Patent GB-1356167-A (GB)
Title: Electrically controlled pressure fluid controll device for use in vehicular anti'skid braking systems and a vehicle braking system including such a device
IPC: B60T8/36
Filed: 1971-07-28
Abstract: 1356167 Anti-skid systems; valves FIAT SpA 28 July 1971 [26 Feb 1971] 35428/71 Headings F2F and F2V An anti-skid pneumatic braking system incorporates a control device which includes two solenoid valves having solenoids 1, 20 energized by electrical signals from an electronic control system 34 responsive to signals provided by a wheel deceleration sensing element 35. The device has an inlet port 11 connectible via a driver's valve 33 to a source of pneumatic pressure 30, a delivery port 24 connected to a brake cylinder 32 and a discharge port 23 connected to a controlled discharge device 31 and when the solenoids 1, 20 are energized the valves are operated such that air flows from the brake cylinder 32 through port 24 and a duct 12 in the device and thence through the discharge port 23 and the discharge device 31. The first valve incorporating solenoid 1 is normally open and the second valve incorporating solenoid 20 is normally closed and each valve includes a piston 2 (or 21) with two passages therethrough, the passage 16 (27) being of larger diameter than the passage 2a (26). A piston 4 is integral with the piston 2, the pistons 2, 4 define chambers 5, 6 and an obturator 8 positioned by a weak spring 9 is movable axially within a skirt portion of the piston 4. The obturator 8 is provided on its opposite faces with two resilient sealing elements 8b, 8c adapted to seal respectively against face 4a of piston 4 and an annular wall 10a of the body 10 of the device, and also has an axial bore 8d. The piston 2 has a chamber which receives a movable ball 15 of, e.g. P.T.F.E. and this chamber communicates with the space defined by the sealing element 8b by means of an eccentrically positioned hole 14. The second valve includes a chamber 25 communicating with the duct 12 and a chamber 22 communicating with the port 23. During normal operation compressed air enters inlet port 11 from the source 30 when valve 33 is opened and passes through an opening 13 surrounded by the wall 10a to the delivery port 24: this air will return via its supply path since air under pressure passes through the bore 8d and the hole 14 and acts on the ball 15 to cause it to close the passage 16 which allows pistons 2, 4 to leave open the passage between the ports 11, 24. Upon a skid being sensed, solenoids 1, 20 are energized and the solenoid valves are respectively closed and opened. Air under pressure flows from cylinder 32, through port 24, duct 12 and into chamber 25, and is discharged through port 23, and the opening 13 is closed by the obturator 8. When the sensing element 35 again detects normal wheel running the solenoids 1, 20 are de-energized and air is supplied from port 11 to port 24. However this air passes through the bore 8d since the obturator 8 remains sealed against the wall 10a, closing the opening 13, by virtue of the different areas ofthe obturator subjected to the inlet pressure, the central part of the face seated upon the wall 10a being cut off from the inlet pressure, and the brake pressure therefore increases only gradually.