WO1995011148A1 - Systeme de commande d'antirecul - Google Patents

Systeme de commande d'antirecul Download PDF

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Publication number
WO1995011148A1
WO1995011148A1 PCT/GB1994/002325 GB9402325W WO9511148A1 WO 1995011148 A1 WO1995011148 A1 WO 1995011148A1 GB 9402325 W GB9402325 W GB 9402325W WO 9511148 A1 WO9511148 A1 WO 9511148A1
Authority
WO
WIPO (PCT)
Prior art keywords
valve
valve member
operated
brake
control system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/GB1994/002325
Other languages
English (en)
Inventor
Philip Woolvin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Automotive Products PLC
Original Assignee
Automotive Products PLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Automotive Products PLC filed Critical Automotive Products PLC
Priority to GB9512034A priority Critical patent/GB2289100A/en
Publication of WO1995011148A1 publication Critical patent/WO1995011148A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • 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
    • B60T11/106—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 locking and release of the brake by the clutch
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement

Definitions

  • This invention relates to vehicle hydraulic brakes and more particularly to improved control means for so-called “hill holders” which hold hydraulic brakes applied when the associated vehicle is parked on an incline.
  • Hill holders are well known and generally include an inclination sensitive valve member which traps the brake pressure when the vehicle is parked on an incline thus allowing the vehicle driver to take his foot off the brake pedal and move it onto the accelerator to make a hill start without any danger of vehicle rolling back down the hill.
  • Such hill holders have, however, suffered from problems in timing the release of the brake pressure so that residual brake pressure due to too slow a brake pressure release does not inhibit the hill start nor, at the other extreme, does too fast a release of brake pressure result in roll-back of the vehicle.
  • a hill holder control system for a vehicle hydraulic braking system
  • the control system comprising a valve having an inlet connectable to a pedal-operated source of braking pressure and an outlet connectable to one or more brake actuators, an inclination sensitive valve member which is capable of closing off a valve seat to trap brake pressure in any brake actuator connected to the outlet, a command means operated from an associated clutch pedal which renders the valve member operative to close off the valve seat when the clutch pedal is operated, the control system being characterised by the provision of valve member disabling means operable to unseat the valve member from the valve seat to release any trapped brake pressure, and an electrical control circuit including a "brakes operating" condition sensor, a "brakes released” condition sensor, and a clutch bite point condition sensor, the electrical control circuit being arranged to operate the disabling means when the three sensors indicate the simultaneous presence of all three conditions to ensure a timed release of brake pressure on re-engagement of the clutch.
  • the three sensors comprise a series arrangement of switches comprising a pressure sensitive switch which closes when the brake actuator pressure exceeds a predetermined level, a brake pedal proximity switch which is closed when the brake pedal is released, and a clutch proximity switch which closes at the bite point of the clutch, and the control means operates the disabling means when all the switches are closed simultaneously.
  • the disabling means preferably comprises a solenoid-operated plunger which knocks the valve member off the valve seat.
  • the command means may be fluid pressure operated or cable operated.
  • valve member is located in a first chamber to which the inlet and outlet are connected, the valve member being housed in a cage which carries an annular sealing means for sealing around the inlet and the valve member being engageable with the sealing means under the action of gravity, the cage being biased away from the inlet and being movable towards the inlet against the bias by the command means to engage the sealing means around the inlet.
  • the command means may be operated by clutch operating pressure acting in a second chamber of the valve to move the cage towards the inlet.
  • a piston in the second chamber may be moved by the clutch operating pressure to act on a cage mounted spigot which projects from the first chamber.
  • the present invention also provides an improved form of hill holder valve with a solenoid-operated valve member disabling means.
  • Fig 1 is a hill holding valve with solenoid disabling means shown in longitudinal cross section;
  • Fig 2 is a schematic diagram of a hill holder control system including the valve of Fig 1;
  • Fig 3 is a large scale view of part of the valve of
  • Fig 4 is a cross section through a dual circuit hill holding valve with solenoid disabling means.
  • a hill holder valve 1 for use on a vehicle with hydraulic brakes and a hydraulic clutch actuation system.
  • the hill holder valve 1 has a valve body 2 with a cylindrical blind bore 3 having an end wall 4.
  • the open end 5 of the bore is closed by an end cap 6 which screws into the bore to form a first fluid chamber 7.
  • the fluid chamber 7 is connected to a pedal-operated source of brake applying pressure such as a hydraulic brake master cylinder (not shown) through an inlet port 9 and to at least one hydraulic brake actuator (not shown) through an outlet port 10.
  • the hill holder valve includes an inclination sensitive ball valve member 14 housed in a cage 11 which is axially movable in the bore 3 and is biased away from the inlet port 9 by a compression spring 12.
  • the axial end of the cage 11 adjacent to the end cap 6 carries an annular sealing means in the form of back to back annular seals 13a and 13b which encircle a passage 8 in cage 11.
  • Seal 13a is engageable around inlet port 9 to close off the inlet when seal 13b is also engaged by ball valve 14 as will be described in more detail below.
  • Seal 13a is secured to cage 11 by plate lib and screws lie to withstand the high pressure entering chamber 7 via inlet port 9.
  • the cage 11 has a cylindrical guide spigot 15 which is sealingly slidable in an annular spacer 16.
  • the spacer 16 is located and secured within bore 3 by a locking ring 17 and includes a second bore 20 in which a piston 19 is sealingly slidable.
  • Piston 19 divides the second bore 20 into a second fluid chamber 18 at the open end of the second bore and an air chamber 21 adjacent to the spacer 16.
  • the air chamber 21 is connected to atmosphere via passageways 22 and 23.
  • the guide spigot 15 abuts the piston 19 and a rod 24 extending from piston is sealingly slidable in a passageway 4a through the end wall 4 and terminates in a threaded portion 25.
  • This threaded portion 25 and associated nut 25a compresses and locks a spring 26 between the valve body 2 and an annular retainer 27.
  • a boot 28 seals the passageway 4a.
  • the second fluid chamber 18 is connected to a pedal operated hydraulic clutch master cylinder (not shown) through an inlet port 29 and to the clutch hydraulic actuator (not shown) through an outlet port 30.
  • a plunger 31 extends into the first fluid chamber 7 via a passageway 31a through the valve body 2, perpendicular to the longitudinal axis of cylindrical bore 3.
  • Plunger 31 forms part of an electrically-operated solenoid 32 attached to the valve.
  • Solenoid 32 is connected to an electrical logic circuit 40 (see figure 2).
  • the end of the plunger 31 entering the fluid chamber 7 has a chamfered nose 31b and extends through a slot 11a in the cage 11 so that when solenoid 32 is activated chamfered nose 31b contacts ball valve 14 to ensure that it no longer engages seal 13b.
  • Plunger 31 thus acts a disabling means for ball valve 14.
  • one end of the coil of solenoid 32 is connected by line 33a to the first of three electrical switches, connected in series.
  • the first switch in the series is a brake pedal proximity switch 34, positioned so as to be closed when an associated brake pedal 37 returns to the raised rest position, as the brake pedal 37 is released by the driver.
  • the next switch in the series is a brake pressure switch 35, which is located at some point in the brake applying line (not shown) connected to outlet port 10, and which is closed when brake hydraulic pressure rises above a predetermined low level of say 1 bar indicating that a brake application is taking place.
  • the third switch in the series is the clutch pedal proximity switch 36, positioned so as to be closed when an associated clutch pedal 38 displacement eguates to the "bite point" of the clutch system (i.e. that point at which the clutch just begins to transmit torque) .
  • Switches 34,35 and 36 form part of an electrical control or logic circuit 40 is completed by connection to the positive side of a battery 39 and by line 33b to the other end of the coil of solenoid 32.
  • the level of hydraulic fluid pressure trapped in the brake actuator system connected to the outlet port 10 can be determined by consideration of the various forces acting on cage 11, piston 19 and rod 24. If the level of brake pressure in the first fluid chamber 7 is Pb, this pressure acts on the effective area Ab of the
  • valve seal 13b dumps (via inlet port 9) the brake pressure in chamber 7 and the brake actuators connected to outlet port 10 thus allowing the vehicle to make a smooth pull-away.
  • the separate springs 12 and 26 may be combined into a single spring replacing spring 12.
  • the separate spring 26 is included in the described construction to facilitate adjustment of the forces acting on the cage 11 during development and testing of prototypes. This spring is not present in the productionised construction shown in Figure 4.
  • Figure 4 shows a hill holder valve 100 in accordance with the present invention for use with a dual circuit cross-coupled vehicle braking system in which components of a similar function to components of valve 1 of figures 1 and 3 are numbered with the same reference numerals increased by 100.
  • the valve includes two ball valves 114a and 114b which trap the brake pressure in the two separate brake circuits.
  • Inlet 109a and outlet 110a are connected with the brake circuit which operates the front left and rear right brakes and inlet 109b and outlet 110b are connected with the other brake circuit which operates the front right and rear left brakes.
  • Both ball valves 114a and 114b are housed within cages Ilia and 111b and operate to close annular seals 113b(i) and 113b(ii) respectively.
  • a solenoid plunger 131 is again provided to unseat ball valve 114a and clutch operating pressure is connected to an inlet 129.
  • the clutch pressure acts on piston 119a which in turn acts on the end of spigot 115a to move the cage Ilia to bring valve seal 113a(i) into contact around inlet 109a.
  • Ball valve 114a thus acts in exactly the same manner as ball valve 14 described above to contact valve seal 113b(i) to trap brake pressure in chamber 107a when the associated vehicle is on an incline and the clutch is released.
  • the ball valve 114b which traps the brake pressure in the second brake circuit is controlled from ball valve 114a by a drilling 150 which connects chamber 107a with a piston 119b which in turn acts on the end of a spigot 115b associated with the cage 111b to move the cage and thus bring valve seal 113a(ii) into contact around inlet 109b.
  • the solenoid which operates plunger 131 is connected into the same logic circuit shown in figure 2 so that ball valve 114a is knocked off valve seal 113b(i) as the clutch reaches its "bite point".
  • the unseating of ball valve 114a causes the brake pressure trapped in chamber 107a to be released which means that piston 119b is no longer subjected to a high brake pressure so that spring 112b associated with cage 111b moves cage 111b to the right thus unseating seal 113a(ii) from around inlet 109b. This releases the brake pressure in chamber 107b so that both brake circuits are released.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)

Abstract

Dans un système de commande d'antirecul, destiné au système de freinage hydraulique d'un véhicule, une soupape (1) comporte une entrée (9), raccordée à une source de pression de freinage commandée par pédale, et une sortie (10) raccordée à un ou plusieurs actuateurs de freins. Un élément de soupape (14) sensible à l'inclinaison peut obturer un siège de soupape (13b) pour bloquer une pression de freinage dans tout actuateur de freinage raccordé à la sortie, et un dispositif de commande (11, 15, 18, 19) activé par une pédale d'embrayage associée, actionne l'élément de soupape (14) pour obturer le siège de soupape. Le systeme de commande comporte aussi un dispositif de désactivation (31) d'élément de soupape utilisable pour écarter cet élément de soupape (14) du siège (13b) afin de libérer une pression de freinage bloquée, ainsi qu'un circuit de commande (40) électrique qui comprend des capteurs de 'freins activés' (35), de 'freins relâchés' (34) et de 'point d'embrayage' (36). Ce circuit de commande (40) électrique permet le fonctionnement du dispositif de désactivation (31) quand ces trois capteurs (34, 35, 36) indiquent la présence simultanée des trois situations pour assurer une libération de pression de freinage synchronisée avec le ré-embrayage.
PCT/GB1994/002325 1993-10-22 1994-10-21 Systeme de commande d'antirecul Ceased WO1995011148A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB9512034A GB2289100A (en) 1993-10-22 1994-10-21 Hill holder control system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB9321828.7 1993-10-22
GB939321828A GB9321828D0 (en) 1993-10-22 1993-10-22 Hill holder control system

Publications (1)

Publication Number Publication Date
WO1995011148A1 true WO1995011148A1 (fr) 1995-04-27

Family

ID=10743974

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB1994/002325 Ceased WO1995011148A1 (fr) 1993-10-22 1994-10-21 Systeme de commande d'antirecul

Country Status (2)

Country Link
GB (2) GB9321828D0 (fr)
WO (1) WO1995011148A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0687604A3 (fr) * 1994-06-16 1997-01-02 Voith Gmbh J M Procédé de commande d'un véhicule, en particulier pendant le démarrage et dispositif d'aide au démarrage

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0110303A2 (fr) * 1982-11-24 1984-06-13 Nissan Motor Co., Ltd. Système de freinage pour véhicules
EP0201694A2 (fr) * 1985-04-24 1986-11-20 AlliedSignal Inc. Dispositif pour l'actionnement des freins
GB2197415A (en) * 1986-11-14 1988-05-18 Nippon Air Brake Co Braking force holding device for an air brake system
EP0507466A1 (fr) * 1991-04-03 1992-10-07 Eaton Corporation Système empêchant le recul dans les pentes pour un véhicule à moteur

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0110303A2 (fr) * 1982-11-24 1984-06-13 Nissan Motor Co., Ltd. Système de freinage pour véhicules
EP0201694A2 (fr) * 1985-04-24 1986-11-20 AlliedSignal Inc. Dispositif pour l'actionnement des freins
GB2197415A (en) * 1986-11-14 1988-05-18 Nippon Air Brake Co Braking force holding device for an air brake system
EP0507466A1 (fr) * 1991-04-03 1992-10-07 Eaton Corporation Système empêchant le recul dans les pentes pour un véhicule à moteur

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0687604A3 (fr) * 1994-06-16 1997-01-02 Voith Gmbh J M Procédé de commande d'un véhicule, en particulier pendant le démarrage et dispositif d'aide au démarrage

Also Published As

Publication number Publication date
GB9321828D0 (en) 1993-12-15
GB9512034D0 (en) 1995-09-06
GB2289100A (en) 1995-11-08

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