GB2350654A - A brake modulation arrangement - Google Patents
A brake modulation arrangement Download PDFInfo
- Publication number
- GB2350654A GB2350654A GB9912816A GB9912816A GB2350654A GB 2350654 A GB2350654 A GB 2350654A GB 9912816 A GB9912816 A GB 9912816A GB 9912816 A GB9912816 A GB 9912816A GB 2350654 A GB2350654 A GB 2350654A
- Authority
- GB
- United Kingdom
- Prior art keywords
- brake
- arrangement
- brake fluid
- fluid
- auxiliary feed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
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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
- B60T8/48—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 connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
- B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
- B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
- B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
- B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems
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- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
A brake modulation arrangement in which an auxiliary feed pathway 221 is used to provide brake fluid to a recirculation pump 211 in order to ensure there is adequate fluid flow through the brake modulation arrangement to actuate respective brake cylinders 205 to 208 within a predetermined time period for vehicle stability systems. The auxiliary feed pathway 221 incorporates a non-return valve 222 to ensure brake fluid cannot return through the pathway 221 to the reservoir. By such means, the viscosity varying effects of low temperature, e.g.on vehicle start-up, can be substantially by-passed by the pathway 221 ensuring there is always adequate brake fluid presented to a recirculation pump 211 for sufficient fluid flow rate as required. An accumulator 223 and a release valve 224 are also provided. The arrangement illustrated is essentially high pressure, but in an essentially low pressure arrangement (Fig.2) accumulator 223 and valve 224 are omitted.
Description
2350654 A Brake Modulation Arrangement The present invention relates to a
brake modulation arrangement and more particularly to a brake modulation arrangement used with regard to anti- lock or traction control systems within a motor vehicle.
In order to improve vehicle safety, it will be appreciated there is a desire to incorporate various systems to facilitate anti-locking of brakes and to provide traction control. Thus, essentially a hydraulic control arrangement may be provided whereby the master cylinder actuates a respective slave cylinder for each wheel of a vehicle in order to coordinate traction and prevent locking of a vehicles' brakes., Figure 1 is schematic illustration of a prior brake modulation arrangement.
Thus, in essence, a master cylinder 1 is charged with brake fluid from a reservoir 2 through respective valves 3, 4. The master cylinder 1 then actuates foundation brakes 5, 6, 7, 8 dependent upon displacement of the master cylinder 1 by a control pedal 9 as interpreted through a modulator combination 10.
The modulator combination 10 incorporates a re-circulation pump 11 for each - brake diagonal constituted by pairs 5, 6 and 7, 8 of the slave cylinders for these respective foundation brakes of the motor vehicle. Essentially, thereafter separation valve 12 and change over valves 14 act to feed brake fluid through inlet valves 15 and out through outlet valve 16 of each foundation brake slave cylinder 5, 6, 7, 8 in order to pressurise those cylinders 5, 6, 7, 8 and so actuate respective braking on associated wheels of a motor vehicle.
It will be understood that hydraulic pulsating dampers 17 and damper chambers 18 are provided in order to diminish pulse fluctuation in the brake fluid pressure. Furthermore, respective low pressure accumulators 19 along with non- return valves 20 are also used in order to maintain systemic hydraulic brake fluid pressure within the system.
Clearly, within such a relatively complex arrangement of cylinders 1, 5, 6, 7, 8 with valves and pumps, the system can be susceptible to variations in brake fluid performance. It will be understood that the respective cylinders 1, 5, 6, 7,8 along with the valves and re-circulation pump present significant variations in constriction and other distortions to pure lamina flow within the brake modulation arrangement.
Of particular concern with regard to the present invention, is the variation in 1 brake fluid performance due to differences in operational temperature, Particularly at start-up.
It will be understood that brake fluid undergoes significant changes in viscosity with temperature. These variations in viscosity can significantly alter performance of the braking modulation arrangement. At low temperature, brake fluid becomes increasingly viscous and. correspondingly its like for like flow rate reduces. The reduction in the flow rate of the brake fluid alters the time period over which sufficient actuation pressure is generated in the slave cylinders 5, 6, 7, 8 of the foundation brakes in a motor vehicle.' This inherent reduction in the, time period to achieve sufficient actuation pressure is further compounded by the restrictions as described previously inherent in the master cylinder 1 and modulator combination 10.
The net result of such reduction in brake fluid flow rate is that actuation brake pressure for a vehicle stability system in particular cannot be achieved consistently within the necessary time frame to enable vehicle dynamics control.
In such circumstances, the brake modulation arrangement used within such a vehicle stability system will be unable to provide the necessary correction in respective wheel torque required in due time to avoid precipitation of stability situations which are beyond the capabilities of the vehicle stability control system 5 for correction.
Previously, in order to overcome these variations in brake fluid viscosity and inherent constrictions of the master cylinder 1 and modulator combination 10, it 1 has been known to provide a pre-charging pump 21 which feeds brake fluid from the reservoir 2 to the master cylinder 1 in order to pressurise the brake fluid in the master cylinder 1 to overcome any tardiness of the brake fluid to flow into the modulator combination 10 due to increased brake fluid viscosity.
For information, typically, unacceptable variations in brake fluid viscosity occur below - 10c and most problematical, in the temperature range - 15 OC to -300C.
Clearly, provision of a separate pre-charging pump 21 to a brake modulation arrangement significantly adds to cost and installation complexity. Furthermore, it will be understood that it is necessary to provide relatively complex control - regimes in order to precipitate activation of the pre-charge pump 21 when required. In such circumstances, and where expected vehicle performance will generally not include cold climate operation, it is known to simply delete the pre- charging pump 21 and so risk diminution in vehicle stability performance. Without a pre-charging pump 21, it will also be understood that by arranging close proximity between the master cylinder 1 and the modulator combination 10 that the problems of restriction can be reduced in particular if large bore piping is used therebetween. However, within the increasingly overbearing packaging constraints within a motor vehicle, it is increasingly difficult to meet this close proximity sDIution to avoid the necessity of a pre-charging pump 21.
It is an object of the present invention to provide a brake modulation arrangement which enables wider location of brake modulation arrangement components without the necessity for a pre-charging pump with its inherent high cost and complexity of both installation and operation.
In accordance with the present invention there is provided a brake modulation arrangement for a motor vehicle, the arrangement comprising a master cylinder associated with a brake fluid reservoir and arranged to charge a modulator combination configured to actuate a brake cylinder dependent on displacement of a master cylinder, the arrangement characterised in that an auxiliary feed pathway is coupled directly between the reservoir and an inlet of the modulator combination in order to by-pass the effects of viscosity variation of the brake fluid presented to that brake cylinder through constrictions in the master cylinder or the modulator combination.
Typically, the modulator combination will include a return pump and the auxiliary feed pathway will be coupled to an inlet port of that pump.
In order to maintain systemic pressure a non-return valve will be located in the auxiliary feed pathway to maintain a relatively low pressure within the modulator combination. Alternatively, a relatively high pressure accumulator reservoir may be provided within the auxiliary feed pathway to the return pump by utilising pressure generated by that pump.
Embodiments of the present invention will now be described by way of example only with reference to the accompanying drawings in which:
Figure 2 is a schematic illustration of a first brake modulator arrangement; and, Figure 3 is a schematic illustration of a second embodiment of a brake modulator arrangement.
EssentlaUy, the present invention provides an additional auxiliary feed pathway between a reservoir to a modulator combination of the brake modulation arrangement. This unrestricted low pressure auxiliary feed pathway in operation draws extra brake fluid to the modulator combination which bypasses the restrictions of the master cylinder in order to supplement the normal or standard master cylinder flow connections to the modulation combination. In such circumstances, there is a greater circulation of brake fluid through the modulator combination and in particular a return pump of that modulator combination over all temperature ranges. However, most significantly in accordance with the present invention, brake fluid flow is maintained by the auxiliary feed pathway directly supplying the modulator combination. This auxiliary supply of brake fluid is less susceptible to viscosity changes as there is no significant constriction due to cylinders or valve combinations in this auxiliary feed pathway.
In Figure 2 a brake modulation arrangement is schematically illustrated in accordance with the present invention. This brake modulation arrangement in terms of actuating slave cylinders 105, 106, 107, 108 is similar to that described previously with regard to Figure 1. Thus, a reservoir 102 charges a master cylinder 101 such that brake fluid from that cylinder 101 actuates the cylinders to 108 through a modulator combination 110. This modulator combination 110 includes a recirculation pump 111 and appropriate valves 114, 115, 116 to ensure brake fluid is appropriately pressurised by displacement of the master cylinder 101 through a control pedal 109. The pump Ill circulates brake fluid through respective pairs of inlet valves 115 and outlet valves 116.
-ained through non-return valves Systemic brake fluid pressure is main'. judiciously located within the respective hydraulic pipe system of the brake modulation arrangement.
Thus far, the brake modulator arrangement depicted in Figure 2 is similar to that with regard to Figure 1, however, it will be noted that an auxiliary feed pathway 121 is arranged to directly couple the reservoir 102 with an inlet side of the recirculation pump 111. The auxiliary feed pathway 121 incorporates a nonreturn valve 122 in order to maintain the hydraulic fluid in that port 123 of the auxiliary feed pathway between the non- return valve 122 and the inlet side of the pump 11.
By provision of the auxiliary feed pathway 121 it will be appreciated that brake fluid by-passes the master cylinder 101 and its associated valves 103, 104. By such means, there is additional. supply of brake fluid to the modulator combination 110. Thus, any tardiness in fluid flow due to increased viscosity within the brake fluid due to a low environmental temperature is adequately compensated by the additional brake fluid flow through the auxiliary feed pathway 121 directly to the modulator combination 110. In such circumstances, the displacement of the master cylinder 101 by the control pedal 109 still precipitates the necessary actuation of the brake cylinders 105 to 108 whilst necessary brake fluid flow is maintained by the additional brake fluid supplied to the modulator combination directly from the reservoir 102 through the auxiliary feed pathway 121.
It will be appreciated that there will be a general increase in the local temperature about the brake modulator arrangement as the motor vehicle engine temperature increases. However, there may still be at least a proportion of the arrangement held at a low temperature such that the viscosity of the brake fluid within that portion of the arrangement can cause concern with regard to adequate fluid flow for provision of braking function in the brake cylinders 105 to 108.
It will be appreciated that the brake fluid within the brake cylinders 105 to 108 will be substantially static whilst actuation brake pressure is applied to that relatively static slug of hydraulic fluid by brake fluid circulation past a junction to each respective cylinder 105 to 108. In such circumstances, brake fluid does not pass through each cylinder 105 to 108 as this would inherently diminish reaction time. The re-circulation pump 111 acts to ensure flow of brake fluid through the respective piping of the hydraulic circuit in the modulator combination 110 but actuation pressure is precipitated by displacement of the master cylinder 101 by the control pedal 109. Clearly, in such circumstances reduced brake fluid flow rate inherent with more viscous brake fluid can, as indicated previously, significantly reduce the reaction time of a pressurised pulse of hydraulic fluid arriving at each respective brake cylinder 105 to 108.
A slower reaction time with regard to vehicle stability ensuring systems can lead to a situation in which vehicle dynamics have far exceeded beyond those capable of correction or retrieval by the vehicle stability system. Thus, when the - limits of vehicle stability retrieval are exceeded, it will understood that control of the vehicle has been lost with consequent potentially dangerous results.
The present invention provides retention of at least an adequate response time for the brake modulation arrangement system with maintenance of vehicle stability by appropriate systems within a motor vehicle.
It is necessary to incorporate a one-way non-return valve 122 in the auxiliary feed pathway 121 to ensure that there is no back flow to. the reservoir 102 which in turn could precipitate increased reaction times for the brake modulation arrangement. Clearly, when localised temperature about the modulation arrangement has reached an appropriate level the viscosity of the brake fluid is such that designed reaction times will be achieved, there will be less draw upon the auxiliary feed pathway 121 to provide additional brake fluid to the recirculation pump 111 to maintain adequate brake response times for the cylinders 105 to 108. It will be understood that once the brake fluid has sufficient flow then adequate fluid will be drawn through the master cylinder 101.
It will be noted from Figure 2 that the brake fluid is circulated from the reservoir 102 through valves 103, 104 and the master cylinder 101 to the 10modulator combination 110. In the modulator combination 110 the brake fluid passes down through a separator valve 112 to the inlet valve 115 of each respective brake cylinder 105 to 108. The brake fluid returns from each respective brake cylinder 105 to 108 via an outlet valve 116 to the recirculation pump 111. The inlet to the recirculation pump 11 is also coupled to a changeover valve 114 which presents brake fluid to that pump 111from the master cylinder 101 directly rather than after circulation via the inlet valve 115 and outlet valves 116. Thus, the draft of the pump III in terms of pump and therefore flow rate is highly dependent upon the r ate at which brake fluid can be presented to that pump 111. In such circumstances, when the brake fluid viscosity significantly increases then a flui&s tendency to flow is diminished particularly within a relatively complicated arrangement of cylinders 101, 105 to 108 and valves which provide inherent constriction to any fluid flow.
It will be understood there is generally a correlation between the flow rate in comparison with viscosity compounded by constriction. The present auxiliary feed pathway 121 ensures adequate brake fluid is always presented to the recirculation pump 111 irrespective of the capacity for brake fluid presentation to that pump 111 inlet via return from the brake cylinders 105 to 108 or through the changeover valve 114. Generally, the auxiliary feed pathway 121 will be as straight as possible such that the only constriction upon brake fluid flow within that pathway 121 will be the non-return valve 122. Furthermore, this auxiliary feed pathway 121 will have a relatively wide bore such that the pathway 121 has a significant capacity for fluid transmission therethrough.
Clearly, the non-return valve 122 should be designed to have as low a resistance to fluid flow as possible consistent with ensuring an adequate a non return of fluid for operation of the brake modulation arrangement is maintained.
It will be appreciated that the arrangement depicted in Figure 2 is essentially I low pressure in that it is only the confinement between the non-return valve 122 and the recirculation pump 111 which pressurises the presentation of brake fluid to that pump 111. However, it will be appreciated in some circumstances in order to further increase feed rate to a recirculation pump that a high pressure arrangement may be required. Figure 3 illustrates a brake modulation arrangement in accordance to the present invention in which high pressure brake fluid presentation through an auxiliary pathway to a recirculation pump is achieved.
In Figure 3 the brake modulation arrangement essentially operates in a similar fashion to that depicted and described with regard to the arrangements of Figure 1 and Figure 3. Thus, the reservoir 202 charges a master cylinder 201 with brake fluid which is subsequently delivered through a modulation combination 210 to- respective brake cylinders 205 to 208. In such circumstances, description of the brake modulation arrangements described in Figures 1 and 2 can be transcribed to that of Figure 3 with appropriate substitution of a 200 increment compared to single digit or 100 increment in respective Figures 1 and 2.
The essential difference of the high pressure embodiment depicted in Figure 3 is that a auxiliary feed pathway 221, in addition to including a non- return valve 222, has an accumulator reservoir 223 and a release valve 224 along with a direct coupling between the return or recirculation pump 211 and a high pressure portion 225 of the pathway 221. Thus, as previously described the non-return valve 222 contains brake fluid in the portion 225 such that that fluid cannot return to the reservoir 202. However, this contained brake fluid is pressurised by the pump 211 presenting brake fluid for recirculation both to the brake cylinders 205 to 208 through the respective valves 215, 216 and the portion 225. In such circumstances, the accumulator reservoir 223 is pressurised by the return pump 211 until,an appropriate brake fluid pressure is achieved whereupon the release valve 224 allows that brake fluid to be presented to the recirculation pump 211. By such means, it will be appreciated that the recirculation pump 211 will always ensure adequate fluid flow is presented to the respective brake cylinders 205 to 208 irrespective of the viscosity of the brake fluid due to local temperature about the brake modulation arrangement.
It will be appreciated that although adding to compleNity, the by-pass between the outlet side of the recirculation pump 211 and the confined portion 225 of the pathway 221 may itself incorporate a regulating valve to vary the proportion of braking fluid presented to the restricted portion 225 dependent upon the operational performance required from the brake modulation arrangement. Thus, with a high viscosity the pump 211 may generate a high pressure in the accumulator reservoir 223 initially which is then simply maintained subsequently with a low portion of brake fluid presented to the by-pass with the bulk recirculated towards the respective brake cylinders 205 to 208. It will also be understood that the accumulator reservoir 223 could also maintain high pressure when the vehicle is switched off or pressure in the reservoir 223 could be achieved as indicated previously upon initial start up of the vehicle as required.
Although illustrated in Figure 3 with regard to one diagonal brake cylinder 205, 206 pairing or combination it will be noted that an accumulator reservoir 223 could be incorporated in both brake cylinders 205 to 208 combinations.
Essentially, the embodiment depicted in Figure 2 as indicated is low pressure and substantially passive in that there is a substantially unrestricted low pressure feed of brake fluid to the inlet of the pump 111 whilst in Figure 3 the high pressure embodiment is active in pushing hydraulic fluid due to the pressure in the accumulator reservoir 223 towards the inlet of the pump 211 and so drives brake fluid flow through the modulator combination 210 towards the respective brake cylinders 205 to 208. Greater throughput of braking fluid to the modulator combination 210 and in -particular the recirculation or return pump 111, 211 significantly increases fluid flow rates particularly at low pressures to ensure adequate response times for the brake modulation arrangement to allow utilisation in braking systems for vehicle stability.
Claims (5)
1. A brake modulation arrangement for a motor vehicle, the arrangement comprising a master cylinder associated with a brake fluid reservoir and arranged to charge a modulator combination configured to actuate a brake cylinder dependent upon displacement of the master cylinder, the arrangement characterised in that an auxiliary feed pathway is coupled directly between the reservoir and an input of the modulator combination in order to by-pass the effects of viscosity variation of the brake fluid presented to the brake cylinder through constrictions in the master cylinder or the modulator combination.
2. A arrangement as claimed in Claim 1 wherein the modulator combination includes a recirculation return pump arranged to circulate brake fluid to the brake cylinder and the auxiliary feed pathway is coupled to that pump as the input of the modulator combination.
3. An arrangement as claimed in Claim 1 or Claim 2 wherein regulation and/or non-return valves are incorporated within the modulator combination in order to maintain the systemic fluid pressure within that combination.
4. An arrangement as claimed in any preceding claim wherein the auxiliary feed pathway includes a non-return valve in order to inhibit return of brake fluid to the reservoir through the auxiliary feed pathway.
5. An arrangement as claimed in Claim 4 wherein the auxiliary feed pathway incorporates an accumulator reservoir and a release valve such that a relatively high fluid pressure can be established in that accumulator reservoir and that this high pressure brake fluid is released through the release valve to the modulator combination to ensure adequate fluid flow rate through the brake modulation arrangement.
A brake modulation arrangement substantially as hereinbefore described with reference to Figure 2.
A brake modulation arrangement substantially as hereinbefore described with reference to Figure 3.
A motor vehicle including a brake modulation arrangement as claimed in any preceding claim.
1
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9912816A GB2350654A (en) | 1999-06-02 | 1999-06-02 | A brake modulation arrangement |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9912816A GB2350654A (en) | 1999-06-02 | 1999-06-02 | A brake modulation arrangement |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB9912816D0 GB9912816D0 (en) | 1999-08-04 |
| GB2350654A true GB2350654A (en) | 2000-12-06 |
Family
ID=10854610
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9912816A Withdrawn GB2350654A (en) | 1999-06-02 | 1999-06-02 | A brake modulation arrangement |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2350654A (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2242950A (en) * | 1990-03-26 | 1991-10-16 | Daimler Benz Ag | A brake system with drive-slip control and anti-lock control |
| WO1992005990A1 (en) * | 1990-10-05 | 1992-04-16 | Alfred Teves Gmbh | Braking installation with a device for regulating both the braking and drive slip |
| US5190358A (en) * | 1990-02-13 | 1993-03-02 | Robert Bosch Gmbh | Antilock brake system for providing different brake pressures to front and rear wheel circuits |
| WO1996023679A1 (en) * | 1995-02-03 | 1996-08-08 | Robert Bosch Gmbh | Brake system |
| US5605385A (en) * | 1992-04-22 | 1997-02-25 | Itt Automotive Europe Gmbh | Hydraulic brake system with brake slip and traction slip control |
| WO1997028031A1 (en) * | 1996-02-03 | 1997-08-07 | Itt Manufacturing Enterprises, Inc. | Slip-controlled hydraulic brake system with charge pump |
-
1999
- 1999-06-02 GB GB9912816A patent/GB2350654A/en not_active Withdrawn
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5190358A (en) * | 1990-02-13 | 1993-03-02 | Robert Bosch Gmbh | Antilock brake system for providing different brake pressures to front and rear wheel circuits |
| GB2242950A (en) * | 1990-03-26 | 1991-10-16 | Daimler Benz Ag | A brake system with drive-slip control and anti-lock control |
| WO1992005990A1 (en) * | 1990-10-05 | 1992-04-16 | Alfred Teves Gmbh | Braking installation with a device for regulating both the braking and drive slip |
| US5605385A (en) * | 1992-04-22 | 1997-02-25 | Itt Automotive Europe Gmbh | Hydraulic brake system with brake slip and traction slip control |
| WO1996023679A1 (en) * | 1995-02-03 | 1996-08-08 | Robert Bosch Gmbh | Brake system |
| WO1997028031A1 (en) * | 1996-02-03 | 1997-08-07 | Itt Manufacturing Enterprises, Inc. | Slip-controlled hydraulic brake system with charge pump |
Also Published As
| Publication number | Publication date |
|---|---|
| GB9912816D0 (en) | 1999-08-04 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| 732E | Amendments to the register in respect of changes of name or changes affecting rights (sect. 32/1977) | ||
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |