JPS60151157A - Non-skid brake gear for car - 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 to an anti-skid braking device for a vehicle.

Numerous proposals have been made for anti-skid braking devices. Most of these devices fall into the following general types. In the first type, wheel brakes are connected to a reservoir to provide brake pressure. In the second type the support chamber is connected to the reservoir, and in the third type the wheel brake is connected to the expansion chamber and the fourth
In this type, the accumulator is connected to the chamber and pushes back the mass cylinder.

These known types of anti-skid braking devices have the potential to
Each has its own associated a) defects. Brake fluid or support chamber Izuno1. A separate reservoir or expansion chamber that feeds directly from the
It can be used in addition to the piping of moving equipment. Sugiso 1,'
7:, ) When - When a large force is applied to the brakes and it is undesirable to have a reaction to the rear A1
．． 7. ). l:,! 1.0) of the anti-skid braking device is difficult to filter out oil by 1".

This λ′ is here〒;fl! 4 (defective safety of type 4 skit prevention braking device), we invented yet another type of skid prevention braking device.

According to one feature of the present invention σ), vehicle skid prevention +l-
6illill movement device k (in which the regulator assembly comprises a regulator housing and an adjusting piston assembly that moves in the axial direction within the bore of the housing, and the adjusting piston assembly ~
The bore of the body housing is the adjusting piston assembly. When moving in the direction, the volumes of the first adjustment chamber and the second adjustment chamber both increase, while the volume of the second adjustment chamber decreases, and the volume of the first adjustment chamber (connected to the T-wheel brake) and the second adjustment chamber increase. is connected to the master cylinder, the third regulating chamber is connected to a normally closed dump valve seat in response to the skid sensing means, a normally closed isolation valve connected to the second regulating chamber through the dump valve and an isolation valve that is normally open. a seal is connected between the first and second conditioning chambers;
and means configured to close in response to a skid condition signal and to return fluid from the third conditioning chamber to the second aE conditioning chamber upon completion of the skid condition signal.

Upon receipt of the skid condition signal, the dump valve opens and directs fluid from the second regulating chamber to the sixth regulating chamber to move the regulating piston assembly from its normal position into the first regulating chamber connected to the wheel brake; Inflating the bond to increase wheel brake pressure? F1.

No external reservoir is required, thus eliminating the complexity associated with external reservoirs. This, as described below, allows the pumping chamber of the fluid return means to be located remotely from the adjustment housing with only one .xi. connection if necessary.

The isolation valve is preferably closed by relative movement of the two parts υ of the filter piston assembly in response to the initial expansion of the filter chamber.

A significant advantage of the device according to the invention is that by substantially equalizing the effective pressure areas of the regulating piston assemblies exposed to the second and fifth regulating chambers, respectively, from the second regulating chamber to the third regulating chamber. Or, the average volume change of the fluid sent from the third adjustment chamber to the second adjustment chamber will cause very little change in the reciprocation of the piston assembly, so that the mask silling will remain constant even after pumping fluid or reapplying the brakes. There is almost no fluid reaction.

Skid prevention? The aforementioned pressure effective areas may be made more or less unequal if necessary for pacing the 1jll motion device. If it is necessary to reduce the wheel brake pressure to zero, the effective pressure area of the bottom adjustment piston assembly exposed in the first adjustment chamber can be larger than that exposed in the second adjustment chamber. .

The mass ring may be a hydraulic mass ring or a power valve.

In a preferred configuration, the adjustment piston assembly is dumbbell-shaped with opposite ends connected by a small diameter center portion that extends sealingly through the bulkhead of the regulator housing; The adjustment chamber is formed at both ends of the adjustment piston set, and the first adjustment chamber is an annular chamber surrounding the aforementioned small-diameter central portion in contact with the partition wall.

Preferably, the adjustment piston is moved into the normal position by means of a resilient means that pushes the adjustment piston assembly in a direction that reduces the volume of the sixth adjustment chamber.

In a last-mentioned preferred arrangement, the elastic means are conveniently provided in a further annular chamber which is on the other side 1 of the partition from the annular chamber, this further annular chamber being open to the atmosphere or Contains low pressure fluid.

The means for returning fluid from the sixth regulating chamber to the second regulating chamber upon completion of the skid signal comprises a pump piston driven by the eccentric of the drive shaft - the pump piston being driven from the eccentric by means of the piston eccentric. However, after fluid is supplied to the third adjustment chamber due to a decrease in fluid pressure in the third adjustment chamber, the third adjustment chamber engages with the eccentric portion.

Both the artificial valve and the outlet valve of the ij send are provided within the regulating piston body, or the working chamber of the pump is separated from the pump by 71'' if necessary, and the regulating piston is located between the artificial valve and the outlet valve of the pump. The valve chambers of the assembly can also be connected by one hydraulic line.The VC between the pump working chamber and the pump valve chamber requires only one hydraulic connection, so that the pump working chamber , the suitability for the pump may be located at any convenient location within the vehicle provided with drive means.

The driving means may be a vehicle wheel, an engine, an electric motor or a transmission device.

By spacing the pump's actuation channel ζ from the valve chamber of the pump, the first I feature of the present invention allows for greater versatility in the anti-skid brake system.

Thus, in accordance with a second aspect of the invention, an anti-skid brake system for a vehicle includes a regulator assembly having a chamber to which fluid is directed in response to a skid condition signal from a skid sensing means; a pump valve chamber provided and connected to the chamber by a pump inlet valve;
A pump outlet valve is housed within the regulator assembly, and a pump actuation chamber is isolated from the body and connected to the pump valve chamber by a single hydraulic line.

BRIEF DESCRIPTION OF THE DRAWINGS Two exemplary embodiments of the invention will now be described in detail with reference to the accompanying drawings.

Referring to FIG. 1, the regulator housing 1 is provided with a stepped first through bore 2 which is inclined relative to a stepped second through bore B - at its lower end by a threaded plug l. Closed.

The bore 2 is divided by a partition 5 into an upper bore portion and a lower bore portion 4. A bell-shaped adjusting piston assembly 6 slides within the bore 2 and also includes a first adjusting piston 7 with a conical bore 8, a bulkhead 5 and a first adjusting piston 7.
The second adjusting piston 9 has a bore 8 extending in the axial direction and has a shaft 10 integrally molded. The first and second adjusting pistons 7.9 are each sealed to the wall of the bore 2 by an O-ring seal 11.12, and the shaft 10 is sealed to the bulkhead 15 by an OIJ groove K.

The conical part of the shaft 10 or the isolation valve 14, which is spaced from the headed free end 15, acts as a single valve element cooperating with the isolation valve seal 16 carried by the first regulating piston 7. It is held in place by the seal retainer 17. When the regulator assembly is in normal condition and there is no skid signal, the projection 18 of the second regulating piston 9 abuts the fixed inserter 19, and the second regulating piston 9 acts between the bulkhead 5 and the piston 9. It is held in this position by a coiled compression spring 20. The skirt 21 above the first adjusting piston abuts the partition wall 5 and defines the normal position of the first adjusting piston 7. The first adjusting piston 7 is pushed into this position by a compression spring 22 acting between the free end 15 and the seal retainer 17. As can be seen in FIG. 1, the isolation valve section 5 formed by the isolation valve 14 and isolation valve seal 16 is thus configured to open under normal conditions of the regulator assembly, and is connected to the bulkhead 5 and the first regulator valve. a first adjustment chamber 26 formed in the bore portion 4 between the
Bore portion 4 between first adjusting piston 7 and plug I
There is free communication between the second adjustment chambers 2A formed therein.

First adjustment chamber 2, entrance/exit 26 and brake pipe 27
The wheel brake 25 is permanently connected to the VC, and the second adjustment chamber 2A is connected to the mask cylinder 28 (hydraulic mask cylinder or powered (may be a valve).

Thus, under normal conditions of the regulator assembly, the wheel brakes are normally operated by fluid pressure from the mask cylinder 28 through the open isolation valve and isolation valve seal 16.

The insert 19 is fixed at its upper end by screwing into the body 30 of the solenoid filter 4', the body roller acting as a closing plug for the child end of the bore 2. The inserter 1';'ff is supported by the lunoid armature roller 7 and acts as a dump valve seat roller 5 which is engaged by the dump valve 3.4) A pore penetrating in the axial direction with a built-in limiter. Filter 4 should be provided. In the normal state of the solenoid 34', that is, in the non-conducting state, the solenoid 34' is moved downward by the blind spring 68 to keep the dump valve seat 35 and the dump valve valve 6 closed. Gunpuji P filter 5 seat, dump valve 3617) The upper side is permanently connected to the mask cylinder and the second adjustment channel ζ2AK by a perforated filter 9 extending diametrically in the inserter 19, + still connected with the population 31 perforation 40
&r to permanently connect to the annular chamber 69/.

The filter adjustment lever 41 is formed in the bore 2 between the second adjustment piston 9 and the inserter 19 and communicates with the lower side of the dump valve seat 35). Dump tank F seat 5 is normally closed, so it is normally 1"L from the dump tank 1 to the third adjustment chamber A1.

The inserter 19 is provided with two external annular recesses in which an annular one-sided seal A2, A-loop is located respectively, and these one-way seals are arranged in a borehole in the direction of the borehole 40 from the first filter adjustment chamber A1. 2 wall and flowing fluid. As explained below, the one-way seal 42 acts as an artificial valve for the pump, and the one-way seal A6 returns the fluid sent to the third regulation chamber 41. ” Acts as a dump outlet valve-i-7-
,.

The drive shaft A4 of the pump θ) eccentric ring 45 is installed in the bore 3' of the second regulator housing.
For example, the separated bearing 46, A7 (πθ) and its inner end K
Optosensor assembly for measuring M speed, rotor 48 of 19
It has been established. Drive 4ql+44+-z, can be driven by the vehicle wheels via any suitable drive connection such as a tooth+1 belt. The eccentric ring A5 freely rotates on a bearing 50 provided eccentrically on the axis of the drive shaft 44. Pump 1 piston 51 is encased in a bore 52 extending across bore 5 and is sealed by piston seal 54 forming a pump operating chamber 53 at the lower end of bore 52 . Bonzo Biston 51 is an eccentric ring/! with 5 compression springs 55. It is maintained without engaging L5.

The pump working chamber 5 is connected to the bore 2 by a bore 56 which is connected to the bore 2 at the middle position of the one-sided seal A2.4.
permanently connected to.

An electronic control unit, not shown, is connected to the pressure sensor assembly 49 and the solenoid filter Δ' by a plug and socket connection 57. The electronic control unit is operated in a conventional manner to monitor the output of the pressure sensor assembly to detect excessive deceleration of the drive shaft 44 indicative of an impending skid condition. Below is the tongue 4, and when there is no skid signal, it is usually 1! The valve 1A and the fillet 11 valve seal 16 are opened as shown, closing the dump valve seat 35 and the dump valve valve 6, and the first and second adjusting pistons 7.9 are in the position shown, in which the first The volumes of the adjustment chamber 2 and the adjustment chamber A1 are reduced almost to a minimum.

After using the mass cylinder 28, wheel brakes are applied by fluid supplied through the open isolation valve 14 and isolation valve seal 16 as described above.

A significant advantage of the arrangement of the invention is that even if the brakes are suddenly applied by the driver, the isolation valve 1A and the isolation valve seal 16 will not be affected by transient fluid pressure, since the first and second regulating pistons 7.9 engage with the stop. Never close under.

When the electronic control device detects the current skid condition from the signal of the opto-sensor assembly 49, the solenoid circuit becomes conductive and the solenoid circuit moves upward by π to open the dump valve seat 35. Open and the fluid flows through the perforation 29, filter 0.4
0.39, the flow λt) is started from the second adjustment chamber 1'-Y7B 2A to the third adjustment chamber 41. The second adjustment by the fluid entering the third adjustment chamber dIK is the first downward displacement of the piston 9, ljJ, I, which closes the separation valve 14 and the separation valve seal 16, and the first adjustment piston closes the partition wall under the action of the spring 22. 5 is engaged. Closing of the separation valve 14 and the separation valve 7-16 causes the first adjustment chamber 23 to be lowered from the second adjustment chamber 24, thereby cutting off the supply of the wheel brake 25, so that the first adjustment chamber 23 is lowered from the second adjustment chamber 24. As the d1M fluid continues to flow and the first and second adjustment pistons 7-9 move downward in unison, the first adjustment chamber 26 expands to reduce the wheel torque. The spring 20 is located so that a) the chatter 58 is open to the atmosphere and allows movement of the second adjusting piston 9; Finally, the adjusting piston body 6 reaches a new equilibrium position b1 where the pressure exerted by VC and the sum of the spring forces are balanced.

In the figure, the diameters of the first and second adjusting pistons 7.9 are made equal, but if necessary, try lowering the wheel brake pressure to zero. 3-1 by increasing the diameter of the second adjustment piston 9
The effective pressure area of the second adjustment/sliding piston 9 exposed to the adjustment chamber A1 may be increased.

The advantages of the arrangement of the invention, in particular of having the first and second adjusting pistons 7.9 with approximately the same diameter, are that the fluid in the second adjusting chamber 24 and the sixth adjusting chamber A1 is Since the total amount remains almost constant even when the adjustment stone assembly moves, the change in the Mt body mass in the mask cylinder 28 due to the third adjustment (to the anal chamber A1) IAU body transport'/'C is There aren't many of them. Therefore, in the 1st and 7th races, you won't feel any harsh reaction from the brakes.

When fluid is first supplied to the first regulating chamber 41 , some fluid flows through the one-sided seal 42 and through the perforations 56 to the working chamber of the pump and into the pump piston 51 .
to the north to engage the eccentric ring.

The pump then moves once to transfer the fluid to the first regulation chamber A1.
p) The fluid is pumped through the one-way seal 42, A6 to the annular chatter filter 9', and the fluid is transferred to the open dump valve seat filter 5.
It returns to the third adjustment chamber 41 from Vc. piston 5
1 is the upper layer.

Fluid is then drawn from the sixth regulating chamber A1 through the one-way seal A2, and the lowering of the piston forces the fluid through the bore 56 and through the one-way seal A2. This 15-rump action produces some vibration that is probably felt by the driver's feet, but is effective in indicating an impending skid condition.

The wheel speed is sufficient for the electronic control unit lx
When the skid signal is completed, the solenoid 34' becomes conductive and closes the dump valve seat 35 and the dump valve valve 6. The pumping means pumps fluid from the third regulation chamber A1 into the borehole 39, but from there the fluid flows into the borehole 40 and back into the second regulation chamber 24 by the borehole 60.29.

Thus, one stream is sequentially pumped by the pump piston 51 from the filter regulating chamber l1i1 to the second dispensing chamber 211, and when the volume of the third E regulating chamber 41 is reduced thereby, the second regulating chamber 24 expands and flows into the mask cylinder. The net volume change will be zero or very small. Due to the pumping action, the regulating piston assembly 6 rises, reducing the volume of the first regulating chamber 2 and increasing the wheel brake pressure again. In the final phase of the pumping of the fluid from the sixth regulating chamber 1!11, the first regulating piston 7 re-engages with the bulkhead 5 and the separating valve 14 and its part' [valve seal 16 re-opens]. Then, the mask cylinder 28 is reconnected to the wheel brake gear 25.

The piston stop or protrusion 18 re-engages the inserter 19 by the force of the fluid pressure in the second adjustment chamber 2A and the compression spring 2o.
1 Garage υ1. It never happens. 11, when the brake is released by the driver, the pump piston 5
1. Sufficient spring 5 to take out the fluid 1fil i- and return it through the one-sided seal A3 to the mask shilling omitted 32.
5, the spring 55 can avoid the eccentric ring 45 and allow the pump piston 51 to pass.

According to the arrangement of the present invention, the first adjustment chamber 26 expands 1 hour after the contraction of the second adjustment chamber 211, and the adjustment piston assembly 6 descends in response to the SUGIRAD' signal so that the external reservoir is The adjustment piston assembly is housed within a single pore 2 of the housing.

Since there is only one perforation 56 shown in FIG. 1 between the fluid connection, i.e. the working chamber 53 of the pump and the bore in which the one-sided seal A2, A"r of the pump is located, the working chamber of the pump will be described in FIG. 2 below. It is possible to configure the configuration separately from the adjusting piston assembly 2 at a distance 5.

In FIG. 2, members corresponding to those in FIG. 1 are designated by the same reference numerals, but only the main members are referred to. In this case, the drive assembly of the drive means, ie the drive shaft Ii4, the eccentric ring A5, the pump piston 51 and the opto-sensor assembly A9, are made as a unit 1'. This unit is connected to the regulator assembly V by one hydraulic brake line 56 and an electrical lead 57 from the opto-sensor assembly A9.
Please be quiet and say a few words.

2 connected by just one hydraulic line and electrical conductor
By installing a suspension unit, skid prevention system:
#J equipment is quite useful for accommodation in vehicles. For example, the regulator Aitl body cooperates closely with the mask cylinder, and the unit 1' of small size can easily be installed in the drive source of the wheel or drive shaft A7i.

In the second illustrated configuration, a flow control valve 58 is positioned between the pump working chamber 56 and the brake line 56 to reapply wheel brake pressure and control the applied flow rate. The flow rate at which fluid is pumped from the third regulating chamber A1 to the second regulating chamber 2A by the ramp means is controlled. Other suitable types of flow regulating valves may be employed. The illustrated flow regulating valve is first described in published British Patent No. 20A5372A. The flow control valve is used to adjust the pump output to varying wheel speeds.1. Ru.

The other difference in the configuration between FIG. 2 and FIG. 1 is that the one in FIG. The flow rate ring 59 consists of a spring-loaded cup with a recess on the edge.

The restrictor valve 58 and the flow restrictor 59 are similar to the structure shown in FIG.

Although the dump valve member 66 is shown as actuated by the solenoid 64' in response to the output of the opto-sensor assembly A9, the pump valve may be actuated by a deceleration responsive flywheel mechanism such as that shown in GB 20299IA313. It is also a skill to do so.

Rabbit, 1, 2nd and 6th adjustment chamber 2, 24, A
The same effect can be achieved even if the shape and arrangement of 1 are substantially modified.

7j Sen-fu port valve and outlet valve are one-way seals A2, A3
ff, it is clear that one-way valves of other constructions may be used.

In a complete Z-brake mechanism, several regulator assemblies are provided, each with a common mask cylinder 28, which is of course a tandem mask cylinder.
- In this case population 31 is connected to another output of the mask cylinder 0

[Brief explanation of drawings]

FIG. 1 is a cross-sectional view of the self-contained regulator-pump and skid sensing assembly with the regulating piston assembly shown in the normal position;
Figure 2 is a similar view, but with a regulator assembly and
- ゛Sensing z:) shows a remote pump drive assembly combined with the sensing z:). DESCRIPTION OF SYMBOLS 1...Adjuster housing, 2...Bore, 6...Adjustment piston assembly, 7...First adjustment piston, 8...
-Second adjustment piston, 10... integrally formed shaft -1,!
DESCRIPTION OF SYMBOLS 1... Separation valve, 16... Separation valve seal, 23... First adjustment chamber, 2A... First adjustment chamber, 28.
...Mass cylinder, 5...Dump valve seat, 36...
Dump valve, A1... 3rd inch chamber, A2, A3...
- One-way seal, A8... Rotor, a9... Opto sensor assembly, 51... Pump piston, 56... Hydraulic brake line. Engraving of drawings (no change in content) FI6.1 Procedural amendment (method) % formula % Showa S1 year Box 1 Application No. 1293 Person making the amendment Relationship to sub-case 7 Applicant Address Y N1 Bercus Iletasu (--1-z lζ2 hun 7 hun: Te 11-1) >I\"2~4, subject to agent 6 amendment

Claims (1)

[Claims] An anti-skid braking system for a vehicle comprising an adjuster assembly connected between a mask cylinder and a wheel cylinder and comprising an adjuster housing and an adjusting piston assembly that moves axially within a bore of the housing. The adjustment piston assembly 6 and housing bore 2 are configured to define first and sixth adjustment chambers bounding portions of the regulator assembly such that the adjustment piston assembly moves in one direction from its normal position. , the volumes of the first adjustment chamber 2 and the sixth adjustment chamber 111 both increase, but the volume of the second adjustment chamber 24 decreases, the first adjustment chamber 23 is connected to the wheel brake 25, and the second adjustment chamber 23 is connected to the wheel brake 25, Chamba 24
is connected to master cylinder 28, third adjustment chamber 4
1 is connected to the second regulating chamber 24 via a dump valve seat 65, a dump valve 66 which is normally closed in response to the skid sensing means 48, 49, and an isolation valve 1A which is normally open.
and an isolation valve seal 16 are connected between the first and second conditioning chambers and are configured to close in response to a skid condition signal and to divert fluid from the second conditioning chamber upon completion of the skid condition signal. Means of returning to chamber 42
, A3.51.56. A skid prevention braking device for a vehicle.