the sealed area on the outlet side of the piston 8. This imbalance causes the piston to return to the right to reopen the valve, and meter pressure fluid through to the outlet at a reduced rate, relative to the rate of pressure increase at the inlet.

It will be readily understood that failure of the front line pressure fed to inlet 24 will remove the hydraulic thrust on member 21 which is required to effect initial closure of the valve, which will therefore remain open to transmit all available pressure to the outlet 3.

In all of the above-described embodiments inlet pressure acts essentially on the sealing surface of the seal, tending to deflect it away from the ports 12.

In all cases, the valve is shown with a preset internal spring 13 to determine the pressure at which the valve initially closes, but it will be evident to those skilled in the art that the valve piston could be subjected to an external force, such as a variable spring force proportional to the rear axle loading of the vehicle in question, applied to the piston 8, via the externally projecting portion of the stem 9 in the embodiments of Figures I and 3.

It will be appreciated that the seal 14 may take other forms. For example, instead of an annular recess surrounding the ports 12, the seal may have in the seal portion 14C surrounding the ports a plurality of axial recesses separated by circumferentially spaced lands which support the seal in the region of the ports 12. The number of lands and ports 12 are so chosen that in the open condition of the valve at least one port 12 will be open.

WHAT WE CLAIM IS: I. A pressure reducing valve for a vehicle braking system, comprising a housing having an inlet and an outlet, differential area means in said housing subject to inlet and outlet pressures and arranged to provide a modulated pressure at said outlet, said modulated pressure increasing as the inlet pressure increases, but being less than said inlet pressure, and a passageway extending substantially radially of said difterential area means having a first end in permanent communication with said inlet, and a second end communicating with said outlet. an elastomeric seal co-operating with said second end, said seal and said second end being movable relative to one another between a closed position, in which said seal covers said passageway second end, and an open position, the interface between said seal and said passageway second end being at all times subjected to inlet pressure.

2. A pressure reducing valve according to claim 1, wherein the seal has a valve closing portion which in the closed position covers the second end of the passageway and a recess radially spaced from the closing portion and subjected to inlet pressure, so that the closing portion is substantially pressure balanced in the closed position.

3. A pressure reducing valve according to claim 1 or 2, wherein the seal has a recessed portion which is adjacent the passageway in the open position.

4. A pressure reducing valve according to claim 3, wherein the recessed portion is an annular recess.

5. A pressure reducing valve according to claim 3, wherein the recessed portion comprises a plurality of axial recesses separated by circumferentially spaced apart lands.

6. A pressure reducing valve according to any of claims 1 to 5, wherein said second end of the passageway is on the outlet side of the seal in the open position.

7. A pressure reducing valve according to any of claims 1 to 6, wherein the seal is stationary.

8. A pressure reducing valve according to claim 6, wherein the passageway is formed in the differential area means which comprises a movable piston co-operating with the seal.

9. A pressure reducing valve according to claim 8, wherein the seal surrounds the piston.

10. A pressure reducing valve according to claim 8, wherein the piston has an internal bore within which the seal slides.

11. A pressure reducing valve according to any of claims 1 to 5, wherein the passageway is stationary and the seal is movable.

12. A pressure reducing valve according to claim 11, wherein the seal is mounted on the differential area means which comprises a piston slidable within a cylindrical member in which the passageway is formed.

13. A pressure reducing valve according to any of claims 1 to 12, including a disabling device for connection to a separate braking circuit, the disabling device preventing operation of the valve in the event of failure of the separate circuit.

14. A pressure reducing valve for a vehicle braking system, constructed and arranged substantially as herein described with reference to Figure 1 of the accompanying drawings.

15. A pressure reducing valve for a vehicle braking system, constructed and

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Claims

**WARNING** start of CLMS field may overlap end of DESC **.

action of the spring, to close the valve.

Any further increase in pressure at the inlet 2 now acts over the sealed area of piston 8 in a sense to return the piston 8 to the left and is opposed by the increased pressure acting over the smaller area of the member 21, assisted by the pressure prevailing at the outlet 3 at the time of initial closure acting on the sealed area on the outlet side of the piston 8. This imbalance causes the piston to return to the right to reopen the valve, and meter pressure fluid through to the outlet at a reduced rate, relative to the rate of pressure increase at the inlet.

It will be readily understood that failure of the front line pressure fed to inlet 24 will remove the hydraulic thrust on member 21 which is required to effect initial closure of the valve, which will therefore remain open to transmit all available pressure to the outlet 3.

In all of the above-described embodiments inlet pressure acts essentially on the sealing surface of the seal, tending to deflect it away from the ports 12.

In all cases, the valve is shown with a preset internal spring 13 to determine the pressure at which the valve initially closes, but it will be evident to those skilled in the art that the valve piston could be subjected to an external force, such as a variable spring force proportional to the rear axle loading of the vehicle in question, applied to the piston 8, via the externally projecting portion of the stem 9 in the embodiments of Figures I and 3.

It will be appreciated that the seal 14 may take other forms. For example, instead of an annular recess surrounding the ports 12, the seal may have in the seal portion 14C surrounding the ports a plurality of axial recesses separated by circumferentially spaced lands which support the seal in the region of the ports 12. The number of lands and ports 12 are so chosen that in the open condition of the valve at least one port 12 will be open.

WHAT WE CLAIM IS: I. A pressure reducing valve for a vehicle braking system, comprising a housing having an inlet and an outlet, differential area means in said housing subject to inlet and outlet pressures and arranged to provide a modulated pressure at said outlet, said modulated pressure increasing as the inlet pressure increases, but being less than said inlet pressure, and a passageway extending substantially radially of said difterential area means having a first end in permanent communication with said inlet, and a second end communicating with said outlet. an elastomeric seal co-operating with said second end, said seal and said second end being movable relative to one another between a closed position, in which said seal covers said passageway second end, and an open position, the interface between said seal and said passageway second end being at all times subjected to inlet pressure.
2. A pressure reducing valve according to claim 1, wherein the seal has a valve closing portion which in the closed position covers the second end of the passageway and a recess radially spaced from the closing portion and subjected to inlet pressure, so that the closing portion is substantially pressure balanced in the closed position.
3. A pressure reducing valve according to claim 1 or 2, wherein the seal has a recessed portion which is adjacent the passageway in the open position.
4. A pressure reducing valve according to claim 3, wherein the recessed portion is an annular recess.
5. A pressure reducing valve according to claim 3, wherein the recessed portion comprises a plurality of axial recesses separated by circumferentially spaced apart lands.
6. A pressure reducing valve according to any of claims 1 to 5, wherein said second end of the passageway is on the outlet side of the seal in the open position.
7. A pressure reducing valve according to any of claims 1 to 6, wherein the seal is stationary.
8. A pressure reducing valve according to claim 6, wherein the passageway is formed in the differential area means which comprises a movable piston co-operating with the seal.
9. A pressure reducing valve according to claim 8, wherein the seal surrounds the piston.
10. A pressure reducing valve according to claim 8, wherein the piston has an internal bore within which the seal slides.
11. A pressure reducing valve according to any of claims 1 to 5, wherein the passageway is stationary and the seal is movable.
12. A pressure reducing valve according to claim 11, wherein the seal is mounted on the differential area means which comprises a piston slidable within a cylindrical member in which the passageway is formed.
13. A pressure reducing valve according to any of claims 1 to 12, including a disabling device for connection to a separate braking circuit, the disabling device preventing operation of the valve in the event of failure of the separate circuit.
14. A pressure reducing valve for a vehicle braking system, constructed and arranged substantially as herein described with reference to Figure 1 of the accompanying drawings.
15. A pressure reducing valve for a vehicle braking system, constructed and

arranged substantially as herein described with reference to Figure 2 of the accompanying drawings.
16. A pressure reducing valve for a vehicle braking system, constructed and arranged substantially as herein described with reference to Figure 3 of the accompanying drawings.
17. A pressure reducing valve for a vehicle braking system, constructed andarranged substantially as herein described with reference to Figure 4 of the accompanying drawings.