Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
  • B60T17/08—Brake cylinders other than ultimate actuators
  • B60T17/16—Locking of brake cylinders
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
  • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
  • B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
  • B60R25/08—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on brakes or brake systems
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
  • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
  • B60T11/103—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic in combination with other control devices
  • B60T11/105—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic in combination with other control devices with brake locking after actuation, release of the brake by a different control device, e.g. gear lever
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
  • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
  • B60T13/66—Electrical control in fluid-pressure brake systems
  • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
  • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links

Definitions

• This invention relates to a control system for use on an automotive vehicle in conjunction with a valve in the vehicle's hydraulic brake system to control certain aspects of the braking operation.
• the present control system insures that the brakes will be locked to prevent the vehicle from creeping forward after being braked to a stop, such as at a stop light. Also the present control system preferably insures that the brakes will be locked after the engine has been turned off, so as to prevent the car from being stolen.
• a principal object of this invention is to provide a novel and improved control system for the hydraulic brake system of an automotive vehicle.
• Another object of this invention is to provide such a control system having novel provision for establishing a "creep control" mode in the hydraulic brake system under appropriate circumstances.
• Another object of this invention is to provide such a control system having novel provision for establishing an "anti-theft" mode in the hydraulic brake system under appropriate circumstances.
• Another object of this invention is to provide such a control system having novel provision for establishing both "creep control” and "anti-theft" modes in the hydrau- lie brake system under different circumstances.
• Figure 1 is a schematic block diagram of the present control system
• Figure 2 is a detailed circuit diagram of this control system.
• Figure 3 shows schematically the hydraulic brake system on a vehicle having a brake valve whose operation is controlled by the present control system;
• Figure 4 is a longitudinal sectional view taken horizontally through the brake valve in the Figure 3 brake system
• Figure 5 is an enlarged cross-sectional view of the ball valve member in this brake valve
• Figure 6 is a perspective view of this brake valve broken away along longitudinal and cross sectional planes to reveal details of the valve's construction
• Figure 7 is a cross-sectional view taken along the line 7—7 in Figure 4, showing the ball valve member in its "normal braking" position;
• Figure 8 is a view similar to Figure 7 and showing the ball valve member in its "creep control" position;
• Figure 9 is a view similar to Figures 7 and 8 and showing the ball valve member in its "anti-theft" position.
• HYDRAULIC BRAKE SYSTEM The present control system may be used with a brake system on an automotive vehicle, as shown in Figure 3. As described in detail with reference to Figures 4-9, the brake system includes a valve 20 controlled by arn electric motor and a solenoid to provide: (1) normal braking operation; or
• the brake system has a left front brake 21 and a right front brake 22.
• the master cylinder 23 of the brake system is connected by a hyd ⁇ raulic line 24 to the inlet port 25 of the valve 20.
• a first outlet connection 26 of the valve 20 is connected by a line 27 to the right front brake 22.
• a second out ⁇ let connection 28 of the valve 20 is connected by a line 29 to the left front brake 21.
• a third outlet connection 30 for the valve 20 is connected to a pressure switch (not shown) .
• Lead wires 31 are provided for making elec ⁇ trical connections to the valve, and the openings in the valve from which these wires extend are sealed.
• the valve 20 includes a ball valve member 32 located between the inlet port 25 and an outlet port 33.
• the outlet port 33 is connected to each of the outlet connections 26, 28 and 30 of the valve.
• the valve has a plug 34 with an axial passageway 35 which communicates from the inlet port 25 through a fixed valve seat 36 with the ball valve member 32.
• On the other side of the ball 32 there is a movable valve seat 37 which is biased against the ball valve member 32 by a spring 38.
• the outlet port 33 communicates through an opening 39 leading through the movable valve seat 37 with the ball valve member 32.
• the ball valve member 32 has a passage 41 which leads from the exterior of the ball to the hollow interior 42 of the ball.
• hydraulic fluid can flow through the passage 41 into the hollow interior 42 of the ball. From there, the fluid can escape around the shaft 40 into the hollow interior of the valve such that the interior of the valve is wet with hydraulic fluid.
• the movable valve seat 37 has a groove 43 in its face such that the hydraulic fluid can flow from the interior of the valve through the groove 43 to the outlet opening 39.
• the valve is open, and fluid can flow between the inlet port 25 and the outlet port 33.
• the blocking portion 44 of the ball 32 registers with the opening 35.
• the tangent point of the ball is separated by an angle X from the axis 45 of the ball, and the passage 41 is beyond the angle X so the blocking sur ⁇ face 44 closes the valve.
• the axis of the passage 41 is separated from the axis 45 of the ball by the angle Y which is greater than the angle X.
• the brakes of the vehicle illustrated in Figure 3 may be applied by the brake pedal in the normal braking action.
• the valve When the passage 41 is in the full-line position shown in Figure 5, the valve is closed, and the valve performs a uni-directional check valve function such that when the brake pedal is depressed, the brakes will be applied, and any increasing pressure on the brake pedal will also be applied to the brakes. The pressure is trapped in the brake lines 27 and 29, so the brakes will remain applied.
• This function will be referred to herein as a creep control function since it prevents the vehicle from creeping.
• the valve 20 includes a positioning device in the form of a motor and stops.
• the motor 46 ( Figure 4) in ⁇ cludes a face-to-face polarized magnet 47 mounted on the shaft 40.
• the shaft 40 is journaled for rotation in- bearings 48 and 49.
• Behind the magnet 47 a stop disc 53 of magnetic material is mounted on the shaft 40 for rotation.
• the disc 53 provides a return flux path for flux from the coil 51, and the end cap 50 also provides a return flux path.
• the disc 53 also serves as a stop as will be explained further.
• a spring 54 is mounted on the hub of the disc 53. One end 55 of the spring is affixed to thestop disc 53 ( Figure 6) and the other end is affixed to the central section 57 of the housing. Thus, the spring 54 provides force for returning the motor to its initial position when the coil 51 is de-energized.
• a bistable solenoid coil 58 is mounted in the housing in the manner shown particularly in Figure 6.
• This bistable solenoid coil operates a stop plunger 59 which serves as a movable male stop for cooperation with the stop disc 53.
• the stop disc 53 has circumferentially extending cut-out sections 60 and 61 in its periphery ( Figure 7) and the end shoulders of these cut-out sections serve as stop surfaces for the stop disc 53.
• the solenoid-operated stop plunger 59 is received in the cut-out section 60 of the stop disc 53, and the fixed stop pin 62 is received in the cut-out section 61 of the stop disc.
• the electronic control for this braking system includes a key which must be inserted in order to activate the circuitry.
• the motor 46 is energized to rotate the stop disc 53 and the ball valve member 32 to the position shown in
• a i 59 engages a stop shoulder 64 at the opposite end of the cut-out 60 in the stop disc 53, and the fixed stop pin 62 engages a stop shoulder 65 at one end of the cut ⁇ out 61 in the stop disc.
• the bistable solenoid 58 is supplied with power of a polarity to retract the plunger 59 out of the cut- out 60, and the spring 54 causes the stop disc 53 and the ball valve member 32 to rotate clockwise to the position shown in Figure 9. This is the anti-theft position.
• valve of Figures 4-9 is a three-position valve which serves ⁇ multiple functions .
• the valve is totally sealed, and only electrical connections emerge from the valve.
• the ball valve member is positioned by an internal positioning device including a motor and stops, as described.
• the electronic control system for the valve 20 is shown in block diagram form in Figure 1 and in more detail in Figure 2. It is under the control of a speed sensor A-l, which senses the speed of the vehicle and produces output pulses at a repetition rate proportional to the vehicle speed.
• the speed sensor includes a light emitting diode or other electrically energized light source, a rotatable sleeve in proximity to the LED which is coupled to the vehicle's speedometer cable to rotate in unison with it, and a photocell which senses light emitted by the LED and reflected from the rotating sleeve.
• the ro- tating sleeve has a non-reflective surface except at a circumferentially narrow line which is light-reflective to turn on the photocell (by reflecting light emitted by the LED) briefly during each rotation of the sleeve and the speedometer cable.
• valve control logic section which is indicated by the block L in Figure 1.
• the elements of the valve control logic section are contained within the correspondingly designated dashed- line box in Figure 2. Included in this section are transistors Ql, Q6, Q7, Q8, Q9, Q10, Qll and Q12, a first Darlington pair of transistors designated together as Q2, and a second Darlington pair designated together as Q3.
• the positive terminal 70 of the vehicle battery is connected through the usual key-operated engine ignition switch 71 to the collector of Ql.
• the emitter of Ql is connected through an emitter-collector path of Q2 and an emitter-collector path of Q3 to one terminal of the winding 51 of the motor 46 which controls the operation of valve 20, as already described.
• the opposite terminal of the motor winding 51 is grounded. It will be apparent that the motor winding 51 will be energized (to establish creep control operation of the brake system) when Ql, Q2 and Q3 are turned on.
• the photocell 72 in the speed sensor A-1 When the vehicle is in motion, the photocell 72 in the speed sensor A-1 will be activated by pulses of light emitted by the LED 73 in the speed sensor A-1 and reflected by the transparent line on the sleeve which is rotating with the speedometer cable. Each time the photocell is so activated, it acts as a momentarily grounded switch.
• VALVE CONTROL LOGIC Transistor Q6 is biased to conduction, but it is turned off each time the photocell is activated, due to the con ⁇ nection of the photocell to the base of this transistor. When the vehicle is moving at a significant speed, Q6 will be kept turned off by the rapid ground pulses it receives from the speed sensor A-1.
• Transistor Q7 is biased to a non-conductive state when Q6 is conducting, and it is turned on when Q6 is turned off.
• Transistor Q8 is biased to a conductive state when Q7 is non-conductive, and it is turned off when Q7 turns on.
• the collector of Q8 is connected through a diode 74 to the base electrode of a transistor 75 in the first
• Q2 and Q3 When Q2 and Q3 turn on, they also turn off Q10, which has its emitter connected to the collector of transistor 83 in Q2 via a diode 84 and a resistor 85, its base con ⁇ nected via a resistor 86 to the ungrounded end of the motor winding 51, and its collector connected via line 87 to the LED 73 in the speed sensor A-1. Consequently, when Q10 turns off, it causes the LED 73 to turn off, so that even if the vehicle stops with the photocell 72 in an activated (i.e., circuit-closing) condition the base of Q6 will re- main positive and Q6 will remain in full conduction.
• Q12 functions as a voltage regulator for Q10.
• the emitter of Q12 is connected directly to the emitter of Q10.
• the base and the collector of Q12 are grounded.
• a resis ⁇ tor 88 is connected between the collector of Q10 and ground.
• Short circuit protection for Q2 and Q3 is provided by transistor Qll and diodes 89, 90 and 91, connected as shown. If both Q2 and Q3 are shorted out (for example, due to excessive heat) transistor Qll will turn off transistor Ql to interrupt the power- supply to Q2 and Q3. Once Ql is turned off, it will remain off regardless of whether or not the positive terminal of the battery is connected to its collector.
• transistor Q5 in the "interlock" block in Figure 2 when the driver depresses the accelerator pedal and thus closes switch A-3, transistor Q5 in the "interlock" block in Figure 2 is turned on.
• the collector of Q5 is connected through line 92 to the base of Q8 in the "valve control logic” block.
• the emitter of Q5 is connected to ground through the accelerator switch A3.
• the base of Q5 is connected to the output of the "key
• a resistor 106 is connected between ground and the junction point between resistors 103 and 104.
• a capacitor 150 is connected in parallel with resistor 106.
• a capacitor 151 is connected between the base of Q5 and ground.
• Q26 and Q27 are signal generators of known de- sign.
• Q26 generates the same frequency signal as Q27 if th key switch A2 is closed by having the correct electronic key 100 inserted in the key receptacle 101.
• a counter Q28 of known design counts pulses produced by Q27 and divides their frequency.
• Q29 is a digital-to-analog converter which converts the divided pulse frequency to a proportional analog output signal which is applied through diode 102 and resistors 103 and 104 to the base of Q5, causing it to conduct.
• the bistable solenoid 58 When the key 100 is removed or the ignition switch 71 is opened, the bistable solenoid 58 is energized with a polarity to retract the stop plunger 59 away from the stop disc 53, and the spring 54 rotates the stop disc 53 to the anti-theft position shown in Figure 9. In this position, the valve 20 is closed and brake pressure is trapped in the brake lines 27 and 29, so that the brakes 21 and 22 will remain applied. In the case of removal of the key 100, the fore ⁇ going action takes place as follows:
• the transistor Q22 is the "key reading logic circuit” block has its base connected to ground through resistor 105, diode 102, resistor 103 and resistor 106.
• the emitter of Q22 is connected to the positive battery terminal through resistors 92 and 107.
• the collector of Q22 is grounded.
• Q22 con ⁇ ducts and grounds the base of Q8 in the "valve control logic" block. Since Q8 now is turned off, Q2 and Q3 also are turned off, and the motor coil 51 is de-energized.
• LEVEL DETECTOR #1 Referring to the "level detector #1" block in Figure 2, the base electrode of transistor Q23 is connected to ground through resistors 108 and 106. While key 100 is in the key receptacle 101, this base electrode is at a positive potential and Q23 is conducting. The emitter of Q23 is grounded, and its collector is connected to the emitter of now-conducting Ql through a resistor 109.
• the collector of Q23 also is connected directly to the • base of a transistor Q13 in the "1-shot” block, and while Q23 is on it grounds the base of Q13 and keeps Q13 turned off.
• a second transistor Q14 in the "1-shot” block is bi ⁇ ased on by resistors 110 and 111, connected respectively " to its base and collector, as long as Q13 remains non- conductive.
• the collector of Q14 is connected via line 112 and resistor 113 to the base of a transistor Q20 in the "reversing circuit” block in Figure 2, and while Q14 is conducting, Q2Q is kept off.
• the collector of Q14 is con ⁇ nected via lines 112 and 114 to the base of transistor Q19 in the "reversing circuit" block so that while Q14 is on, Q19 is off. Therefore, Q19 and Q20 are off while the key 100 is in the key receptacle.
• the base of Q22 in the "key reading logic” block re ⁇ ceives a positive potential from Q29, keeping Q22 off.
• the junction 120 among resistors 103, 104 and 106 in the "inter ⁇ lock” block now is positive, turning on Q23 in the "level detector #1” block.
• This causes Q24 to turn off, enabling a positive potential to be applied to the base of a trans ⁇ istor Q15 in the "1-shot + inverter” block in Figure 2 from the emitter of the now-conducting Ql through a resistor 121.
• Q15 is on
• Q16 is off, allowing positive po- tential to be applied to the base of Q18 and Q21 in the reversing circuit block for solenoid 58. Consequently, Q18 and Q21 turn on and complete a path for positive cur-
• Q16 With Q16 off, its collector is at a positive poten ⁇ tial through resistor 122 which connects it to the emitter of Ql.
• the base of Q17 receives a positive potential by way of resistor 122 and resistor 123, so Q17 turns on.
• the base of Q5 in the "interlock" block receives a positive potential thr ⁇ ough resistors 104 and 103 and diode 102 from the output of Q29 in the "key reading logic” block, and this causes
• the base of Q4 in the "alarm" block will_ be grounded, and Q4 will be turned on.
• the audible alarm device A5 will receive current from the positive battery terminal through the ignition switch 71, resistor 130, and the emitter-collector path of A4.
• the alarm de ⁇ vice A5 will sound an audible alarm to indicate that an un- authorized person is attempting to drive the car.
• the solenoid operated stop plunger 59 is retracted.
• the ball valve member 32 is in the anti-theft position ( Figure 9) .
• the proper electronic key 100 is inserted in the key receptacle 101, and thereafter the ignition switch 71 is closed (by the usual key) and the vehicle engine is started.
• the motor coil 51 is energized, causing the ball valve member 32 to rotate counterclockwise from the anti-theft position in Figure 9.
• the solenoid plunger 59 is moved to its extended position by the energization of the solenoid coil 58 through Q18 and Q21, and it stops the ball valve member in the creep control position ( Figure 8) .
• Normal driving By depressing the accelerator pedal of the vehicle, the driver closes switch A3 and this causes Q5 to turn on and Q8, Q2 and Q3 to turn off, de-energizing the motor coil 51.
• the spring 54 now rotates the ball valve member 32 clockwise in Figure 8 from the creep control position shown there to the normal, open position shown in Figure 7. At all significant vehicle speeds, the ball valve member 32 will be maintained in this position (i.e., the normal braking mode) because the pulses from the speed sensor Al will be rapid enough to keep Q6 turned off, Q7 turned on, and Q8, Q2 and Q3 off.
• the solenoid coil 58 is de-energized because Q14 is conducting and Q16 is conducting.
• the stop plunger 59 is in its extended position. Abnormal driving.
• the speed sensor Al will cause Q ⁇ to turn on, Q7 to turn off, and Q8, Q2 and Q3 to turn on, so that the motor winding 51 will be energized.
• the motor rotates the ball valve member 32 coun ⁇ terclockwise in Figure 7 from the open position shown there to the creep control position shown in Figure 8. (The stop plunger 59 is in its extended position.) Therefore, the brake valve 20 now acts as a one-way check valve, trapping brake fluid in the brake lines 27 and 29 to keep the brakes 21 and 22 applied and thereby prevent the vehicle from -18- creeping forward.
• the accelerator switch A3 is closed agaain, the motor winding 51 will be de- energized and the spring 54 will return the ball valve member 32 to the open position (for the normal braking 5 mode) shown in Figure 7. Normal parking.
• the ignition switch 71 is opened and electronic key 100 is removed from recep ⁇ tacle 101. The opening of the ignition switch disconnects
• the solenoid coil 58 is energized briefly when Q19 and Q20 are turned on in response to Q23 turning off, Q13 turning on, and Q14 turning off. The solenoid coil, when thus energized, retracts the stop plun-

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Transportation (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Automation & Control Theory (AREA)
• Regulating Braking Force (AREA)

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• 1981
  • 1981-04-20 AU AU73243/81A patent/AU7324381A/en not_active Abandoned
  • 1981-04-20 WO PCT/US1981/000534 patent/WO1982003604A1/en not_active Ceased
  • 1981-04-20 EP EP81901631A patent/EP0077323A1/de not_active Withdrawn

Non-Patent Citations (1)

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