• 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:
    1. ANTI-LOCK BRAKING SYSTEM containing a master brake cylinder; associated with at least one wheel brake cylinder by means of a valve assembly controlled by means responsive to the occurrence of a braked wheel and consisting of a normally open valve for connecting the main brake cylinder to the wheel brake cylinder and normally closed valve for connecting the wheel brake cylinder to a low pressure tank, characterized in that, in order to increase braking efficiency, it is provided with a device for re-feeding the wheel A cylinder that includes a backup source of working medium under pressure, connected through a connecting node to a wheel brake cylinder, while an adjustment device is mounted in the connecting node, which includes a check valve pressed against the seat by pressure from a backup source, a piston located in a boring the housing channel of the specified iCECOfOSMi -5 V. iEMH ;; i.: .- vH SH-SCHSHA devices and dividing the cavity of the channel to the first chamber communicated with the master brake cylinder and the second Yeru connected to the wheel brake cylinder, the piston rod is equipped, extending through the second chamber to react with ukazannm valve adjuster. 2. The system of claim 1, wherein the adjusting device is equipped with a throttle linking the second chamber to the wheel brake cylinder. 3. The system according to claim 1, wherein the backup source of the working medium is a CO hydro-pneumatic accumulator. 4. The system according to claim 3 is distinguished, and with the fact that the device for re-feeding the wheel brake cylinder is equipped with a hydropneumatic accumulator charging device, including a cylindrical chamber with a piston and two check valves providing respectively from the cylindrical chamber to the hydropneumatic accumulator and pod9 of the cylindrical chamber from the reservoir of the working fluid of the main brake cylinder, and the movement of the piston is provided by oscillations of the suspension the car. 5. The system according to claim 4, characterized in that the device for recharging the hydropneumatic accumulator is provided with a safety valve installed parallel to the last of said non-return valves,
    公开号:SU1119603A3
    申请号:SU782663951
    申请日:1978-09-08
    公开日:1984-10-15
    发明作者:Кервагоре Жильбер
    申请人:Сосьете Аноним Д.Б.А. (Фирма)；
    IPC主号:
    专利说明:

    6. The system according to claim 5, wherein all the elements of the device for re-feeding the wheel brake cylinder are housed in a single package.
    7. The system according to claim 5, characterized in that the check valve.
    The adjusting device and the rev-1 valve, which provides the flow of fluid from the cylindrical chamber into the hydropneumatic accumulator, are placed in the common boring channel of the housing, and a spring is installed between them.
    This invention relates to the automotive industry, in particular to anti-lock braking systems.
    Closest to the offer is an anti-lock braking system comprising a master brake cylinder associated with at least one wheel brake cylinder through a valve assembly controlled by means responsive to the appearance of a braked wheel and consisting of a normally open valve for connecting the master brake cylinder with the wheel brake cylinder and the normally closed valve for connecting the wheel brake cylinder to the low pressure tank DJ "
    A disadvantage of the known system is its low efficiency.
    The purpose of the invention is to increase the braking efficiency.
    This goal is achieved by the fact that the anti-lock braking system is equipped with a device for re-supplying the wheel brake cylinder, which includes a backup source of working medium under pressure, connected through a connecting node to the wheel brake cylinder, while the adjusting device is mounted in the connecting node; a check valve, pressed against the seat by a pressure from a backup source, a piston located in the boring box. audio and channel section kitsy cavity into a first chamber communicating with the master cylinder, and a second chamber podklyuchennun) to the wheel brake cylinder, the piston rod is equipped, extending through the second chamber to react with said
    a valve of the adjusting device which is equipped with a throttle connecting the second chamber to the wheel brake cylinder.
    In addition, the backup source of the working environment is a hydropneumatic accumulator.
    A device for re-supplying | A wheel brake cylinder is equipped with a charging device v of a hydropneumatic accumulator comprising a cylindrical chamber with a piston and two reverse valves ensuring respectively the flow of fluid from the cylindrical chamber into the hydropneumatic accumulator and feeding the cylindrical chamber from the reservoir of the working fluid of the main brake cylinder The movement of the piston is provided by the movement of the piston.
    A hydroinneumatic accumulator charging device is equipped with a safety valve installed parallel to the last one of the indicated check valves, and all elements of the device for re-supplying the wheel brake cylinder are located in a single housing.
    The check valve of the adjusting device and the check valve, which ensures the flow of fluid from the cylindrical chamber into the hydropneumatic accumulator, are located in the common boring channel of the housing, and a spring is installed between them.
    FIG. 1 schematically depicts the antilock braking system; in fig. 2 is a device for re-feeding the wheel brake cylinder.
    The brake system contains a pressure source — a dual master torus cylinder 1, having a first pressure gauge 2, connected to the brake cylinders 3 of the front wheels of the car, and a second pressure chamber 4 connected to the wheel brake cylinders 5 of the rear wheels of the car. The pressure chamber 4 is connected to the cylinder 5 by means of the valve assembly 6. In the quiescent state, the node 6 normally provides communication between the chamber 4 and the cylinders 5 and prevents communication between the cylinders 5 and the low pressure source formed by the fluid reservoir. During the deceleration phase, i.e., starting from the moment the pedal is depressed, the node 6 becomes sensitive to the appearance of a signal characterizing the state of the skid of at least one of the rear wheels, when it appears, it interrupts the fluid communication between chamber 4 and cylinders 5 to the end of the braking phase. During the braking phase, node 6 provides communication between the chiller drum 5 and the low pressure source in response to each discovery of the risk of using at least one of the rear wheels. The brake system also contains a device 7 for re-feeding the cylinders 5. Device 7 includes a housing 8, inside which there is a cavity consisting of three boring channels 9, 10 and 11. Channel 9 is separated from channel 11 by a wall in which an axial hole is provided 12. The element forming the check valve is a ball 13, resting in the saddle hole 12. Channel 11 is a hole inside which the piston 14 can slide, and channel 11 is connected to the first chamber 15 connected to pressure chamber 4 by pipeline 16 and the second cam 17 adjacent to the axial opening 12 and connected to the cylinders 5 by means of a pipeline in which a throttle 18 is provided. Out of the piston 14 is a rod 19 serving to retract the ball 13 from its seat in response to the pressure difference in the chambers 15 and 17- . Device 7 also contains cy-. lindr 20 with piston 21,: a car that coalesces with the unsprung part and pivotally connected so that any movement of the sprung and unsprung parts of the car 3 relative to each other causes the piston to move in the cylinder 20, i.e. 22 communicates with channel 10, which in turn is connected to channel 9 through an axial passage 23 provided in wall 24. A ball 25, which is a non-return valve, is located in channel 9 and can rest in the saddle formed by the end of passage 23channel 9. The return spring 26 is located in channel 9 between balls 13 and 25. Channel 10 is in communication with master cylinder 1 by means of pipe 27. Flat valve 28 is located in channel 10 and has a head that can press tightly against protrusion 29 to interrupt communication between channel 10 and reservoir. In addition, a weak spring that presses against the wall 24 forces the flat valve to close. An overpressure relief valve 30 is provided in the flat valve 28, located between channel 10 and the reservoir. Of the main cylinder 1 and prevents the pressure in channel 10 from exceeding a certain value approximately corresponding to the maximum pressure value of the hydropneumatic accumulator 31. Channels 9, 10 and 11 (FIG. 2) are provided in a housing 32, divided into sections, inside which there is a cylindrical main piston 33 which abuts against a protrusion of sectional boring and supports ivaemy sleeve 34. At each end of the piston there are non-through rdstochki, thus forming channels 9 and 11. In the blind bore forming a passage 9, there is a washer disposed adjacent the open end of the bore and playing the role of the partition wall 24 as well. also valve seats for ball 25. Ball 13 can be pressed against the seat of the return spring 26 by means of a moving part — spring 35 (FIG. 1); Antilock braking: the system works in the following way. While the car is moving, some deviations in the suspension occur and the piston 21 reciprocates in the cylinder 20. When the piston 21 moves in the direction in which it increases the volume of the chamber 22, the pressure decreases in $ 111 across the chamber 10. 22, and the liquid in this case is sucked from the reservoir of the main cylinder 1 through the pipe 27, and opening the valve 28, penetrates the channel 10 and the chamber 22. In the event that the piston moves in the opposite direction it compresses the liquid li ne in the chamber 22 and the channel 10, thus, increases the pressure in the duct 10 that causes the valve 28 closing and opening the valve 25, counteracting the spring 26 and the pressure accumulator 31, discharging the latter. The overpressure safety valve 30 is designed in such a way that the battery 31 can be discharged only after the pressure in it reaches its maximum value. If during discharge the pressure in channel 10 begins to exceed this maximum value ,. valve 30 opens and excess fluid re-enters the master cylinder reservoir. If the driver actuates the brakes, the pressure in chambers 2 and 4 is exceeded and the brake cylinders 3 and 5 of the front and rear wheels are activated. At this point, the fluid communication between the camera 4 and the brake cylinders 5 is opened by means of the valve assembly 6. In the chambers 15 and 17, the same pressure is maintained and the valve 13 is closed. In response to detecting the risk of braking at least one of the rear wheels of the car, an electronic device connected to the rear wheel speed measurement device controls the valve assembly 6 to interrupt the message between the chamber 4 of the main cylinder 1 and the brake cylinders 5 to the end phasing-out, i.e., until the moment of lowering the brake pedal by the driver. On the other hand, unit 6 provides fluid communication between the brake cylinders 5 and the tank of the main cylinder 1 in response to each detection of the risk of braking at least one of the rear wheels of the vehicle. Thus, after the first brake pressure, the pressure in the brake cylinders 5 drops in response to each detection of the skid. In the event that the risk of use disappears, the communication between the chamber and the brake cylinders 5 remains interrupted. However, if the pressure drops in the brake cylinders 5, then there is enough pressure difference in the chambers 15 and 17 to overcome the pressure of the spring 35 (Fig. 1) and open the valve, moving the ball 13 away from the seat so that a fluid message is established between the accumulator 31 and the brake cylinders 5 through the opening 12, the chamber 17 and the throttle 18. In addition, when opening the valve 13, there is also a pressure limitation at the level of the ball 13 and the ball 19 in front of the chamber 1 7. .At the end of the discharging period, i.e. when the braking is mo-. The coping, which corresponds to the road grip, becomes normal, the communication between the brake cylinders 5 and the reservoir is interrupted, and the brake cylinders 5 are recharged from the accumulator 31. The pressure rise curve during feeding is controlled by the throttle 18. When the pressure in the chamber 17 reaches sufficient for the piston 14 to be moved to the left by the action of this pressure (and the springs 35, fig. 1), the valve 13 is closed. JTO occurs under the condition that the pressure of the fluid flowing from the main cylinder 1 into the chamber 15 does not reach too high a value relative to the pressure in the chamber 17 created by the battery. In this case, the valve 13 cannot close. As a result, during the anti-skid deceleration phase, alternation of discharge and power periods occurs, during which the battery discharges into brake cylinders 5, as described above. Thus, the invention makes it possible to automatically power the brakes using a simple device without the use of additional solenoid valves, as well as electronic devices for controlling them, which ensures high braking performance without complicating the system design.
    权利要求:
    Claims (7)
    [1]
    (5.4) 1. ANTI-LOCK BRAKE SYSTEM, comprising a brake master cylinder; connected to at least one wheel brake cylinder by means of a valve assembly controlled by means of reacting to the occurrence of a brake wheel in use and consisting of a normally open valve for connecting the main brake cylinder to the wheel brake cylinder and a normally closed valve for connecting the wheel brake cylinder to a low reservoir pressure, characterized in that, in order to increase braking efficiency, it is equipped with a device for re-supplying the wheel brake cylinder, which includes a backup source of a working medium under pressure, connected by means of a connecting unit to a wheel brake cylinder, while an adjustment device is mounted in the connecting unit, including a check valve pressed against the seat by pressure from the backup source, a piston located in the bore the channel of the housing of the specified device and dividing the cavity of the channel into the first chamber, in communication with the main brake cylinder, and the second chamber, connected to the wheel brake cylinder, and the piston is equipped with a rod passing through the second chamber, for interaction with the specified valve adjusting device.
    [2]
    2. Pop system. 1, characterized in that the adjusting device is equipped with a throttle connecting the second chamber with a wheel brake cylinder.
    [3]
    3. The system according to claim 1, characterized in that the backup source of the working medium is a hydropneumatic accumulator.
    [4]
    4. The system according to claim 3, characterized in that the device for re-supplying the wheel brake cylinder is equipped with a hydropneumatic charging device. battery, including a cylindrical chamber with a piston and two check valves, respectively providing fluid flow from the cylindrical chamber to a hydropneumatic accumulator and replenishment of the cylindrical chamber from the reservoir of the brake fluid of the main brake cylinder, and the piston is moved by vehicle suspension vibrations.
    [5]
    5. Pop system. 4, characterized in that the device for recharging the hydropneumatic 'accumulator is equipped with a safety valve mounted parallel to the last of these check valves.
    SU w, 1119603
    [6]
    6. The system according to π. 5, characterized in that all the elements of the device for re-supplying the wheel brake cylinder are housed in a single housing.
    [7]
    7. Pop system. 5, characterized in that the check valve. adjusting devices and a one-way valve, which allows fluid to flow from the cylindrical chamber to the hydropneumatic accumulator, are placed in the common channel of the housing, and a spring is installed between them.
    类似技术:
    公开号 | 公开日 | 专利标题
    US4395073A|1983-07-26|Brake fluid pressure control apparatus in skid control system
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    US4730879A|1988-03-15|Anti-skid apparatus for automotive vehicle
    AU690479B2|1998-04-23|Brake control apparatus for a vehicle
    US5150951A|1992-09-29|Hydraulic dual-circuit brake system
    US4552413A|1985-11-12|Anti-skid brake control system for automobiles
    US4976501A|1990-12-11|Fluid accumulator for use in a vehicle anti-lock brake system
    US3874745A|1975-04-01|Anti-skid device for hydraulic brake mechanisms
    JPH06206532A|1994-07-26|Hydraulic automobile brake with skid control device
    WO1988009278A1|1988-12-01|Traction system utilizing ''pump back'' based abs system
    US4417768A|1983-11-29|Braking oil pressure control device for an anti-skid brake system
    US3767271A|1973-10-23|Anti-locking devices
    US4285198A|1981-08-25|Accumulator charging valve
    SU1119603A3|1984-10-15|Antiskid brake system
    US3661426A|1972-05-09|Combination warning switch and proportioning valve
    US4605263A|1986-08-12|Antiskid control apparatus for automobiles
    US4315659A|1982-02-16|Vehicular anti-skid brake device
    US4212500A|1980-07-15|Antiskid brake control arrangement for vehicle wheels
    EP0392815A1|1990-10-17|Improvements in fluid pressure-operated braking systems for vehicles
    EP0030888A1|1981-06-24|Pressure regulator for an adaptive brake system
    US4179164A|1979-12-18|Braking pressure control valve unit
    JPS6127749A|1986-02-07|Hydraulic controller for vehicular brake
    US3684329A|1972-08-15|Load responsive hydraulic pressure control mechanism of an automotive vehicle
    US3701567A|1972-10-31|Combination proportioning and bypass valve
    同族专利:
    公开号 | 公开日
    DE2838869C2|1987-03-19|
    DE2838869A1|1979-03-22|
    GB2004010A|1979-03-21|
    FR2402556A1|1979-04-06|
    FR2402556B1|1980-04-04|
    SE7809492L|1979-03-10|
    GB2004010B|1982-03-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB1226346A|1968-08-01|1971-03-24|
    DE2137904C2|1971-07-29|1982-07-15|Alfred Teves Gmbh, 6000 Frankfurt|Antiblocking motor vehicle brake control - has separate interacting control valves with independent pressure reservoir|
    BE787296A|1971-08-09|1973-02-07|Philips Nv|BRAKING DEVICE FOR VEHICLES, WITH ANTI-LOCK BRAKE CONTROL MEANS|
    FR2235027B1|1973-06-29|1976-05-07|Dba|DE3010639C2|1980-03-20|1989-10-26|Alfred Teves Gmbh, 6000 Frankfurt, De|
    DE3019364C2|1980-05-21|1988-11-03|Alfred Teves Gmbh, 6000 Frankfurt, De|
    DE3034628C2|1980-09-13|1990-10-18|Alfred Teves Gmbh, 6000 Frankfurt, De|
    DE3040601C2|1980-10-29|1992-04-02|Alfred Teves Gmbh, 6000 Frankfurt, De|
    US4636010A|1985-02-06|1987-01-13|Aisin Seiki Kabushiki Kaisha|Antiskid apparatus for vehicles|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    FR7727264A|FR2402556B1|1977-09-09|1977-09-09|
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