Patent GB-1214016-A (GB)
Title: Improvements in or relating to liquid pressure braking systems for vehicles
Inventor: PACKER M
IPC: B60T8/40
Filed: 1968-05-02
Abstract: 1,214,016. Anti-skid brake control. AUTOMOTIVE PRODUCTS CO. Ltd. 26 March, 1969 [2 May, 1968], No. 20774/68. Heading F2F.  In a liquid pressure braking system for a vehicle, where the system includes an anti-skid assembly consisting of a skid sensor, a one-way valve in the liquid conduit leading to the brake motor cylinder, a plunger movable to vary the volume of the liquid space between the one-way valve and the brake motor cylinder, and a fluid pressure servo device controlling the one-way valve and the plunger, the servo chambers on either side of its movable wall being connected respectively through valve means to high and low pressure, the skid sensor operates the valve means, on skidding or a tendency thereto, to reverse the pressure conditions normally prevailing in the servo device, so as to ensure rapid movement of the movable wall, and consequent rapid movement of the one-way valve and plunger. In Fig. 1 (not shown), the " valve means " above referred to comprises two separate shuttle valves, that one associated with the upper chamber of the servo device (which is horizontal) normally providing connection to a lower pressure source (e.g. engine manifold) and that associated with the lower chamber normally providing connection to a higher pressure source (e.g. atmosphere). Each shuttle valve is governed by a solenoid, and the skid sensor, driven by a vehicle wheel, serves, when appropriate, to bring about simultaneous energization of the solenoids to switch the valves over. In Fig. 2 (not shown), the atmosphere connections of the two valves are separate, as in Fig. 1, but the lower pressure connections are combined. In Fig. 3 (not shown), the higher pressure connections are combined, and are connected not to the atmosphere but to that chamber of an air booster (associated with the master cylinder of the braking system) to which air is admitted at a higher pressure to apply the brakes. Since the pressure exerted in the liquid system varies with this booster pressure, the pressure applied to the relevant chamber (the upper one) of the servo device, when the shuttle valves are changed over, varies with the liquid pressure in the braking system. In Fig. 4, the " higher pressure source " is the appropriate chamber of air booster 51, as in Fig. 3, but in this case only a single shuttle valve 56, whose single spool member 57 is operated by a single solenoid 66, is provided. In Fig. 5, the air booster 51 is dispensed with. Instead, the " higher pressure source " is provided by the lower chamber 72 of a pressure control device 68 (see also Fig. 6), connected at 84 to the shuttle valve 37 associated with the lower servo chamber 29; the control device 68 has its upper chamber 71 connected at 85 to vacuum. When no braking is taking place, the lower servo chamber 29 is connected to vacuum through valve 37, passage 81 in control device 68, and connection 85. When the brakes are applied, the liquid pressure in the braking system (conduit 13, Fig. 5), moves a plunger 74, Fig. 6, downwards. closing passage 81 and opening a valve 78 to place chamber 72, and hence connection 84, in communication with the atmosphere through 77, 76. Pressure builds up in lower servo chamber 29 until the liquid pressure on 74 is balanced by it, and atmosphere valve 78 closes again; the pressure opposing closing of the one-way valve (above referred to) thus varies with the liquid pressure. If the skid sensor operates, the shuttle valves 36, 37, change over as previously described.