GB2240146A

GB2240146A - Dual brake pressure proportioning valve assembly

Info

Publication number: GB2240146A
Application number: GB9100616A
Authority: GB
Inventors: Glyn Phillip Reginald Farr
Original assignee: Lucas Industries Ltd
Current assignee: ZF International UK Ltd
Priority date: 1990-01-11
Filing date: 1991-01-11
Publication date: 1991-07-24
Also published as: US5180212A; GB9100616D0; GB9000618D0; EP0507017A1

Abstract

A brake pressure proportioning valve assembly (1) comprises first (2) and second (3) normally open valve sets each for controlling communication between respective associated inlet (4A, 15) and outlet (4, 16) chambers, the first valve set (2) being controlled by a brake pressure responsive piston (6) and a deceleration responsive member (7) while the second valve set (3) is controlled by a pressure responsive piston (14) and the respective pistons (6, 14) are biased apart towards the valve open positions by a common compression spring (9). The force applied to the piston (14) by the spring (9) is thus determined by the position of the piston (6) so that the pressures at the outlet chambers (4, 16) are maintained equal. The valve provides deceleration responsive brake pressure reduction to both the rear brakes of a dual braking system without the need for two separate deceleration responsive members. In another embodiment the inlet pressure (Pf2) of the first valve (2) is also applied to the right hand end of the second valve piston (14) which extends beyond the outlet chamber (16). <IMAGE>

Description

c 1 2.,, 0 -1- -ú1 CE,. -:2 DUAL BRAKE PRESSURE REDUCING VALVE ASSEMBLY

This invention relcites to a brake pressure reducing valve assembly for use in a vehicle braking system to supply, under certain braking conditions, a brake pressure to the rear brake actuators of the vehicle which is lower than the brake pressure supplied to the front brake actuators.

It is well recognized that it is a desirable characteristic for a vehicle braking system for the rear brake pressure to rise at the same rate as the front brake pressure as the brakes are applied until a certain threshold pressure (referred to the cut-in pressure) is reached, and thereafter for the rear brake pressure to rise more slowly than the front brake pressure as the brakes are further applied. This desirable result can be achieved by interposing one or more pressure reducing valves into the brake supply line to the rear brakes.

Various embodiments of brake pressure reducing valve assembly are described in our co-pending International patent application WO 90/13462 entitled "Brake Pressure Reducing Valve Assembly". The brake pressure reducing valve assemblies described in this application are particularly suitable for braking systems in which a single fluid pressure supply line is used to supply brake pressure to all the actuators of the rear brakes of a vehicle. Under these circumstances, any of the illustrated brake pressure reducing valves may be inserted into the rear brake pressure line to produce the desired control of rear brake pressure.

In the case of vehicles having two separate pressure lines which supply fluid to rear actuators, for example vehicles having so-called "X-Split" braking systems, two brake pressure reducing valves of the type described in WO 90/13462 would be required - one such valve assembly being inserted in each pressure line to the rear brakes. Such an arrangement would not be ideal because variations in manufacturing tolerance and the degree of wear between the brake pressure reducing valves could result in different brake pressures being supplied to the respective rear braking circuits. Further, each brake pressure reducing valve absorbs a certain volume of pressurized working fluid if the vehicle is laden and the brake system pressure rises above the driver only cut-in pressure. If two separate valves are used, this could result in an excessive requirement for pressurized working fluid.

The objective of the present invention is to provide a brake pressure reducing valve assembly for a vehicle having two rear brake circuits in which the advantages of the brake pressure reducing valves described in WO 90/13462 are preserved, and yet in which a substantially equal pressure is supplied to both rear braking circuits in normal use. The preferred embodiments of the invention also obviate the problem of excessive fluid absorption outlined above.

According to one aspect of the present invention a brake pressure reducing valve assembly comprises first and second normally open valve sets each for controlling communication between respective associated inlet and outlet chambers, the first valve set being controlled by the combination of a brake pressure responsive piston and a deceleration re.sponsive member, and the second valve set being controlled by a brake pressure responsive piston, wherein the pistons move towards each other to effect closure of their respective valve sets, and wherein the pistons are biased away from each other by a common compression spring whereby the force required to move the secorid piston in the closing direction against the bias of the spring is determined by the position of the first piston.

The preferred embodiments of the present invention allow a single deceleration responsive member and associated pressure responsive piston to control the first valve set, and utilize the position of that Piston both at the moment of closure of the first valve set and subsequently to control closure of the second valve set whereby substantially constant pressures exist in both outlet chambers.

The invention will be better understood from the following description of preferred embodiments thereof, given by way of example only, reference being made to the accompanying drawings wherein:

Figures 1 and 2 illustrate schematically respective embodiments of the invention.

Referring firstly to Figure 1 the illustrated brake pressure reducing valve assembly 1 comprises a brake pressure and deceleration responsive pressure reducing valve 2 and a brake pressure responsive brake pressure reducing valve 3. The pressure reducing valve 2 corresponds to that illustrated in Figure 9 of WO 90/13462 and reference should be made to that application for a full description of the structure and operation of the valve 2. Suffice for the present to say that the valve 2 has an inlet chamber 4A, an outlet chamber 4, and a valve set 5 for controlling communication between the inlet and the outlet chambers. The valve set is controlled by a combination of a pressure responsive piston 6 and a deceleration responsive ball 7. The piston 6 has an area Al which is exposed to atmospheric pressure via a vent passage 8 and an area A2 (larger than Al) which is exposed to the pressure prevailing in the outlet chamber 4. The piston 6 is biased to the left as viewed in the drawing by a compression spring 9 which acts on the piston via a washer 10.

Pressure reducing valve 3 comprises a valve set 11 formed by a valve seat 12 and a valve member 13. The valve seat 12 is formed on a piston 14 and the valve set 11 is effective to control communication between an inlet chamber 15 and an outlet chamber 16. The piston 14 has an area Al exposed to atmosphere via the passage 8 and an area A2 exposed to the pressure prevailing in the outlet chamber 16. The piston 14 is acted upon by the spring 9 via a washer 17.

In use, pressure is supplied to the inlet chambers 4A,15 from suitable pressure sources, for example the respective chambers of a tandem master cylinder. Initially, the valve set 5 provides free communication between the chamber 4A and the chamber 4 and the valve set 11 provides free communication between the chamber 15 and the chamber 16. In general, the brake pressure supplied from the respective outlets of the tandem master cylinder will be substantially equal, and accordingly substantially equal pressures will be present in the outlet chambers 4,16 to be communicated to respective rear brake actuators.

When the brakes are applied the valve 2 operates in.the manner described in our co-pending application referred to above. In general, in the driver only case the piston 6 will begin to move against the force of spring 9 when the pressure in the associated brake circuit acting over the area Al is able to overcome the force of the spring 9. In the driver only case, this brake pressure 1 would in general be sufficient to provide a deceleration sufficient to maintain the ball 7 in its illustrated position relative to the valve body with the result that after a small travel the valve set 5 will close to interrupt communication between the chambers 3 and 4. At the same time, the pressure in chambers 15 and 16 acting over the area Al will be able to move the piston 14 against the force of the spring 9 to close the valve set 11 and interrupt communication between the chambers 15 and 16. The movement of the piston 6,14 necessary to close the associated valve sets will be small, and accordingly there will be substantially no change in the force produced on the pistons by the spring 9. At pressures above cut-in pressure the pressure Pr2 in the outlet chamber 4 of valve 2 will be related to the pressure Pf2 in the inlet chamber 4A by the formula:

Pr2. A2 " Pf2 (A2 - Al) + S... (i) where S is the force of the spring 9. In the case of the valve 3 the pressure Pr3 at the outlet, at pressures above cut-in pressure, will be related to the pressure Pf3 at the inlet of the valve 3 by the formula:

Pr3. A2 - Pf3 (A2 - Al) + S... (ii) It will be immediately apparent that if Pf2 is substantially equal to Pf3 at any particular pressure, then Pr2 will substantially equal Pr3- If the vehicle is laden then the brake pressure subsisting in the system at the moment when the piston 6 begins to move against the force of spring 9 will be insufficient to hold the ball 7 in its illustrated position relative to the valve body, and accordingly the piston 6 will begin to move to the right as viewed in the drawing, without resulting in closure of the valve set 5. This movement of the piston will compress the spring 9 and increase the force which the spring 9 applies to both the piston 6 and the piston 14. Since the pressures at both the inlet chambers 4A and 15 will be substantially equal, when the piston 6 begins to move against the force of the spring 9, the piston 14 may begin to move against the force of the spring. This would result in momentary closure of the valve set 11. However, if there is then a further increase in inlet pressure, but that increase in inlet pressure is insufficient to roll the ball 7 back up the ramp surfaces 18,18A, the resultant movement of the piston 6 to the right will increase the compression of the spring 9 and increase the load on the piston 14. This, combined with the increase in inlet pressure at the inlet chamber 15 acting over the annular area (A2 - Al) will cause the piston 14 to move to the right, thereby opening the valve 11 and permitting the pressure at the outlet chamber 16 to rise to the pressure at the inlet chamber 15. Accordingly, the outlet pressures Pr2 and Pr3 will remain equal until the valve set 5 is closed as a result of adequate deceleration of the vehicle.

As soon as the valve set 5 is closed any further increase in inlet pressure Pf2 will result in movement of the piston 6 to the left as described in more detail in WO 90/13462 referred to above. Such movement of the piston will reduce the compression of the spring 9, thereby reducing the force which the spring 9 applies to the piston 14. As a result, the valves 2 and 3 will operate in aQcordance with the formula (i) and (ii) given above and the outlet pressures Pr2 dnd Pr3 will remain equal.

In the event of a failure in the circuit served by the valve 2, the valve 3 will operate to produce a cutin pressure corresponding to the driver only case. Above cut-in pressure the rear brake pressure Pr3 will be metered 1 1 in the usual way. Should a failure occur within the circuit served by the valve 3 the valve 2 will operate to produce a cut-in pressure determined by deceleration of the vehicle. This cut-in pressure will obviously be higher than in the case when both brake circuits are working since the deceleration produced by a single circuit will be less than that produced at a corresponding pressure by both circuits.

A second embodiment of the invention is illustrated in Figure 2. This embodiment corresponds to that of Figure 1 except that the head of the piston 14 is of an increased area A3, and the piston 14 is furnished with an extension 19 of area A4 such that A3 - A4 is equal to the area A2 of the piston 6. Area A4 is exposed to the pressure prevailing within the inlet chamber 3 of the valve 2. With this arrangement, if the circuit associated with the valve 2 fails the force produced by pressure Pf2 acting over area A4 of the piston extension is no longer present, and accordingly a higher pressure will be required in the brake circuit served by the valve 3 in order to move the piston 14 against the force of the spring 9. Thus, upon failure of the circuit associated with the valve 2, the cut-in pressure of the other brake circuit is increased.

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Claims

1. A brake pressure reducing valve assembly comprising first and second normally open valve sets each for controlling communication between respective associated inlet and outlet chambers, the first valve set being controlled by the combination of a brake pressure responsive piston and a deceleration responsive member, and the second valve set being controlled by a brake pressure responsive piston, wherein the pistons move towards each other to effect closure of their respective valve sets, and wherein the pistons are biased away from each other by a common compression spring whereby the force required to move the second piston in the closing direction against the bias of the spring is determined by the position of the first piston.

2. A brake pressure reducing valve assembly according to claim 1 wherein the first and second valve sets our mounted in line with each other and are separated by a vented common chamber in which the compression spring is located.

3. A brake pressure reducing valve assembly according to claim 2 wherein the pressure responsive pistons each have a first common effective area (A1) exposed to the common chamber.

4. A brake pressure reducing valve assembly according to any preceding claim wherein the pressure responsive pistons each have a second common effective area (A2) exposed to their respective associated inlet chambers.

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5. A brake pressure reducing valve assembly according to any preceding claim wherein the pressure responsive piston of the second valve set has an effective area exposed to the pressure prevailing within the inlet chamber of the first valve set whereby fluid pressure in the inlet chamber of the first valve set biases the pressure responsive piston of the second valve set in the direction tending to close the second valve set.

6. A brake pressure reducing valve assembly according to any preceding claim wherein: the valve seat of the first valve set is provided on the pressure responsive piston of the first valve set; wherein the deceleration responsive member is operative to close the first valve set if the pressure in the inlet chamber of the first valve set exceeds a threshold value and the deceleration of the vehicle exceeds a threshold value; and wherein in the absence of fluid pressure within the inlet chamber of the first valve set the valve seat of the first valve set is maintained at a position in which it cannot be engaged by the valve member, the arrangement being such that when the fluid pressure in the inlet chamber of the first valve set exceeds said threshold value the piston is moved by the fluid pressure to a position in which the valve seat can be engaged by its associated valve member.

7. A brake pressure reducing valve assembly according to claim 6 in which the pressure responsive piston of the first valve set is biased into the said position in which the valve seat cannot be engaged by the valve member by the common compression spring.

8. A brake pressure reducing valve assembly according to claim 6 or claim 7 wherein the inertia of the deceleration responsive member resists movement of the valve member of the first valve set whereby the valve member of the first valve set is engaged by its associated seat if the pressure responsive piston of the first valve set moves very rapidly regardless of the deceleration of the vehicle.

9. A brake pressure reducing valve assembly according to any of claims 6 to 8 wherein the deceleration responsive member is operative to maintain the position of the valve member of the first valve set fixed relative to the valve body as the pressure responsive piston of the first valve set moves at the threshold pressure value if the deceleration of the vehicle produced by the said threshold pressure value is at least equal to the deceleration threshold value whereby the valve member is able to engage the valve seat.

10. A brake pressure reducing valve assembly according to any of claims 6 to 9 wherein the deceleration responsive member permits the valve member of the first valve set to move with the pressure responsive piston of the first valve set as the piston moves at the threshhold pressure value if the deceleration of the vehicle produced by the said threshold pressure value is less than the said deceleration threshold value whereby the valve member remains spaced from the valve seat.

11. A brake pressure reducing valve assembly according to any preceding claim wherein the deceleration responsive member is located within a cagelike portion of the Pressure responsive piston of the first valve set and rests on a sloping surface of the valve body.

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12. A brake pressure reducing valve assembly according to claim 11 wherein the deceleration responsive member rests on a sloping surface which diverges from the axis of movement of the pressure responsive piston of the first valve set towards the rear of the vehicle so that if, in use, the deceleration responsive member rolls towards the rear of the vehicle it rests on a sloping surface which is steeper than the sloping surface on which it rests when there is no fluid pressure within the valve body.

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13. A brake pressure reducing valve assembly according to any preceding claim wherein the valve member of the first valve set is constituted by a portion of the deceleration responsive member.

14. A brake pressure reducing valve assembly according to any preceding claim wherein after the valve sets have closed the pressure reducing valve assembly is responsive to an increase in pressure at the inlet chambers to produce a smaller increase in pressure at the outlet chambers.

is. A brake pressure reducing valve assembly substantially as hereinbefore described with reference to the accompanying drawings.

Published 1991 atThe Patent Office. State House. 66/71 High Holborn, LandunWC I R47P. Further copies may be obtained from Sales Branch, Unit 6. Nine Mile Point. Cwmrelinfach, Cross Keys. Newport. NPI 7HZ. Printed by Multiplex techniques lid. St Mary Cray, Kent.