GB2155570A

GB2155570A - Rotary flywheel skid sensing means for vehicle hydraulic braking systems

Info

Publication number: GB2155570A
Application number: GB08504237A
Authority: GB
Inventors: Glyn Phillip Reginald Farr
Original assignee: Lucas Industries Ltd
Current assignee: ZF International UK Ltd
Priority date: 1984-03-07
Filing date: 1985-02-19
Publication date: 1985-09-25
Also published as: US4633981A; EP0154440A3; CS257272B2; BR8501009A; GB8504237D0; GB2155570B; ES540993A0; PT80057B; PT80057A; AU574763B2; CS150385A2; AU3903185A; ES8605731A1; EP0154440B1; TR22264A; EP0154440A2; DE3566874D1

Description

1 GB 2 155 570A 1

SPECIFICATION

Rotary flywheel skid sensing means for vehicle hydraulic braking systems This invention relates to rotary flywheel skid sensing means for a vehicle hydraulic braking system of the kind comprising a flywheel mechanism rotatable with a shaft adapted to be driven from a wheel to be braked and including a flywheel member and a thrust member together with camming means responsive to relative angular movement between the two said members to cause one of the said members to move axially relative to the other between a first angular position in which the two members are in a predetermined angular alignment and a second angular position in which the said one axially movable member co-operates with means to actuate brake pressure modulating means.

In skid sensing means of the kind set forth problems may arise when a vehicle is travellin'g at low speeds, for example in traffic and, in response to a panic brake application, the brakes can be relieved prematurely, albeit in response to a genuine skid signal. Of course this will depend upon the sensitivity of the skid sensing means but it is desirable to prevent the skid sensing means from operat- ing until the vehicle is travelling at a predeter mined minimum speed, thereby obviating the danger of the vehicle -rolling-onto- a vehicle in front should that vehicle stop quickly.

We are aware of GB 1 241 798 which 100 discloses skid sensing means, particularly for heavy vehicles, in which inhibit means are incorporated for preventing operation of the skid sensing means at low vehicle speeds. The skid sensing means of GB 1 241 798 com prises a first speed-responsive governor rotata ble synchronously with a wheel-driven rotata ble member and adapted to effect brake re lease by displacing a control element axially with respect to the rotatable member when the speed of rotation of the rotatable member is at or below a critical speed at which the first 4peed-responsive governor mechanism will collapse. The inhibit means comprises a second speed-responsive governor mechanism 115 which has a critical speed greater than that of the first governor mechanism and, in a col lapsed position at low vehicle speeds, co operates with the control element to prevent it from moving axially with respect to the rotata ble member, thereby preventing the first gov ernor mechanism from collapsing to release the brake. Each governor mechanism com prises a set of weights arranged circumferenti ally around the rotatable member, and each weight is secured to the outer end of an arm which, in turn, is pivotally mounted for angu lar movement about an axis lying in a plane normal to the axis of the rotatable member so that the arms and their respective weights 130 move through arcs lying in planes containing the axis of the rotatable member.

According to our invention in a skid sensing means of the kind set forth centrifugally- operable locking means are provided for locking the two members together in the said first angular position against relative movement, and the locking means are automatically releasable in response to a centrifugal force of a magnitude which corresponds to a predetermined minimum road speed for the vehicle, the locking means comprising at least one weight which is movable in a plane normal to the axis of the shaft, the weight being nor- mally urged inwardly by resilient biassing means into a locking position to lock the two members together, and the weight being movable in an outward direction and into a disengaged position when the centrifugal force to which it is subjected attains a value greater than that corresponding to the said minimum road speed, whereafter the two members are free to move relative to each other.

The weight may comprise a plunger which is guided in a radial bore in one of the members and is resiliently biassed into engagement at its inner end in a complementary notch in the other member. Alternatively the weight may be pivotally mounted on a pivot on one of the members for movement about an axis parallel to the axis of the shaft, with a spring provided normally on a pivot for urging a portion of the weight into engagement with a complementary notch in the other member.

The notch may be of substantial circumferential length and may comprise a continuous groove. The engagement of the weight in the groove prevents relative axial movement between the two members. Alternatively the notch may comprise an axial slot, the engagement of the weight in which prevents relative angular movement between the two members.

When the locking means comprises a plunger, two such plungers are provided and are preferably diametrically arranged with respect to each other.

In one construction the flywheel member is journalled for rotation on the shaft and is fixed axially, and the thrust member is movable axially and of annular outline, being received, at least partially, in an annular recess in one end of the flywheel. In such a construction the locking means are carried by the flywheel member and the notch is provided in the adjacent outer face of the thrust member.

Two embodiments of our invention are illustrated in the accompanying drawings in which:

Figure 1 is an end view of rotary flywheel skid sensing means with the cover removed for clarity; Figure 2 is a section on the line 2-2 of Figure 1; Figure 3 is an end view similar to Figure 1 but with the housing omitted and showing a 2 GB 2 155 570A 2 different locking means; and Figure 4 is a force diagram.

The sensing means illustrated in Figures 1 and 2 of the drawings comprises a housing 1 incorporating an hydraulic pump 2 and a combined pressure dump valve and modulator assembly 3. A longitudinally extending shaft 4 projecting at opposite ends from the housing 1 is coupled at one end to the wheel to be braked and at the other end carries skid sensing means 5 in the form of a flywheel assembly which is enclosed within a cylindrical radial rim portion 6 of the housing 1 of which the open, outer, end is closed by a detachable cover 7. The rim portion 6 protects the mechanism from radially directed flying debris and other objects.

The flywheel assembly 5 comprises a flywheel 10 which is rotatable on spaced bearings 11 and 12 adjacent to one end of the shaft 4, and an annular thrust member 13 which is at least partially accommodated within an annular recess 14 in the end of the flywheel 10 which faces the outer end of the rim portion 6. A clearance is provided between the outer edge of the thrust member 13 and the outer wall of the recess 14, and between the inner edge of the thrust member 13 and the inner wall of the recess 14.

Three angularly spaced balls 15 are located in complementary recesses 16, 17 in adjacent faces of the flywheel 10 and the thrust member 13.

The thrust member 13 is carried from the free end of the shaft 4 by mounting means 18. The mounting means comprises a radial driving flange 19 which is fast with the free end of the shaft 4, and is provided at its peripheral edge with a pair of diametrically arranged parallel-sided lugs 20 which project axially towards the outer end of the rim portion 6, and a clutch plate 21 of dished outline which engages frictionally at its outer peripheral edge with a radial clutch face 22 on the thrust member 13 and in which is provided a pair of diametrically spaced notches 23 which slidably receive the lugs 20. The dished form in the clutch plate 21 provides a clearance with respect to the free end of the shaft 4.

The thrust member 13 is urged towards the 115 flywheel 10 by a force from a bias spring (not shown) and this force is transmitted to the thrust member 13 through the clutch plate 21 and an angularly lever 24 mounted in the housing 1. The lever 24 acts on the clutch plate 21 in a position in axial alignment with the rotational axis of the shaft 4 through an adjustable thrust-transmitting member 25 which is screwed through the lever 24 so that the biassing force is applied centrally to the mounting means 18, Since the thrust member 13 can articulate and move radially with respect to the flywheel 10, the load from the bias spring is shared substantially equally be- tween the three balls 15.

A pair of diametrically opposed bob-weights 30 in the form of plungers are located in radial bores 31 in the outer wall or rim 39 of the flywheel 10 which defines the outer wall of the annular recess 14. The radial bores 31 lie on a plane normal to the axis of the shaft 4. Each plunger 30 has an inner end portion 32 of reduced diameter which is normally urged by a compression spring 33 in the respective bore 31 into engagement with a circumferentially extending groove 34 in the adjacent outer face of the thrust member 13.

Normally, therefore, the plungers 30 are urged inwardly by the springs 33 to engage in the groove 34. This locks the flywheel 10 and the thrust member 13 against relative axial movement and, because of the presence of the balls 15 housed in the recesses 16 and 17, also against relative angular movement.

The weight of the plungers 30 is chosen such that at vehicle road speeds above-predetermined minimum speed, the centrifugal force so generated is sufficient to urge the plungers 30 in a radially outwards direction, withdraw- ing them from the groove 34 in order to unlock the flywheel 10 and the thrust member 13. In fact the weight of the plungers 30 is chosen such that the plungers 30 will not release the skid sensing means below a vehicle minimum road speed of for example, 10 m.p.h.

After the plungers 30 have been released, in further operation relative angular movement between the flywheel 10 and the thrust mem- ber 13, due to excessive deceleration of the wheel and the shaft, with the flywheel 10 running on due to its inertia, causes the balls 15 to tend to ride out of the recesses 16 and 17 thereby urging the thrust member 13 and the clutch plate 21 axially away from the flywheel 10. This moves the lever 24 angularly, in turn to operate the combined modulator and dump valve assembly. The clutch plate 21 slides on the lugs 20. Thereafter the flywheel 10 and the thrust member 13 run on against the frictional force of engagement between the clutch plate 21 and the clutch face 22 of which the threshold is determined by the loading in the bias spring. This threshold can be readily adjusted or otherwise set by adjusting the axial position of the member 25 relative to the lever 24, after removal of the cover 7.

In modification the circumferential groove 34 is replaced by an axial slot.

In another modification the bores 31 and the compression springs 33 are omitted and each of the pair of diameterically opposed bob-weights 30 is carried by one end of a strip of resilient material, suitably an elongate blade spring or leaf spring, which extends in a generally circumferential direction and of which the other end co-operates with the flywheel, suitably by means of a rigid connec- tion or other anchorage. The blade or leaf 3 GB 2 155 570A 3 springs act to bias the bob-weights 30 sub stantially in the same directions as they are biassed by the compression springs 33. The construction and operation of this modified sensing means is otherwise the same as that of Figures 1 and 2.

In the construction illustrated in Figures 3 and 4 of the drawings, a weight 40 is pivo tally mounted at one end for angular move ment through an arc in a plane normal to the 75 axis of the shaft. The weight 40 is movable about a pivot 41 in the end face of the flywheel 10 adjacent to the recess 14 and the pivot 41 is parallel to the axis of the shaft 4.

The weight 40 comprises lever 42 extending circumferentially from the pivot 41, and a mass 43 carried by the radially outermost end of the lever 42 and disposed relatively close to the rim 39 of the flywheel 10. The mass 43 is of arcuate outline and projects circum ferentially beyond the outer end of the lever 42 which is remote from the pivot 41. An inwardly directedd projection 44 at the outer end of the lever 42 is engageable in an axially extending slot 45 in the outer face of the 90 thrust member 13.

A tension spring 46 is attached at opposite ends between a slight recess 47 between the lever 42 and the end of the mass 43 adjacent to the pivot 41, and an anchorage 48 in the end face of the flywheel 10 and spaced from the outer ends of the lever 42 and the mass 43. The recess 47 is displaced radially out wards from a chord 49 passing through the pivot 41 and the anchorage 48 so that the spring 46 applies a resultant force to the lever 42 in a direction normally to urge the projec tion into registry in the slot 45.

A lightening hole 50 is provided in the end wall of the flywheel 10 to compensate for the 105 weight of the weight 40.

By providing the majority of the weight in the mass 43 and arranging it close to the rim 39 of the flywheel 10 increases the centrifu- gal effect obtained for a given speed in comparison with that obtained in the embodiment of Figures 1 and 2. This is of advantage in providing a more sudden action to enable the projection 44 to snap into and out of engagement in the slot 45.

This is achieved by holding the distance -X- between the line of action passing through the chord 49, and the line of action 51 passing through the spring 46 to a rela- tively small dimension.

It follows as shown in Figure 4, that taking moments about 41 gives Fr X L = Fs X X, where Fs is the force in the spring 46; and Fr is the centrifugal force acting at the lever radius---L-.

Thus the centrifugal force Fr can rapidly overcome the action of the spring force Fs beyond the amount by which the spring 46 extends, due to movement of the lever 42, which is relatively small.

The construction and operation of the skid sensing means of Figures 3 and 4 are otherwise the same as Figures 1 and 2, and corresponding reference numerals have been 70 applied to corresponding parts.

The skid sensing means described above are suitable for use with motor cycles or other light motor vehicles, such as light passenger cars.

Claims

1. A skid sensing means of the kind set forth in which centrifugal lyoperable locking means are provided for locking the two members together in the said first angular position against relative movement, and the locking means are automatically releasable in response to a centrifugal force of a magnitude which corresponds to a predetermined mini- mum road speed for the vehicle, the locking means comprising at least one weight which is movable in a plane normal to the axis of the shaft, the weight being normally urged inwardly by resilient means into a locking position to lock the two members together, and the weight being movable in an outward direction and into a disengaged position when the centrifugal force to which it is subjected attains a value greater than that correspond- ing to the said minimum road speed, whereafter the two members are free to move relative to each other.

2. A skid sensing means as claimed in Claim 1, in which the weight comprises a plunger which is guided in a radial bore in one of the members, and is resiliently biassed into engagement at its inner end in a complementary notch in the other member.

3. A skid sensing means as claimed in Claim 1, in which two weights are provided, and each weight comprises a plunger which is guided in a radial bore, the bores being arranged diametrically opposite each other.

4. A skid sensing means as claimed in Claim 2 or Claim 3, in which the plunger is carried by a strip of resilient material comprising the resilient biassing.

5. A skid sensing means as claimed in Claim 1, in which the weight is pivotally mounted on a pivot on one of the members for movement about an axis parallel to the axis of the shaft, and a spring urges a portion of the weight into engagement with a complementary notch in the other member.

6. A skid sensing means as claimed in Claim 5, in which the weight comprises a lever extending circumferentially from the pi.vot, and a mass carried by the radially outermost end of the lever, and an inwardly directed projection on the lever is engageable with the notch.

7. A skid sensing means as claimed in Claim 5 or Claim 6, in which the spring comprises a tension spring which acts be- tween a first anchorage on the said one 4 GB 2 155 570A 4 member and a second anchorage on the weight, the anchorage on the weight being displaced outwardly from a chord passing through the pivot and the first anchorage.

8. A skid sensing means as claimed in any of Claims 2 to 7, in which the notch is of substantial circumferential length, and the engagement of the weight in the notch prevents relative axial movement between the two members.

9. A skid sensing means as claimed in any of Claims 2 to 7, in which the notch cornprises an axial slot, and the engagement of the weight in the notch prevents relative an- gular movement between the two members.

10. A skid sensing means as claimed in any preceding claim in which the flywheel member is journalled for rotation on the shaft, is fixed axially with respect to the shaft, and is provided in one end with an annular recess, and the thrust member is movable axially and is of annular outline, being received, at least partially, in the annular recess in the flywheel, the locking means being carried by the flywheel member for locking engagement with the thrust member.

11. A skid sensing means substantially as described herein with reference to and as illustrated in Figures 1 and 2 of the accom- panying drawings.

12. A skid sensing means substantially as described herein with reference to and as illustrated in Figures 3 and 4 of the accompanying drawings.

Printed in the United Kingdom for Her Majesty's Stationery Office, Dd 8818935, 1985, 4235. Published at The Patent Office. 25 Southampton Buildings, London. WC2A lAY, from which copies may be obtained.