Isolation valve armature configured to reduce Bernoulli force during normal braking operation

Abstract: An isolation valve (20) for controlling fluid flow in a vehicular braking system (10), the valve (20) comprising: a solenoid coil assembly (40); an armature (124) moveably positioned within the solenoid coil assembly (40), the armature (124) having a ball end (130) engaging a ball seat (106) and an edge groove (31) at the ball end to modify Bernoulli force that affects movement of the armature (124) when the solenoid coil assembly (40) is de-energized. Another embodiment of the invention is an isolation valve (20) for use in a hydraulic control unit (18) for a vehicular brake system (10), the isolation valve (20) comprising: a valve body housing defining a valve cavity; a valve stem (100) mounted in the valve cavity, the valve stem (100) having a coaxial fluid passage (104) therethrough; a cylindrical sleeve (120) mounted on the valve body surrounding the valve stem; an armature (124) slidably mounted in the cylindrical sleeve (120) and biased by a spring (132) in a normally open position; the armature (124) having a valve end (130) for controlling fluid flow through the coaxial fluid passage (104), and an edge groove (31), an outer step (32), an annular cavity (33), or a combination thereof at the valve end (130) to modify Bernoulli force that affects movement of the armature. Also described is a method for making an isolation valve (20) having the above described characteristics.

Description: BACKGROUND OF THE INVENTION This invention relates in general to vehicular brake systems and in particular is concerned with Bernoulli force during the operation of valves in hydraulic braking systems. Hydraulic braking systems for vehicles are well known. A typical hydraulic brake system includes a master cylinder connected via fluid conduits to wheel brakes. The master cylinder generates hydraulic forces by pressurizing brake fluid when the driver steps on the brake pedal. During a normal braking event, the pressurized fluid travels through the fluid conduits to actuate brake cylinders in the wheel brakes and slow the vehicle. Anti-lock braking systems (ABS) are a feature of many modern hydraulic braking systems. A hydraulic control unit (HCU) or housing, containing control valves and other components such as low pressure accumulators and pumps, is located between the master cylinder and the wheel brake assemblies. An electronic controller connected to a variety of sensors operates the HCU to selectively control pressure to the wheel brake assemblies to provide an appropriate braking response. Low pressure accumulators are provided in the HCU between a control valve known as a dump valve and an inlet to a pump. During an anti-lock (ABS) event, pressurized fluid is dumped from a wheel brake by opening a dump valve so that such fluid can travel to a low pressure accumulator. Fluid in the low pressure accumulator is pumped to an inlet of a control valve known as an isolation valve for reapply events of the brake system. During braking events, isolation valves close and open and Bernoulli forces in the fluid resist the opening of the isolation valves. During a normal braking event when the valve is fully open, these Bernoulli forces are undesirable because they tend to close isolation valves thereby influencing the responsiveness of the breaking system and the distance required for completely stopping the vehicle. In contrast, during an ABS or other controlled braking event, these Bernoulli forces are desirable because they reduce the magnetic force required to hold the valve in a partially open condition. From DE 35 34 665 A1 a two position magnet valve is known having a valve body and an armature slidably mounted relative to the valve body, wherein said armature has a valve end for controlling fluid flow through the fluid passage. This valve also shows the above described effect, namely undesirable Bernoulli forces occurring during normal braking events and tending to close the valve whereby the responsiveness of the braking system and the distance required for completely stopping the vehicle is adversely affected. WO 98/40260 discloses a sleeve and an armature assembly of a valve for vehicle brake systems according to the preamble of claim 1. Furthermore US-4,865,399 and US-4,668,023 describe isolation valves with a valve body and an armature slidably mounted relative to the valve body. However, also these valves do not provide any measures to prevent Bernoulli forces affecting the operation of the valve during normal braking events. As further prior art documents DE 21 34 967, WO 97/28999, EP 0670 445 A1, US-5,344,118, GB 1,433,445, GB 1,389,055 and US-4,439,279 are mentioned which have valve arrangements similar to those described above with respect to the prior art and which do not provide any measures to prevent Bernoulli force effects affecting the operation of those valves. SUMMARY OF THE INVENTION It is desirable to increase isolation valve operation speed and improve response time and stopping distances during normal braking events without disrupting valve operation or performance during controlled braking events. This object is solved by an isolation valve with the features according to claim 1, and by a method of manufacturing a valve according to claim 7. Broadly, the present invention provides an isolation valve for use in a hydraulic control unit for a vehicular brake system, the valve comprising: a valve body housing defining a valve cavity; a valve body mounted in the valve cavity, the valve body having a fluid inlet passage therethrough; and an armature slidably mounted relative to the valve body, the armature having a valve end for controlling fluid flow through the fluid passage, and a groove formed in the valve end. The isolation valve of the invention is characterized in that a bore is formed in the valve end receiving a valve member and the groove is formed in the valve end with an annular shape around the bore, and in that the annular groove is dimensioned such that it essentially eliminates Bernoulli force acting on the armature in a closing direction during normal braking events when the valve is fully open, and such that Bernoulli force generated when the valve is held in a partially open position during a controlled braking event is not eliminated. The invention also provides a method of manufacturing an isolation valve, comprising the steps of: forming a valve cavity in a valve body housing; mounting a valve body in said valve cavity, said valve body having a fluid inlet passage therethrough; forming an armature having a valve end with a bore receiving a valve member for controlling fluid flow through said fluid passage; and configuring said valve end with a groove having an annular shape around said bore. The annular groove is dimensioned such that it essentially eliminates Bernoulli force acting on the armature in a closing direction during normal braking events when the valve is fully open, and such that Bernoulli force generated when the valve is held in a partially open position during a controlled braking event is not eliminated. Thus, this invention involve an improved armature for use in isolation valves in hydraulic braking systems. The improved armature is shaped to reduce Bernoulli forces during normal braking event to improve response time and stopping distance without disrupting Bernoulli forces generated during controlled braking events. The isolation valve for controlling fluid in a vehicular braking system according to the present invention comprises a solenoid coil assembly and an armature moveably positioned within the solenoid coil assembly. In one embodiment, the armature has a ball end engaging a ball seat and an edge groove at the ball end to modify Bernoulli force that affects movement of the armature when the solenoid coil assembly is de-energized. Another embodiment of the invention is an isolation valve for use in a hydraulic control unit for a vehicular brake system where the isolation valve comprises a valve body housing defining a valve cavity and a valve stem mounted in the valve cavity. The valve stem has a coaxial fluid passage therethrough. A cylindrical sleeve is mounted on the valve body surrounding the valve stem and an armature is slidably mounted in the cylindrical sleeve and biased by a spring in a normally open position. The armature has a valve end for controlling fluid flow through the coaxial fluid passage, and an outer step at the valve end to modify Bernoulli force that affects movement of the armature. Another embodiment of the invention is an isolation valve for use in a hydraulic control unit for a vehicular brake system where the isolation valve comprises a valve body housing defining a valve cavity and a valve stem mounted in the valve cavity. The valve stem has a coaxial fluid passage therethrough. A cylindrical sleeve is mounted on the valve body surrounding the valve stem and an armature is slideably mounted in the cylindrical sleeve and biased by a spring in a normally open position. The armature has a valve end for controlling fluid flow through the coaxial fluid passage, and an annular cavity at the valve end to modify Bernoulli force that affects movement of the armature. Still another embodiment of the invention is an isolation valve for use in a hydraulic control unit for a vehicular brake system where the isolation valve comprises a valve body housing defining a valve cavity and a valve stem mounted in the valve cavity. The valve stem has a coaxial fluid passage therethrough. A cylindrical sleeve is mounted on the valve body surrounding the valve stem and an armature is slideably mounted in the cylindrical sleeve and biased by a spring in a normally open position. The armature has a valve end for controlling fluid flow through the coaxial fluid passage, and an annular cavity and an outer step at the valve end to modify Bernoulli force that affects movement of the armature. A further embodiment of the invention is a method of manufacturing an isolation valve for use in a hydraulic control unit for a vehicular brake system comprising the steps of: forming a valve cavity in a valve body housing; mounting a valve stem mounted in the valve cavity, the valve stem having a coaxial fluid passage therethrough; mounting a cylindrical sleeve in the valve body surrounding the valve stem; forming an armature having a valve end for controlling fluid flow through the coaxial fluid passage; configuring the valve end to modify Bernoulli force that affects movement of the armature; mounting the configured armature in the cylindrical sleeve so that it is slideable and biased by a spring in a normally open position. The valve end may be configured to modify Bernoulli force with an edge groove, an outer step, an annular cavity, or a combination of an outer step and an annular cavity. Various objects and advantages of this invention will become apparent to those skilled in the art from the following detailed description of the preferred embodiments, when read in light of the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic circuit diagram of a vehicular brake system according to this invention illustrating a low pressure accumulator, a dump valve, an isolation valve, and a pump in a hydraulic control unit. Figure 2 is a partial sectional view of a hydraulic control unit showing an embodiment of an isolation valve according to the present invention. Figure 3 is a partial view of a CFD simulation of the edge of an armature lacking an edge groove according to the present invention where the armature is in the open position during normal braking. Figure 4 is a partial view of a CFD simulation of the edge of an armature with an edge groove according to the present invention where the armature is in the open position during normal braking. Figure 5 is a partial view of a CFD simulation of the edge of an armature lacking the edge groove according to the present invention where the armature is in the partially open position during a controlled braking event. Figure 6 is a partial view of a CFD simulation of the edge of an armature with an edge groove according to the present invention where the armature is in the partially open position during a controlled braking event. Figures 7 and 8 are sectional side and end views of an armature having an edge groove according to the present invention. Figures 9 and 10 are sectional side and end views of an armature having an outer step according to the present invention. Figures 11 and 12 are sectional side and end views of an armature having an annular cavity according to the present invention. Figures 13 and 14 are sectional side and end views of an annular cavity and an outer step according to the present invention. Figure 15 is a partial view of a CFD simulation of the edge of an armature Jacking a groove adjacent the ball according to the present invention where the armature is in the open position during normal braking. Figure 16 is a partial view of a CFD simulation of the edge of an armature with a groove adjacent the ball according to the present invention where the armature is in the open position during normal braking. Figure 17 is a partial view of a CFD simulation of the edge of an armature lacking the groove adjacent the ball according to the present invention where the armature is in the partially open position during a controlled braking event. Figure 18 is a partial view of a CFD simulation of the edge of an armature with a groove adjacent the ball according to the present invention where the armature is in the partially open position during a controlled braking event. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicular brake system according to this invention is indicated generally at 10 in Figure 1. System 10 includes control valves and other components described below to provide anti-lock braking functions. In other embodiments, system 10 can also include components to provide traction control functions and/or vehicle stability control functions. In system 10, a brake pedal 12 is connected to a master cylinder 14 to provide pressurized brake fluid to a wheel brake 16. In the embodiment illustrated in Figure 1, the wheel brake 16 is illustrated as a disc assembly; however, wheel brake 16 may be any type found on vehicles. A hydraulic control unit (HCU) 18 is a housing having bores for receiving control valves and other components described below. Fluid passageways or conduits are provided between the bores to provide fluid communication between the control valves and other components. For purposes of clarity of illustration, only one set of components is illustrated in the schematic of Figure 1. However, it is understood that the HCU 18 can also house corresponding components for other circuits and/or wheels of the vehicle. The HCU 18 includes a normally open control valve 20 commonly referred to as an isolation valve, and a normally closed control valve 22, commonly known as a dump valve, disposed between the master cylinder 14 and the wheel brake 16. A low pressure accumulator 24 is disposed between the dump valve 22 and a reciprocating hydraulic pump 26. The pump 26 is driven by an electric motor (not illustrated). An attenuator 28 is provided in the HCU 18 between an outlet of the pump 26 and an inlet of the isolation valve 20. The attenuator 28 dampens fluid pulses exiting the pump 26. Both the isolation valve 20 and the dump valve 22 are preferably formed as a solenoid valve switchable between two positions. Valves 20 and 22, as well as pump 26, are electrically connected to an electronic control module (not illustrated) and operated to provide anti-lock or other types of controlled braking as required. As the isolation valve operates, the path of fluid flowing through the valve is altered, creating Bernoulli forces that resist opening of the isolation valve. As mentioned above, during normal braking events, these Bernoulli forces must be overcome by the isolation valve mechanism, which takes additional time and requires additional force (factors that effect the overall performance of the hydraulic braking system). In contrast, during a controlled braking event such as an ABS event, the isolation valve mechanism must hold the valve in a partially open state. During a controlled braking event, Bernoulli forces advantageously hold the valve partially open, decreasing demand on the coil. Figure 2 illustrates an isolation valve 20. The isolation valve 20 has a cylindrical valve body 100 having a radial flange 102. The valve body 100 has a coaxial flow passage 104 provided therethrough which terminates at its upper end in a conical valve seat 106. The lower end of the valve body 100 has a reduced diameter portion 108 which has an annular catch 110 adjacent to its lower end. A filter assembly 112 having a filter 114 is received over the reduced diameter portion 108 of the valve body 100. The filter assembly 112 has an internal recess 116 in which the annular catch 110 is received to snap lock the filter assembly 112 to the end of the valve body 100 so that the filter 114 covers the lower end of the coaxial flow passage 104. A cylindrical sleeve 120 has an open lower end and a closed upper end 122. The open end is laser welded to the valve body 100 providing a fluid tight seal therebetween. The valve body 100 has a reduced diameter section 118 over which the open end of the sleeve 120 is received An armature 124 is slidably disposed in the sleeve 120. The armature 124 has an annular flange 126 and an axial bore 128 in which is received a valve member sized to engage the valve seat 106 and block the upper end of the coaxial flow passage 104. The valve member is preferably a ball 130. The ball 130 is substantially non-deformable, for example, a steel ball. A coil spring 132 is disposed between the upper end of the valve body 100 and the flange 126 and resiliently biases the armature 124 away from the valve body 100 and the ball 130 away from the valve seat 106. As indicated, the armature 124 and the flange 126 have through slots 127 providing a fluid passageway between the flange 126 and the closed end 122 of the cylindrical sleeve 100. The slots 127 prevent a fluid lock-up condition inhibiting the rapid displacement of the armature 124 relative to the valve body 100. A coil assembly such as coil assembly 40 shown in Figure 2 is slideably received over the cylindrical sleeve 120 with a flux ring 164 being in close fitting, sliding engagement with valve body section 118. Optionally, to accommodate manufacturing tolerances, a slight clearance can be allowed between the flux ring 164 and sleeve 120. The coil assembly 40 is operative, when energized, to produce a magnetic field displacing the armature 124 towards the valve body 100 causing the ball 130 to seat on the valve seat 106. The seating of the ball 130 on the valve seat 106 terminates the fluid flow between the axial fluid inlet passage 104 and an outlet passageway 134 formed in the valve body housing 30 through internal passageways 136 formed in the valve body 100. The outlet fluid passageway 134 is connected to an associated threaded aperture and to the input of the associated hold/dump valve 22 as shown in Figure 1. As stated above, the coil assembly 40 includes an annular flux ring 164 disposed at the end adjacent the valve body housing 30. The flux ring 164 (as described in greater detail in commonly assigned U.S. Patent No. 5,439,279) enhances the strength of the magnetic field acting on the armature 124 and reduces the current required to produce a magnetic field having a strength sufficient to displace the armature 124 against the force of spring 132. The valve body 100 further has an annular groove 138 in which is received a one-way seal 140 to prevent a fluid flow from the internal inlet passageway 142 of the valve body housing 30 to the outlet passageway 134. The internal inlet passageway 142 connects to an associated threaded aperture and to the master brake cylinder 16 and to the output of pump 26 as shown in Figure 1. In accordance with the present invention a variety of configurations may be formed around the end of the armature 124, such an edge groove 31 as illustrated in Figure 2, to modify fluid flow in order to reduce Bernoulli forces during normal braking events, thereby improving response time and decreasing the required stopping distance. Figures 3-6 illustrate computational fluid dynamic (CFD) analysis models of isolation valves that lack a variation in the terminal end of the armature and that have an edge groove 31 in the terminal end of the armature. The components illustrated in Figures 3-6, except for the armatures in Figures 3 and 5, are identical in form and operation to the components of the isolation valve of Figure 2 and are identified with corresponding numbers. Figure 3 illustrates a simulation of an embodiment of the invention where the armature 124 has a ball 130 as the valve member fitting in a valve seat 106. The armature 124 is modeled in a normally open position permitting fluid communication between the coaxial flow passage 104 and the internal passageway 136. During a normal braking event after closure of the isolation valve 20, it was determined that a Bernoulli closing force of 3.70 Newton tended to move the armature toward a closed position. Overcoming this force required additional time, affecting the overall stopping power of the hydraulic braking system. Figure 4 illustrates a simulation of an embodiment of the invention where the armature 124 has been configured with an edge groove 31 (c.f. Figure 2). Like Figure 3, the armature 124 of Figure 4 is normally open as shown in Figure 3, permitting fluid communication between the coaxial flow passage 104 and the internal passageway 136. The detailed structure of an actual armature 124 having an edge groove is shown in cross-sectional side and end views in Figures 7 and 8. During a normal braking event after closure of the isolation valve 20 it was determined that in an isolation valve having an edge groove 31 that the edge groove 31 reduced the Bernoulli force. In fact, the addition of the edge groove 31 in the armature 124 resulted in a Bernoulli opening force of 0.3 Newton. (Thus, the counter force has been replaced by a force of 0.3 Newton in the same direction as the movement of the armature 124 to the full open position as shown in Figure 4.) This elimination of resistant Bernoulli force and establishment of a positive acting Bernoulli force results in quicker braking and reduced stopping distance. Figure 5 illustrates a simulation of the same armature shown in Figure 3 in a partially open position as occurs during a controlled braking event. During a controlled braking event such as an ABS event, it was determined that a partial opening of the isolation valve having an armature without an edge groove was resisted by a Bernoulli closing force of 4.66 Newton. Figure 6 illustrates a simulation of an embodiment of the invention where the armature 124 has been configured with an edge groove 31 (c.f. Figure 2). In contrast to the effect of an edge groove during normal braking, during a controlled braking event Bernoulli force generated when the isolation valve is partially open is not eliminated. In fact, it was determined that in an isolation valve having an edge groove 31 movement of the armature 124 from a closed position was resisted by a Bernoulli closing force of 4.32 Newton. Thus, the presence of the edge groove 31 did not significantly change the beneficial effect derived from Bernoulli force during controlled braking events. The results of the individual tests are summarized in Table 1, below. Bernoulli force when fully open (base supply) Bernoulli force when partially open (ABS) Isolation valve without edge groove 3.70 N (closing) 4.66 N (closing) Isolation valve with edge groove 0.30 N (opening) 4.32 N (closing) In summary, the isolation valve without the edge groove exhibits 3.7 N Bernoulli (closing) force during a normal or base braking event when the valve is fully opened to a 0.6 mm gap. In contrast, the isolation valve with the edge groove 31 exhibits a 0.3 N Bernoulli (opening) force when the valve is fully opened to a 0.6 mm gap. During a controlled braking event such as an ABS event, the isolation valve without the edge groove exhibits 4.66 N Bernoulli (closing) force when the valve is partially opened to a 0.1 mm gap. In contrast with the effect during normal braking, the desirable Bernoulli force generated is not significantly changed by the edge groove during a controlled braking event. Rather, the isolation valve with the edge groove 31 exhibits 4.32 N Bernoulli (closing) force when the valve is opened to a 0.1 mm gap. Figures 9-14 illustrate additional configurations of the armature that reduce Bernoulli force in the desired manner during normal breaking events and without significantly changing the Bernoulli force generated during a controlled braking event in a manner analogous to that described above with reference to an armature having an edge groove. More specifically, Figures 9 and 10 are cross-sectional side and end views of an armature having an outer step 32, an armature 124, flange 126, axial grooves 127, and an axial bore 128; Figures 11 and 12 are cross-sectional side and end views of an armature having an annular cavity 33, an armature 124, flange 126, axial grooves 127, and an axial bore 128; and Figures 13 and 14 are cross-sectional side and end views of an armature having an outer step 32 and an annular cavity 33, an armature 124, flange 126, axial grooves 127, and an axial bore 128. Figures 15-18 illustrate additional computational fluid dynamic (CFD) analysis models of isolation valves according to this invention. Figure 15 illustrates an embodiment where the armature 124 does not have an end groove or other configuration. The armature 124 is illustrated in the normally open position. During a normal braking event after closure of the isolation valve, the jet direction of the fluid is indicated at arrow 150 and is substantially parallel to the planar lower surface of the armature 124 as it travels from passage 104 to passageway 136. A relatively large Bernoulli closing force (approximately 3.70 Newtons) indicated by arrow 152 tended to move the armature 124 to the closed position. Figure 16 illustrates an embodiment of the armature wherein an end groove near the ball 130 is formed in the armature 124. The end groove can be similar to annular cavity 33 shown in Figures 13 and 14. Like Figure 15, the armature 124 is normally open, permitting fluid communication between passage 104 and passageway 136. The jet direction of the fluid is indicated at arrow 154 and is inclined downwardly away from the lower surface of the armature 124. A relatively large Bernoulli opening force (approximately 7.10 Newtons) indicated by arrow 156 tended to open the armature 124. This opening force 156 replaces the closing force 152 found in the isolation valve without the cavity 33. Figure 17 illustrates the same armature as in Figure 15 in a partially open position as occurs during a controlled braking event. During a controlled braking event such as an ABS event, a Bernoulli closing force (approximately 4.10 Newtons) indicated by arrow 160 was generated. Arrow 162 extending toward passage 136 indicates the jet direction. Figure 18 illustrates the same armature as in Figure 16 in a partially open position as occurs during a controlled braking event. A beneficial Bernoulli closing force (approximately 3.10 Newtons) indicated by arrow 164. The jet direction is indicated by arrow 166 extending toward passage 136 and bypassing groove 33. Thus, an end groove 33 or configuration in the end surface of the armature adjacent the ball 130 improves a closing force for base braking applications without significantly impacting a closing force for ABS events. This design reduces noise and vibration occurring from the isolation valve. The specific size of the groove 33 can be varied to produce desired results. Another aspect of the present invention is a method of manufacturing an isolation valve for use in a hydraulic control unit for a vehicular brake system. This method comprising the following steps: forming a valve cavity in a valve body housing; mounting a valve stem in the valve cavity where the valve stem has a coaxial fluid passage therethrough; mounting a cylindrical sleeve on the valve body surrounding the valve stem; forming an armature having a valve end for controlling fluid flow through the coaxial fluid passage; configuring the valve end to modify Bernoulli force that affects movement of the armature; and mounting the configured armature in the cylindrical sleeve so that it is slideable and biased by a spring in a normally open position. The valve cavity may be formed in the valve body and valve stem housing using any convenient method such as boring or casting. Similarly, the armature may be cast and configured using standard machining methods. Alternatively, the armature might be formed in the desired configuration using Metal Injection Molding (MIM) or a similar method. The configuration of the valve end used to modify the Bernoulli force may be any of the configurations described herein (such as an edge groove, an outer step, or an annular cavity), or combinations of configurations (such as an outer step and an annular cavity). The principle and mode of operation of this invention have been explained and illustrated in its preferred embodiments. However, it must be understood that this invention may be practiced otherwise than as specifically explained and illustrated without departing from its scope, as laid down in the appended claims.

Claims: An isolation valve (20) for use in a hydraulic control unit for a vehicular brake system, said valve (20) comprising: a valve body housing defining a valve cavity (146); a valve body (100) mounted in said valve cavity (146), said valve body (100) having a fluid inlet passage (104) therethrough; an armature (124) slidably mounted relative to the valve body (100); said armature (124) having a valve end for controlling fluid flow through said fluid passage (104), and a groove formed in the valve end, characterized in that a bore (128) is formed in said valve end receiving a valve member (130) and said groove is formed in said valve end with an annular shape around said bore (128), and in that said annular groove is dimensioned such that it essentially eliminates Bernoulli force acting on said armature (124) in a closing direction during normal braking events when said valve (20) is fully open, and such that Bernoulli force generated when said valve (20) is held in a partially open position during a controlled braking event is not eliminated. The valve (20) according to claim 1, wherein said annular groove is an edge groove (31). The valve (20) according to claim 1, wherein said annular groove is an annular cavity (33). The valve (20) according to claim 1, wherein said annular groove is formed by an outer step (32). The valve (20) according to claim 1, wherein said annular groove is spaced at a distance from said bore (128). The valve (20) according to one of the preceding claims, wherein said valve member is a ball (130), in particular a steel ball. A method of manufacturing an isolation valve (20) according to one of the preceding claims for use in a hydraulic control unit for a vehicular brake system comprising the steps of: forming a valve cavity (146) in a valve body housing; mounting a valve body (100) in said valve cavity (146), said valve body (100) having a fluid inlet passage (104) therethrough; forming an armature (124) having a valve end with a bore (128) receiving a valve member (130) for controlling fluid flow through said fluid passage (104); and configuring said valve end with a groove having an annular shape around said bore (128), said annular groove being dimensioned such that it essentially eliminates Bernoulli force acting on said armature (124) in a closing direction during normal braking events when said valve (20) is fully open, and such that Bernoulli force generated when said valve (20) is held in a partially open position during a controlled braking event is not eliminated. The method of manufacturing an isolation valve (20) according to claim 7, wherein said annular groove in said valve end is configured as an edge groove (31). The method of manufacturing an isolation valve (20) according to claim 7, wherein said annular groove in said valve end is formed by an outer step (32). The method of manufacturing an isolation valve (20) according to claim 7, wherein said annular groove in said valve end is configured as an annular cavity (33). The method of manufacturing an isolation valve (20) according to claim 7, wherein said annular groove in said valve end is spaced at a distance from said bore (128).

Inventors: HILDEBRAND JOHN, LEVENTHAL LEON, TAKADA SHINVA A, HILDEBRAND, JOHN, LEVENTHAL, LEON, TAKADA, SHINVA A.
Applicants: KELSEY HAYES CO, KELSEY HAYES COMPANY
Application year: 2000
Main classification: B60T8
IPC codes: F16K1, B60T8, F16K31, B60T15