• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    BRAKE APPARATUS AND METHOD An apparatus and method for braking a rotating member in which braking force for retarding rotation of the rotating member is transmitted through an arrangement including a mechanical linkage and a fluid pressure cylinder while a sensor detects the rate of retardation of the rotating member and signals the occurrence of a rate of retardation in excess of a predetermined rate. In accordance with the present invention, relieving force opposing the braking force is applied to the mechanical linkage in response to a signalled excessive rate of retardation, thereby relieving the braking force otherwise retarding rotation of the member.
    公开号:SU1421252A3
    申请号:SU762325361
    申请日:1976-02-19
    公开日:1988-08-30
    发明作者:Ивар Бломберг Фольке；Мартин Хальст Ян-Олов
    申请人:Фольке Ивар Бломберг, Ян-Олов Мартин Хальст (SE)；
    IPC主号:
    专利说明:

    gu
    FIELD: transport engineering.
    The purpose of the invention is to increase the braking efficiency.
    FIG. 1 shows a device for braking a car wheel, partial discharging, option; in fig. 2 - the same, another option; in FIG. 3, the same, third variant in FIG. 4, the same, fourth variant; in fig. 5 is a discharge cylinder, an embodiment in FIG. 6 - the same, another option; in fig. 7 is the same, the third variant in FIG. 8, a device with a mechanical discharge unit, variant; in FIG. 9 - the same, another option.
    According to FIG. 1, the device comprises a brake chamber 1 with a force-2 stem, mechanically connected with a wheel brake mechanism. The rod 2 is passed through the unloading cylinder 3 and has a piston 4 which separates the chamber 5 of the backpressure in the cylinder 3. The pressure in chamber 5, which counteracts the working pressure in brake chamber 1, is controlled by modulator 6. Pipe 7 provides communication through housing 8 of modulator 6 between discharge cylinder 3 and reservoir 9 (hydraulic tank) containing liquid. Inside the housing 8, the first and second valves 10, 11 are installed in series with each other. In the latter, the latter are brought into position to regulate the flow of fluid through the valve actuator, including the solenoid winding 12 surrounding the core 13, displaced in the axial the direction relative to the winding 12 in response to the excitation and de-excitation of the winding 12, and by means of a return spring. The valves 10, 11, in addition, are associated with an expansion chamber formed by a pump piston 14 mounted with the possibility of movement inside the cylinder 15,
    Each of the valves 10, 11 includes a corresponding valve element 16, 17, spring-loaded corresponding spring 18, 19 to the corresponding valve seat 20, 21. Each valve element 16, 17 is normally held out of the respective seat 20, 21 by means of a respective one of two control fingers 22, 23 protruding axially movable from the core 13 inside the housing.
    About 5
    0 0 5 Q
    l
    five
    8 in response to the excitation. And the excitation of the excitation winding 12 of the solenoid.
    When de-energizing from winding 12 (fig. 1), valves 10, 11 are found -. c in a normally open position to freely allow fluid to flow in any direction through conduit 7. Exciting the coil 12 of the solenoid in response to a signaled excessive wheel slip or excessive retarding speed of the braked rotating wheel of the car springs dampen valve elements to their respective seats, the valves are actuated in position to block the passage of fluid from the chamber 5 of the discharge cylinder 3 to the tank 9, while allowing passage of pumped out liquid flow from reservoir 9 to chamber 5.
    During normal braking, the mechanical coupling part of the brake, which includes the piston rod 2 and the piston 4, which is movable with it, moves freely in the direction of braking and braking (respectively, right and left in Fig. 1). During this operation, the moving-ie piston 4 relative to the discharge cylinder 3 causes a continuous reversal of the fluid flow by the chamber 5 and the reservoir 9. When the sensor signal is generated, the coil 12 of the solenoid is energized, displacing the core 13 to bring the valves 10, 11 to blocking the flow of fluid from cylinder 5 to reservoir 9, thereby excluding the further application of the brake
    USK SHIA STOKRM 2.
     While the sensor signal is being issued, the valves 10, 11 are reenacted, blocking the flow of fluid from the discharge tank, the cylinder 3, to the reservoir 9, and the pump piston 14 is driven back and forth by means of a suitable driving force, for example, an electric motor, located inside the housing 24. When using the motor as a driving medium, this engine can be driven by a sensor or in response to another appropriate signal i, for example a switch it snetovogo braking signal. To power the ele; tro
    3 1
    the motor can be driven before the winding 12 of the solenoid, since the reciprocating movement of the pump piston 14 does not adversely affect the flow in two directions of the normal fluid flow in the pipeline 7 until such time as the valves 10, 11 are in position to provide such flow .
    Note that the pumping action is achieved at the said position of the valves 10, 11, which ensures the suction of fluid from the reservoir 9 and the delivery of pressurized fluid into the chamber 5 of the discharge cylinder 3. This pressurized fluid acts on the piston 4 in order to generate unloading an effort to counteract the braking force that would otherwise move the rod 2 in the direction of applying the brake (to the right in FIG. 1). When the sensor stops feeding, the excitation of the winding 12 is removed, the free flow of fluid through the pipeline 7 is restored, and the rod 2 again performs the reciprocating movement necessary for normal braking. If necessary, this sequence may be repeated.
    The actuation of the valves 10 and 11 may have a different shape, the expansion chamber may also vary, and the driving means for the expansion chamber may not be electric. For example, the drive and the driving means can be driven both by compressed air and by means of liquid from appropriate sources. A diaphragm or other similar device can be used in the expansion chamber.
    FIG. 2 shows a modification of the device of FIG. 1, in which large flow areas are provided in the valves 10, 11 during normal braking than during antiblocking. The valve elements 16, 17 of the first and second valves are located in the seats 20, 21, made on the respective washers 25s 26. A cad of washers 25, .26 is normally spring-loaded in the direction from the corresponding seat 20, 21 by the corresponding spring 27j 28. As a result, normal brake
    0
    five
    The wives are provided with increased fluid flow areas. This increase in flow areas provides support for a larger volume of reversible fluid flow and faster movement of the rod 2 through the backlash, necessary before combining friction surfaces.
    In the oscillatory piston pumps, there is a danger of cavitation during the suction stroke and it may occur. the need to eliminate the possibility of volatilization of the components 5 of the pumped liquid by means of a constant effect on the fluid at elevated pressures, i.e. it is envisaged that the reservoir 9 can be kept under pressure, in particular when the device according to the invention is used for pneumatic brakes. Such modifications are shown in FIG. 2, where the reservoir. 9 is closed and compressed air is supplied through supply line 29. Compressed air can be supplied continuously or discontinuously when braking. In the latter case, the compressed air can be supplied from the corresponding wheel chamber or through the corresponding valve from the central tank for compressed air.
    The modulator 6 may have another embodiment, one of which is shown in FIG. 3, where a pipeline for establishing communication between the discharge cylinder 3 and reservoir 9 includes a return pipeline 30. In pipeline 30, a control valve of $ 31 is normally provided to allow free flow of fluid. The presence of the pipeline 30 and the control valve 31 allows the valves 10, 11 installed in the pipeline 7 to be simplified, with the motor 24 acting on the pump pore 14 either in response to the sensor signal or to some other appropriate signal, for example brake pressure presence signal. During normal braking, the fluid pumped out of reservoir 9 and supplied through conduit 7 freely returns to reservoir 9 through return conduit 30, thereby ensuring the free movement of the mechanical connection, including the rod 2 and piston 4.
    When receiving a signal from the sensor, the solenoid winding 32 is excited
    0
    five
    0
    five
    0
    51
    and affects the heart 33 so. that it overcomes the bias force of the spring 34 and closes the control valve 31. When the conduit 30 is blocked and the pressurized pump continues to flow through the supply conduit 7, an unloading force is generated, as has already been described.
    A modification of the fluid displacement means using conduit 30 is shown in FIG. 4, where the control valve 31 included in the return pipe 30 is controlled by a servo-device 35 operating on compressed air. In the device. In FIG. 4, the valve 31 is not directly actuated by energizing the value of the coil of the solenoid and the movement of the core, as shown in FIG. 3. In this case, the inlet 36 for compressed air is normally blocked by the core 37. When the coil of the solenoid 38 is energized 37 is attracted upward, overcoming the force of the spring 39, from the seat 40, passing compressed air through the inlet 36 into the space in which the piston 41 actuating the valve 31 is actuated. As a result, the piston 41 moves (downwards in FIG. 4) on certain distance e, so that the valve 31 will block the return conduit 30. At the same vre- m core 37 seals the vent otverstie.42.
    When de-energizing the coil 38 of the solenoid, the spring 39 displaces the core 37 (downward in FIG. 4), opens the vent hole 42, and the core sits on the saddle 40, by means of a small drain channel (not shown) provided around or through The core 37, the compressed air acting on the piston 41, is released into the atmosphere through the vent hole 42, so that the piston 41 can be displaced (upward in FIG. 4) by means of the spring 34, and will open the return pipe 30.
    Specify that the pumps used in the devices of FIG. 3 and 4, if necessary, may be different, for example, gear pumps and vane-type pumps. If a pump is selected that is not equipped with a non-return valve, such a valve should be specially considered.
    252.6
    The devices of FIG. 3 and 4 are specifically designed to use a single fluid displacement means with a plurality of discharge cylinders. In such a device, a discharge cylinder 1, a return pipe 30 and a valve 31 are provided for each car wheel, or all of them use a common reservoir and tank. Essential remedy. A common pressing agent must be provided with a suitable valve system to ensure the correct distribution of the fluid flow. When using the device on automobiles, the displacement means may be in the form of a power steering or other hydraulic pump, usually located on the vehicle. Additionally, it is envisaged that the supply and return lines can communicate with cylinder 3 through a three-way spool valve, which is biased to supply a discharge force and relieve this force.
    The devices according to FIG. 1-4 may be installed at other points of mechanical communication in the brake system. For example, in FIG. Figure 5 shows the application of the proposed device in a braking system to transfer braking force from one communication point to another and with a normal extension of the distance between communication points A and B during braking. According to the invention, the distance between the points A and B of the link will be shortened during the action of the modulator 6 to displace the liquid. Fig. 6 shows the corresponding use of the device used to prevent relative compression between points A and B of the connections. FIG. Figure 7 shows the use of a force control device with which the operator acts on the master brake cylinder of the type used in a conventional passenger car with hydraulic brakes. Mechanical connection is not necessary with the brake pedal and piston of the master brake cylinder movable relative to the master brake cylinder. A p a r p g p y z och nnp i cyl and nar 3 and the modulator 6f cooperates with it as it has already been described. When the driver applies braking force to the pedal 43, leading to
    the excessive slip of the braked spinning wheel of the car, an opposing force is generated as well. the brake pedal 43 can be pushed back (to the left in FIG. 7) in order to release the braking.
    An unloading force can be created by mechanical gear devices operatively connecting the driving means, providing the rotational driving force, and a part of the mechanical coupling of the brake. One such variant is pok azan in FIG. 8 and 9, where the driving means is in the form of a DC motor 44. By means of a corresponding gear mechanism 45 with a ball screw, the motive means is connected to the mechanical connection of the braking mechanism in order to transfer the driving force to it and communicate, thereby unloading the force. Rod 2 or any connection connected to it is provided
    In order to increase the braking effect, it is equipped with a hydraulic tank and an electropump with an electric drive, triggered by signals from the deceleration sensor, and the backpressure chamber is made in a separate housing, while the hydraulic pump includes a spring-loaded piston installed in the chamber, connected to the pipeline connecting the back-up chamber with the hydraulic tank between two
    screw thread 46, which enters the box with 25 check valves, locking element 47 nuts, including internal ball returns. Body 47 nuts
    the cops are pursed with springs in the direction of the hydraulic tank.
    driven by a dc electric motor 44, preferably via a coupling 48, actuated by a signal from the sensor. This driving means or motor 44 can be excited either by signals from the sensor or by the signals described above, or by a corresponding signal of fluid pressure (for example, from a brake light switch), and the nut housing 47 is rotated immediately with the arrival of the sensor signal . When the nut body 47 is rotated, the rod 2 is displaced (to the left in FIG. 8), thereby counteracting the braking force. Another such option (not shown) may include a toothed rack with a toothed wheel. F .0 .r. Mule invention
    . A vehicle wheel braking device containing pneumatic
    A braking chamber with a power rod connected with a piston, limiting the counterpressure chamber with the housing, valve means with an electromagnetic actuator for controlling the pressure in the counterpressure chamber of the opposing braking force on the force rod, a deceleration wheel deceleration sensor for supplying a control signal to the electromagnetic actuator and connecting / pipelines, different
    By the fact that, in order to increase braking efficiency, it is equipped with a hydraulic and hydraulically-driven hydraulic pump, triggered by signals from the deceleration sensor, and the backpressure chamber is made in a separate housing, while the hydraulic pump includes a spring-loaded piston installed in the chamber, connected to the pipeline connecting the backpressure chamber with the hydraulic tank between two
    check valves, shut-off valves
     check valves, shut-off valves
    the cops are pursed with springs in the direction of the hydraulic tank.
    2. The device according to claim 1, characterized in that the electromagnetic actuator is made in the form of a solenoid core mounted between the check valves and connected to the stem with the locking elements of the check valves.
    3. A pop-up device, 1, characterized in that the backpressure chamber is connected to the hydraulic tank by means of an additional drain pipe, in which an electromagnetic valve with an electromagnetic actuator is integrated.
    4. The device according to claim 1, that is, the fact that the hydraulic tank is made closed and equipped at the top of the pipeline for supplying compressed air.
    C2
    /
    FIG. five
    FIG. ff
    P.
    FIG. 6
    1421252
    FC
    权利要求:
    Claims (4)
    [1]
    Claim
    I. A device for braking a car wheel, comprising a pneumatic brake chamber 50 with a power rod connected to a piston restricting a backpressure chamber to the housing, valve means with an electromagnetic actuator for regulating the pressure in the backpressure chamber counteracting the braking force on the power rod, sensor deceleration of the braked wheel for supplying a control signal to the electromagnetic drive and connecting / piping, characterized in that, in order to increase the efficiency of braking Nia, it is equipped with a hydraulic tank i.gidronasosom electric ,. triggered by the signals of the deceleration sensor, and the counter-pressure chamber is made in a separate housing, while the hydraulic pump includes a spring-loaded piston installed in the chamber, connected to the pipeline connecting the counter-pressure chamber with the hydraulic tank, between two check valves, the shut-off elements of which are spring-loaded in the direction of the hydraulic tank .
    [2]
    2. The device pop. 1, characterized in that the electromagnetic actuator is made in the form of a core of a solenoid installed between the check valves and connected by rods to the locking elements of the check valves.
    [3]
    3. The device pop. 1, characterized in that the backpressure chamber is connected to the hydraulic tank by means of an additional drain pipe into which a control valve with an electromagnetic actuator is integrated.
    [4]
    4. The device according to p. ^ Characterized in that the hydraulic tank is closed and equipped in the upper part with a pipeline for supplying compressed air.
    类似技术:
    公开号 | 公开日 | 专利标题
    SU1421252A3|1988-08-30|Device for braking motor vehicle wheel
    FR2525979A1|1983-11-04|DRIVE SLIDER REGULATOR FOR MOTOR VEHICLE
    SU1077561A3|1984-02-29|Device for braking skidding wheel of automobile vehicle
    US3272566A|1966-09-13|Combined service and emergency brake system apparatus
    JPH0775972B2|1995-08-16|Drive slip adjusting device for road vehicle equipped with a lock prevention device
    US4580848A|1986-04-08|Antilocking mechanism for vehicle brake system
    US4166657A|1979-09-04|Brake actuating and relieving structure
    US4838619A|1989-06-13|Hydraulic brake system for automotive vehicles
    GB1400677A|1975-07-23|Booster apparatus for an assisted hydraulic system with anenergy accumulator device
    US3646758A|1972-03-07|Vacuum control for servomotor
    US3597012A|1971-08-03|Liquid pressure braking systems for vehicles
    SU1296000A3|1987-03-07|Hydraulic device for braking vehicle wheels
    JP2003512239A|2003-04-02|Operating unit for vehicle wheel brakes
    US3844623A|1974-10-29|Anti-skid control means for air pressure braking systems
    US3183670A|1965-05-18|Power brake means
    US3754794A|1973-08-28|Pneumatic antiskid braking system
    US5286102A|1994-02-15|Brake control device
    KR910002657A|1991-02-26|Hydraulic car braking system
    JP3065346B2|2000-07-17|Brake pressure control system for brake system
    US1926296A|1933-09-12|Hydro pneumatic motor
    US2368043A|1945-01-23|Fluid pressure system
    US2495151A|1950-01-17|Hydraulic system
    JP4283755B2|2009-06-24|Brake hydraulic pressure control device for vehicles
    JP4073780B2|2008-04-09|Master cylinder
    US2820344A|1958-01-21|Brake operating mechanism
    同族专利:
    公开号 | 公开日
    AU1115876A|1977-08-25|
    DE2606797A1|1976-09-02|
    PT64820A|1976-03-01|
    ES445313A1|1977-06-01|
    NL180570C|1987-03-16|
    AR215429A1|1979-10-15|
    ES445312A1|1977-06-01|
    US4068904A|1978-01-17|
    SE7501883L|1976-08-20|
    GB1544443A|1979-04-19|
    CS229607B2|1984-06-18|
    FR2301418A1|1976-09-17|
    GB1544442A|1979-04-19|
    DE2606766C2|1988-09-29|
    JPS5926502B2|1984-06-28|
    BE838660A|1976-08-17|
    CS236655B2|1985-05-15|
    AU508159B2|1980-03-13|
    BR7600982A|1976-09-14|
    IT1055347B|1981-12-21|
    JPS51110174A|1976-09-29|
    PL119061B1|1981-11-30|
    PT64819B|1977-06-06|
    AU507815B2|1980-02-28|
    JPS51106888A|1976-09-22|
    PT64819A|1976-03-01|
    CA1041575A|1978-10-31|
    FR2301417B1|1980-01-11|
    DE2606797C2|1988-09-29|
    FR2301417A1|1976-09-17|
    NL7601480A|1976-08-23|
    PT64820B|1977-06-06|
    IT1055346B|1981-12-21|
    SE392435B|1977-03-28|
    CA1084560A|1980-08-26|
    AU1116076A|1977-08-25|
    NL181491C|1987-09-01|
    NL181491B|1987-04-01|
    NL180570B|1986-10-16|
    NL7601479A|1976-08-23|
    BE838661A|1976-08-17|
    BR7600984A|1976-09-14|
    SU1331421A3|1987-08-15|
    PL119841B1|1982-01-30|
    DE2606766A1|1976-09-02|
    FR2301418B1|1980-05-09|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US28562A|1860-06-05|Machine for |
    US2483205A|1945-08-13|1949-09-27|Bonnie G Jones|Intermittent brake|
    FR1137971A|1955-12-02|1957-06-06|Rech S Etudes|Combined brake and brake control system for vehicles|
    DE1198689B|1959-03-13|1965-08-12|Automotive Prod Co Ltd|Brake system with locking regulator for vehicles|
    GB1019104A|1963-06-26|1966-02-02|Nat Res Dev|Braking of motor vehicles|
    GB1101582A|1963-11-16|1968-01-31|Ferguson Res Ltd Harry|Improvements in or relating to vehicle braking systems|
    GB1227950A|1967-10-31|1971-04-15|
    AT297788B|1968-06-21|1972-04-10|Knorr Bremse Gmbh|PRESSURE-ACTUATED BRAKING DEVICE FOR RAIL VEHICLES|
    DE1755945A1|1968-07-13|1972-01-13|Bosch Gmbh Robert|Brake cylinders for vehicles, in particular motor vehicles|
    DE1780058A1|1968-07-27|1972-01-20|Teldix Gmbh|Anti-lock control system for pressurized vehicle brakes|
    DE1780069B2|1968-07-30|1976-11-25|Teldix Gmbh, 6900 Heidelberg|ANTI-LOCK REGULATOR|
    GB1248787A|1968-12-13|1971-10-06|Mullard Ltd|Improvements in or relating to anti-lock brake systems|
    GB1299534A|1970-03-18|1972-12-13|Mullard Ltd|Improvements relating to anti-lock brake systems for wheeled vehicles|
    GB1338571A|1970-08-06|1973-11-28|Dunlop Holdings Ltd|Dual braking systems|
    DE2048802C3|1970-10-05|1973-10-25|Werner Karl-Heinz 8000 Muenchen Fuchs|Anti-lock control system for vehicles, especially motor vehicles, with a sensor controlling a pulsing device|
    BE787296A|1971-08-09|1973-02-07|Philips Nv|BRAKING DEVICE FOR VEHICLES, WITH ANTI-LOCK BRAKE CONTROL MEANS|
    GB1359487A|1971-09-24|1974-07-10|Mullard Ltd|Brake antilock mechanism|
    US3774976A|1972-02-04|1973-11-27|D Parsons|Anti-skid control means for liquid pressure braking systems|
    US3910643A|1972-03-02|1975-10-07|Aisin Seiki|Anti-skid brake control system for a wheeled vehicle|
    CA967621A|1973-02-01|1975-05-13|Lloyd G. Bach|Integrated brake booster and adaptive braking modulator|
    DE2320022C2|1973-04-19|1981-09-17|Knorr-Bremse GmbH, 8000 München|Brake cylinders for vehicles, in particular rail vehicles|
    DE2331272A1|1973-06-19|1975-01-16|Knorr Bremse Gmbh|BRAKE CYLINDERS, IN PARTICULAR FOR VEHICLES|
    US3833097A|1973-09-26|1974-09-03|Holst Jan Olof Martin|Anti-locking arrangement for fluid pressure actuated brake|SE409015B|1976-05-24|1979-07-23|Nordstrom Torbjorn Lennart|PRESSURE INCREASE DELAYER|
    US4138165A|1977-05-10|1979-02-06|Blomberg Folke Ivar|Brake anti-locking modulator with reapplication control|
    DE2952221C2|1979-12-22|1989-01-12|Alfred Teves Gmbh, 6000 Frankfurt, De|
    CH650455A5|1980-09-18|1985-07-31|Teves Gmbh Alfred|VEHICLE BRAKE SYSTEM WITH AN ANTI-BLOCKING DEVICE.|
    DE3330483C2|1983-08-24|1992-07-30|Alfred Teves Gmbh, 6000 Frankfurt, De|
    NZ211548A|1985-03-22|1987-03-31|New Zealand Dev Finance|Pressure regulator for anti lock hydraulic braking systems|
    DE3526189A1|1985-07-23|1987-02-05|Bosch Gmbh Robert|PRESSURE MODULATOR FOR ABS SYSTEMS|
    DE3602430A1|1986-01-28|1987-07-30|Teves Gmbh Alfred|BLOCK-PROTECTED HYDRAULIC BRAKE SYSTEM|
    AU7563487A|1986-07-22|1988-01-28|Dfc New Zealand Ltd.|Anti-skid braking system|
    DE3638375A1|1986-11-11|1988-05-19|Teves Gmbh Alfred|BRAKE SLIP CONTROL, HYDRAULIC VEHICLE BRAKE SYSTEM|
    DE3638980A1|1986-11-14|1988-05-26|Bosch Gmbh Robert|PLUNGER SYSTEM FOR MODULATING A BRAKE PRESSURE|
    DE4118951A1|1991-06-08|1992-12-10|Teves Gmbh Alfred|HYDRAULIC BRAKE SYSTEM WITH ANTI-BLOCK CONTROL|
    DE4227300A1|1992-08-18|1994-02-24|Bosch Gmbh Robert|Unit for a hydraulic brake system of a motor vehicle|
    JPH06122362A|1992-08-27|1994-05-06|Sumitomo Electric Ind Ltd|Brake hydraulic control unit|
    DE4445362A1|1994-12-20|1996-06-27|Bosch Gmbh Robert|Piston pump|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE7501883A|SE392435B|1975-02-19|1975-02-19|LOAD PREVENTION UNIT FOR BUILDING INTO A HYDRAULIC FLUID CIRCUIT|
    [返回顶部]