Patent GB-1140565-A (GB)
Title: Vehicle anti-skid braking systems
Inventor: DEWAR DOUGLAS
IPC: B60T8/44
Filed: 1965-05-04
Abstract: 1,140,565. Anti-skid vehicle braking systems. DUNLOP CO. Ltd. 4 May, 1966 [4 May, 1965], No. 18851/65. Heading F2F. In an anti-skid braking system for a road vehicle of the kind wherein the brakes are operated hydraulically and there is disposed between one or more wheel brake cylinders and the source 2, which is preferably a boosted master cylinder, a cut-off valve 6 controlled by a projection 10 of a piston 11, movable in a bore 7 in response to incipient wheel locking, so as to allow spring 9 to close the valve 6 and to increase the volume of chamber 12 to reduce brake pressure, the movement of piston 11 is controlled by a diaphragm 14 subjected to the pressure difference between chambers 17, 18 of a servo device 13 which is operated by a source of compressed air or vacuum (as shown a compressor 3, via a reservoir 22), and which is controlled via a relay valve 19 by a device 42 sensitive to sudden deceleration of one or more of the vehicle wheels and acting to produce atmospheric pressure in a control chamber 25b of the relay valve in that event, by opening a valve 41. The source 2 is preferably a boosted master cylinder, as shown, the booster of which is operated by the same source 3 which operates the servo device 13. Chamber 25b of the relay valve is normally held at the pressure of the reservoir 22 through a connection 33 including a restriction 32, so that spool 24 is urged to the left in Fig. 1 against the pressure existing in the power chamber 18 of the servo device 13, which acts via connection 35 in a chamber 25a. This pressure is normally that in the reservoir, since in this position of the valve spool the reservoir is connected via lines 21 and 29 with the chamber 18. When incipient rear wheel locking occurs an inertia device 42 driven by the vehicle transmission opens valve 41, reducing pressure in chamber 25b to atmospheric, so that spool 24 moves to the right, cutting off the air supply via line 21 and exhausting chamber 18 via port 39, so allowing piston 11 to move to the right until pressure in chamber 18 has dropped to a value such that its effect in chamber 25a balances the force of a spring 27. This reduces pressure in the rear wheel brake cylinders. When valve 41 re-closes, spool 24 again moves to the left to restore full brake pressure. As shown in Fig. 2, the restriction 32 is incorporated in the spool 24 and a passage 34 in the spool communicates via inlet line 21 with the reservoir in place of the connection 33 of Fig. 1. In the modification of Fig. 3 (not shown), chamber (17) of the servo device (50) is maintained at a pressure above atmospheric by a connection with the reservoir (22) which includes a pressurereducing valve (51) which is conveniently incorporated together with the relay valve (Fig. 4, not shown). The servo device is thereby rendered partially double-acting. In the modifications of Fig. 5 (not shown) and of Fig. 6 the force exerted by the servo device is reduced by equalization of the pressure in chambers 17, 18, this being effected by utilizing a modification of the relay valve and an additional connection 73 between exhaust chamber 72 of the latter and the chamber 17. A relief valve 78 is provided for the chamber 17. The modification of Fig. 6 includes in addition to the connection 73 a further connection 99 whereby pressure in chamber 18 is communicated to a chamber 98 of a restrictor valve 90 to cause its plunger 100 to compress a spring 96 in accordance with the force exerted by the servo-device and thence vary the restriction upon flow of air across a tapered portion 93 of the plunger from the inlet line 21 to the line 29 feeding air to chamber 18. As a result, pressure build up in chamber 18 is slow following a large pressure reduction which would occur if the road surface were slippery and is faster when only a small, momentary pressure reduction has occurred in chamber 18, which would be the case if the road were dry. In Fig. 8 (not shown) the restrictor valve comprises four individually settable needle valves (121)- (124), openings (117)-(120) leading to which are progressively uncovered by a valve plunger (111). Fig. 9 (not shown) is similar to Fig. 8 but includes a by-pass (130) for the valve (6) in the hydraulic line which is controlled by a valve (131) responsive to pressure loss in the reservoir (22) to open the by-pass. In Fig. 10 (not shown) a variable restrictor is placed in the line connecting the reservoir (22) to the control chamber of the relay valve, in place of or in addition to that in the inlet line (21), and comprises a spiral peripheral groove (141) formed in a spool (142) acted on by a spring (147) whereby the operative length of the groove (141) which forms the restriction increases as the control chamber pressure falls towards atmospheric after the anti-skid valve (41) has opened. Fig. 11 (not shown) discloses a double-acting arrangement of the relay valve and servo-device to obtain quicker reduction of hydraulic brake pressure when a wheel tends to lock.