Patent GB-904495-A (GB)
Title: Improvements in brake control systems
IPC: B60T8/34
Filed: 1958-12-23
Abstract: 904,495. Fluid-pressure brakes. YARBER, G. W. Dec. 23, 1958 [Dec. 23, 1957], No. 41613/58. Class 103 (1). Control means for a wheel brake comprises a pressure-regulating valve means having an input 62 connected to a source of variable input pressure, an output 30 connected to the brake, a valve 80 and a valve-actuating member 120 normally acting to control the output pressure in accordance with the magnitude of a control force applied to member 120 and variable in response to variations in the input pressure; means for applying to control force to the member 120, and means normally acting to limit the rate at which variation of the control force can take place. The regulating valve 60, Figs. 1, 2, comprises a housing 61 divided into chambers 70, 72, 76, 90 and 91 connected respectively to pipe 30 and the brakes 26, pipe 62 from anti-skid valve 54 and control valve 40, relief line 64, relief line 64 via passage 132 and port 134 in a member 120, and the inlet line via passage 136. A port between chambers 70, 72 is controlled by valve 73 of member 80 biased by spring 83 to the closed position. Control piston 100 is biased to the shown position by spring 112, also acting on member 120 which has a stem 126 engaging member 80 to form a valve 130 between chambers 70 and 76. Normally in the brake-release position the springs 112 and 83 maintain valve 73 open and valve 130 closed. On braking, pressure from control valve 40 is transmitted via valve 73 to the brakes, and acts through bore 85 in member 80 on stem 126 to compress spring 112 and close valve 73 to prevent further rapid brake-pressure build-up. The increasing pressure is also transmitted via passage 136 to chamber 91 and to chamber 93 via orifice 140 to overcome spring 112 and move piston 110 when the inlet pressure reaches a predetermined critical value. As the inlet pressure increases above this critical value, piston 100 is moved down at a rate limited by orifice 140 allowing valve 73 to gradually meter the pressure fluid to outlet chamber 70; it is shown mathematically that the increase in pressure in line 30 after the critical value is controlled by the ratio of members 100 and 98 and by the dimension of orifice 140. The return line pressure in chamber 90 permits movement of member 120 due to orifice 134 but prevents juddering. A decrease in pressure in inlet line 62 due to operation of control valve 40 or anti-skid valve 54, causes a drop in pressure below piston 100 producing downward movement of piston 100 to open valve 73 and quickly release fluid from line 30 and the brakes to line 62 and via either valve 54 or 40 and lines 56 or 45 to return line 34; the reduction in pressure in chamber 70 acts through bore 85 on stem 126 to increase downward movement of member 120. If the release is due to skidding, then on re-application of the braking pressure in line 62, this pressure is transmitted to the brakes rapidly up to the critical value and thereafter gradually, to reduce the chance of a further skid immediately after the corrected skid. An additional spring 145 acts on member 120 to help maintain valve 130 closed when a gradual decrease in inlet pressure causing upward movement of piston 100 and opening of valve 130 for uncontrolled release of brake pressure to the relief line 64. The orifice 140 may be replaced by two parallel orifices provided with check valves in opposite senses. In Fig. 3, the anti-skid valve 54 and regulating valve 60 are combined; skid control valves 150, 160 are inserted in passages 136a and 132a. On skidding solenoid 152 is energized to permit spring 151 to open valve 150 to connect chambers 91 and 76 to reduce pressure in chamber 91 to move piston 100 upwards, brake pressure being released gradually through valve 130 to relief line 64. When skid is checked, solenoid 152 is de-energized and a spring 155 closes valve 150; the inlet pressure in line 62 is re-applied to chamber 92 and upward movement of piston 100 is checked, spring 112 closes valve 130 and opens valve 73 for restoration of braking as before. If valve 150 fails to check the skid then solenoid 162 is energized to open valve 160 to connect passage 132a with passage 166 and inlet chamber 72 to apply the inlet pressure to below member 120, orifice 134 being omitted, to move member 120 upwards to allow member 80 to be moved by spring 83 to close valve 73 and open valve 130 to release the brake pressure to line 64. When skid is checked valves 150, 160 are closed and member 120 moved down by spring 112 to close valve 130 and open valve 73. In a modification in Fig. 4, not shown, the spring 112 is housed in chamber 92 and bears on piston 100 and on an elongated member comprising the stem 126 at its lower end, the control member 120 at its intermediate position and an upper end sliding in a cylinder formed in piston 100 and supplied with pressure supplied from relief chamber 76 providing a uniform upward bias on piston 100. In Fig. 5 (not shown), the piston 100 has an extension on its upper side sliding in a cylinder connected to the chamber of solenoid valve 150, the pressure in the cylinder being normally the inlet pressure but is switched to the return line pressure on skidding. The chamber 92, housing spring 112, is isolated from the fluid system and is connected to an accumulator (liquid or gas) via a reduced orifice to accommodate changes in volume of chamber 92 due to temperature changes. In a further embodiment, Fig. 6 (not shown), the accumulator is formed in an extension of piston 100 and includes a piston movable against a spring to maintain uniform pressure in chamber 92. Specification 832,005 is referred to.