• 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:
    Brakes (3, 4) on the wheels (7, 8) on a common axle are each controlled by a separate skid control unit (16, 17) each including a memory chamber (33, 34), and a single latch valve (21) common to both units closes at the first skid point to be sensed by a sensor (11, 12) on each wheel. The rate of re-application of the two brakes is controlled in response to signals from the individual sensors, but at rates of pressure increase determined by each respective memory chamber, and by flows of pressure controlled by restrictors (47).
    公开号:SU1505437A3
    申请号:SU874202168
    申请日:1987-03-04
    公开日:1989-08-30
    发明作者:Джон Маккэнн Денис；Вильямс Аллан；Роберт Карсвелл Эдвин；Сидни Брум Вилльям
    申请人:Лукас Индастриз Паблик Лимитед Компани (Фирма)；
    IPC主号:
    专利说明:

    This invention relates to the automotive industry, in particular to anti-lock braking systems.
    The purpose of the invention is to increase the braking efficiency.
    FIG. 1 is a block diagram of a two-axle vehicle equipped with an anti-lock air brake system; in fig. 2 is a block diagram of a pressure modulator for one of two axes; in fig. 3 is a diagram of pressure change P over time t in the actuators; in fig. 4 - modulator (option), end view; in fig. 5 shows section A-A in FIG. four; in fig. 6 - modulator, top view; in fig. 7 is a section BB in FIG. four; on
    FIG. 8 - check valve with throttle, end view; in fig. 9 is a section bb of FIG. eight .
    In the anti-lock air brake system (Fig. 1), brakes 1-4 are installed on each of the two front wheels 5 and 6 on the first
    the axles of the vehicle and the two rear wheels 7 and 8 respectively on the second axis of the vehicle. Each wheel is equipped with a speed sensor 9-12, respectively, and the output signals from the sensors are fed to an electronic control unit 13, which differentiates the signals and supplies the supply currents to actuate the front
    ate
    about ate 00 vl

    Sn
    3150
    and pressure sensors for modulators 14 and 15.
    Each modulator 14 and 15 controls the supply of the working air pressure in the system to the accelerator valve.
    16 and 17 for each wheel, respectively, and each accelerator valve 16 and 17, in turn, controls the supply of pressurized air from reservoir 18 and 19 to brakes 1, 2 and 3, 4,
    As shown in FIG. 2, the control pressure is supplied to the inlet channel 20 and through the normally open shut-off valve 21, which is activated by a solenoid 22, to the two accelerating valves 16 and
    17 along contours 23 and 24 respectively. In the circuit 23 and 24 between the valve 21 and the corresponding accelerating valve 16 (17) check valves 25 and 26 and solenoid shut-off valves 27 and 28 are installed, each of which has a normally closed vent hole. The pressure is applied by a pedal valve 29 o
    Each accelerator valve 16 and 17 contains a piston 30 acting in the bore 31 and capable of controlling (in response to control pressure) the main valve 32 between the common pej4epByapoM 19, the corresponding brake 3, 4 and the central exhaust channel 33.
    Between each solenoid valve 27 and 28 and the connection in circuit 23 and 24, between the valve 25 (26) and valve 27 (28), there is a memorial chamber 34 (35), and between valves 27, 28 and chambers 34, 35 and between chambers 34, 35 and loops 23, 24, check valves 36-39 are installed.
    A check valve 40 (41) is installed in the channel 42 (43) leading from the inlet channel 20 to the corresponding circuit 23 (24).
    As shown in FIG. 8 and 9, each valve 40 (41) contains a saddle 44 with a truncated cone-shaped profile and a valve element in the form of a ball 45, which is installed with contact with the saddle 44. Moving the ball 45 away from the saddle is limited to three radial fingers 46 located with angular gap between them and directed inward. When the ball 45 finds
    0 5
    0 5
    d
    ,
    0
    five
    c, in contact with the saddle 44, a limited flow of fluid can pass through the groove 47 in the saddle 44 past the ball.
    The solenoid 22 of the check valve 21 and the solenoids 48 and 49 of the valves 27 and 28 can be energized by the current from the control unit 13. When this current is applied, solenoid 22 is excited earlier or simultaneously with solenoids 48 and 49.
    In the off position (see FIG. 2), the three solenoids 22, 48 and 49 are de-energized and, therefore, valves 21, 27 and 28 are in the open position with Both accelerator valves 16 and 17 are closed and isolate the brakes 3 and 4 from tank 19 .
    When the pedal valve 29 is actuated, the control pressure goes to the intake port 20 and further through the open valve 21, since under the action of this pressure, the valves 40 and 41 close. The control pressure passes through valves 25 and 26, circuits 23 and 24, and open valves 27 and 28 and acts on the pistons 30 of the accelerator valves 16 and 17. In addition, the control pressure flows into both memory chambers 34 and 35 through valves 36 and 37 Therefore, throughout the entire system, the same governing
    pressure. I
    Piston pressure
    30, causes both accelerator valves 16 and 17 to operate in a known manner, providing pressurized air from reservoir 19 to brake actuators 3 and 4 for simultaneous braking. The pressure increases with time as shown in the section AV of the graph in FIG. 3
    When the pedal is released at the end of the deceleration cycle, the air from the brakes 3 and 4 is released to the atmosphere through the outlet ports 33, and the control pressure is released through the valves 40 and 41 and the outlet opening of the pedal valve.
    When braking, as described above, by means of the brakes 3 and 4 of both wheels of the vehicle, coming to the surface with a low adhesion coefficient, which is low enough for simultaneous generation of slip signals
    with both sensors 11 and 12, control unit 13 provides an equivalent current for driving three solenoids 22, 48 and 49, with the result that valve 21 and both valves 27 and 28 are closed.
    The closing of the valve 21 stops the direct passage of the control pressure from the inlet channel 20 to the pins 23 and 24. However, there is a limited passage of the control pressure to the channels 23 and 24 through the grooves 47 in the seats 44 of the valves 40, 41.
    Closing the valves 27 and 28 isolates the circuits 23 and 24 from the accelerating valves 16 and 17, which are closed as a result of the release into the atmosphere of compressed air acting on the pistons 30 through the outlet 50 of the housing 51. This results in a drop in pressure from point B, shown in FIG. 3
    The valves 36, 37 in each storage chamber hold the memorized pressure equal to the control pressure acting on the pistons 30 when the slip signals are supplied by the sensors 11 and 12 at the sliding moment.
    After stabilization of each wheel and cessation of slip signals (for example, when the brake pressure decreases from c to point C in Fig. 3), which indicates an improvement in the quality of the road surface at
    sufficient to re-brake the wheels 7 and 8, the control unit 13 stops feeding the excitation current to the two solenoids 48 and 49, with the result that the two valves open again, but the solenoid 22 remains excited and keeps the valve 21 in the closed position.
    Opening the valves 27 and 28 allows the pressure held in the storage chambers 34 and 35 to exit from them through the valves 38 and 39 and act as a braking pressure on the pistons 30, causing the accelerator valves 16 and 17 to provide, as described above, repeated braking through brakes 3 and 4.
    Since the volumes of chambers 34 and 35 should ensure the filling of the channels and cavities in the holes 31 above
    of the pistons 30, such volumes will be sufficient only to rapidly raise the brake pressure in the first stage, as shown in FIG. 3, up to the inflection point D located below point B. Thereafter, by directing a limited flow of fluid through the grooves 47 in the valve seats 40 and 41 to the accelerating valves 16 and 17, the second re-braking stage is performed, but at a rate of increase of pressure lower, than in the first stage (Fig. 3, line DE).
    If a different slip state occurs during the normal cycling cycle, then the above-described sequence of releasing and retarding is repeated.
    If, when braking, one wheel, for example, wheel 7, comes on a surface with a low coupling ratio, and the other wheel moves along the surface with a high adhesion coefficient, then a situation of transverse non-uniformity of the grip properties of the surface occurs.

    Sensor 11 induces a slip signal in response to which control unit 13 energizes all three solenoids 22, 48, 47, as a result of which valve 21 and two valves 27 and 28 close. The pressure applied to brakes 3 and 4 decreases.
    Since the sensor 12 does not emit a slip signal, the control module de-energizes the solenoid 49, as a result of which instantaneous repeated braking can be performed by means of brake 4 without using pressure from the memory chamber 35. However by means of a control pressure which, due to the closing of the valve 21, can only be increased at a rate determined by the flow rate through the groove 47 in the valve 41. Thus, this rate of increase in pressure is equal to the valence one that usually takes place in the second stage of the re-braking (Fig. 3, dotted line EG). Point F usually coincides with point B of the slip. However, if there is any de-energization delay
    Solenoid 49 of valve 28, point F may fall below point B. In this case, repeated braking with brake 4 can be achieved with an initial increase in pressure in the first stage at the speed indicated by the inclined section CD and determined first by compensation due to the amount of air held in memory camera
    volume loss from the circuit 24 and the brake chamber above the piston 30 of the accelerator valve 17.
    Controlling the braking of a wheel that is not in a slip state, by means of a control pressure that can be increased at the speed of the second stage, does not adversely affect the stability of the vehicle, which can occur if there is no control over the pressure applied to the brake of this wheel. .
    In practice, the control unit 13 takes into account the behavior of all wheels, and the valve 21 on each axle, being closed during the slip cycle, remains closed until the control unit 13 receives information from all four sensors 9-12 that the vehicle has moved to a surface good enough to turn off the anti-lock system and re-open the stop valves 21.
    Releasing the brakes at the end of the braking cycle causes the anti-lock system to shut down.
    Valves 25 and 26 are installed to allow two brake circuits on each axis to be separated from each other and to prevent air from mixing in the two circuits, in particular, after closing the check valve 21.
    权利要求:
    Claims (2)
    [1]
    1. A brake system driven by fluid pressure for vehicles, containing a source of compressed air connected to the actuators of the wheel brakes by pneumatic circuits, each of which has a built-in pressure modulator and accelerator, 55
    50
    5 o
    five
    0
    five
    0
    five
    valves, in the pneumatic circuit between the shut-off and accelerating valves, a solenoid valve is built in to selectively communicate the control input of the accelerating valve, with a shut-off valve outlet and atmosphere, a throttle is connected parallel to the shut-off valve In this case, one non-return valve is installed to prevent air from flowing from the storage chamber to the control inlet and another to prevent air flowing from the pneumatic circuit section between the shut-off and solenoid valves to the memory chamber, the windings of the solenoid valves are connected to means sensitive to the wheel slip signal associated with the wheel slip detection sensors, in order to increase braking efficiency, the modulators of the pneumatic circuits of the wheel brakes of the same axis are combined into one unit with a shut-off valve common to both circuits, made with a solenoid Each module is equipped with a check valve at the outlet of the shut-off valve that provides air flow from the shut-off valve to the accelerator valve, and a check valve connected in parallel to the throttle and prevents air from flowing from the compressed air source to the accelerating valve, and means sensitive The wheel slip signal, which is a control unit, ensures that when a wheel slip signal is received, power is supplied to the solenoids of all the solenoid valves of the node modulators, and at the termination of the power signal supply just the coil shutoff valve and a throttle passage is formed between the seat and the locking element of the check valve.
    [2]
    2. The system of claim 1, wherein the throttle channel is made in the form of a groove in the seat of the check valve, provided with radial fingers that restrict the movement of the locking element from the saddle.
    SO
    LL1
    V8
     i
    n
    sixteen
    -3i
    3i and
    I
     V9
    П 18
    p
    ge
    L-
    32- "
    fir.
    51
    22
    FIG. five
    Fig.8
    tfO.fff
    FIG. 9
    类似技术:
    公开号 | 公开日 | 专利标题
    SU1505437A3|1989-08-30|Fluid-pressure actuated brake system for vehicles
    US7020551B2|2006-03-28|Roll stability control system
    US4349233A|1982-09-14|Method and apparatus for controlling wheel slip on differentially mounted wheels
    US4779935A|1988-10-25|Anti-skid apparatus for an automotive vehicle
    SE458025B|1989-02-20|BRAKE ADJUSTMENT WITH REGULATION OF SLIPPING FOR MOTOR VEHICLES WITH A DRIVE AND NON DRIVEN AXLE
    EP0358645B1|1991-09-18|Traction system utilizing ''pump back'' based abs system
    AU662283B2|1995-08-24|Traction control system
    US4033637A|1977-07-05|Anti-lock regulating system
    US5011238A|1991-04-30|Master cylinder with integrated adaptive braking and traction control system
    US6053582A|2000-04-25|Integrated ABS/TC/VSC braking system with separate boost valve
    US5007455A|1991-04-16|Pilot-operated hydraulic antilock modulator
    US3610701A|1971-10-05|Skid control system
    US4575160A|1986-03-11|Vehicle wheel controlled anti-brake lock braking arrangement
    US5297860A|1994-03-29|Brake control device
    US4141595A|1979-02-27|Anti-wheel-lock or anti-skid system for motor vehicles
    US7614708B2|2009-11-10|Vehicular brake hydraulic control device
    EP0304264B1|1993-03-03|Improvements in fluid-pressure operated anti-skid braking systems for vehicles
    EP0825940A1|1998-03-04|Vehicle braking system with drive wheel slip control
    GB2196400A|1988-04-27|Anti-skid control apparatus for vehicle braking systems
    GB1313442A|1973-04-11|Hydraulic antiskid vehicle braking systems
    EP0051600B1|1986-04-02|Wheel slip control on differentially driven wheels
    US5295739A|1994-03-22|Brake pressure control apparatus
    EP0304265B1|1992-07-08|Improvements in fluid-pressure operated anti-skid braking systems for vehicles
    SU1172781A1|1985-08-15|Antiblocking braking system
    GB2193275A|1988-02-03|Anti skid control
    同族专利:
    公开号 | 公开日
    HUT48173A|1989-05-29|
    GB8605383D0|1986-04-09|
    JPS62275867A|1987-11-30|
    PL150012B1|1990-04-30|
    US4784444A|1988-11-15|
    EP0236085A1|1987-09-09|
    JPS62205847A|1987-09-10|
    PL264411A1|1988-06-09|
    DE3761641D1|1990-03-15|
    EP0236085B1|1990-02-07|
    EP0236084A1|1987-09-09|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US2372456A|1944-03-13|1945-03-27|Charles R Stewart|Check valve|
    US3190284A|1961-10-23|1965-06-22|Kaiser Aluminium Chem Corp|Container with mixing device|
    US3653588A|1970-05-01|1972-04-04|Carrier Corp|Air distribution unit|
    DE2442805A1|1974-09-06|1976-03-18|Bosch Gmbh Robert|Stabilised anti blocking brakes - with variable flow restriction to smooth out pressure changes at wheel cylinders|
    DE2503792A1|1975-01-30|1976-08-05|Bosch Gmbh Robert|Vehicle hydraulic brake anti skid control - has choke of large cross section parallel to existing choke point|
    DE2555998A1|1975-12-12|1977-06-23|Bosch Gmbh Robert|Anti blocking control for pneumatic brakes - with pressure compensation for relay valve for rapid pressure rise|
    GB1591166A|1976-12-15|1981-06-17|Girling Ltd|Anti-skid vehicle braking systems|
    DE2702399C2|1977-01-21|1987-08-27|Alfred Teves Gmbh, 6000 Frankfurt, De|
    US4090741A|1977-02-22|1978-05-23|The B. F. Goodrich Company|Anti-skid brake control system with circuit for monitoring slower wheel|
    DE2810151C2|1978-03-09|1989-12-21|Robert Bosch Gmbh, 7000 Stuttgart, De|
    DE2830809C2|1978-07-13|1988-11-17|Robert Bosch Gmbh, 7000 Stuttgart, De|
    DE2934234A1|1979-08-24|1981-03-26|Eckardt AG, 70376 Stuttgart|Temp. compensated throttle for pneumatic measuring and control appts. - uses differential expansion of throttle cone rod and housing to keep flow constant|
    US4668024A|1984-11-15|1987-05-26|Toyota Jidosha Kabushiki Kaisha|Solenoid-operated hydraulic control device for anti-skid brake system|GB8711303D0|1987-05-13|1987-06-17|Lucas Ind Plc|Anti-skid braking systems|
    EP0304265B1|1987-08-19|1992-07-08|Grau Limited|Improvements in fluid-pressure operated anti-skid braking systems for vehicles|
    GB8719550D0|1987-08-19|1987-09-23|Lucas Ind Plc|Anti-skid braking systems|
    JPH01237265A|1988-03-17|1989-09-21|Honda Motor Co Ltd|Front/rear wheel steered vehicle|
    JPH01282061A|1988-05-10|1989-11-13|Sumitomo Electric Ind Ltd|Brake pressure controller and calculating method for pressure up-down rate|
    GB8905311D0|1989-03-08|1989-04-19|Lucas Ind Plc|Electronic braking system|
    US5286100A|1989-08-29|1994-02-15|Tokico Ltd.|Antiskid control apparatus|
    FR2652551A1|1989-09-29|1991-04-05|Bendix France|HYDRAULIC BRAKE CIRCUIT WITH AN ANTI-LOCK BRAKE DEVICE FOR A MOTOR VEHICLE.|
    DE69103515T2|1990-01-31|1995-02-02|Grau Ltd|VEHICLE BRAKE SYSTEM.|
    JPH03125664U|1990-03-31|1991-12-18|
    JP2529468Y2|1990-06-22|1997-03-19|株式会社ユニシアジェックス|Anti-skid brake device|
    JP3004861B2|1994-01-27|2000-01-31|ボッシュブレーキシステム株式会社|Anti-skid brake control method for vehicle equipped with one-axis, one-modulator, two-wheel speed sensor|
    GB9701772D0|1997-01-29|1997-03-19|Lucas Ind Plc|Improvements in pneumatically-operated braking systems for vehicles|
    US6264286B1|1999-05-07|2001-07-24|Wabash Technology Corporation|Control module for a brake system for a semi-trailer|
    US6675640B2|1999-12-22|2004-01-13|Wabash Technology Corporation|Axle end wheel sensor for a vehicle, such as a truck or a trailer|
    GB2359599A|2000-02-25|2001-08-29|Westinghouse Brake & Signal|Controlling the application of air pressure to brake actuators e.g.for railway vehicles|
    DE10338571A1|2003-08-22|2005-03-17|Daimlerchrysler Ag|Brake system for trailers has electrically controllable valve and compressed air reservoir for each axle body to load wheel brake device individually|
    US9002610B2|2011-12-09|2015-04-07|Bendix Commercial Vehicle Systems, Llc|Relay valve control arrangement to provide variable response timing on full applications|
    WO2019036276A1|2017-08-14|2019-02-21|Hendrickson Usa, L.L.C.|Air actuated brake system|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    GB868605383A|GB8605383D0|1986-03-05|1986-03-05|Anti-skid braking systems|
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