JPS59227547A - Anti-lock brake system for prime mover type vehicle - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates generally to motorized vehicles equipped with hydraulically actuated brakes, and more particularly to antilock brake systems.

The present invention can be used in automobiles, aircraft, motorcycles, and tractors equipped with hydraulically operated brakes.

A master brake cylinder, a hydraulic fluid pressure regulator having a vacuum-responsive actuator, a wheel brake cylinder, a wheel rotational speed pickup transducer, a motorized vehicle speed transducer, a control unit, a vacuum source (engine), and , an electromagnetic pulp, and which control the braking moment by means of the energy generated by the engine of a motor vehicle (for example, US Pat. No. 3,588,189, classification 303). -21).

Apart from being structurally complex, such systems do not have a sufficiently frequent operating cycle.

Controlled pumping means are also known to increase the amount of hydraulic fluid in an anti-lock brake system to reduce brake pressure. The pumping means is driven by the engine of the motorized vehicle through a cam and a follower roller, which extracts as much power from the engine as possible, extending the running time of the engine in unstable operating conditions (1977 British Patent No. 1.493.6 issued in
No. 74; see IPCB60T 81093).

Skid control devices are also known which include a hydraulic fluid pressure regulator driven by a reversible electric motor, but in this case it is necessary to provide the motorized vehicle with further drive means, which increases the As the load on the p-engine increases, the structure of the system becomes more complex (U.S. Pat. No. 3,420).
．． 580 Classification 303-21).

The suspension of a motorized vehicle comprising an air compression system in the form of a cylinder whose housing is fixed to the seven frames of the vehicle (U.S. Pat. No. 73,688,859)
), the piston rod of this cylinder is attached to the wheel suspension member of the vehicle. In this case, the vertical movement of the vehicle's wheel suspension members can be used as a power source for air compression; Its performance is affected, and the smooth running of the motorized vehicle becomes worse.

Mechanical wheel antilock means are also known, which include a master brake cylinder, a wheel brake cylinder, and a further small cylinder with two opposed pistons (US Pat. No. 3, 1971).
No. 651.900: see IPCB 6078/16).

In this case, the brake disc is formed by two annular active parts, between which four spokes of essentially rectangular cross section are arranged, so that the fluid in the wheel brake cylinder is The pressure of the pressurized fluid is adjusted by changing the rigid connection between the brake disc and the hub. This high mechanical complexity of the wheel antilock means considerably reduces its flexibility.

Attempts have been made to use the energy of a motorized vehicle's transmission to drive variable displacement pumping means (U.S. Pat. No. 4,082,369; Classification 303-
3 and British Patent No. 1,248.787: IPCB6
(See 0T 8108). However, such a system is inherently disadvantageous since the pumping means is driven by the transmission during the drive mode, leading to an additional load on the engine at the end of this mode.

Additionally, hydraulically actuated anti-lock brake systems similar to those described later herein are known (1999).
British Patent No. 1, 227, issued in 1971.

No. 950: see IPCB60T 8108). The system consists of a master hydraulic cylinder connected to the wheel brake cylinder via a solenoid valve, two hydraulic fluid tanks, two pump delivery units actuated by cam drive means from the transmission, and a solenoid valve. and a control unit connected to a wheel rotational speed transducer or sensor.

In another embodiment, the antilock brake system according to the above patent includes a master brake cylinder connected to a wheel brake cylinder via a solenoid valve, a hydraulic fluid tank, and a cam drive actuated by a transmission. and a control unit for controlling the function of the electromagnetic valve, the control unit being connected to a wheel rotation speed sensor. This system suffers from similar drawbacks since it requires a large number of parts, which makes the system generally unreliable.

An object of the invention is to provide an anti-lock braking system for motorized vehicles that is simple in construction.

Another object of the invention is to provide a reliable anti-lock braking system for motorized vehicles.

Yet another object of the invention is to provide a rapid response anti-lock braking system for motorized vehicles.

Yet another object of the invention is to provide an efficient anti-lock braking system for motorized vehicles.

These objects include a master brake cylinder connected to the wheel brake cylinder through a wheel brake release means, the wheel brake release means comprising an electromagnetic valve, and a cam drive means connected to the transmission. are interconnected to a control unit wired to the wheel angular velocity transducer, and the solenoid valve is connected to the master brake cylinder and wheel angular velocity transducer.
A hydraulically actuated anti-lock brake system of a motorized vehicle, such as in a hydraulically operated anti-lock brake system of a motorized vehicle, wherein said wheel brake release means are arranged in a hydraulic pipe between one or two same wheel brake cylinders. , characterized in that each of these wheel release cylinders has a chamber communicating with the chamber of said wheel brake cylinder via a corresponding electromagnetic pulp, and a piston cooperating with a cam of the cam drive means. Achieved by locking brake system.

Said wheel brake release means are arranged in parallel with the corresponding electromagnetic pulps to communicate the wheel brake cylinders with two identical cylinders of the wheel brake release means and to supply hydraulic fluid from the hydraulic pipe to the chamber of the wheel brake release cylinders. Preferably, two identical non-reverting pulps are provided to prevent flow.

The cams of the cam drive means have a contour such that during their cooperation with the pistons of the wheel release cylinders, the sum of the volumes of the chambers of these cylinders remains constant.

The above object is such that the master brake cylinder is connected to the wheel brake cylinder through the wheel brake release means, the wheel brake release means has an electromagnetic pulp, and the cam drive means is connected to the transmission, and the cam drive The means are interconnected to a control unit wired to the wheel angular velocity transducer, said electromagnetic pulp being hydraulically actuated for a motorized vehicle, such as being disposed in a hydraulic pipe between a master brake cylinder and a wheel brake cylinder. In a variant of the anti-lock 7'L/- key system, the wheel brake release means comprises a wheel release cylinder, the chamber of which communicates via an electromagnetic pulp with the chamber of the wheel brake cylinder, and the wheel brake release means This is achieved by an anti-lock braking system characterized in that the piston of the cylinder cooperates with the cam drive means described above.

The wheel brake release means comprises two non-returning pulps, the first of which is arranged between the two cylinders so that no hydraulic fluid flows from the wheel brake cylinder to the wheel release cylinder, while the second pulp is arranged between the wheel release cylinder and the master brake cylinder to prevent the flow of hydraulic fluid from the wheel release cylinder to the master brake cylinder, and the wheel brake release means is further provided with a pressure release pulp, which pulp is connected to the wheel release cylinder. furthermore, the control chamber of said pressure relief pulp is connected to a master brake cylinder, and the piston of the wheel release cylinder is spring-loaded and cam-driven. Preferably, there is a gap relative to the cam of the means.

By providing a wheel brake release means in the anti-lock braking system, it is possible to reverse the pressure of the hydraulic fluid after the wheel anti-lock is activated by utilizing the kinetic energy of the motorized vehicle that is moving while the brake is being applied. The energy is extracted from the first brake stage when its value is maximum and the adhesion between the wheel and the road surface is maximum. By providing a wheel brake release means, engine power does not have to be used for its operation, which improves the fuel efficiency of the engine (this is particularly important at present). ) There is another effect.

Constructing the wheel brake release means in the form of two opposed wheel release cylinders driven from the transmission of a motorized vehicle substantially simplifies the construction and improves the reliability of the anti-lock braking system. The frequency of actuation is determined by the control unit, thereby increasing the efficiency of brake actuation.

A variant of the anti-lock braking system according to the invention in which the wheel brake release means is provided with a further cylinder, the piston of which cooperates with a cam which is mechanically coupled to the wheel via the transmission of the motorized vehicle. It is also characterized by a simple structure and improved reliability and efficiency of brake operation.

The anti-lock brake proposed herein is achieved by connecting the above-mentioned further cylinder to the master brake cylinder through a non-returning pulp in which a hydraulic cut-off pulp is arranged in parallel, and also by providing a gap in the cam pair. System reliability is increased and service life is extended.

The anti-lock brake system for motorized vehicles according to the invention can be used in motorized vehicles equipped with hydraulic brakes. Briefly, the system of the present invention comprises a master cylinder 1 actuated by a Hund pedal 2, which communicates with a wheel brake cylinder 5 through a magnetic pulp 4t which is stained by a hydraulic vibro. Furthermore, the system includes a control unit 6,
Its input cover wheel is connected to the angular velocity transducer 7 and its output is wired to the winding of the solenoid valve 4.

The system further comprises wheel brake release means consisting of a pair of identical wheel release cylinders 8 and 9, two solenoid valves io, i1 and two non-return valves 12.13.

The cylinders 8, 9 are mounted on a drive line semi-shaft tube (not shown) and their pistons 14.1
5 is adapted to cooperate with a cam 16 of a cam drive means interconnected to a wheel (not shown). Each of the chambers 17 and 18 of the cylinders 8 and 9 communicates with the wheel brake cylinder 5 via a solenoid valve 1o, iii.

The cam 16 is fixed to the half-shaft 19, the contour of the cam being selected in such a way that the volumes of the two chambers 17 and 18 of the cylinders 8 and 9 always remain constant.

FIG. 2 illustrates the preferred embodiment of nine cams 16, which are formed as substantially equilateral triangles with acute corners. The cam 16 may have other contours, which are calculated based on the specifications for use in various types of motorized vehicles.

For sealing purposes, the pistons 14 and 15 (FIG. 1) of cylinders 8 and 9 are provided with rubber OIJ rings 20 fixed in grooves in these pistons. Due to the shape of the groove mentioned above, the O-ring 20
Deformation to the extent of cylinder 8,
In the absence of pressure in the O-ring 200, the elasticity of the O-ring 200 facilitates the return of the piston 14, 15 to its initial position.

The pistons 14 and 15 of the cylinders 8 and 9 are
a) to the uppermost position, and the cam 16
A gap δ is formed with respect to the plane.

Valve 10.11 (FIG. 1) is connected to the output of control unit 6. When the solenoid valve 10.11 is activated, the chambers 17, 18 of the cylinders 8, 9 communicate with each other, whereas when the valves 1o, ii are deactivated, the chambers 17, 18 of the cylinders 8, 9 communicate with each other.
The 90 chambers 17.18 communicate with the wheel brake cylinders 5 via non-returning valves 12.13vi. The non-returning pulp 12.13 is arranged in parallel with the corresponding solenoid valve 10.11.

The wheel brake cylinder 5 cooperates with a brake shoe 22 attached to a brake drum plate 24,
A brake shoe return spring 26 is provided on the brake shoe.

Referring to FIG. 4, an alternative anti-lock brake system to the previous embodiment includes a brake release device in which only one wheel release cylinder 25 is provided. The cavity 26 of the cylinder 25 communicates with the wheel brake cylinder 5 via a solenoid valve 27 and a non-returnable pulp 28 connected in series. The piston 29 of the wheel release cylinder 25 cooperates with the cam 16' of the cam drive means.

The second modified anti-lock brake system according to the invention further comprises a non-return valve 60 arranged between the wheel release cylinder 25 and the master cylinder 1 and a non-return valve 60 arranged in parallel with this non-return valve 60. The pressure control chamber 32 of the pressure release valve 61 is connected to the master brake cylinder 1.

The piston 29 is forced to its uppermost position by the spring 33, creating a gap δ with respect to the cam 160 surface.

The wheel angular velocity transducers 7 used in anti-lock braking systems are generally electromagnetic transducers, and any speed-indicating signal generator of suitable design known in the art may perform the function of such a transducer.

FIG. 5 now shows an embodiment of a control unit 6 of an anti-lock brake system according to the invention. The control unit 6 comprises a wheel angular velocity differentiator 64 , the output 35 of which is wired to a wheel angular velocity acceleration differentiator 36 and a comparator 37 , and the 70 fan power is connected to the output 69 of the differentiator 36 via a rectifier 38 . , while the output 40 of the comparator 67 is connected to a power amplifier 41, the output 42 of which is the output of the control unit 6, which is connected to the solenoid valve 4, 10.11 of the wheel brake release means (FIG. 1). or 4.2
7 (Fig. 4).

A differentiator 34 (Figure 5) receives a signal from the output of the transducer 7 (Figure 1, Figure 4).

The anti-lock brake system according to the invention operates as follows.

Wheel brake chamber 17.18 of cylinders 8, 9 (first
When there is no pressure in the wheel (Fig. 6a), a gap δ (Fig. 6a) is formed between the piston 14 (15) and the cam 16 if the wheel is not locked.

When the Hund pedal 2 is pressed, the hydraulic fluid of the system is forced to flow under pressure from the master cylinder 1 through the pulp 4 to the wheel brake cylinder 5. At the same time, the non-return valve 12.13 is activated so that no fluid is sent to the chambers 17.18 of the cylinders 8, 9. Accordingly, the brake shoe 22 attempts to reduce the rotational speed of the wheel under the action of the fluid, while the transducer 7 generates a signal proportional to the angular velocity of the wheel and sends it to the control unit B. .

Differentiators 34,36 serve to differentiate the signal corresponding to the angular velocity of the wheel. After the signal proportional to the second derivative of the angular velocity of the wheel is rectified by the rectifier 68, the comparator 7 compares the signs of the first and second derivatives of the angular velocity of the wheel. At the moment the wheels are locked, these signs coincide and a control signal is therefore generated at the output 42 of the control unit 6, which reaches the electromagnetic pulp 4, 10.11 and activates it. As a result, the wheel, mass, and tar brake cylinders 1 are cut off from the wheel brake cylinder 5, and the cylinders 8 and 90 chambers 17 and 18 are communicated with the cylinder 5 at the same time. Pressurized hydraulic fluid flows into cylinder 5
from there to the free chamber 18 of one cylinder 9 (FIG. 3). The cam 16 is the piston 15 of this cylinder 9.
When actuated against the cylinder 9, hydraulic fluid is forced from the cylinder 9 to the other cylinder 8 (Fig. 6C). As a result, the sum of the volumes of the working chambers 17.18 of the cylinders 8.9 is
6 is kept constant by the preselected contour of wheel brake cylinder 5, so that if the control signal from control unit 6 were to be accepted, the internal volume of wheel brake cylinder 5 would increase by the value of said volume sum. In this case, the pressure in the wheel brake cylinder 5 decreases, so that the brake shoe 22 leaves the surface of the drum (not shown) under the action of the brake shoe return spring 26. Therefore, the braking moment is reduced and the braking action on the wheels is released.

Cam 16 for piston 14.15 of cylinder 8, 9
The successive actuations of υ alternately pump hydraulic fluid from one cylinder 819 to another cylinder 9(8).

When an attempt to reach a wheel lock condition is ruled out, the control unit 6 serves to terminate the control signal received at the solenoid valve 4° 10.11. In this case, the hydraulic fluid is alternately passed from the cylinder 8°90 chamber 17.18 through the non-returning valve 12.13 to the wheel brake cylinder 5 and the master cylinder 1 connected by the pulp 4, and continuously This produces a similar wheel braking effect.

The above cycle is repeated while attempting to lock the wheels again.

The variant of the anti-lock brake system of the present invention illustrated with respect to FIG. 4 works as follows.

When the foot brake pedal 2 is pressed, the hydraulic fluid passes through the solenoid valve 4 under pressure to the wheel brake cylinder 5.
sent to. At the same time, the non-returning HAL PRO 0 prevents hydraulic fluid from entering the chamber 26 of the cylinder 25.

Accordingly, the brake shoes 22, which are acted upon by the pressure of the hydraulic fluid, are pressed against a brake drum (not shown) to produce a braking action on the wheel. At the same time, pressurized hydraulic fluid enters the control chamber 32 of the pulp 61, and the pulp 61 overcomes the compressive force of the spring 46 to cant off the chamber 26 of the cylinder 25 from the master cylinder 1.

The transducer 7 senses that a skid condition is about to occur, and the control unit 6 controls the electromagnetic pulp 4.
and 27 to cut off the hydraulic pipe 3 of the master brake cylinder 1 from the wheel brake cylinder 5, while the cylinder 5 is connected to the chamber 26 of the cylinder 25 via the electromagnetic pulp 27 and the non-returning pulp 28.
This causes the υ piston 29 to move downward so as to overcome the compressive force of the spring 63. Cut-off part "Wheel Jin-Kysylinder 5-Cylinder 25"
An increase in the closed volume causes a total pressure drop in the hydraulic fluid. The return spring 26 moves the brake shoe 22 away from the surface of the brake drum, reducing the braking moment and
The braking action exerted on the wheel mechanically connected to the cam 16 via the half shaft 19t is relieved. cam 16
rotates with the wheel, but returns the piston 29 to its uppermost position, while hydraulic fluid flows from the chamber 26 of the cylinder 25 via the non-returning pulp 60 to the master brake cylinder 1.
The non-returning pulp 28 prevents hydraulic fluid from flowing from the chamber 26 of the cylinder 25 to the wheel brake cylinder 5.

By eliminating the impending wheel lock condition, the stain magnetic pulps 4 and 27 are actuated, which causes the wheel brake cylinder 5 and the master cylinder 1 to be activated.
The resumption of communication between the two is facilitated.

Releasing the Hund pedal causes the pressure of the hydraulic fluid to drop. The spring 66 returns the pulp 61 to its initial position, thereby placing the chamber 26 of the cylinder 25 in communication with the master brake cylinder 1. The compressive force of the spring 36 overcomes the residual pressure of the hydraulic fluid in the hydraulic fluid vibrator and causes the piston 29f to
, is selected to return to the uppermost position, thereby ensuring a gap δ in the cooperating "piston 29-cam 16" pair to prevent them from coming into contact during wheel braking and to prevent a skid condition from occurring. be made into This can extend the service life of the anti-lock brake system of the present invention.

By providing the pulp 61, it is possible to extend the range of performance characteristics of the non-p-returning pulp 60, and to alleviate the conditions imposed by direct hydraulic resistance.

control unit 6, wheel angular velocity transducer 7,
In case of failure of the electromagnetic pulp 4, 27 or the wheel brake release means, the anti-lock brake system works as a general closed hydraulic brake system. This adds an important safety feature to motorized vehicles using such Hiko systems.

By providing a wheel brake release means, the antilock brake system disclosed herein for motorized vehicles utilizes the kinetic energy of the moving vehicle during brake application to release brake system fluid after wheel release. The kinetic energy of the wheel, which is capable of restoring pressure to the pressurized fluid, is utilized during the first phase of braking when its value is at its highest. This eliminates the need for a separate power source to connect the system to the vehicle's power section. From the above description, the present invention provides an anti-lock brake system that is simple in structure, highly reliable in operation, and inexpensive to manufacture.

Additionally, the proposed anti-lock braking system can improve the fuel efficiency of motorized vehicle engines as it does not require the use of engine power for full operation and reduces engine operating time during unstable driving conditions. By making the length shorter, the bulkiness of the exhaust gas can be reduced, which in turn can reduce environmental pollution.

An important feature of the present invention is that the sum of the volumes of the working chambers of the wheel brake release means remains unchanged, thereby making it possible to match the frequency of operation of the system to the execution algorithm of the control unit, thereby increasing the efficiency of brake operation. I can do it.

[Brief explanation of drawings]

1 is a schematic diagram of an anti-lock braking system for a motorized vehicle according to the invention; FIG. 2 is a diagram showing the outline of a cam by way of example; FIG. 6 is a diagram showing the stages of operation of a wheel release cylinder according to the invention; FIG. 4 is a schematic diagram showing yet another preferred embodiment of the anti-lock brake system according to the present invention, and FIG. 5 is a block diagram of a control unit of the anti-lock brake system according to the present invention. 1... Master brake cylinder 2... Foot pedal 6... Hydraulic pressure pipe 4...
・Solenoid valve 5...Wheel brake cylinder 6・
...Control unit 7...Wheel angular velocity transducer 8.9...
Wheel release cylinder 10.11...Electromagnetic pulp 12.13...Non-return valve 14.15...Piston 16 of the wheel release cylinder
...Cam 17.18...Wheel release cylinder chamber 19...
Half shaft 20...Rubber O-ring for sealing 21...Spring 22...Brake shoe 26...Shoe return spring 24...Brake drum plate 25...Wheel release cylinder 26...Cylinder 250 chamber 27... Electromagnetic pulp 28... Non-returning pulp 29... Piston 60 of cylinder 25... Non-returning pulp 61... Pressure release valve 6
22. Valve 610 Control chamber 33... Spring of cylinder 25 64... Differentiator 6
5... Output of differentiator 64 66... Differentiator 67
... Comparator 68 ... Rectifier 69 ... Output 40 of differentiator 66 ... Output 41 of comparator 67 ... Power amplifier 42 ... Output 43 of power amplifier 41 ...・For the spring F/ of valve 31, 7 F/132 Mikatuchi Ramnyashkin Soviet Union Izevsk Ulip Patsukhova 88 cavy 0 Inventor Alexander Semenovitch Kondrashkin Soviet Union Izevsk Ulip Voloshilova 53 Cavy 140 0 Inventor Yuri Aleksandrovich Sobolev Soviet Union Izevsk Ulip Ti Paramsinoy 8 Cavy 61

Claims (1)

[Claims] 1. A master brake cylinder (1), a nine wheel brake cylinder (5) connected to the master brake cylinder, and a wheel angular velocity transducer (7).
a control unit (6) connected to the wheel angular velocity transducer; and wheel brake release means interconnected to the control unit, comprising a master brake cylinder (1) and a wheel brake cylinder (5).
A good electromagnetic valve (4) is placed in the hydraulic pipe (6) between the
) and cam drive means connected to a dynamic transmission of the motor vehicle and having a cam (16). In an actuated anti-lock brake system, said wheel brake release means comprises two identical wheel release cylinders (8, 9) and a chamber in each of these wheel release cylinders which opens into said wheel brake cylinder (5). (17, 18) and a piston (14, 18) cooperating with a cam (16) of the cam drive means.
15) An anti-lock brake system comprising: 2. The wheel brake release means connects the hydraulic pipe (6) to the chamber (17) of the wheel release cylinder (8°9).
, 18) and the corresponding non-returning valves (12, 13) are arranged in parallel to the wheel brake cylinder (5). ) to the two wheel release cylinders (8
, 9) are connected to two electromagnetic pulps (1(), 11).
An anti-lock braking system for a motorized vehicle according to claim 1, comprising: 6. The cam (16) of the cam driving means is connected to this cam and the pistons (14, 14, 16) of the wheel release cylinder (8, 9).
chamber (15) of these cylinders (8,9)
7. The anti-lock braking system for a motorized vehicle as claimed in claim 1, having a contour that maintains the sum of the volumes of (7) and (18) constant. 4. Master brake cylinder (1),! : a wheel brake cylinder (5) connected to this master brake cylinder, a wheel angular velocity transducer (7), a nine control unit (6) connected to this wheel angular velocity transducer, and a wheel interconnected to this control unit. wheel brake release means, comprising an electromagnetic pulp (4) arranged in a hydraulic pipe (6) between the master brake cylinder (1) and the wheel brake cylinder (5); a hydraulically actuated anti-lock brake system for a motorized vehicle, comprising: cam drive means connected to a dynamic transmission of the motorized vehicle and having a cam (16); The means comprises one wheel release cylinder (25), the chamber (26) of which is connected to the wheel brake cylinder (5) via a series connection of a non-returning pulp (28) and an electromagnetic pulp (27).
9, the piston (29) of the cylinder (25)
) is characterized in that it cooperates with the cam (16) of the cam drive means. 5. The wheel brake release means connects the wheel release cylinder (25) to the master brake cylinder (1).
) with a non-returning pulp (60) arranged between the wheel release cylinder (25) and the master brake cylinder (1) to prevent the flow of hydraulic fluid to the brake cylinder (1). Anti-lock braking system for a motorized vehicle according to item 4. 6. A pressure release pulp (61) that lowers the pressure in the chamber (26) of the wheel release cylinder (25) is arranged in parallel with the second non-returning pulp (60), and controls the pressure release pulp (61). Anti-lock brake system for a motorized vehicle according to claim 5, wherein the chamber (62) is connected to the master brake cylinder (1). Z Piston (2) of the wheel release cylinder (25)
9) is spring biased and the cam (16) of the cam drive means is spring-biased;
) The anti-lock brake system for a motorized vehicle according to any one of claims 1 to 6, wherein the anti-lock brake system has a gap (δ) with respect to the anti-lock brake system.