• 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:
    A hydraulic actuator for a motor vehicle anti-skid braking system, in which the static and dynamic parts of the hydraulic circuit are separated, the actuator having a solenoid valve operated by electrical signals generated by sensors when associated wheels of the vehicle reach an incipient skid state; upon operation of the solenoid valve during braking, pressure to one side of a balanced piston is removed so that it moves to close a valve which cuts off braking pressure to the brakes. A throttle passage allows pressure build up to take place until equilibrium is established across said balanced piston allowing braking to recommence after a time delay.
    公开号:SU1069614A3
    申请号:SU782662350
    申请日:1978-09-11
    公开日:1984-01-23
    发明作者:Ваннини Паоло；Риветти Энрико；Бертоне Антонио
    申请人:Фиат Сочиета Пер Ациони (Фирма)；
    IPC主号:
    专利说明:

    double-acting piston, one third of the hydraulic chamber of the resetting device is limited by an annular groove in the middle part of the corresponding port, and the second and third of the camera are directly connected by an axial channel in the piston, which in turn.
    connected to the first chamber through a radial throttle channel, the valve three-way valve spool is made with the middle part of a smaller diameter, which connects the third chamber to the pressure regulator and through the second output channel to the tank.
    The invention relates to the automotive industry, in particular to brake systems of automobiles.
    Closest to the offer is a hydraulic brake. a car system containing a master brake cylinder, a reservoir, a pressure regulator, a motor driven pump installed between a reservoir and a pressure regulator, a pressure modulator with two inputs connected respectively to the main brake cylinder and a pressure regulator, and two outputs, leading respectively to wheel brake cylinders and a tank, a solenoid controlled three-way valve, hydraulically connected to a pressure modulator, and an electric circuit with sensitive elements, reacting to the dynamic state of the wheels, electrically connected with the coil of the solenoid, while the pressure modulator is equipped with a normally open valve, located in a hydraulic line connecting the brake master cylinder with wheel brakes, having a double-acting piston, hermetically installed with the possibility of sliding in the corresponding cavity, the lower part of which is connected to the three-way valve by the reverse valve, which connects the brake cylinder to the expansion cylinder An arm connected to the wheel brake cylinders and equipped with a piston, the specified cavity into the upper and lower parts of the cavity, as well as a hydraulic throttling device located between the lower part of the expansion cavity and the three-way valve with a reservoir and regulator pressure, and the hydraulic device, which is a device, is a wall, which is split in accordance with the potential, which separates the camera into a nepajno chamber connected to the lower part of the discharge band. , on the second chamber and on the third chamber, bounded by the middle part of the piston, said piston is spring-loaded towards the second chamber, and axial and radial channels are made in the piston itself, the first and third chambers fl.
    However, the known system is complex in design and not reliable enough.
    The purpose of the invention is to simplify the design and increase the reliability of the system.
    This goal is achieved by the fact that in a hydraulic brake system of an automobile containing a master brake cylinder, a ruevoer, a regulator, a motor pump driven by an engine installed between a reservoir and a pressure regulator, a pressure modulator with two inputs connected respectively to the main brake a cylinder and with a pressure regulator, and two outlets leading respectively to the wheel-to-oil and gas cylinders and to the reservoir, controlled by a solenoid three-way valve, hydraulically connected to the module a torus and an electrical circuit with sensing elements responsive to the dynamic state of the wheels electrically connected to the solenoid, while the pressure modulator is normally open: and one-way control from a double-acting piston, hermetically mounted with the possibility of sliding in the corresponding cavity, the lower chamber of which communicates with the three-way valve, you turn a valve connecting the main brake cylinder with an expansive cavity connected to the wheel traction cylinders and equipped with a piston, section $ n (111ish the indicated cavity to the upper and lower parts, as well as a hydraulic throttling device located between the lower part of the expansion cavity and a three-way valve connecting it to the reservoir and the pressure regulator, the hydraulic throttling device being a piston located in the corresponding cavity separating the last The first chamber communicated with the lower part of the expansion cavity, the second chamber and the third chamber limited by the middle part of the piston, while the said piston is compressed by a spring in the side of the second chamber, and axial and radial channels are made in the piston itself The first and third chambers, a normally open valve, are rigidly connected to a non-return valve, these valves being clamped by means of a spring towards the seat of the valve, which is located in a cylindrical bore with the valves indicated coaxially a strip in which a double-acting piston is placed, which, in turn, communicates with the said cylindrical bore by a channel in which a plunger is placed, which resists the double-acting piston and has a reduced-diameter rod that bounds the chamber connected to the top of the expansion chamber the cavity through the first additional channel, while the lower part of the expansion cavity is communicated through the second additional channel with the upper chamber of the cavity in which the pores are placed Day of double-sided action, rubbing the chamber of the hydraulic throttling device is limited by an annular groove in the middle part of the corresponding piston, the second and third chambers are directly connected by an axial channel in the piston, which in turn is connected to the first chamber by a radial throttle channel, the three-way valve is made with the middle part of a smaller diameter, which provides the connection of the third chamber to the pressure regulator and through the second output channel to the reservoir. . Figure 1 shows the block diagram of the brake system of one axis of the vehicle; Fig. 2 is a schematic representation of a pressure modulator with a three-way valve, transverse radrez. The system includes a master cylinder 1 operated by pedalp 2. and connected to pipe 3, connected to pressure regulator 4, into which pressurized brake fluid is supplied by a displacement pump 5 pumping fluid from brake fluid reservoir 6 to pressure regulator 4 . From the pressure regulator 4, the fluid enters the brake fluid reservoir 6 via a drain pipe 7. The pressure modulator 8 is connected via a pipe 10 to a pressure regulator 4 and a pipe 11 through a pipe 10 to a pressure regulator 4. - with brake cylinders 12 wheels of one axle of a car. The sensing elements 13, sensing wheel blocking, are connected to an electrical circuit 14 that controls the operation of a solenoid valve 9 connected to a pipeline 15, which extends from a pressure regulator 4, as well as to a drain pipe 16 connected to a brake fluid reservoir. The pressure modulator 8 is located vertically (Fig. 2), although in practice it can be installed in any position. In the modulator housing there is a piston 17, which L has two trade seals 18. And 19 of elastomeric material. The first mechanical seal 18 rests on an annular protrusion 20 having a channel 21 to which the end of the pipeline 10 extending from the main cylinder is connected and forms a normally structural valve. A pipe 11 connected to thorium cylinders is connected through channel 22 to a cavity in which annular protrusion 20 and piston 17 are located. Second end seal 19 abuts against annular protrusion 23 located at the end of the cavity opposite channel 21 and has the shape of an end portion of the channel 24 connected to the upper part of the expansion chamber 25. The spring 26 displaces the piston 17 and presses the second end seal 19 against the annular protrusion 23. Inside the expansion chamber 25 is placed a piston 27 sealed in this chamber by an intermediate sealing m ring, which divides the chamber 25 at about verhnk and lower parts. The upper part of the chamber is connected by means of an internal cane 28 to a pipe 10 and to a check valve 29, which is normally kept closed by means of a spring 30 acting on the valve piston 29. The upper part of the chamber 25 is also provided with protrusions 31 on which pore 27 is supported, moved to this position is spring 32,
    located at the bottom of the expansion chamber 25,
    The lower part of the expansion chamber is connected through the inner channel or passage 33 to the upper part 34 of the cylindrical chambers 3, in which a double-acting piston 35 is placed, sealed in the cylindrical channel with a sealing ring. The dual action piston 35 is connected to the piston 17 by means of a plunger 36, which abuts one end at the double action piston 35 and which is sealed in the middle part with a sealing ring. A part of the plunger has a smaller diameter and this part enters the annular protrusion 23 "The lower part 37 of the chamber with a double-action piston is connected to the pipeline 15 through the filter 38,
    The lower part of the expansion chamber 25 is also connected via an internal channel 39 to a first chamber 40 of a throttling hydraulic device comprising a piston 41 placed in a cavity, provided with seals and dividing the cavity into the first chamber 40 on the one hand and the second chamber 42 on the other. The third, annular chamber 43 creates a narrowed part located in the middle of the piston 41, the first chamber 41 is connected to the second and third chambers through the throttle channel 44 and the axial channel 45 "the piston 41 is held in the right position by the spring 46J that pushes it to the right, to the right end wall (Fig, 2).
    Channel 47 connects the third annular chamber with the solenoid valve 9, which is connected to the pipeline 15, which is outgoing from the pressure regulator 4, through the internal channel 48 and to the drain pipe 16 The movable slide 49 of the solenoid valve 9 has a shape that allows it communicate with channels 47 and 48 when solenoid 50 is turned on, and communicate with pipelines 47 and 16 when solenoid 50 turns off
    Under normal braking conditions, the described system operates in the following manner.
    When no force is applied to the brake pedal 2, the volumetric pump 5 supplies the brake fluid from the brake fluid reservoir b through the open pressure regulator 4 and back to that reservoir without creating pressure in the system.
    When a pressure is applied to the brake pedal 2 in the pipe 10, the pressure is raised, This pressure is transmitted to the pipe 11 and from there directly to the brake
    cylinders of the wheels 12. At the same time, the pressure in the pipeline 3 acts on the pressure regulator 4, limiting the release of fluid from the displacement pump. This causes the pressure to propagate, which through line 15 enters the lower part 37 of the chamber containing the double-acting piston 35. However, since the upper part 34 of the chamber containing dual-action porien 35 is transmitted through channel 48 to solenoid valve 9, channel 47, annular chamber 43, radial throttle channel 44, first chamber 40, channel 3 chamber 25, and channel 33 simultaneously receive liquid from with the same pressure, and since both sides N. of the piston 35 have the same area, the piston 35 will be in a balanced state and, therefore, will not move.
    In the absence of the brake pedal, the fluid flows in the opposite direction in the same way.
    Under braking conditions with anti-skid (with the torus released), the drive works as follows.
    If slippage occurs during braking, it is sensed by the sensing element 13, which sends a corresponding signal to the electrical circuit. While the sensing element 13 sends a signal to the electrical circuit 14, thereby fixing that the wheel is in the initial blocking state, the pressures in modulator 8 will be the same as in the case of the described normal operation. Further, a signal is generated in the electrical circuit, which is supplied to the solenoid 50 of the solenoid valve, the movable slide 49 of which is moved so that the communication between the internal channels 47 and 48 overlaps and the communication of the channel 47 opens with the drain pipe 16.
    As a result, the pressure in the expansion chamber 25- drops and, consequently, the pressure in the upper part 34 of the chamber in which the piston 35 is placed decreases. Thus, the bottom of the 35 is no longer in a balanced state and moves upwards. The plunger 36, into which the piston 35 abuts, also moves, the piston 17 moves to a distance traveled by the piston 35, until the seal 18, resting on the annular protrusion 20, does not block the communication between the channels 22 and 21 and, consequently, the pipelines 10 and 11, thus suspending
    delivery of fluid under pressure to brake cylinders.
    When the piston 17 is moved, moreover, communication is simultaneously established between channel 22 and internal channel 24, as a result of which pressure is in. The brake cylinders partially go into the expansion chamber 25, causing the piston 27 to move downward at a speed determined by the speed of the flow of brake fluid through the throttle channel 44 made in the piston 41. Thus, the brake pressure will drop at the same speed to the point where the wheel will not rotate according to the speed of the vehicle.
    Such a state is sensed by the sensing element 13, which sends a signal to the electrical circuit 14. Lastly, it controls the operation of the solenoid valve, establishes a communication between the channels 47 and 48, and ensures the shut-off of the drain pipes. It can be assumed that when the brake pedal is depressed in the pipe 10, the braking pressure also takes place and, thus, when establishing the pressure between channels 47 and 48, first of all, pressure is again applied in channel 47 and, thanks to throttle channel 44, in the first chamber 40 and in the second chamber 42 a pressure difference is created, causing the piston 41 to move quickly to the left (Fig. 2), against the action of the resistance of the spring 46.
    The volume of fluid supplied in this way to the lower part of the expansion chamber 25 causes the piston 27 to move upwards in the direction of the projections 30 so that the pressure in the brake cylinders quickly increases by an amount which is directly dependent on the volume of the chamber 40. The dimensions of the latter can be selected during the manufacture of the device in accordance with the law determining the amount to which the pressure must be increased. At this moment, the speed of movement of 27 and the corresponding rate of increase of pressure exerted on the brakes drops significantly due to both the presence of the throttle channel 44 and the fact that (by selecting the appropriate dimensions 43) the piston 41, moving, provides simultaneous message overlap between channel 47 and annular chamber 43,
    0, therefore, the pressure supply from the pressure regulator 4 through the pipeline 15 accordingly stops.
    The selection of the force of the spring 46 is determined by the moment in the working cycle of the anti-skid device at which braking is resumed and a rapid pressure increase is ensured. At this stage of the working cycle, the channels 21 and 22 and, consequently, the pipes 10 and 11 are not communicated due to the fact that the pressure in the lower part 37 of the chamber containing the double action zone 35,
    5 is still above the pressure at the top 34 of this chamber.
    With the possible subsequent activation of the solenoid valve 9, the piston 41 is subjected to the influence of the first pressure difference that moves it
    in the opposite direction due to the fact that the second chamber 42 through the central channel 45 communicates with the drain pipe 16, which causes the piston 41 to return to
    5 in its original position and thus cause a decrease in pressure in chamber 25 and, consequently, a decrease in pressure on the brakes. The latter occurs as a result of the displacement of the piston 27 in the expansion chamber 25. When the brake pedal 2 is completely released, the pressure existing in the modulator 8 can be removed using the reverse
    5 valve 29, and there will be no pressure in line 10.
    The proposed system with sufficient simplicity of design provides high reliability and braking efficiency.
    权利要求:
    Claims (1)
    [1]
    HYDRAULIC BRAKE SYSTEM OF A VEHICLE, containing a master brake cylinder, a reservoir, a pressure regulator, a pump driven by a car engine mounted between the reservoir and a pressure regulator, a pressure modulator with two · inputs connected respectively to the main brake cylinder and pressure regulator, and two the outputs leading respectively to the wheel brake cylinders and to the reservoir, a solenoid-controlled three-way valve, hydraulically connected to a pressure modulator, and an electrical circuit with sensitive elements responsive to the dynamic state of the wheels, electrically connected with the solenoid winding, while the pressure modulator is equipped with a normally open valve located in the hydraulic line connecting the brake master cylinder to the wheel brake cylinders and having control from a double-acting piston sealed with sliding sootvetst- vuyuschey in a cavity which the lower chamber communicates with the three-way valve return valve, with a main brake binding Tsilya the core is an expansion cavity connected to the wheel brake cylinders and equipped with a piston dividing the cavity into the upper and lower parts, as well as a hydraulic throttling device located between the lower part of the expansion cavity and the three-way valve connecting it to the reservoir and the pressure regulator, while the hydraulic throttling the fixture is housed in. the corresponding cavity, the piston dividing the latter into the first chamber, connected with the lower part of the expansion cavity, into the second chamber and into the third chamber bounded by the middle! g part of the piston, while the piston is spring-loaded towards the second chamber, and axial and radial channels are made in the piston itself connecting the first and third chambers, characterized in that, in order to simplify the design and increase the reliability of the system, a normally open valve is rigidly connected to a non-return valve, and these valves are pressed by means of ins toward the check valve seat which is disposed in a cylindrical bore coaxial with said valve cavity in which is placed a double-acting piston which, in turn, communicates with said cylindrical! hole channel, in which size'-! puppy plunger resting on a double acting piston and having a rod ! a reduced diameter, bounding with the walls of the channel, the chamber communicated with the upper part of the expansion cavity by means of the first * additional channel, while the lower part of the expansion cavity is communicated through the second additional channel with the upper chamber of the cavity in which
    SU .J 069614 double-acting piston, the third chamber of the hydraulic throttling device is limited by an annular groove in the middle of the corresponding piston, the second and third chambers being directly connected by the axial channel in the piston, which, in turn, is connected to the first chamber by a radial throttle channel, the three-way valve is made with the middle part of a smaller diameter, which provides the connection of the third chamber to the pressure regulator and through the second output channel to the tank.
    类似技术:
    公开号 | 公开日 | 专利标题
    US3449019A|1969-06-10|Vehicle braking systems
    US2766732A|1956-10-16|Master cylinder
    US4474413A|1984-10-02|Hydraulic anti-skid braking systems for vehicles
    SU725937A1|1980-04-05|Volumetric hydraulic drive of vehicle steering gear
    US3969000A|1976-07-13|Brake hydraulic pressure control valve
    US5475977A|1995-12-19|Brake-booster device with slowed hydraulic reaction
    SU1069614A3|1984-01-23|Hydraulic braking system of automobile vehicle
    US4072085A|1978-02-07|Combined hydraulic and vacuum booster
    US4708405A|1987-11-24|Brake pressure generator for a hydraulic brake system for use with motor vehicles
    US4582365A|1986-04-15|Hydraulic brake system
    RU2182540C2|2002-05-20|Booster brake with variable amplification factor and reduced hysteresis |
    US3597012A|1971-08-03|Liquid pressure braking systems for vehicles
    US4184716A|1980-01-22|Control valve assembly for hydraulic brakes
    US3844623A|1974-10-29|Anti-skid control means for air pressure braking systems
    SU776550A3|1980-10-30|By-pass valve for hydraulic antiblocking car braking system
    US3394546A|1968-07-30|Hydraulic brake fluid motor
    GB1337158A|1973-11-14|Anti-skid control device
    SU1296000A3|1987-03-07|Hydraulic device for braking vehicle wheels
    US2834184A|1958-05-13|Booster brake mechanism
    US5921281A|1999-07-13|Hydraulic fluid passage switching valve
    US5286102A|1994-02-15|Brake control device
    SU1026644A3|1983-06-30|Hydraulic system of automobile vehicle
    US3980343A|1976-09-14|Load responsive proportioning valve
    US3109282A|1963-11-05|Servomotor construction
    US5050382A|1991-09-24|Tandem master cylinder for hydraulic brake systems
    同族专利:
    公开号 | 公开日
    JPS5450765A|1979-04-20|
    GB1587860A|1981-04-08|
    US4181373A|1980-01-01|
    SE7809539L|1979-03-13|
    BR7805910A|1979-05-29|
    DE2838452A1|1979-03-22|
    FR2402562B1|1984-06-08|
    SE426678B|1983-02-07|
    FR2402562A1|1979-04-06|
    IT1091415B|1985-07-06|
    DE2838452C2|1982-09-09|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB1341338A|1971-06-14|1973-12-19|Fiat Spa|Anti-skid braking systems|
    JPS4986769A|1972-12-23|1974-08-20|
    DE2519835C2|1975-05-03|1986-07-10|Alfred Teves Gmbh, 6000 Frankfurt|Safety device for a hydraulic anti-lock vehicle brake system|
    IT1050933B|1975-11-07|1981-03-20|Fiat Spa|HYDRAULIC SYSTEM FOR BRAKING EQUIPPED WITH AN ANTI-SLIP DEVICE|GB2045372B|1979-02-23|1983-09-14|Lucas Industries Ltd|Anti-skid brake control systems|
    US4605263A|1984-07-02|1986-08-12|Aisin Seiki Kabushiki Kaisha|Antiskid control apparatus for automobiles|
    JPH07108657B2|1987-05-16|1995-11-22|日本エ−ビ−エス株式会社|Hydraulic control device for anti-skid device|
    DE3734601A1|1987-10-13|1989-04-27|Bosch Gmbh Robert|BRAKE SYSTEM|
    US6024423A|1997-06-30|2000-02-15|General Motors Corporation|Flow regulated braking system|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    IT69013/77A|IT1091415B|1977-09-12|1977-09-12|ACTUATOR FOR ANTI-SLIP DEVICE|
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