JPS5826663A - Hydraulic type antiskid device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention is a hydraulic anti-skid device having a multi-circuit brake amplifier, the brake amplifier having one master cylinder for each brake circuit and a separate pump and accumulator. The control valve is combined with a pressure generating device and a control valve, and this control valve connects the pressure generating device to the primary side of the master cylinder (connectable amplifier cylinder and the amplifier cylinder to the load). The connection with the mitigation position is monitored - (for those of the type).

A device of the above-mentioned type is known, for example, from German Patent Application No. 2,750,491. In this known device, ・Anti-skid system
=+A valve is arranged in the closed brake circuit and in the amplifier circuit. Furthermore, in a device with an open brake circuit, which is known, for example from DE 296 65 66 A1, an antiskid control valve is arranged in this open circuit.

The disadvantage of the latter arrangement is that when one of the brake circuits leaks, the failed brake circuit and the energy supply are cut off. Such drawbacks are avoided in the former device, since in this device the &″r, -f: energy supply does not stop, so the mask cylinder of the faulty circuit hits the stopper but remains in operation. However, the disadvantage of this system is that the valve cost of the anti-skid system is too great for most applications.

A further disadvantage of this device is that the anti-skid control valve is located in the closed brake circuit and in the amplifier circuit, so that the pressure in the closed brake circuit can only be reduced by the cooperation of the two valves. Modulation can be defined. This allows only interconnected control, which limits the degrees of freedom for the work of the anti-skid, i.e. the pressure buildup in the amplifier circuit, which is the second brake circuit. It concerns the degree of freedom to create an independent pressure drop I2 in the first brake circuit.

In contrast to the prior art in Section 1F, which was the starting point for the present invention, the amplifier cylinders are each connected to the secondary side of the mask cylinder via one 'Pii'8 S tube, and in the short-circuit conduit. An anti-skid device according to the present invention, characterized in that a switching valve device is disposed at the switching valve device, and the switching valve device forms a short-circuit connection when the anti-skid device is activated, and keeps the connection in a cut-off state in normal times. has the advantage that each regulating circuit operates self-sufficiently via its own corresponding anti-skid control valve.

In the event of leakage and simultaneous pressure build-up during anti-skid operation, even with this device of the present invention, the energy supply will be interrupted for a period of time, but this is actually extremely small, since the anti-skid working time is limited to the braking time. This is because the anti-skid is subject to a relatively small load, which is very small compared to the total operating time.

Further advantages are that no return pump is required, that the braking function is practically not exhausted, and that a rapid pressure build-up is possible in response to the respective pressure build-up situation. A further advantage is that the construction according to the invention requires only a small outlay, especially if the multi-position control valve according to the dependent claims is used.

The invention will now be explained with reference to the illustrated embodiments.

The illustrated hydraulic anti-skid device 1 has two circuits 1 (two brake amplifiers) introduced together with two mask cylinders 3, 4. The amplifier cylinder 5 belonging to this amplifier 2 has a passage 6.7. Through the master cylinders 3 and 4
The respective primary lpHs 8 and 9 are connected. Each side of this is bounded by a gist /io, 1i, which on one side is bounded by a rod 12, 13'l
& is operated by the brake pedal 14 through the brake circuit 1 and the secondary fl[115, 16 on the other hand (,
2 which generates brake pressure at Wj
A control valve 32 is assigned, which on the one hand controls the amplifier cylinder 5 and the pressure generator 21/22 (pump 2).
1. The connection to the pressure accumulator 22) is connected to the amplifier cylinder 5 on the other hand.
The connection between the refill container 23 and the replenishment container 23 is monitored. The slider 33 of the control valve 32 is operated by the brake pedal 14 via a spring 34.

The primary side 8,9 of each mask cylinder 3,4 is a short circuit conduit 17
．． It is connected to the quadratic first law 15.16 through 18,
In each of these short-circuit conduits 17.18 2yIe-)
The 2-position directional control solenoid valve 19°20 is designed so that
These two valves cooperate to form a switching valve arrangement 19/20Y, i.e. one valve in each brake circuit 1 and
Two unique solenoid valves 19 or 20 will be located.

In the basic position of the illustrated switching valve arrangement [19/20] the connection is broken, but after switching has taken place a short-circuit connection from the primary 1 to the secondary is formed.

Assigned to the brake amplifier 2 are a pump 21, a pressure accumulator 22, a pressure generating device 21/22, and a replenishment container 2. Furthermore, a locking piston 2 is provided in the brake amplifier 2.
4 and switch 26
5 are compressed, and these respond when the accumulator pressure drops.

Four more anti-skids? [+II Goben 27, 2
)1.

29.30 is provided for each four-wheel vehicle (8).This control valve 27.28, 29, 311 is 3
+'l'i /A+i control valve and I- are formed. The valve is electromagnetically operated and connected to an electronic controller 31 via electrical conduction. This controller 31 mamata (
J] Transfer valve device 19/200 Both 2-point 2-position directional control solenoid valve 19.211fC is connected.

Next, the mode of operation of the present invention will be explained.

When the brake pedal 14 is actuated, first of all t'j+
+ Both valves 32 are switched over a small pedal travel distance, and the primary sides 8, 9 of both mask cylinders 3.4 are connected with the pressure generator 21/221. Stones 1o, 11 move to the left and generate brake pressure for brake circuits 1 and H on the secondary side 15,16.

If the accumulator pressure is insufficient, the locking piston 24, the accumulator pressure switching piston 25 and the control valve 32 are prevented from further movement; As a result, the brake pedal 14 moves further and, due to its pedal force, at least an unamplified brake pressure is created in the mask cylinders 3, 4.

This defect (reported via 26 switches).Wheel force;
When the control valves 27, 28, 2.9, 307
5': Switched to 47<. Thus, it is possible to maintain and build pressure under each control valve force 5 pressure plane.

At the same time, i.e. with the first pressure drop, the switching valve arrangement 19
/200 Both solenoid valves 19, 20 also receive current, so that they take on a predetermined other f1"t i cliff. The primary side 8,9 then connects the secondary piece 15°16 and the short-circuit conduit 17. 1
shorted through 8.

Over the entire duration of the introduction of this anti-skip P,
The switching valve device IJ/20 remains in the predetermined switching position fy. With this switching position, the pressure medium from the pressure generator z21/22 is sent directly from the amplifier cylinder 5 to the master cylinder 3.4, 1il 1115, 16. The advantage of this is that a rapid pressure increase is possible depending on the particular pressure increase situation. A further advantage is that the pressure medium returning from the brake cylinder is simultaneously supplied again to the secondary side 15, 16 of the brake amplifier 2, so that no special return pump is required. In this way, the brake system in question has an r'^ ratio l-.

When the switch 26 responds in the event of a lack of pressure, the square supply to the switching valve arrangement 19/20 is cut off.

As a result, the aforementioned switching will not take place in this case.

FIG. 2 shows an anti-skid device almost identical to that according to FIG. 1C. Corresponding parts are therefore given the same reference numerals.The difference from the construction according to FIG. 4 anti-skid 1iNII valves 44
, 45.

46. There are some things built into 47.

In the first place of the control valves 44, 45, 46, 47, 49 a free flow path is formed from the stand cylinder to the wheel cylinder. In the second position, valve 42. of the switching valve arrangement 42/43.
43 is switched, and the pressure medium of the pressure generator is switched to the control outlet valve 32? It is made to reach the heavy wheel cylinder from the primary side 115, 16 through the L. The third position L is the position where the opening pressure is maintained, and the fourth position is (・'lr, tonlean cylinder force, y, body E is released, and the pressure medium reaches the secondary side. It is returned to the replenishment container 23 without any problem.

4'53 FIG. 1 shows an anti-skid device 51 having a different structure compared to the 21st *1. In this case only one 4-position control valve 52.53 per brake circuit 1 and ■
is used. By means of suitable connecting conduits and conduit guides to this control valve 52.5'3, in the second position of the valves 52 and 53, in which the valve 42.43 of the switching valve arrangement 42/43 is switched on, the amplifier circuit The connection from the brake circuit to the 6-point 3-position directional control solenoid valves 54 and 55 is made to operate at the same time.

Furthermore, it should be noted that the switching valve devices 19/20 or 42/43 each have a reverse 1/2 valve opening towards the replenishment container 23.
It is also possible to combine it with a top valve, by means of which a pressure reduction is possible over a certain pressure limit.

Furthermore, each of the master cylinders 3 and 4 can be provided with a limit switch 56 or 57 (see FIG. 1), the fault of which is detected during a single displacement movement.

[Brief explanation of drawings]

1 indicates the implementation of the 1M number of the present invention, 1711,
The 11th section is a diagram showing the first embodiment having a separate switching valve device, the 2nd section is a diagram showing a switching valve device built into a multi-position control valve, and the 61st section 1 is a diagram showing a switching valve device built in a multi-position control valve. 22 shows another embodiment of the apparatus of FIG. 21; FIG.

Claims (1)

[Claims] 1. A hydraulic anti-skid device having a multi-circuit brake amplifier, wherein the player amplifier ′:4 has one mask cylinder for each brake circuit and has a pump and a pressure accumulator. is combined with a pressure generator and a control valve, which controls the connection between the pressure generator and an amplifier cylinder connectable to the primary side of the mask cylinder and between the amplifier cylinder and the load relief position. In the type in which the connections of the amplifier cylinders (5) are monitored, each of the amplifier cylinders (5)
'&'・γ and the secondary side (1) of the mask cylinder (3, 4)
5, 16'), and the short circuit conduit (1
Switching valve device (19/20.42/4) in 7, 18,)
3) is arranged, and the switching valve device forms a short-circuit connection when the anti-skid device is actuated and prevents the cliff from falling.
A hydraulic anti-skid device characterized in that the connection is always kept in a disconnected state. 2. The switching valve device (19/20) connects each short circuit conduit (17
, 18), each consisting of one two-point two-position directional control solenoid valve (19°20), both of which are controlled via an electronic controller (31). 2. Anti-skid device according to claim 1, wherein the anti-skid device is adapted to be switched on for the formation of a short-circuit connection after the first pressure drop introduced from the controller (31). . 6. Each brake cycle Wr for anti-skid monitoring
(], II) within - two multipositional/multidirectional clauses]
Control valves (27, 28, 29, 30) are provided, which are controlled by an electronic controller (31)i and arranged in parallel with each other and connected to a switching valve arrangement (19/20).
2. The anti-skid device according to claim 1, wherein the anti-skid device is downstream connected to the anti-skid device. 4. The short-circuit connection when the accumulator pressure of the pressure generator (21, 22) is insufficient is from the switch (26) to the electronic controller (31).
2. Anti-skid device according to claim 1, wherein the anti-skid device is adapted to be interrupted by a switching signal applied to the anti-skid device. 5. The switching valve device (42/43) is a multi-position/multi-directional control valve (44,45°46.47) of the anti-skid device.
) The anti-skid device according to claim 1, which is built in the anti-skid device. 6. The anti-skid device according to claim 5, wherein each multi-position/multi-directional control valve is formed as a 4-point, 4-position directional control valve together with a built-in switching valve device. 1. Anti-skid device according to claim 1, wherein the switching valve arrangement (19/20 and 42/43) is combined with a non-return valve opening towards the load relief position. 8. Attach a limit switch (56°57) to the mask cylinder.
), the limit switch being actuated by the mask cylinder piston rond (12'+13) during a displacement movement of the mask cylinder in the event of a failure of the corresponding brake circuit. 1
Anti-skid device as described in section.