Patent GB-1240228-A (GB)
Title: Improvements in or relating to vehicular brake systems
IPC: B60T8/42
Filed: 1969-12-16
Abstract: 1,240,228. Anti-skid braking systems. KELSEY-HAYES CO. 16 Dec., 1969 [16 Dec., 1968], No. 61356/69. Heading F2F. In a skid control system for controlling the fluid pressure applied to the brakes of at least one wheel of a wheeled vehicle from a source of brake actuating fluid, a modulating valve assembly 36 comprising pressure control means including a piston 62 movable between actuated and deactuated positions for controlling the magnitude and pressure of the brake actuating fluid supplied to the brakes, actuating means including a source of pressurized fluid ancillary to the source of brake actuating fluid for selectively moving the piston, and means including a source of pressurized gas for controlling movement of the actuating means. As shown, a master cylinder 20 is directly connected to the front wheel brake cylinders 16, and to the rear wheel brake cylinders 18 through the skid control system 10 including the modulating valve assembly 36 actuable in response to an electrical signal received from a control module 38 connected to sensors 40 associated and rotatable with the rear brake drums 14. The source of ancillary fluid is provided by a pump 48 connected by line 50 to the inlet of the assembly 36, a return line 52 from the assembly leading to a sump 49; a source 166 of pressure air is connected by a line 164 to a chamber 152 of the assembly. In operation, with the pump 48 supplying fluid at a nominal pressure to the chamber 58 of the assembly 36 and pressure air, from the source 166 and maintained at a preselected pressure, in the chamber 58, when a wheel skid becomes imminent upon application of the vehicle brakes, control module 38 transmits a signal to the assembly 36 to actuate a solenoid mechanism 64 which causes a spool valve 224 to move out of registry with an enlarged section 222 of valve bore 220 so that fluid pumped into chamber 58 increases in pressure whereby pressure in the chamber 152 is overcome. The piston-rod 89 and diaphragm 168 is biased to the left as seen in Fig. 3 until retaining plate 184 engages member 216, a ring 208 engaging a valve 190 to lift the valve from the seat 194 so that existing brake fluid in the chamber 78 will cause the piston 62 to move to the left resulting in an increased volume in the chamber 78 and relief of the fluid pressure to the rear wheel brake cylinders 18 and to permit the rear wheels to spin up; simultaneously; check valve 72 closes to preclude further application of the master cylinder pressure to the wheel cylinders 18. As the rear wheels again rotate at a preselected speed the signal from the module 38 is terminated and the solenoid 64 is deactuated, resulting in movement of the valve 224 into registry with the bore section 222 so that the fluid pressure in the chamber 58 drops below that in the chamber 152 when the diaphragm and piston-rod 89 move to the right toward the chamber 78 causing pressure to be re-applied to the rear wheel cylinders; the volume of fluid on the left side of the valve 190 flows to the right side thereof until the valve moves on to the seat 194 and thereafter the fluid escapes through the annulus defined between the opening 192 in the valve and the periphery of the piston-rod, this throttling effect resulting in a slowing down of movement of the piston-rod and piston 62 and re-application of the brake pressure at a reduced rate. As the piston 62 moves back to the initial position thereof the piston engages the stem 128 of a bleed valve 76 prior to engagement with the part 112 of the body 98 of the check valve 72 so that fluid pressure from the master cylinder 20 to the line 32 is gradually applied to the wheel cylinders 18 through the restricted path between the bore 130 of the body 98 and the stem 128. A ball check valve 268 allows fluid to return to the sump 49 when fluid pressure from the line 50 to the chamber 58 exceeds the pressure in the chamber by a preselected amount.