Source: https://patents.google.com/patent/GB2226611A/en
Timestamp: 2020-02-17 16:01:01
Document Index: 800623848

Matched Legal Cases: ['arts 16', 'art 54', 'art 16', 'art 54', 'art 16', 'art 16', 'art 54', 'art 16', 'art 16', 'art 16', 'art 16', 'art 54']

GB2226611A - Anti-skid braking arrangement - Google Patents
Anti-skid braking arrangement Download PDF
GB2226611A
GB2226611A GB9001729A GB9001729A GB2226611A GB 2226611 A GB2226611 A GB 2226611A GB 9001729 A GB9001729 A GB 9001729A GB 9001729 A GB9001729 A GB 9001729A GB 2226611 A GB2226611 A GB 2226611A
GB9001729A
GB2226611B (en
GB9001729D0 (en
Juan Belart
Hans-Christoff Klein
1986-07-30 Priority to DE19863625815 priority Critical patent/DE3625815A1/en
1990-01-25 Application filed by Continental Teves AG and Co oHG filed Critical Continental Teves AG and Co oHG
1990-03-28 Publication of GB9001729D0 publication Critical patent/GB9001729D0/en
1990-07-04 Publication of GB2226611A publication Critical patent/GB2226611A/en
1990-11-21 Application granted granted Critical
1990-11-21 Publication of GB2226611B publication Critical patent/GB2226611B/en
2010-01-25 Anticipated expiration legal-status Critical
B60T13/565—Vacuum systems indirect, i.e. vacuum booster units characterised by being associated with master cylinders, e.g. integrally formed
1 AUTOMOTIVE VEHICLE BRAKING DEVICE This invention relates to an
automotive vehicle braking device comprising a hydraulic master cylinder having at least one piston for pressurisation of wheel cylinders connected thereto with hydraulic pressure, and a vacuum brake force booster inserted between a brake pedal and the hydraulic master cylinder piston.
In known automotive vehicle braking devices of this type (West German Specifications DE-OS 3317629,
DE-OS 3428869), the vacuum brake force booster and the master cylinder form separate components which, though they may be arranged within the engine compartment of an automotive vehicle in close vicinity to each other, occupy relatively much space. Moreover, the vacuum brake force booster and the master cylinder must be mounted separately.
An object of the present invention is to design the vacuum brake force booster at the same time for use in connection with braking slip control and to arrange a changeover valve necessary for this purpose (West German Specification DE-OS 3428869) in a particularly compact, but nevertheless effective manner within the piston wall of the vacuum brake force booster.
According to the present invention, therefore, there is provided an automotive vehicle braking device comprising a hydraulic master cylinder having at least one piston for pressurisation of the wheel cylinders connected thereto with hydraulic pressure 1 2 and a vacuum brake force booster inserted between the brake pedal and the hydraulic piston, wherein an electromagnetically actuated changeover valve built into the piston wall of the vacuum brake force booster is provided for a braking slip control system, by means of which changeover valve vacuum connecting channels and atmosphere connecting channels of the vacuum brake force booster can be connected alternatively to vacuum chamber(s) and/or pressure chamber(s), or vice versa, characterised in that in the piston wall a four-way/two-position double poppet valve with axially sliding valve push rod is provided which comprises two circular valve seats arranged axially oppposite each other, said valve seats cooperating with a cup spring sealed all around and arranged with axial play between the valve seats and concentrically with them, said cup spring being axially movable back and forth between two circular valve surfaces axially provided at the piston wall, while the vacuum line coming from outside and the vacuum channel leading to the vacuum valve open radially outward of the first valve seat and radially inward of the first valve surface, the atmospheric pressure connecting channel coming from the vacuum valve opens radially outward of the second valve seat and radially inward of the second valve surface, and the pressure chamber channel opens radially outward of the second valve surface, and the inner chamber is connected radially inward of the valve seats by means of a vacuum connecting channel inside the valve push rod with the vacuum chamber(s). - It may be provided that the changeover valve is arranged eccentrically to one side of the 35 longitudinal axis.
1 3 It is preferable, however, that the changeover valve is designed concentrically with and around the longitudinal axis, with the valve push rod designed accordingly as a hollow body.
In order to ensure a particularly fast reaction when the changeover valve is switched over in case of a beginning braking slip action, a further embodiment provides that the valve push rod comprises, radially inside, an annular sealing surface facing the vacuum valve, said annular sealing surface cooperating with the valve retainer of the vacuum valve to form a vacuum cutoff valve. This design enables the atmospheric pressure connecting valve of the standard vacuum valve, as the changeover valve switches over from its idle position to the position in which the braking slip is reduced, to open considerably further than in a normal braking operation, so that in case of a braking slip control action the pressure required to prevent the braking slip action is built up considerably faster in the vacuum chamber(s) than is the case within the pressure chamber(s) of the vacuum brake force booster in a normal braking operation.
Figure 1 shows a diagrammatic longitudinal section of a vacuum brake force booster combined with a master cylinder of an automotive vehicle braking device with braking slip control, Figure 2 is a partial view in perspective of the reversing lever used in the embodiment according to Figure 1 together with the components connected thereto, 1 1 1 1 i 1 4 Figure 3 is an enlarged partial longitudinal section of a second embodiment with a concentrically arranged changeover valve, and Figure 4 shows a sectional view similar to that of Figure 1 of a third embodiment which ensures a particularly fast reaction of the vacuum brake force booster when the changeover valve switches over as a braking slip action occurs.
According to Figure 1, a brake pedal 52 of an automotive vehicle pressurises an actuating push rod 53 of a vacuum brake force booster 12 comprising two shell-type housing parts 16, 54 mounted together at their open sides. The housing part 54 is made of sheet metal, while the rear (left) housing part 16 is made of aluminium die-cast metal.
The actuating push rod 53 acts upon a valve ring 55 of the standard vacuum valve 15 (control valve), while around the valve ring 55 an annular sealing surface 48 is provided which is slightly offset backward (to the left).
Axially opposite the annular sealing surface 48 and the valve ring 55 a valve retainer 49 of annular design is located which extends in the radial direction so as to cover the valve ring 55 and the annular sealing surface 48. A flexible collar 56 axially foldable like a concertina seals the valve retainer 49 against a substantially cylindrical piston projection 57 surrounding the actuating pu sh rod 53 with radial play. Between the actuating push rod 53 and the inner wall of the piston projections 57, an annular filter 581 is provided through which atmospheric air can flow into the inside of the flexible collar 56 in the direction of the arrow f, if there is a vacuum.
The chamber 58 radially outward of the valve 4.
is ring 55, which, however, is located radially inward of the annular sealing surface 48, is connected via an atmospheric pressure connecting channel 34 with the spring accommodating chamber 59 of a changeover valve 32 arranged in the piston wall 31, while the chamber 60 radially outward of the annular sealing surface 48 is connected via a vacuum channel 44 with an annular chamber 61 of the changeover valve 32.
The valve ring 55 is in abutment, via the usual elastic reaction member 62, with a central push rod 17 which is located like the actuating push rod 53 on a central longitudinal axis 14 of the vacuum brake force booster 12.
The piston wall 31 sealedly guided radially outward in the housing part 54 separates a pressure chamber 351 facing the actuating push rod 53 from a vacuum chamber 301. A readjusting spring 631 supported on a fixed internal partition 64 prestresses the piston wall 31 to its idle position as shown in Figure 1.
Behind the fixed internal partition 64, there is a further piston wall 65 which separates a further pressure chamber 35 from a further vacuum chamber 30 and is axially slidable within the housing part 16 consisting of die-case metal. A readjusting spring 63 is supported on the rear wall of the housing part 16 and prestresses the piston wall 65 to its idle position as shown in Figure 1.
The pressure connection of the pressure chambei 35 is ensured via a connecting channel 66 provided radially outward at the housing part 54 in the direction of the arrow f which connects the pressure chambers 35 and 351 with each other. For connection of the two vacuum chambers 30, 301 the piston wall 65 comprises a central sliding hollow pin 68 1 6 is sealedly guided through the internal partition 64, which hollow pin 68 is fixedly connected with the thrust bearing 69 provided at the reaction member 62 for the central push rod 17. Between the central push rod 17 and the hollow pin 68, there is a cylindrical annular channel 67 which communicates via a radial bore 70 provided close to the thrust bearing 69 with the vacuum chamber 301.
Thus, the embodiment shows a tandem-type vacuum brake force booster in which the present invention is used in a particularly advantageous manner.
The central push rod 17 is jointed, at its side facing away from the thrust bearing 69, within the vacuum chamber 30 to an arm 18a of a doublearmed reversing lever 18 which is arranged at the housing part 16 in such manner as to swivel around a transverse axis 19. In its idle position as illustrated in Figure 1, the lever arm 18a forms an angle of approx. 45 degrees with the longitudinal axis 14. At an angle of 90 degrees the second arm 18b of the reversing lever 18 branches upward. According to Figure 2, the arm 18b is offset relative to the arm 18a in the direction of the transverse axis 19, so that the end of the arm 18b can be jointed to a piston rod 20 of an hydraulic master cylinder 11 which is arranged, with its axis 13 perpendicular to the longitudinal axis 14, next to the central push rod 17 at the rear wall of the housing part 16. In the embodiment as illustrated,.
the master cylinder 11 is designed as tandem master cylinder in which two pistons 21 and 22 are arranged in tandem which in a customary manner apprdpriately pressurise several brake circuits 25, 26 and 27. The brake circuits 25, 26, 27 branch off from a valve block 24 provided directly at the rear wall of ? 5 i 1 7 the housing part 16 adjacent to the tandem master cylinder 11.
The reversing lever 18 is arranged inside a rear bulge 23 of the housing part 16, behind which bulge the lower part of the brake fluid reservoir 28 containing the brake fluid is located. Where the bulge 23 recedes again in the direction of the actuating push rod 53, the brake fluid reservoir 28 has a bulge 29 increasing its volume.
le Thanks to this design, the master cylinder 11 pressurised by the vacuum brake force booster is completely integrated i n the vacuum brake force booster 12 while being arranged primarily in the second vacuum chamber 30. This has the added advantage that not only the reversing lever 18, but also the master cylinder 11 is protected entirely from external influences and dirt.
The vacuum is fed to a port 71 which opens out radially at the rear end of the housing part 54 and is connected via a vacuum line 43 of flexible tube laid in the vacuum chamber 30, with the vacuum connecting channel 33 of the changeover valve 32. In the idle position as illustrated in Figure 1, the vacuum connecting channel 33 is connected with the vacuum channel 44 leading to the standard vacuum valve 15.
The mode of operation of the arrangement described so far is as follows:
As the brake pedal 52 is pressed down, the valve ring 55 moves towards the left as viewed in Figure 1, the valve retainer 49 following such movement due to the action of the spring 72 until it comes to rest against the annular sealing surface forming part of the piston wall 31. Thus the Ir previously existing vacuum connection via the a 8 channels 43,33,44,50,34.59,45 toward the pressure chamber 351 is interrupted, since the vacuum cutoff valve 50 provided between the annular sealing surface-48 and the valve retainer 49 closes.
As the actuating push rod 53 is pushed in further, the valve ring 55 lifts off from the valve retainer 49, while the atmospheric pressure connecting valve 51 formed by the valve retainer 49 and the valve ring 55 opens.
Now atmospheric air can enter in the direction of arrow f through the channels 34,59,45 into the pressure chamber 351, whereupon a corresponding pressure, which moves the piston wall 31 toward the vacuum chamber 301 connected to the vacuum, is built is up in the pressure chamber 351.
Since the pressure conditions of the chambers 301,351 also prevail in the chambers 30,35, the other piston wall 65 is pressurised accordingly. The corresponding pneumatic force is added to the pedal force and acts via the central push rod 17 upon the reversing lever 18 and from there upon thepiston rod 20 of the master cylinder 11. The pistons 21, 22 thus move accordingly and thereby build up corresponding pressure in the brake circuits 25,26,27.
As the brake pedal 51 is released, the readjusting springs 63,631 and 73 (in the master cylinder 11) readjust the pistons 21, 22 as well as the piston walls 31,65 to their initial position, while the processes at the standard vacuum valve 15 are reversed and eventually the vacuum is again supplied to the pressure chambers 35, 351. - The changeover valve 32 built into the piston wall 31 is a double poppet valvd 36 with a valve push rod 37 which is arranged within the body of the 9 double poppet valve 36 parallel to the longitudinal axis 14 and movable to a limited extent inthat direction. Axially opposite each other, the valve push rod 7 comprises two circular valve seats 38,39, radially inward of which there is a cylindrical inner chamber 46 which is connected by a vacuum connecting channel 47 in the valve push rod 37 with the vacuum chamber 301.
Radially outward of the valve seats 38,39, but slightly axially offset in the direction of the actuating push rod 53, circular valve surfaces 41,42 are provided at the body of the double poppet valve 36 fixedly connected with the piston wall 31, said valve surfaces 41,42 being arranged axially concentricaly opposite each other and between them a cup spring 40 sealed all around being arranged with slight play, said cup spring 40 comprising at each front side a sealing disc of annular design and extends radially over the valve seats 38,39 and the 2C valve surfaces 41,42.
From the chamber radially outward of the cup spring 40, a pressure chamber channel 45 runs to the pressure chamber 35'.
At the side facing the vacuum chamber 301, the changeover valve 32 comprises an electromagnet 74 which surrounds an armature 75 coaxial with the valve push rod 37 and fixed to it. The electromagnet is connected in a manner not shown to a braking slip control device and is supplied, as & braking slip action occurs, with an electrical signal, whereupon the valve push rod 37 is moved from its idle position established by the readjusting spring 76 as illustrated in Figure 1 toward the right as viewed in Figure 1 to the other end position in which the valve seat 38 pressurises k the cup spring 40 so that it lifts off from the valve surface 41 and is pressed against thevalve surface 42 upon the valve seat 39 having moved away from the cup spring 40 during the course of this movement.
The mode of operation of the changeover valve 32 is as follows:
le is Assuming that a braking operation is in process, i.e. that the brake pedal 52 is more or less pressed down and the piston walls 31,65 are in an intermediate position between the idle position as illustrated in Figure 1 and the end position. When the electromagnet 74 is not excited, the double poppet valve 36 adopts the position shown in Figure 1, in which - as is desired in a normal braking operation - the vacuum is supplied only to the vacuum chambers 30,301 when the brake pedal 52 is pressed down, while atmospheric pressure is supplied to the pressure chambers 35,351.
If an electrical pulse is now fed to the electromagnet 74, the armature 75 and with it the valve push rod 37 moves to the right as viewed in Figure 1, which causes the vacuum connecting channel 33 to be connected past the valve surface 41 via the pressure chamber channel 45 to the pressure chambers 35,351, while the vacuum chambers 30,301 are cut off from the vacuum due to the fact that the valve seat 38 comes to lie against the cup spring 40, while the valve seat lifts off from the cup spring 40 causing the atmosphere connecting channel 34 to be connected to the inner chamber 46 so that atmospheric pressure enters through the vacuum connecting channel 47 into the vacuum chambers 30,301. Thus, the pressure changeover necessary for braking slip control has taken place. In general this changeover takes place 1 z 1 2C ? 0 I r, periodically until the slip action that has occurred is eliminated. Finally, the changeover valve 32 returns to the idle position as shown in Figure 1.
In the following figures, like reference numerals relate to components of corresponding design and function as in Figure 1.
Whereas in the embodiment shown in Figure 1 the changeover valve 32 is arranged eccentrically relative to the longitudinal axis 14 to one side thereof in the piston wall 31, Figure 3 shows a design and arrangement of the changeover valve 32 that is concentric with the longitudinal axis 14. Therein, all components and in particular the cup spring 40, the electromagnetic 74, the armature 75, the valve push rod 37 are arranged like a ring around the longitudinal axis 14 and the components arranged along it.
According to Figure 4, a spring 721 between the actuating push rod 53 and the piston projection 57 is active in a manner readjusting the actuating push rod 53.
In this embodiment, the annular sealing surface 48 is not fixedly connected with the piston wall 31, but is formed at an inner ring 77 which is an integral part of the valve push rod 37.
The vacuum channel 44 is connected from the annular chamber 78 provided behind the atmospheric pressure connecting valve 51 via an atmosphere connecting channel 34 with a spring accommodating chamber 59. The vacuum channel 44 inside the valve push rod 37 between the actual valve body and the inner ring 77 fixed radially inward thereof leads to the vacuum cutoff valve 50.
Apart from the fact that it is of very compact construction, the embodiment according to Figure 4 12 has the advantage that in case of electromagnetic actuation of the double poppet valve 36 the inner ring 77 then in contact with the valve retainer 49 by means of the annular sealing surface 48 jerks the valve retainer 49 against the force of the spring 72 in the direction of the filter 581 whereby the atmospheric pressure connecting valve 51 is jerked further open. Thus, the atmospheric pressure can reach the vacuum chambers 30, 301 much faster than - is the case in the embodiments described before.
A further special feature of the embodiment according to Figure 4 is that the reaction member 62 has been placed in the second piston wall 65, a mechanical connecting member 79 ensuring the connection with the push rod 53. The inner ring 77 is axially sealedly and slidingly arranged at a radial projection 80 of the mechanical connecting member 79. The annular chamber 78 is located before the vacuum connecting channel 47 behind the radial projection 80.
3C.1 -1 k
1. An automotive vehicle braking device comprising a hydraulic master cylinder having at least one piston for pressurisation of wheel cylinders connected thereto with hydraulic pressure and a vacuum brake force booster inserted between the brake pedal and the hydraulic piston wherein an electromagnetically actuated changeover valve (32) built into the piston wall of the vacuum brake force booster is provided for a braking slip control system, by means of which changeover valve vacuum connecting channels and atmosphere connecting channels of the vacuum brake force booster can be connected alternatively to vacuum chamber(s) and/or pressure chamber(s), or vice versa, characterised in that in the piston wall (31) a four-way/twoposition double poppet valve (36) with axially sliding valve push rod (37) is provided which comprises two circular valve seats (38,39) arranged axially opposite each other, said valve seats cooperating with a cup spring (40) sealed all around and arranged with axial play between the valve seats (38,39) and concentrically with them, said cup spring being axially movable back and forth between two circular valve surfaces (41,42) axially provided at the piston wall (31), while the vacuum line (43) coming from outside and the vacuum channel (44) leading to the vacuum valve (15) opens radially outward of the first valve seat (38) and radially 3C inward of the first valve surface (41), the atmospheric pressure connecting channel (34) coming from the vacuum valve (15) opens radially outward of the second valve seat (39) and radially inward of the second valve surface (42), and the pressure chamber channel (45) opens radially outward of the 1 ez v.
14 second valve surface (42), and that the inner chamber (46) is connected radially inward of the valve seats (38,39) by means of a vacuuum connecting channel (47) inside the valve push rod (37) with the vacuum chamber(s) (30.301).
2. A device as claimed in claim 1, characterised in that the changeover valve (32) is arranged eccentrically to one side of the longitudinal axis (14).
3. A device as claimed in claim 2, characterised in that the changeover valve (32) is designed concentrically with and around the longitudinal axis (14), with the valve push rod (37) designed accordingly as a hollow body.
4. A device as claimed in claim 3,, characterised in that an annular sealing surface (48) facing the vacuum valve (15) cooperates with valve retainer (49) of the vacuum valve (15) to form a vacuum cutoff valve (50).
Published 1990atThe Patent Office. State House. 6671 High Hooorr,. LondonWCIR 4TP- Further copies maybe obtainedfrom The Patent office Sales Branch. St Mary Cray. Orpington. Kent BRS 3RD- Printed by Mu't,,)--, techniques ltd. St Mary Cray. Kent. Con. 1-87
GB9001729A 1986-07-30 1990-01-25 Automotive vehicle braking device Expired - Fee Related GB2226611B (en)
DE19863625815 DE3625815A1 (en) 1986-07-30 1986-07-30 Motor vehicle braking apparatus
GB9001729D0 GB9001729D0 (en) 1990-03-28
GB2226611A true GB2226611A (en) 1990-07-04
GB2226611B GB2226611B (en) 1990-11-21
ID=6306329
GB8717929A Expired - Fee Related GB2194008B (en) 1986-07-30 1987-07-29 Automotive vehicle braking device
GB9001729A Expired - Fee Related GB2226611B (en) 1986-07-30 1990-01-25 Automotive vehicle braking device
US (1) US4819996A (en)
JP (1) JPS6338076A (en)
DE (1) DE3625815A1 (en)
FR (1) FR2602198B1 (en)
GB (2) GB2194008B (en)
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1986-07-30 DE DE19863625815 patent/DE3625815A1/en not_active Ceased
1987-06-10 FR FR8708082A patent/FR2602198B1/en not_active Expired - Fee Related
1987-07-22 US US07/076,373 patent/US4819996A/en not_active Expired - Lifetime
1987-07-28 JP JP18869187A patent/JPS6338076A/en active Pending
1987-07-29 GB GB8717929A patent/GB2194008B/en not_active Expired - Fee Related
1990-01-25 GB GB9001729A patent/GB2226611B/en not_active Expired - Fee Related
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JPS6338076A (en) 1988-02-18
GB2226611B (en) 1990-11-21
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GB8717929D0 (en) 1987-09-03
GB2194008A (en) 1988-02-24
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1998-03-18 PCNP Patent ceased through non-payment of renewal fee