• 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:
    In a hydraulic anti-skid braking system of the pump and de-boost type the position of the de-boost piston (9) in the bore (8) is determined by a volume of fluid trapped in a space by a dump valve (4). The dump valve (4) operates in conjunction with a restrictor (40) which, at least at pressures above a pre-set level, restricts the rate of release of fluid from the space when the dump valve (4) is open. Decreasing the flow rate of the dump valve (4) decreases the time period for each anti-skid cycle. The pump (3) no longer has to pressurise to maximum (brake) from zero which reduces the amount of energy which otherwise would have been consumed in the re-application mode. In addition the rate of release of fluid at pressures below the pre-set level can be increased which is of particular advantage when the vehicle is travelling over surfaces having low coefficients of friction.
    公开号:SU1449003A3
    申请号:SU853865403
    申请日:1985-03-06
    公开日:1988-12-30
    发明作者:Чарльз Херст Дэвид；Ярдли Альфред；Алан Андерсон Роберт
    申请人:Лукас Индастриз Паблик Лимитед Компани (Фирма)；
    IPC主号:
    专利说明:

    a valve 19 controlled by a piston 9 under the pressure of the fluid in the chamber 32. The pressure in the chamber is controlled by the valve 4. When locked
    The wheel valve .4 communicates the chamber 32 to the reservoir 33 via an adjustable throttle 36, limiting the pressure drop in the chamber 32. 9 Cp. f-ly, 11 ill.
    one
    The invention relates to the field of brake control
    means.
    The purpose of the invention is to increase efficiency by speeding up the re-braking of the wheel while eliminating its blocking.
    FIG. 1 shows a cross-section of a combined modulator and a wheel of a hydraulic anti-lock brake system, which is sensitive to locking, and which are intended for motorcycles or a passenger car, as well as a van; in fig. 2 shows section A-A in FIG. H in FIG. 3 shows a section BB in FIG. one; in fig. 4 is a view of a spring stopper; in fig. 5 is a graph of brake pressure P versus time t for a vehicle moving over a coating having a high coefficient of friction (} in Fig. B is a graph similar to that shown in Fig. 5, but for a vehicle that moves along a low ratio coating friction in Fig. 7 is a section, similar to Fig. 3, of a modified restrictive device, and Fig. 8 is a section, similar to Fig. 7, of a device of a modified design; Fig. 9 "" P "" "of the braking system; Fig. W - section of the modulator assembly that is used in the device shown in Lig 1, which shows another variant of the modulator, and Fig. 11 is another version of the braking system.
    The assembly includes a housing 1 in which the modulator 2, the hydraulic pump 3 and the pressure relief valve 4 are located. The shaft 5 passing through the housing 1, "" stupa from its opposite ends, with one end of the shaft connected to the second, is necessary to brake, and on the DR end of the shaft there is a wheel lock sensor 6, which is placed
    in a cylindrical cover 7 protruding from the adjacent end of the body.
    In the modulator assembly 2, a step cavity 8 is formed, extending from valve 4, in which limiting piston-9 is placed. The piston 9 is normally inoperative and is pressed against the stopper, which is the wall 10 of the closed end of the sleeve 11, which is shaped like a nut, with a spring 12. The sleeve 11 is held in the cavity 8 by a cover 13.
    A control valve 14, placed in the sleeve 11, controls the connection of the master cylinder 15, which is operated by the pedal, to the wheel brake cylinder 16 through the expansion chamber 17, which is located in the cavity 8 between the piston 9 and the control valve 14.
    The control valve assembly 14 comprises a first valve 18 as well as a second shut-off valve 19, which are actuated in series.
    The first valve 18 comprises a first valve element in the form of a stepped piston 20, which has a section with an intermediate diameter, located in the opening of the sleeve 11, and an outer section with an increased diameter, which enters the blind hole 21 of the cover 13. The inside portion of the element 20 of reduced diameter carries an annular seal 22, forming a valve head, and the innermost portion with a minimum diameter enters the circular opening 23 in the wall 10. The seal 22 interacts with the seat 24 representing the annular wall portion 10, ok steering hole. During normal operation, seal 22 is at a distance from the seat 24, held by spring 25,
    and
    installed between the wall 10 and the flange 26 of the step between the portions of the piston 20 and the reduced diameters.
    The piston 20 has a stepped longitudinal bore 27 with an open end, in which the second valve 19 is placed. The second valve 19 contains a valve element in the form of a ball 28, which interacts with the saddle 29 formed by a shoulder flange in the bore 27. In normal position, the ball 28 is moved away from the saddle 29 by means of a rod 30, through which the piston 9 acts against the forces of a non-rigid compression / spring 31 working in compression.
    In the normal unused condition shown in FIG. 1, the valve 4 is closed, isolating the control chamber 32 formed in the cavity 8 above the piston 9 from the liquid reservoir 33. Therefore, the piston 9 is held in its inactive, advanced position, while the second valve 19 is held in the open position by the rod 30, and the first valve is held by the open spring 25.
    When the brake is applied mainly by the cylinder 15, the hydraulic fluid is supplied to the brake cylinder 16 through radial passages in the wall of the sleeve 11 and further through the open first valve 18 to the expansion chamber 17. At the same time, the liquid also enters the through hole 27 through the channel 34 in the wall of the piston 20 then it can flow into the expansion chamber 17 through the open second valve 19. Thus, unlimited flow of fluid into the brake cylinder is carried out.
    The fluid from the main cylinder acts on the flange 26, through the seal 22 it acts on the outer end of the piston 20, the area of which is maximum. The unlimited connection is maintained until the fluid pressure from the master cylinder reaches a predetermined value, and the force acting on the piston 20 under the pressure exerted on the end face with the maximum area exceeds the force of the spring 25 plus the force arising from the pressure acting on the collar 26 and seal 22. The first valve 18 is then closed and any subsequent increase in pressure can take place only at a reduced rate due to leakage.
    The NIN flow through the limited truck g, representing the gap between the ball 28 and the saddle 29.
    When a signal of the appearance of a signal is received, sensor 6 is turned on, opening valve 4, which releases a volume of fluid trapped in chamber 32, so piston 9 can retrace
    against the action of the spring 12, initially admitting the closure of the second valve 19, since the pressure at which the signal about the appearance of the valve failed, may be greater than the pressure at which the first valve 18 closes. Such interruption of the connection between the master cylinder 15 and the brake cylinder 16, as well as the retraction of the piston 9, is accompanied by
    by increasing the effective volume of the expansion chamber 17, thereby relieving the pressure applied to the brake cylinder 16. Opening the valve 4 also unbalances the pump 3, causing it to inject a fluid in the closed circuit into the chamber 32 from the tank 33, into which it returns through the open valve 4. Because the connection between
    the piston 35 and the master cylinder have no resistance, then the pump 3 can operate without counter-pressure.
    When the signal is stopped, the valve 4 is closed, isolating the cavity 8 from
    tank 33 and then pump 3 in
    during operation, the pressure in chamber 32 increases, as a result of which the piston 9 moves to the non-operating position. Initial move
    the piston 9 in this direction re-activates the brake by increasing the pressure of the volume of fluid locked in the expansion chamber 17, and upon subsequent movement
    the piston opens the second valve 19, installing a limited flow from the main cylinder into the expansion chamber 17 through the gap between the ball 28 and the seat 29. Thus, the first
    the valve 18 closes at a predetermined pressure regardless of the movement of the piston 9, the Second valve 19 closes and opens when the piston 9 moves away from its stopper on the wall 10 or in the direction of the stopper. When the pressure from the master cylinder 15 decreases and becomes below a predetermined value, the first valve 18 opens again, providing freedom
    This or unlimited connection between the master cylinder 15 and the brake cylinder 16.
    The valve operates in conjunction with an adjustable throttle 36, shown in detail in FIG. 3 and 4.
    As shown, the spool 37 is located in the stepped bore 38 of the body 1, there are three axially spaced seals 39-41 located in three sections with a gradually increasing diameter. The seals 39 and 41 are always in contact with the corresponding portions of the opening 38, and the seal 40 can move between the position shown and at which it presses against the intermediate opening orifice, isolate the channel 42 leading to the pump 3 from the channel 43 connected to the reservoir, as well as the position corresponding to the area of the hole 3 with the maximum diameter, by connecting two channels 42 and 43 between each other. Usually the spool 37 is from the starting position
    12.
    In the spool 37, there is an axial through passage 44 which ends at the inner end with a conical seat 45, the diameter of which increases towards the chamber 32.
    The plunger 46 is installed in the channel 44, at the inner end of its same seal 47 located in the groove 48 at the outer end of the spool 37. The plunger 46 has chamfers 49 and 50 spaced apart, and the chamfer 49 is always inside the channel 44. Between the ends of the spool 37 and a plunger 46 is fitted with a spring 51, which pushes the plunger 46 in the direction in which the chamfer 50 is located at a distance from the outer end of the seat 45. This creates an unlimited connection between the chamber 32 and the channel 42, which extends to the valve 4,
    Under normal braking, the valve 4 is closed, it keeps the volume of fluid in the chamber 32, while maintaining the pressure 9 in the advanced position. The pressure in chamber 32 is equal to the pressure applied to the brake.
    In the case of emergency braking or in other cases, when sudden braking occurs, the pressure in
    0
    0 5
    five
    0
    45
    50
    55
    brake cylinder can reach a high level. If there is no relief regulation other than valve 4, then when the wheel begins to slip at high pressure in the brake, fluid can flow out of chamber 32, in which pressure can become minimal. However, if there is a plunger 46, then before the wheel begins to slip, the brake pressure will start to act on the plunger 46 through the area formed by the seal 47, so that at a given pressure, the force created by the pressure on the plunger 46 will exceed the static load of the spring 51, which allows the plunger 46 to move away from the piston 9. At the same time, the chamfer 50 approaches the seat 45. The resulting annular gap provides a very limited flow channel for the discharge of fluid, although valve 4 is completely open.
    At pressures exceeding the level, a decrease in the discharge flow leads to a decrease in the time period for each anti-lock cycle, and it is no longer necessary to push the pressure back from zero to the maximum (braking), but the pressure should be raised to some intermediate value.
    These effects are shown in the graphs shown in FIG. 5 and 6, where wheel braking with reset control is shown in solid lines, and when using the adjustable throttle 36 integrated in the standard relief valve, are shown in dashed lines.
    As seen in FIG. 5, when the vehicle moves over the surface with a high coefficient of friction p and occurs when the pressure is significantly higher than a predetermined level and when throttle 36 is turned on, the brake pressure at time t decreases to a value corresponding to the point a at which the wheel can again to rotate, after that the pump 3 is put into operation, re-activating the brake, as described above. The slope of the curve at point a is significantly smaller than the slope of the same part of the curve, when choke 36 is not activated, from which it follows that in the time interval t, the deceleration pressure decreases to a greater degree, reaching zero after the time interval t.
    This reduces the energy cost of re-braking, and since the cycle time decreases from t 7. to t, this increases the effectiveness of the anti-lock braking cycle, which is characterized by an increase in the total area under the curve.
    Since the use of throttles 36 allows an increase in the flow area or the capacity of the relief valve 4, it is possible to relieve the brake pressure at lower values compared to a given level faster than without it.
    15 of the spring 52 and the plunger moves away from the piston 9. This allows the ball 53 to contact the seat 45, and thereafter the fluid leaves the chambers 32 at a rate that is determined
    As shown in FIG. 6, for trans-ducting through the opening 58.
    A tailor tool that moves along the coating with a low coefficient of friction f, a skid occurs at a pressure below the set point. therefore
    36 is unused, resulting in 25 holes.
    In the design of FIG. 8 will answer and how many
    That is why the brake pressure quickly drops to zero, and this happens at a higher speed than is the case with conventional relief valves.
    To empty the system spool
    37 shifts axially into the hole
    38 manually when applying force to its outer end against the action of the spring 12, while the seal 40 moves away from the intermediate portion of the opening 38. Thus, the two channels 42 and 43, as well as the chamber 32, are connected for emptying. When the manual force is removed, the spool
    37 returns to the position in which the seal isolates the channel 42 from the channel 43.
    In the construction shown in FIG. 7, the plunger 46 is acted on by a spring 52, pushing it towards the valve element, having the form of a ball 53, which is located at a distance from the seat 45 formed by the step of the channel 44 between sections 54 and 55. The weak spring 56 all the time presses the ball 53 to the rod 57, protruding forward from the plunger 46.
    The choke hole 58 in the spool 37 provides a connection with choke between the chamber 32 and the channel 42 when the ball 53 contacts the seat 45.
    When pressure is created in chamber 32, which holds piston 9 in an advanced position, this pressure acting on plunger 46 through sealing area 59 is insufficient to overcome the force of spring 52, and ball 53 rests on stop 60. However, as in the preceding
    option in the process of emergency
    braking, when the braking pressure exceeds a predetermined level, the pressure force acting on the seal 59, exceeds the static load
    springs 52 and the plunger moves away from the piston 9. This allows the ball 53 to contact the seat 45, and after that the fluid leaves the chamber 32 at a speed that is determined by the flow through the opening 58.
    holes.
    In the construction shown in FIG. 8, the hole 58 and the saddle 45 are absent, and the ball 53 has a diameter slightly less than the diameter of section 54
    0
    five
    0

    five
    0
    Thus, when the static force of the spring 52 is overcome and the plunger 46 moves away from the porsche 9, the ball 53 enters the hole section 54, forming an annular throttled return channel, leading to the tank 33 through the open valve 4.
    In the brake system shown in FIG. 9, the throttle 36 is separated from the housing 1, it is located in a line connecting the expansion chamber 17 to the brake cylinder.
    The throttle 36 has a housing 61, in which a longitudinal glouse stepped hole 62 is made, the inside of which has a minimum diameter. Hole 62 has three sections 63 - 65 of the smallest, intermediate and largest diameter, the outer end of the largest diameter section 65 is connected to the brake cylinder, and the radial passage 66 in the wall of the housing 61, which passes into the hole section 64, is connected to the chamber 17.
    The plunger 46, located in the hole section 64, is loaded with the spring 52 in a direction allowing the valve element in the form of a ball 53 to be held at a distance from the seat formed by the step of the hole between the sections 64 and 65. The hole section 62 at the inner end of the plunger 46 is connected to a reservoir 33 intended to discharge a fluid that can flow through the seal 59 at the inner end of the plunger A6 and collect in the groove at the inner end of the rod 57, with which the plunger acts on the ball 53.
    When the ball 53 contacts the seat 45, the throttle hole 58 creates a limited flow between the brake and the chamber 17.
    As in the previous embodiment, when the brake pressure in the chamber 17 reaches a predetermined level, and the valve 4 is open, as described above, the force
    ten
    the expansion chamber 75, and the control chamber 77 is formed in the orifice by the opposite end of the piston 74 and the solenoid valve 78, which is connected to the chamber 77 through the throttle valve 79. The solenoid valve 78 is activated by electrical signals from the electronic control module 80, which in turn, works on signals from the sensor.
    The system has a power source, which is the battery 81, which is charged from the pump 82, is co-opened, as described by the force ;; p, the pumping fluid from the capacitance to the seal 59, transferring 15 .... ". 1A ttg about-STI about J
    STI 83.
    The liquid from the battery 81. is supplied to the chamber 77 through the spool 84, which regulates the flow containing the hopper, which is located in the hole 85 of the piston 74. In the spool. 84 there is a blind hole 86, ending at the inner end located closer to the chamber 77 by the 25-edged hole 87. The radial channel 88 intersects the hole 86, its outer end enters the annular groove 89, which connects to the radial passage 90 passing 30 from the battery 81, forming a variable limiter. In the position shown in FIG. 11, the spool 84 is held by the spring 91 in the maximum flow position. In that
    "- Mj nnrmvouuu valve element,
    for the rest does not differ from the shown -35 .boy "arik 92, pushed aside
    in FIG. 8, with the corresponding class i. -
    are denoted by the same elements.
    A diagram of another anti-lock braking system is shown in Fig. 1.40. The valve 79 contains a piston 95. In this system, the wheel brake 68 is open in the hole 96 and is normalized from the main cylinder to the final state pushed by a spring
    97 in the direction in which the enlarged head 98 is located at a distance from the seat 99. In the head 98, a throttle orifice 100 is provided, providing limited flow through the head 98 when it is adjacent to
    saddle 99.
    In the position shown in fig.p, the valve 78 is closed and the valve 76 is open, providing normal braking by the brake 68 from the main cylinder from the brake cylinder 16, overcomes the load of the spring 52 and the plunger 46 moves against the action of the spring 52, allowing the ball 53 to rest against the seat . Thereafter, fluid is discharged from the brake into the expansion chamber 17 at a rate that is determined by the flow rate through
    hole 58.
    The modulator assembly shown in FIG. 10 is a modification of the drossel 36 shown in FIG. 8, where the outlet from the pump 3 is supplied after the throttles 36 through the channel 67, and not through the chamber 32. Therefore, the action of the throttles 36 does not depend on the speed of rotation of the wheel.
    The design and principle of operation of the modulator shown in FIG. ten,
    from the saddle 93 by the axial rod 94, which can move through the piston 74. The ball 92 and the saddle 93 obW IOC I vy and we- -
    Driving by the pedal, the drive is carried out through the modulating node 70, which acts on signals from the sensor 71, designed to determine the speed of rotation of the wheel, braked by brake 68.
    The modulator assembly 70 includes a housing 72, in which there is a longitudinal stepped hole 73. In which a step limiting piston 74 is located, in the opening. 73 has-. P t; wownv
    50
    Htiln iiwpiu st gj - with an expansion chamber 75 between the end face of the piston 74, which has a smaller area, and the first valve 76, which establishes a connection between the two cylinder heads 69 and the brake 68 through
    55
    C g and M jn V. - ---
    pa, and the limiting piston 74 is held in an advanced position by equal pressures from the battery 81, which act on portions of the piston 74 with different areas across
    the expansion chamber 75, and the control chamber 77 is formed in the orifice by the opposite end of the piston 74 and the solenoid valve 78, which is connected to the chamber 77 through the throttle valve 79. The solenoid valve 78 is activated by electrical signals from the electronic control module 80, which in turn, works on signals from the sensor.
    The system has a power source, which is a battery 81, which is charged from the pump 82, to which it pumps the fluid out of the tank, pushed away
    put the posts i. -
     - valve 79 contains a piston 95, pushed by a spring in bore 96 and in its normal state
    from the saddle 93 by the axial rod 94, which can move through the piston 74. The ball 92 and the saddle 93 in the position shown in FIG. n, the valve 78 is closed and the valve 76 is open, providing normal braking by the brake 68 from the main cylinder 5
    C g and M jn V. - ---
    pa, and the limiting piston 74 is held in an advanced position by equal pressures from the accumulator 81, which act on portions of the piston 74 with different areas across
    II1
    at the opposite ends of the hole 87, the pressure from the source is fed through the valve 8A, which regulates the flow, into the chamber 77.
    When a signal appears on the appearance of the valve, the solenoid valve 78 opens, connecting the chamber 77 with a capacity of 83. Due to the pressure drop in the hole 87, the valve 84 quickly moves to the reverse position, causing the ball 92 to contact the saddle 93 and isolate the main cylinder 69 from the brake 68
    The decrease in pressure in chamber 77 allows the limiting piston 74 to retrace, thereby reducing braking pressure.
    When the signal about the presence of the valve is stopped, the valve 78 closes, isolates the chamber 77 from the tank 83, and the fluid from the battery 81 returns the piston 74 with a speed determined by the valve 84 regulating the flow in accordance with the pressure drop in the hole 87 and the spring loading 91 , causing the piston 74 to return to the advanced position and re-engage the brake 68, the Ball 92 remains in contact with the seat 93, since the gold 84 is still in the advanced position.
    When the piston 74 reaches its advanced position, the flow through the valve 84, regulating the flow, is stopped, the pressure at the opposite ends of the valve 84, which then moves back to its retraction position under the action of the spring 91, thereby opening valve 76 and re-establishing the connection between master cylinder 69 and brake 68 via expansion chamber 75.
    If the pressure in the accumulator 81 sang, during the braking cycle, when the valve is applied, the pressure on the flow control valve 84 regulating the flow will equalize and the valve 76 will open. This will increase the brake pressure and re-apply the brake 68, regardless of the position of the piston 74 in the bore 73. With this increase in brake pressure, the piston 74 will not move due to the installation of a one-way valve (not shown) at the outlet of the accumulator 81.
    The flow through the spool 84 controlling the flow is determined by the force.







    0
    0
    five
    9003
    five
    Q
    thirty
    five
    five
    five
    12
    spring 91, and this force divided by spool area 84 determines the pressure drop in hole 87.
    As in the previous design, when the solenoid valve 78 is open at a pressure above a set level, the piston 95 moves axially in the hole 96, causing the head 98 to press against the seat 99. After that, the emptying rate of the chamber 77 is determined by the flow rate through the hole 100.
    权利要求:
    Claims (10)
    [1]
    1. A hydraulic anti-lock braking system of the vehicle, comprising a pressure modulator with a cylindrical stepped cavity in its housing,
    in which input and expansion chambers are formed, connected respectively to the master brake cylinder and to the wheel brake cylinder and separated by a shut-off valve having control from a spring-loaded limiting piston separating from the expansion chamber a control chamber connected to the pump and through a pressure relief valve, controlled by a wheel lock sensor, to a brake fluid reservoir, characterized in that, in order to increase efficiency by accelerating re-braking during a liquidation and blocking fluid communication of the control chamber to a pressure relief valve is formed by a built-in housing modulator controlled throttle, utfavleni hydraulic line which is connected to the control chamber.
    [2]
    2. The system of claim 1, wherein the pump is connected to the control chamber in series through a pressure relief valve
    and adjustable throttle.
    [3]
    3. The system according to claim 1, wherein the pump is connected to the control chamber via a separate channel made in the modulator housing.
    [4]
    4. The system of PP. 1-3, characterized in that the control unit of the adjustable throttle is made in the form of a spring-loaded plunger installed in a channel open from one side into the control chamber.
    [5]
    5. The system according to claim 1, characterized in that the plunger is made with an annular groove having a conical chamfer forming an adjustable choke with a conical seat
    in the channel open to the control chamber.
    [6]
    6. The system according to claim 4, wherein the regulated choke is formed by a valve element and a saddle on the wall of the channel open to the control chamber, the valve element being pressed by the spring to the plunger, and the choke hole is parallel to the adjustable choke.
    [7]
    7. The system of claim 6, wherein the choke hole is made in the wall of the channel.
    Phage.1
    [8]
    8. The system according to claim 6, characterized in that the throttle hole is made in the valve element.
    [9]
    9. The system of Claim 6, wherein the throttle orifice is formed by an annular gap between the valve element and the channel wall.
    [10]
    10.System according to paragraphs. 4-9, characterized in that the channel that houses the plunger is filled in the forced-release spool in the control chamber, which is spring-pressed from the limiting piston.
    Priority, paragraph 02.07.Y4 on PP. 1, 2, 4, 5, Y. 07.03.84 on PP. 3, 6, 7, 8, 9.
    P iSOO
    8 V7
     36 39
    FIG. five

    Q
    /
    g5
     /
    s.5
    Fae.6
    X ff
    L 0 V
    P
    555 5 "
    J2
    Phie. -fO
    18
    97 96 95 79 99 98 SO
    类似技术:
    公开号 | 公开日 | 专利标题
    US4340258A|1982-07-20|Hydraulic anti-skid braking systems for vehicles
    US4674805A|1987-06-23|Brake booster
    US4703979A|1987-11-03|Anti-skid pressure control device in hydraulic braking system
    US4422695A|1983-12-27|Anti-skid braking system for vehicles
    US4655512A|1987-04-07|Brake system having a brake booster
    JPH0775963B2|1995-08-16|Electronically controlled braking device
    US4428624A|1984-01-31|Anti-skid braking systems for vehicles
    US4660897A|1987-04-28|Brake system with brake booster
    JP2936494B2|1999-08-23|Fluid accumulator used in antilock brake system for vehicle
    US5195809A|1993-03-23|Hydraulic brake system with devices for controlling both brake slip and traction slip
    US6290306B1|2001-09-18|Hydraulic brake system for a vehicle
    SU1449003A3|1988-12-30|Hydraulic antiblocking brake system of vehicle
    JPH0674543U|1994-10-21|Actuator of hydraulic brake system with slip control
    US4285198A|1981-08-25|Accumulator charging valve
    US4732001A|1988-03-22|Hydraulic booster with boost-pressure responsive valve
    JPH06206534A|1994-07-26|Hydraulic brake device
    US5322363A|1994-06-21|Hydraulic modulator for anti-lock brake and traction control system for vehicle
    US5947566A|1999-09-07|Brake booster system
    US5741049A|1998-04-21|Brake proportioning valve
    US4950027A|1990-08-21|Brake pressure regulator
    US4781421A|1988-11-01|Actuator for use in an anti-skid system
    US5094511A|1992-03-10|Anti-skid apparatus for a vehicle brake system
    US5108161A|1992-04-28|Hydraulic braking circuit fitted with a wheel-antilock device for a motor vehicle
    US6082831A|2000-07-04|Electro-hydraulic brake apply system displacement augmentation
    US4776647A|1988-10-11|Hydraulic anti-skid braking systems for vehicles
    同族专利:
    公开号 | 公开日
    ES540991A0|1986-04-01|
    PT80056B|1986-10-20|
    ES8609076A1|1986-04-01|
    EP0155132A2|1985-09-18|
    US4721346A|1988-01-26|
    GB2155573A|1985-09-25|
    CS159385A2|1988-07-15|
    PT80056A|1985-04-01|
    GB2155573B|1987-12-09|
    GB8505571D0|1985-04-03|
    AU577829B2|1988-10-06|
    BR8501006A|1985-10-29|
    EP0155132A3|1986-08-13|
    AU3914885A|1985-09-12|
    EP0155132B1|1989-05-31|
    TR22218A|1986-10-06|
    CS261879B2|1989-02-10|
    DE3570631D1|1989-07-06|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US9446753B2|2011-08-15|2016-09-20|Continental Teves Ag & Co. Ohg|Brake actuating unit|CA936149A|1970-02-28|1973-10-30|Girling Limited|Control valves for hydraulic fluids|
    GB1295424A|1970-06-26|1972-11-08|
    IT949050B|1972-02-10|1973-06-11|Fiat Spa|DISCHARGE DOSING UNIT FOR HYDRAULIC ANTI-SLIP BRAKING SYSTEMS|
    GB1435536A|1973-06-16|1976-05-12|Girling Ltd|Hydraulic braking systems|
    IT1122762B|1978-08-18|1986-04-23|Lucas Industries Ltd|IMPROVEMENTS IN SLIP DETECTION MEANS FOR VEHICLE ANTI-SLIP BRAKING SYSTEMS|
    GB2109492B|1978-08-18|1983-10-05|Lucas Industries Ltd|Improvements in hydraulic anti-skid braking systems for vehicles|
    GB2069640B|1980-02-16|1983-12-07|Lucas Industries Ltd|Hydraulic anti-skid braking systems for vehicles|
    GB2090929A|1981-01-14|1982-07-21|Lucas Industries Ltd|Anti-skid hydraulic braking systems for vehicles|
    US4457563A|1981-10-13|1984-07-03|Lucas Industries Public Limited Company|Anti-skid hydraulic braking systems for vehicles|
    GB2109069B|1981-11-09|1985-08-07|Lucas Industries Ltd|Modulators in hydraulic anti-skid braking systems for vehicles|
    US4648664A|1984-03-07|1987-03-10|Lucas Industries Public Limited Company|Hydraulic anti-skid braking systems for vehicles|
    DE3565079D1|1984-03-07|1988-10-27|Lucas Ind Plc|Improvements in hydraulic anti-skid braking systems for vehicles|US4648664A|1984-03-07|1987-03-10|Lucas Industries Public Limited Company|Hydraulic anti-skid braking systems for vehicles|
    DE3565079D1|1984-03-07|1988-10-27|Lucas Ind Plc|Improvements in hydraulic anti-skid braking systems for vehicles|
    GB8507620D0|1985-03-23|1985-05-01|Lucas Ind Plc|Braking systems|
    DE3537127A1|1985-10-18|1987-04-23|Bosch Gmbh Robert|Antilock brake system|
    DE4027848A1|1990-09-03|1992-03-05|Teves Gmbh Alfred|PISTON PUMP|
    US6957872B2|2004-01-28|2005-10-25|Delphi Technologies, Inc.|Integrated pre-charge for controlled brake systems|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    GB848405903A|GB8405903D0|1984-03-07|1984-03-07|Hydraulic anti-skid braking systems for vehicles|
    GB848416801A|GB8416801D0|1984-03-07|1984-07-02|Hydraulic anti-skid braking|
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