GB2155574A

GB2155574A - Improvements in hydraulic anti-skid braking systems for vehicles

Info

Publication number: GB2155574A
Application number: GB8505572A
Authority: GB
Inventors: Alfred Yardley
Original assignee: Lucas Industries Ltd
Current assignee: ZF International UK Ltd
Priority date: 1984-03-07
Filing date: 1985-03-05
Publication date: 1985-09-25
Also published as: US4725104A; EP0154542A2; EP0154542A3; ES8605730A1; EP0154542B1; GB2155574B; DE3565079D1; GB8505572D0; ES540992A0

Description

1 GB2155574A 1

SPECIFICATION

Improvements in hydstraulic anti-skid braking systems for vehicles This invention relates to hydraulic anti-skid braking systems for vehicles of the kind in which a supply of operating fluid from a supply to a vehicle brake is modulated by a modulator assembly in accordance with skid signals from skid sensing means, and an hydraulic pump incorporating at least one plunger working in a bore has a working chamber which is in communication with the modulator assembly to control brake re-appli cation following skid correction.

in the anti-skid braking systems described in GB-A-2029914 and GB-A-2069640 the modulator assembly comprises a bore in which works a de-boost piston for co-oper ation with a control valve assembly adapted to control communication between the supply of operating fluid and the brake through an expansion chamber defined in the bore be tween the piston and the control valve as sembly. Normally the piston is held in an inoperative advanced position by a trapped volume of fluid supplied by the pump and, in this position, the valve assembly is fully open and the effective volume of the expansion chamber is at a minimum. When a skid signal is-produced the trapped volume of fluid is released which permits the piston to move into a retracted position, initially to permit the valve assembly to close and isolate the supply from the brake, and subsequently to increase further the effective volume of the expansion chamber, whereby to relieve the brake-apply ing pressure. Following correction of the skid, the pressure from the pump is operative to urge the piston towards its advanced position, initially to re-apply the brake by pressurising the fluid in the expansion chamber, and sub sequently opening the valve assembly to re establish communication between the supply and the brake.

In the modulator assemblies of GB-A 2029914 and GB-A-2069640 the trapped volume of fluid supplied by the pump to the de-boost piston also acts over an area of a plunger of the pump to hold the pump dis abled with the plunger out of co-operation with a drive mechanism, and an operating piston responsive to pressure from the supply urged into engagement with a stop by the direct co-operation of the plunger with the adjacent end of the piston. A space containing a trapped volume of fluid at the same pres sure as that acting on the de-boost piston is defined between adjacent ends of the plunger 125 and the piston by adjacent portions of the bores in which the plunger and the piston work. At the end of an anti-lock cycle follow ing correction of a skid the trapped volume of fluid in the said space may act to hold the 130 plunger in an advanced position in which it may co-operate with the drive mechanism. Although this will not normally be sufficient for operation of the pump to take place, nevertheless undesirable vibration and noise may occur. Such a tendency will increase in the event of expansion of the fluid so trapped, for example due to a substantial increase in local temperature.

According to our invention in an hydraulic anti-skid system of the kind set forth the modulator assembly comprises a bore in which works a deboost piston for co-operation with a control valve assembly adapted to control communication between the supply of operating fluid and the brake, and a trapped volume of fluid for holding the de-boost piston in an inoperative advanced position is supplied to the de-boost piston by the pump, the pump comprising a plunger working in a pump bore, a drive mechanism for urging the plunger in one of two opposite directions, and an operating piston responsive to pressure from the supply and co-operating directly with the plunger to urge the plunger towards the drive mechanism, the plunger having an area over which the trapped volume of fluid also acts to hold the plunger in a disabled position out of co-operation with the drive mechanism and in which the operating piston is held in a retracted position against a stop, and a space is defined between adjacent ends of the piston and the plunger by adjacent portions of the bores in which the plunger, and the operating piston work, a pressure-relief valve being operable to relieve the pressure in the said space upon the plunger and the operating piston moving relatively away from each.

Normally the pressure-relief valve is opera- tive to relieve the pressure in the space only after the plunger and the piston have moved relatively away from each other through a predetermined distance less than that required to bring the plunger into co-operation with the drive mechanism. Thus any tendency for the plunger to cooperate with the drive mechanism accidently is prevented.

Preferably the pressure-relief valve is operative to return the fluid in the space to a reservoir upon relative movement between the plunger and the operating piston through the predetermined distance.

The pressure-relief valve conveniently cornprises a valve member adapted to be held in engagement with a seating in the plunger by a spring to isolate the space from the reservoir with the operating piston co-operating with the plunger during operation of the pump, the valve member being withdrawn from the seating upon separation of the adjacent ends of the plunger and the operating piston through the said predetermined distance.

The valve member may comprise a headed stem coupled to the operating piston through a lost-motion connection, or it may comprise a 2 GB 2 155 574A 2 ball carried by the operating piston in a re tainer by means of which the ball is retained against excessive movement with the plunger as the plunger separates from the operating piston.

The pressure relief valve may comprise a one-way valve through which fluid is drawn into a pumping space constituted by the said space on the induction stroke of the plunger, and from which the fluid is displaced through a second one-way valve to provide the trapped volume, on the power stroke of the plunger.

Two embodiments of our invention are illus trated in the accompanying drawings in 80 which:

Figure 1 is a transverse section through a combined modulator and skid sensing as sembly for an hydraulic anti-skid braking sys tem suitable for a motor-cycle or light passen ger car or van; and Figure 2 is a section on an enlarged scale of a portion of the pump but showing a modification.

- The assembly illustrated in Figure 1 of the drawings comprises a housing 1 incorporating a modulator assembly 2, a hydraulic pump assembly 3, and a pressure dump valve 4. A longitudinally extending shaft 5 projecting at opposite ends through the housing 1 is coup led at one end to a wheel to be braked and at the other end carries skid sensing means (not shown) which is enclosed within a cylindrical guard 6 carried from an adjacent end of the housing 1.

The dump valve 4 and the skid sensing means may be of any of the forms disclosed in GB-A-2029914, and the pump assembly 3 forms the subject of GB-A-2069640. The pump 3 is urged in one direction by an eccentric 5a on the shaft 5 and in the oppo site direction by pressure from a pedal-oper ated master cylinder 15 which acts over an operating piston 3a. The pump 3 will be described more fully later.

The modulator assembly 2 comprises a bore 8 extending from the dump valve 4 and in which works a de-boost piston 9. The piston 9 is normally urged into an inoperative position against a stop comprising a wall 10 at the 115 closed end of a sleeve 11 substantially of cup shaped outline by means of a spring 12, and the sleeve 11 is retained in the bore 8 by means of a closure 13 for the end of the bore 8 remote from the dump valve 4.

A control valve assembly 14 housed in the sleeve controls communication between the pedal-operated master cylinder 15 and a wheel brake 16 through an expansion cham- ber 17 defined in the bore 8 between the piston 9 and the control valve assembly 14 itself.

The control valve assembly 14 comprises a first valve 18, and a second valve 19 which are operative sequentially.

The first valve 18 comprises a first valve member 20 in the form of a stepped piston having a portion of intermediate diameter working in the bore of the sleeve 11, an outer portion of largest diameter working in a blind bore 21 of the closure 13, an inner portion of smaller diameter carrying an annular seal 22 which defines a valve head, and an innermost portion of smallest diameter which projects into a circular opening 23 in the wall 10. The valve head 22 is engageable with a seating 24 comprising an annulus on the wall 10 which surrounds the opening. Normally the head 22 is spaced from the seating 24 by means of a spring 25 which acts between the wall 10 and a shoulder 26 at the step in diameter between the intermediate and the smaller diameter portions of the piston 20.

The piston 20 has an open-ended longitudi- nally extending bore 27 of stepped outline in which the second valve 19 is housed. The second valve 19 comprises a valve member 28 in the form of a ball which is engageable with a seating 29 defined by a shoulder at the step in diameter of the bore 27. The ball 28 is normally urged away from the seating 29 by a probe 30 with which the piston.9 co operates against the force in a light compres sion spring 31.

In the normal inoperative position shown in the drawing the dump valve 4 is closed so that the piston 9 is held in an inoperative advanced position in which the second valve 19 is held open by the probe 30, and the first valve is held open by the spring 25.

When the brake is to be applied by operation of the master cylinder 15, hydraulic fluid is supplied to the brake through radial ports 33 in the wall of the sleeve 11, and through the open first valve 18 to the expansion chamber 17. Simultaneously fluid also enters the through-bore 27 through a port 32 in the wall of the piston 20 and can pass to the expansion chamber through the open sec- ond valve 19. Thus there is a substantially unrestricted flow of fluid to the brake.

Fluid from the master cylinder acts on the shoulder 26 at the step in diameter, over the valve head 22, and over the outer end of the piston 20 which is of greatest area. The unrestricted communication continues until the pressure from the master cylinder 15 attains a predetermined value such that the force acting on the piston 20 due to the pressure acting over the end of greatest area overcomes the force in the spring 25 plus the force due to that pressure acting over the shoulder 26 and the head 22. The first valve 18 then closes, and any further pressure increase can only take place at a reduced rate by flow through a restricted path comprising the clearance between the valve member 28 and the seating 29.

When a skid signal is received the dump valve 4 opens to release the volurne of fluid 3 trapped in the bore 8 so that the piston 9 can retract against the force in the spring 12 initially to allow the second valve 19 to close since the pressure at which a skid signal can be emitted is higher than that at which the first valve 18 will have closed. This cuts-off communication between the master cylinder 15 and the brake 16, and the retraction of the piston 9 continues to increase the effective volume of the expansion chamber 17, whereby to relieve the pressure applied to the brake 16.

Opening the dump valve 4 also unbalances the pump 3 causing it to pump fluid in a closed circuit into the bore 8 from a reservoir 32 to which it is returned, through the dump valve 4. Since communication between the piston 3a and the master cylinder 15 is unrestricted, the pump 3 can move freely.

At the termination of the skid signal the dump valve 4 closes to isolate the bore 8 from the reservoir 32 and the pump 3 is then operative to increase the pressure in the bore 8, with the result that the piston 9 is urged towards its inoperative, advanced position.

Initial movement of the piston 9 in this direc tion re-applies the brake 16 hy pressurising the volume of fluid trapped in the expansion chamber 17, and subsequent movement opens the second valve 19 to establish a restricted flow from the master cylinder to the expansion chamber 17 through the clearance between the ball 28 and the seating 29. Thus the first valve 18 closes at a predetermined pressure independent of the movement of the piston 9. The second valve 19 is closed and opened by movement of the piston 9 away from and towards its stop 10 on the sleeve 11. When the pressure from the master cylin der 15 is reduced below a predetermined 105 value, the first valve 18 re-opens to provide a free and unrestricted communication between the master cylinder 15 and the brake 16.

The pump 3 comprises a plunger in the form of a differential piston 40 working in a stepped bore 41. The two portions of the piston 40 each carry a respective seal 42, 43.

The operating piston 3a co-operates with the adjacent end of the piston 40, and a bore 44 in which it works is continuous with the stepped bore 41.

A first one-way valve 45 is housed in the piston 40 and past which fluid is drawn into a pumping space 46 defined in the bores 41 and 44 upon movement of the piston 40 relatively away from a closure 47 for the open end of the bore 41 and provided with the bore 44 in which the operating piston 3a works. Upon movement of the piston 40 in the opposite direction fluid is displaced into the bore 8 from the pumping chamber 46 and past a second one-way valve defined, in a known manner, by the-engagement of the seal 42 with the bore 41 and the axially walls of a groove 48 in which it is housed.

GB 2 155 574A 3 The one-way valve 45 comprises a stem 55 carrying an enlarged head 56 for engagement with a seating 57 at the inner end of a bore 58 in the piston 40 which leads to the reservoir 32. A spring 59 acting between the head 56 and the adjacent end of the piston 3a urges the head 56 towards the seating 57.

The stem 55 is extended axially into a com plementary fluid bore 60 in the adjacent end of the operating piston 3a and carries a transverse pin 61 which defines a lost-motion connection with the piston 3a, being received in a transverse bore 62 of a diameter substan tially greater than that of the pin 61.

In operation, the piston 40 is urged in wardly during the induction stroke by the eccentric 5a which acts on the piston 40 through a tappet 50, and the tappet 50 is biassed away from the eccentric 5a by means of a spring 51.

In an inoperative position when the pump 3 is disabled at b.d.c the operating piston 3a is held in a retracted position against a stop defined by a face 52 at the outer end of the bore 44, and the piston 40 is retracted against the inner end of the piston 3a by the trapped volume of fluid in the bore 8 acting over a shoulder 53 on the piston 3a at a step at the change in diameter. In this position the one-way valve 45 is normally closed and fluid is therefore trapped in the pumping space 46.

The relative spacing between the piston 40 and the piston 3a depends upon the volume of fluid trapped in the pumping space 46 at the same pressure as that applied to the bore 8. When the position of the tappet 50 and the piston 40 at the termination of an antilock cycle, is not at b.d.c and is such that the piston 40 has separated from the piston 3a by a distance sufficient to take up the lost-motion in the connection, the seating 57 moves relatively away from the head 56 which is restrained from further movement with the piston 40 by the co-operation of the pin 61 with the wall of the bore 62. This relieves the pressure in the pumping space 46 by opening a return path to the reservoir 32, and further movement of the piston 40 in the same direction is prevented.

The degree of lost-motion is chosen to ensure that the one-way valve 45 will open to relieve the pressure in the pumping space 46, before the piston 40 can separate from the piston 3a through a distance which otherwise would be sufficient for the tappet 50 to engage with the eccentric 5a.

In the modified construction illustrated in Figure 2 of the drawings, the one-way valve 45 comprises a ball 65 which is urged into engagement with the seating 57 by means of the spring 69 acting between the ball 65 and the inner end of a recess 68 in the piston 3a in which it is housed. The inner end of the operating piston 3a is enclosed within a re- tainer 66 in the form of a thimble of which 4 GB 2 155 574A 4 the skirt is crimped around the piston 3a, and the end wall is provided with a central aperture 67 through which the ball 65 projects for engagement with the seating 57.

When the piston 40 separates from the operating piston 3a as described above, movement of the ball 65 with the piston 40 under the influence of the spring 68 is arrested by the engagement of the flange sur- rounding the aperture 67 with ball 65. The one-way valve 45 opens upon subsequent movement of the piston 40 relative to the piston 3a in the same direction to relieve the pumping space 46 to the reservoir 32 as described above.

The construction of the one-way valve 45 of Figure 2 is otherwise the same as Figure 1 and corresponding reference numerals have been applied to corresponding parts.

Claims

1. A hydraulic anti-skid system of the kind set forth in which the modulator assembly comprises a bore in which works a deboost piston for co-operation with a control valve assembly adapted to control communication between the supply of operating fluid and the brake, and a trapped volume of fluid for holding the de-boost piston in an inoperative advanced position is supplied to the de-boost piston by the pump, the pump comprising a plunger working in a pump bore, a drive mechanism for urging the plunger in one of two opposite directions, and an operating pis- ton responsive to pressure from the supply and co-operating directly with the plunger to urge the plunger towards the drive mechanism, the plunger having an area over which the trapped volume of fluid also acts to hold the plunger in a disabled position out of cooperation with the drive mechanism and in which the operating piston is held in a retracted position against a stop, and a space is defined between adjacent ends of the piston and the plunger by adjacent portions of the bores in which the plunger and the operating piston work, a pressure-relief valve being operable to relieve the pressure in the said space upon the plunger and the operating piston moving relatively away from each other.

2. A system as claimed in claim 1, in which the pressure-relief valve is operative to relieve the pressure in the space only after the plun- ger and the piston have moved relatively away from each other through a predetermined distance less than that required to bring the plunger into co-operation with the drive mechanism.

3. A system as claimed in Claim 1 or Claim 2, in which the pressurerelief valve is operative to return the fluid in the space to a reservoir upon relative movernernt between the plunger and the operating piston through the predetermined distance.

4. A system as claimed in Claim 3, in which the pressure relief-valve comprises a valve member adapted to be held in engagement with a seating in the plunger by a spring to isolate the space from the reservoir with the operating piston co- operating with the plunger during operation of the pump, the valve member being withdrawn from the seating upon separation of the adjacent ends of the plunger and the operating piston through the said predetermined distance.

5. A system as claimed in Claim 4, in which the valve member comprises a headed stem coupled to the operating piston through a lost-motion connection.

6. A system as claimed in Claim 4, in which the valve member comprise a ball carried by the operating piston in a retainer by means of which the ball is retained against excessive movememt with respect to the operating piston as the plunger separates from the operating piston.

7. A system as claimed in any preceding claim in which the pressure relief valve cornprises a one-way valve through which fluid is drawn into a pumping space constituted by the said space on the induction stroke of the plunger, and from which the fluid is displaced through a second one- way valve to provide the trapped volume on the power stroke of the plunger.

8. An hydraulic anti-skid braking system substantially as described herein with reference to and as illustrated in Figure 1 of the accompanying drawings.

9. An hydraulic anti-skid braking system substantially as described herein with reference to and as illustrated in Figure 2 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.