• 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 traction control system for the driven wheels (10) of a road vehicle includes a modulation unit (14) which controls fluid flow from a master cylinder (12) actuated via a servo unit (13) to supply fluid under pressure to a spinning driven wheel (11) in order to reduce the degree of spin and increase the torque transmitted to the other driven wheel (11). The servo unit (13) is actuatable independently and by itself when spin control is required, by way of a solenoid valve (35) which causes a part of the normal output force of the servo (13) to be applied to the master cylinder (12) for the purpose of spin control.
    公开号:SU1741607A3
    申请号:SU884356669
    申请日:1988-08-12
    公开日:1992-06-15
    发明作者:Филлип Глин；Фарр Реджинальд
    申请人:Лукас Индастриз Паблик Лимитед Компани (Фирма)；
    IPC主号:
    专利说明:

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    This invention relates to a traction control system for use in driving drive wheels for road vehicles.
    The purpose of the invention is to ensure the effective operation of the system on a vehicle with vacuum usi 4
    littel.
    Fig, 1 shows a diagram of a preferred embodiment of the system; figure 2 is a variant of the amplifier; Fig. 3 Another embodiment of an amplifier for use in the proposed system.
    Figure 1 shows the driving wheels 1 of a road vehicle, which are driven by a vehicle engine. Position 2 shows the driven wheels, the wheel brakes are connected diagonally, and the medium is fed into the brake system by a tandem master brake cylinder 3, which is powered by an amplifier) . The brake system is equipped with an anti-lock function, which is implemented by the modulator b.
    The modulator b contains for each wheel brake a normally open solenoid valve 6 and a normally closed solenoid valve 7 "A normally open valve is connected between the master cylinder and a brake, and a normally closed valve is connected between the brake and the expansion chamber. When a wheel is blocked during normal operation of the brakes which is determined by the signals generated by the speed sensors 8, the valve 6 is closed and the valve 7 is opened. As a result, the message of the locked wheel brake with the master brake cylinder is blocked and a message of the brake of this locked wheel is created with the expansion chamber, which includes the brake medium, with the result that the brake is released. At the same time, the medium that flows into the expansion chamber is pumped back into the master brake cylinder with a corresponding pump driven by the engine. In order to re-apply the braking force after the wheel has accelerated, the valve positions are reversed in practice, but in practice a normally open valve will pulse.
    ten
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    It is imperative that the brake force applied to the wheel increases gradually so that the wheel does not lock up again.
    Modify the modulator operation to control traction. If one of the wheels starts to slip when the vehicle is accelerating, then due to the work of the ordinary differential, the torque on the second wheel drops and, if one wheel slips, the vehicle stops ,, If the normally open valves of the non-slip wheels, i.e. the remaining wheels 1 and wheels 2, will close and the pressure medium will go to the brakes of the slipping wheels, the degree of slippage will decrease and the torque on the other driving wheels will increase.
    I
    The usual method of supplying a pressurized medium is to use a medium from a charged battery, but this method is expensive, since a pump is required to charge the battery, and the medium that is introduced into the system must be taken from this system.
    It is proposed to use a master brake cylinder to supply a pressurized medium and force booster k to actuate the master brake cylinder without the driver controlling the booster and the master cylinder.
    FIG. 2 shows an amplifier representing a modified one.
    15
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    thirty
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    SS
    a variant of a conventional amplifier and containing a piston 9, movable inside the housing 10, while the usual rolling aperture is mounted on the piston. The piston is spring-loaded by a spring 11, which retracts it to the position of the brakes off. The piston and housing define a pair of chambers 12 and 13 The chamber 12, in which the spring is located, communicates continuously with the air intake nozzle of the engine through the nozzle 1.
    The piston is connected to the master cylinder j by a pusher 15, at the end of which a flange is formed that abuts against an elastic cushion 1b placed in the central recess of the piston, from which a hole passes, in which, in the case shown in Fig. 2.
    5 m
    axially displaced drive rod 17. This rod has another section that is movable inside the tubular section 18 connected to or made integral with the piston. The next section of the rod has a groove in which is placed the drive element 19 connected to the brake pedal of the vehicle.
    The piston defines the first annular seat 20, which faces the tubular section 18, and the drive rod 17 defines the second annular seat 21, which also faces the tubular section. To interact with these seats, there is a valve member 22 which is spring loaded into contact with the seat 21. A chamber is formed around the outer seat 20, which is connected by a passage 23 to the cavity of the chamber 12, which is inside the fur 2 In addition, a space is formed around the stem 17 between the saddles 2U, 21 and connected by a passage 2b to the chamber 13,
    A spring is placed in this space, which loads the valve element 22, and the space itself communicates with the atmosphere through grooves formed between the wall of the section 18 and the part of the rod 17 that is located in it.
    The cavity 2C of the chamber 12 can be connected to the rest of the chamber 12 through the solenoid valve 27 and is connected to it when the valve is turned off. When the valve is turned on, the cavity 2k is connected to the atmosphere
    Consider first the normal operation of the brake system. When the brake pedal is depressed, the rod 17 and the valve element move in the direction of the master brake cylinder and some force is applied to the pistons of the main brake cylinder. Since the chambers 12 and 13 communicate with each other via the valve 27 and the channels 23 and 26, the servo piston does not develop force until the valve element 22 has moved to the saddle 20 and does not isolate the chamber 12 from the chamber 13, after which it is removed 21 from the valve element , passing air from the atmosphere into the chamber 13. The servo piston begins to move and applies force to the pistons of the main brake cylinder
    076
    When the brake pedal is released, the servo piston returns to the indicated position.
    , To regulate the thrust, a solenoid valve 27 is turned on, which passes air into cavity 2 of chamber 12 and through passages 23 and 26 into chamber 13. Thus, the servo motor is unbalanced and begins to move, compressing the springs 11 and applying force to the piston m brake master cylinder. The pressurized medium is thus supplied to the J5 brake of the wheel slipping. When the slip is taken under control, the valve 27 is turned off and the piston E returns to the position of the Brakes off, the braking force 20 applied to the wheel can be adjusted exactly the same as when the anti-lock system is triggered when the medium returns to the brake master cylinder with a pump. 5 The force that an amplifier can develop is less than the force developed in the normal braking mode, due to the fact that the area of the piston that is affected by the VOUM is reduced. However, the weakened force developed when triggered is sufficient for the goal. The force can be increased by applying the structure shown in Fig. 3, where the fur 2b of reduced diameter is used as compared to the fur 2b.
    Obviously, the brake on the slip wheel is heated and therefore temperature sensors 2 are used, the signals of which are used in controller 30 to turn off valve 27 if the brake temperature exceeds the safe limit,
    . Alternatively, the braking force on the wheels can be reduced. For conventional cars, the system is expected to shut down at speeds of, say, above 20 km / h. It can also be used at speeds up to the maximum vehicle speed, although in this case it may be necessary to regulate the power developed by the engine to limit the temperature of the brakes.
    The system shown in FIG. 1 can be used for the automatic braking required in estimate 17.
    collision avoidance using radar in combination with an onboard computer, which determines situations when the vehicle moves too fast or too close to another vehicle. For this, the radar 31 is located on the front of the vehicle and connected to the onboard computer 32, which is connected to the modulator 5 and the solenoid valve 27. In operation, the solenoid valve 27 will turn on and the valve 6 will be used to control the level of pressure supplied to the wheels of the transport means to control the braking of the vehicle. Alternatively, the solenoid valve 27 can be modified so that it can be used to automatically turn on the amplifier automatically and then keep the servo amplifier in a partially on state so that the brake is supplied with an adjustable pressure level, which is determined by the computer 32 and is sufficient to decelerate the vehicle. facilities.
    权利要求:
    Claims (3)
    [1]
    1. A traction control system at the driving wheels of a road vehicle, comprising a brake master cylinder with an amplifier operating when the working fluid pressure changes, pressure modulators regulating the communication of the cylinders of each wheel brake with the main brake cylinder depending on the angular velocity mismatch vehicle wheels, an amplifier booster brake pedal, with the possibility of a kinematic connection with the input element of the master brake cylinder, and solenoid valve, which is included in the case of rotation of one drive wheel with a speed exceeding 078
    rotational speed of the other drive wheel to increase the pressure in the working chamber of the amplifier and to reduce the pressure while eliminating the specified mismatch of the rotational speeds of the driving wheels, characterized in that, in order to ensure efficient operation of the system on a vehicle with a vacuum amplifier, in the hollow case an amplifier divided by an axially movable piston and a flexible diaphragm into a vacuum chamber connected to a vacuum source and a working chamber, in the vacuum chamber a cavity is formed, in which u open channel, made in the wall of the housing, communicated through the electromagnetic
    0, a valve with a vacuum chamber or atmosphere, wherein the cavity through the valve control device of the amplifier is in communication with the working chamber, communicated when exposed to the front through the valve device with the atmosphere.
    [2]
    2. The system of claim 1, wherein the cavity is bounded by a fur fixed between the end face. by the wall of the vacuum chamber and the piston.
    [3]
    3. The system according to claim 1, characterized in that the valve amplifier control device includes two concentric seats, the first
    5 of which are made on the rod mounted between the pedal and the input element of the main brake cylinder, and the second is on the amplifier piston, the locking element mounted on
    ® a rod with the possibility of axial movement, and a spring pressing the locking element to the seats, with the first seat and the locking element forming a valve to communicate the working chamber with the atmosphere when the pedal is depressed, and a second saddle and locking element form a valve to separate the working pedal cameras and chambers in the fur cavity,
    1U
    类似技术:
    公开号 | 公开日 | 专利标题
    SU1741607A3|1992-06-15|System for controlling tractive effort in road vehicle driving wheel
    US5447363A|1995-09-05|Automatic brake system and control method thereof
    US4565411A|1986-01-21|Hydraulic brake system with slip control
    US5383719A|1995-01-24|Hydraulic braking systems for vehicles
    US4175794A|1979-11-27|Modulator valve for a spinning and skidding wheel assembly
    US5342119A|1994-08-30|Traction control system valve
    US4869560A|1989-09-26|Hydraulic braking system for a vehicle
    US6053582A|2000-04-25|Integrated ABS/TC/VSC braking system with separate boost valve
    JP3599774B2|2004-12-08|Hydraulic vehicle brake system with anti-lock brake system
    US5098170A|1992-03-24|Vacuum booster
    EP0227332B1|1990-11-07|Vehicle anti-skid braking systems
    CA1296035C|1992-02-18|Pressure activated isolation valve
    EP0267018B1|1992-02-26|Improvements in hydraulic systems for vehicles
    US3907376A|1975-09-23|Dynamic skid control with the torque equilibrium concept
    US3937430A|1976-02-10|Method and apparatus for controlling the speed of a vehicle
    GB2203506A|1988-10-19|Anti skid and spin vehicle braking systems
    US6183048B1|2001-02-06|Brake control device of automobile for sharp braking in backward movement
    US6450586B1|2002-09-17|Brake control apparatus capable of preventing wheels from locking without increasing a braking time and a braking distance
    US4170066A|1979-10-09|Braking apparatus and method with booster and spoiler
    US5431489A|1995-07-11|Hydraulic anti-skid braking systems for automobiles
    JP3539585B2|2004-07-07|Brake system with automatic braking device
    JP2527448B2|1996-08-21|Hydraulic booster and parent cylinder assembly for vehicle braking system
    JP2556677B2|1996-11-20|Hydraulic control device for anti-skidding device
    RU2041090C1|1995-08-09|Vehicle brake system and hydraulic brake system
    JP2996546B2|2000-01-11|Brake control method
    同族专利:
    公开号 | 公开日
    ES2047035T3|1994-02-16|
    EP0303470A3|1989-11-15|
    JPH01127446A|1989-05-19|
    US4966248A|1990-10-30|
    DE3884884T2|1994-02-10|
    US4966248B1|1996-07-16|
    GB8719299D0|1987-09-23|
    KR960008265B1|1996-06-21|
    EP0303470B1|1993-10-13|
    EP0303470A2|1989-02-15|
    JP2790288B2|1998-08-27|
    DE3884884D1|1993-11-18|
    KR890003584A|1989-04-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    RU2604003C2|2011-07-27|2016-12-10|Форд Глобал Текнолоджиз, Ллк|Method of operating engineand engine system|JPS5515337B2|1975-12-08|1980-04-23|
    JPS54171083U|1978-05-23|1979-12-03|
    DE3240680A1|1982-11-04|1984-05-10|Robert Bosch Gmbh, 7000 Stuttgart|MAIN BRAKE CYLINDER|
    JPH035344B2|1983-02-10|1991-01-25|Mitsubishi Motors Corp|
    EP0128583B1|1983-06-14|1988-12-14|Robert Bosch Gmbh|Four-wheel drive vehicle|
    US4667471A|1984-08-20|1987-05-26|Allied Corporation|Brake booster for vehicular hill holder system|
    JPS6150857A|1984-08-20|1986-03-13|Tokico Ltd|Braking device for vehicles|
    JPS62501697A|1985-01-24|1987-07-09|
    DE3535843A1|1985-10-08|1987-04-16|Bosch Gmbh Robert|METHOD FOR CONTINUOUSLY DETERMINING THE FACTORY VALUE |
    US4802562A|1986-03-17|1989-02-07|Nippondenso Co., Ltd.|Electronically controlled braking system without a master cylinder|
    DE3625815A1|1986-07-30|1988-02-18|Teves Gmbh Alfred|MOTOR VEHICLE BRAKE DEVICE|
    DE3776864D1|1986-11-05|1992-04-02|Lucas Ind Plc|HYDRAULIC SYSTEM FOR VEHICLES.|
    US4778225A|1987-08-10|1988-10-18|Allied-Signal Inc.|Brake vacuum modulator traction control with pressure source variable as function of engine load during incipient wheel spin conditions|EP0389205B1|1989-03-18|1995-12-27|Lucas Industries Public Limited Company|Braking systems|
    DE3910285C2|1989-03-30|1996-12-19|Teves Gmbh Alfred|Hydraulic brake system for motor vehicles with a device for regulating the drive slip|
    GB8920588D0|1989-09-12|1989-10-25|Lucas Ind Plc|Improvements relating to a vacuum servo unit for use in traction control|
    FR2668994B1|1990-11-13|1993-01-15|Bendix Europ Services Tech|PNEUMATIC SERVO BRAKE.|
    US5235897A|1991-02-14|1993-08-17|Jidosha Kiki Co., Ltd.|Brake booster|
    JP2762805B2|1991-03-20|1998-06-04|自動車機器株式会社|Brake booster|
    GB9107940D0|1991-04-15|1991-05-29|Lucas Ind Plc|Brake servo booster|
    GB9110641D0|1991-05-15|1991-07-03|Lucas Ind Plc|Vehicle braking system|
    EP0519287B1|1991-06-07|1995-08-30|Honda Giken Kogyo Kabushiki Kaisha|Collision preventing system for vehicle|
    GB2278167B|1991-07-19|1995-08-30|Jidosha Kiki Co|Brake booster|
    JP3085319B2|1991-07-19|2000-09-04|ボッシュブレーキシステム株式会社|Brake booster|
    US5332056A|1992-01-31|1994-07-26|Mazda Motor Corporation|Automatic braking system for motor vehicle|
    JP3223553B2|1992-02-24|2001-10-29|住友電気工業株式会社|Traction control prohibition judging device|
    GB2267544B|1992-04-14|1995-07-12|Lucas Ind Plc|Improvements in hydraulic braking systems for vehicles|
    FR2696399B1|1992-10-07|1995-03-03|Bendix Europ Services Tech|Brake booster vacuum booster device for a vehicle provided with direct braking control means.|
    JPH06348348A|1993-06-03|1994-12-22|Sumitomo Electric Ind Ltd|Hydraulic pressure controller|
    DE4324205A1|1993-07-19|1995-01-26|Teves Gmbh Alfred|Brake system for motor vehicles|
    DE4446525A1|1994-12-24|1996-06-27|Teves Gmbh Alfred|Hydraulic motor vehicle brake system|
    DE19503622A1|1995-02-03|1996-08-08|Bosch Gmbh Robert|Braking system|
    FR2766778B1|1997-07-31|1999-08-27|Bosch Syst Freinage|PNEUMATIC SERVOMOTOR WITH STEERING CHAMBER|
    JP2001010474A|1999-06-30|2001-01-16|Aisin Seiki Co Ltd|Motion control device for vehicle|
    JP2001233194A|2000-02-18|2001-08-28|Aisin Seiki Co Ltd|Liquid pressure control device for vehicle|
    US6814173B2|2000-07-31|2004-11-09|Dynamotive, Llc|System and method for minimizing injury after a loss of control event|
    JP4552313B2|2000-11-28|2010-09-29|株式会社アドヴィックス|Vehicle motion control device|
    US6793386B2|2001-08-15|2004-09-21|Morinaga & Co., Ltd.|Kneading device|
    US6748846B2|2002-02-15|2004-06-15|Delphi Technologies, Inc.|Solenoid valve, vacuum booster diaphragm subassembly, and vacuum booster assembly|
    KR100661733B1|2004-08-27|2006-12-26|주식회사 로템|Method for recuing a train using tcms|
    DE102009001135A1|2009-02-25|2010-08-26|Robert Bosch Gmbh|Method for actuating a hydraulic vehicle brake system|
    法律状态:
    2007-09-20| REG| Reference to a code of a succession state|Ref country code: RU Ref legal event code: MM4A Effective date: 20050813 |
    优先权:
    申请号 | 申请日 | 专利标题
    GB878719299A|GB8719299D0|1987-08-14|1987-08-14|Traction control system|
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