Integral ABS and traction control apparatus

Abstract: An integrated apparatus for an anti-lock braking (ABS) and traction control system (TC) is provided which includes a controller (10) cognizant of a rotational condition of a wheel (12), a master cylinder (16), an actuator (40) with a bore (44), the bore having a first fluid connection (50) with the master cylinder and space therefrom a second fluid connection (52) with a brake (14), a normally open solenoid valve (98) for isolating the master cylinder from the brake when the controller places the apparatus in an ABS or TC mode, and a hollow primary piston (54) mounted within the bore along first, second and third spaced sealed peripheries (64,66,74) having a first port (56) connecting the interior of the primary piston with its exterior between the first and second sealed peripheries and communicating with the second fluid connection of the bore. The primary piston also has a second port (58) fluidly connecting an end of the primary piston most adjacent to the first fluid connection with the interior of the primary piston, and a check valve (68) mounted within the second port, the third sealed periphery being generally adjacent the first fluid connection. A secondary piston (60) is mounted within the primary piston, movable in a direction towards the first fluid connection to pressurize the brake and movable in an opposite direction to release the pressure within the brake. The secondary piston has an extreme position with respect to the primary piston wherein the secondary piston opens the check valve and further movement of the secondary piston causes the pistons to move in unison pressurizing the brake. A reversible motor (80) connected with a gear train (82,84,86), power screw (76) and nut (70), moves the secondary piston in response to signals given by the controller.

Description: The field of the present invention is that of an integrated apparatus for an anti-lock braking system (ABS) and traction control system (TC) for a vehicle. Anti-lock braking systems typically modulate the pressure delivered to a brake of a vehicle wheel to prevent the vehicle wheel from locking up in the braking condition. Conversely, traction control systems typically incorporate an automated braking system which actuates a brake to prevent spinning of the vehicle wheel, thereby maximizing the traction which can be exerted by that wheel. A more detailed analysis of anti-lock braking systems can be found in US-A-4,756,391 and US-A-4,653,815. A more detailed explanation of traction control systems which utilize actuation of a brake for traction control can be found in US-A-4,976,500. The present invention provides an ABS/TC integration apparatus which is an alternative to that provided and described in EP-A-0,398,535 and EP-A-0,434,201, and US Patent Application No 671,570, filed March 19, 1991. An integrated apparatus in accordance with the present invention is characterised over EP-A-0,398,535 which discloses the features of the preamble of claim 1, by the features specified in the characterising portion of claim 1. The present invention provides an ABS and TC integration apparatus which allows a common actuator mechanism to provide the ABS and TC functions. The present invention will now be described, by way of example, with reference to the accompanying drawing, in which:- Figure 1 is a sectional view with portions illustrated schematically of a preferred embodiment ABS/TC integrated apparatus according to the present invention. Referring to Figure 1 an integrated apparatus 7 for an anti-lock braking system (ABS) and traction control system (TC) has a master cylinder 16 for delivering pressurized fluid to a (fluid actuated) brake 14 (commonly referred to as a brake cylinder for drum brakes or as a caliper for disc brakes) of a vehicle wheel 12. The master cylinder 16 is linked with a pedal linkage 90 which is manipulated by a vehicle operator. The integrated apparatus 7 has a controller 10 which via a sensor 4 is cognizant of the rotational condition of the vehicle wheel(s) 12. The controller 10 will signal the integrated apparatus 7 to an ABS or TC mode as required. An actuator 40 is also provided. The actuator 40 has a housing 42 with a multidiameter longitudinal bore 44. The longitudinal bore 44 is fluidly connected with the master cylinder 16 via a first fluid connection 50. Fluid connection 50 is typically a very small diameter bore approximately 0.71 mm (0.028 inch) diameter. Spaced from the first fluid connection 50 is a second fluid connection 52 connecting the longitudinal bore 44 with the brake 14. The master cylinder 16 is connected with the brake 14 via a first fluid line 18 which has inserted therein a (normally open) solenoid valve 98. The solenoid valve 98 is utilized to isolate the brake 14 from the master cylinder 16 whenever the integrated apparatus 7 is signalled to an ABS or TC mode. Referring back to the actuator 40, the longitudinal bore 44 has a stop means provided by a ledge or snap ring 46. Slidably mounted within the longitudinal bore 44, and having an edge 62 for contact with the ledge 46, is a primary piston 54. The primary piston 54 is normally held against the ledge 46 by a biasing spring 53. The primary piston 54 is sealed along three spaced peripheral locations by O-rings 64 and 66 and U-block seal 74 which is generally adjacent the first fluid connection 50. The primary piston 54 is also hollow having a first port 56 connecting the interior of the primary piston with its exterior between the O-rings 64 and 66. The primary piston 54 also has a second port 58 connecting its interior with a portion of the longitudinal bore 44 more adjacent to the first fluid connection 50. Mounted within the second port 58 is a check valve 68 which unless held open prevents flow from the master cylinder 16 to the interior of the primary piston 54. Slidably and sealably mounted within the interior of the primary piston 54 is a secondary piston 60. The secondary piston 60 is movable in a direction towards the first fluid connection 50 to pressurize the fluid in the brake 14, or is movable in an opposite direction to relieve (release) the brake 14. In a predetermined position with respect to the primary piston 54, the secondary piston 60 has a stem 72 for opening of the check valve 68. Movement of the secondary piston 60 further towards contact with an edge block 75 of the primary piston 54 in an extreme position with respect to the same will cause the primary piston 54 to move in unison with the secondary piston 60. The secondary piston 60 is operatively associated with, in the instance shown, a fixably connected nonrotative nut 70. The nut 70 has flange members 71 which make contact with secondary alignment edges 73 of the longitudinal bore 44 to keep the nut from rotating. The secondary piston 60, via the nut 70, is penetrated by, and threadably engaged with, a driven member referred to as a ball drive or power screw 76. The power screw 76 is mounted within the longitudinal bore 44 by a bearing 77 and at its lower end can be surrounded by a pair of bevel washers (not shown) which cushion possible contact of the nut 70 when bottoming out the secondary piston 60 within the longitudinal bore 44. The power screw 76 is driven by a reversible DC motor 80 which is gearably engaged with the power screw 76 by a gear train comprised of a large primary gear 82 and an (optional) secondary idler gear 84 and a motor pinion gear 86. The pinion gear 86 is attached to a rotor of the reversible DC motor 80. The actuator 40 will also have a sensor 81 typically of a magnetic or similar electrical type device which will allow the controller 10 to know the exact location of the nonrotative nut 70 thereby knowing the location of the secondary piston 60. If a brushless motor is utilized the sensor may be eliminated since a brushless motor can indicate to the controller the number of its rotations and cumulative angular location. Juxtaposed between the master cylinder 16 and the first fluid connection 50 is a flow control valve 51. The flow control valve 51 allows almost totally nonresistant flow from the longitudinal bore 44 back towards the master cylinder 16. However the flow control valve 51 has a fluid resistor for fluid flow from the master cylinder 16 to the longitudinal bore 44 via the first fluid connection 50. In normal vehicle brake operation the solenoid valve 98 will be open and fluid will flow from the master cylinder 16 through the solenoid valve 98 to the brake 14. Additionally, for emergency operation in case of catastrophic solenoid valve failure (the solenoid valve is configured to only fail in the open position) in an unforeseen manner, fluid is allowed to flow from the master cylinder 16 through the flow control valve 51 into the longitudinal bore 44 via the first fluid connection 50 past the check valve 68 which is held open by the secondary piston 60, and out to the brake 14. Relief of the brake 14 operates in the same manner with the flow patterns reversing those previously given. If an ABS condition is realized, the controller 10 will signal the solenoid valve 98 to the closed position isolating the master cylinder 16 from the brake 14. The controller 10 will also signal the motor 80 to retrack the secondary piston 60 for the first ABS cycle wherein the pressure within the brake 14 is to be relieved. Pressure reapply will be accomplished by signalling the motor 80 to reverse the direction of the secondary piston 60 to reapply brake pressure. It will be apparent to those skilled in the art that the retraction of the secondary piston 60 will allow the check valve 68 to close. However, if in an ABS condition the pressure within the brake 14 becomes larger than the pressure within the master cylinder 16, (which may have been decreased by the vehicle operator decreasing the force of his foot on the brake pedal) the pressure within the interior of the primary piston 54 will open up the check valve 68. Therefore, the check valve 68 functions as a pressure equalization valve to always maintain the pressure within the brake 14 in the ABS condition to be equal or less than that of the pressure within the master cylinder 16. On certain occasions the integrated apparatus 7 will initially be signalled to an ABS condition when the vehicle wheel 12 is on ice. Therefore the initial pressure that the vehicle operator was placing on the brake 14 was quite low. However, as the vehicle wheel 12 traverses the ice and is now engaged on a snow covered surface it is desirable to increase the pressure available to the brake 14. To accomplish the above the secondary piston 60 will be extended to the point to where it again opens up the check valve 68. Pressure from the master cylinder 16 will now be allowed to feed into the brake 14, even though the solenoid valve 98 still remains closed since that vehicle wheel 12 is still within an ABS condition. The flow control valve 51 now comes into play by preventing an inordinate pressure pulse from the master cylinder 16 to the brake 14 which could inadvertently cause the brake 14 pressure to rise too rapidly and to temporarily lock the vehicle wheel 12 again. In a traction control situation, again the solenoid valve 98 will be closed to isolate the master cylinder 16 from the brake 14. The motor 80 will be signalled to extend the secondary piston 60. Since the secondary piston 60 at its home positon is already opening the check valve 68 further movement upward of the secondary piston 60 will lift the primary piston 54 from its ledge 46 causing the fluid in the capped longitudinal bore 44 (now sealed by U-block seal 74) above the primary piston 54 to be pressured into the brake 14. The traction control release cycle will be accomplished by the motor 80 being signalled to retract the secondary and primary pistons 60,54 in unison back towards their rest position. The U-block seal 74 is provided to prevent the seal from suffering damage as it move back and forth over the first fluid connection 50 which is usually a small orifice. In traction control pressure apply the capped longitudinal bore 44 will not develop full pressure until the U-block seal 74 has passed the first fluid connection 50 and on a retractive cycle the pressure in the capped longitudinal bore 44 will be reduced before the U-block seal 74 passes the first fluid connection 50.

Claims: An integrated apparatus for an anti-lock braking system (ABS) and traction control system (TC) for a vehicle having a fluid actuated brake (14) for a wheel (12), comprising a controller (10) cognizant of the rotational condition of the wheel for signalling the integrated apparatus to an ABS or TC mode; a master cylinder (16) for fluidly delivering pressurized fluid to the brake; an actuator housing (42) with a longitudinal bore (44), the longitudinal bore having a first fluid connection (50) with the brake; a normally open solenoid valve (98) for isolating the master cylinder from the brake when the controller places the integrated apparatus in an ABS or TC mode; a hollow primary piston (54) slidably and sealably mounted within the longitudinal bore the primary piston having a first port (56) connecting the interior of the primary piston with its exterior; a secondary piston (60), slidably sealably mounted within the primary piston, movable in a direction towards the first fluid connection to pressurize the brake, and movable in an opposite direction to release the pressure within the brake; a nut (70) operatively associated with the secondary piston; means (71,73) to prevent the nut from rotating; a power screw (76) threadably engaged and projecting through the nut; a gear train (82,84,86) connected with the power screw; and a reversible motor (80) connected with the gear train for moving the secondary piston in response to signals given by the controller; characterised in that the longitudinal bore (44) has a second fluid connection (52) with the brake, spaced from the first fluid connection (50), in that the primary piston (54) has first and second spaced sealed peripheries (64, 66), said first port (56) opening into the space between the first and second sealed peripheries (64, 66) and communicating with the second fluid connection (52) of the longitudinal bore, in that the first fluid connection (50) is connected to the master cylinder (16); in that the primary piston (54) has a second port (58) fluidly connecting an end of the primary piston most adjacent to the first fluid connection with the interior of the primary piston, a check valve (68) mounted within the second port, and a third sealed periphery (74) generally adjacent the first fluid connection; in that the secondary piston (60) has an extreme position with respect to the primary piston wherein the secondary piston opens the check valve within the second port of the primary piston and further movement of the secondary piston with respect to the primary piston causes the pistons to move in unison pressurizing the brake. An integrated apparatus as claimed in claim 1 further including a flow control valve (51) restraining fluid flow from the master cylinder (16) to the first fluid connection (50) of the longitudinal bore (44) and providing significantly reduced restriction of flow from the interior of the primary piston (54) towards the master cylinder. An integrated apparatus as claimed in claim 1 or claim 2, wherein the third sealed periphery includes a U-block type seal (74).

Inventors: HUNTZICKER FRED WILLIAM, NEWTON JERRY LEE, PARKER DONALD LEE, REUTER DAVID FREDERICK, HUNTZICKER, FRED WILLIAM, NEWTON, JERRY LEE, PARKER, DONALD LEE, REUTER, DAVID FREDERICK
Applicants: GEN MOTORS CORP, GENERAL MOTORS CORPORATION
Application year: 1992
Main classification: B60T8
IPC codes: B60T8