U.S. patent number 3,880,476 [Application Number 05/419,846] was granted by the patent office on 1975-04-29 for electromagnetic valve.
This patent grant is currently assigned to ITT Industries, Inc.. Invention is credited to Juan Belart, Werner Fink, Dieter Kircher, Hubertus Von Grunberg.
United States Patent |
3,880,476 |
Belart , et al. |
April 29, 1975 |
ELECTROMAGNETIC VALVE
Abstract
There is disclosed an electromagnetic valve incorporated as the
pressure medium flow regulator of an antiskid system. The valve
body of the valve is connected with the magnetic armature to
control the cross-sectional area of pressure medium flow through
the valve in a continuous sequence proportional to the magnetic
force resulting from the energizing current produced by the
electronic circuitry of the antiskid system. By changing the
energizing current, it is possible to change the pressure
difference between the pressure medium source and the
pressure-operated brake. Thus, the hydraulic antiskid control is
more accurate and smoother than is achieved with previously
employed open/close antiskid hydraulic control valves.
Inventors: |
Belart; Juan (Walldorf,
DT), Fink; Werner (Frankfurt, DT), Kircher;
Dieter (Frankfurt, DT), Von Grunberg; Hubertus
(Niederhochstadt, DT) |
Assignee: |
ITT Industries, Inc. (New York,
NY)
|
Family
ID: |
5864897 |
Appl.
No.: |
05/419,846 |
Filed: |
November 28, 1973 |
Foreign Application Priority Data
|
|
|
|
|
Dec 20, 1972 [DT] |
|
|
2262247 |
|
Current U.S.
Class: |
303/119.2;
303/71; 137/625.65; 335/274 |
Current CPC
Class: |
F16K
31/0624 (20130101); B60T 8/3665 (20130101); B60T
8/3635 (20130101); F16K 31/0613 (20130101); B60T
8/363 (20130101); F16K 31/0627 (20130101); Y10T
137/86622 (20150401) |
Current International
Class: |
B60T
8/36 (20060101); F16K 31/06 (20060101); B60t
008/02 () |
Field of
Search: |
;137/522,596.16,629
;303/21F,21FM,21S,61,70-72 ;335/188,255,257,274 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Reger; Duane A.
Attorney, Agent or Firm: O'Halloran; John T. Lombardi;
Menotti J. Hill; Alfred C.
Claims
We claim:
1. An electromagnetic valve for use in an antiskid brake system
comprising:
a magnet housing having a first longitudinal axis;
a magnet winding disposed in said housing coaxial of said axis;
a magnetic return path disposed in said magnet housing magnetically
coupled to said winding;
a sleeve of non-magnetic material disposed in said return path
coaxial of said first axis;
a first chamber disposed in said magnet housing adjacent said
sleeve and said return path;
a valve body disposed coaxial of said first axis, at least a
portion of said valve body projecting into said first chamber;
a plurality of armature plates disposed in said first chamber, said
armature plates having a central opening coaxial of said axis, the
outer edges of said armature plates abutting said return path and
being slightly inclined away from said return path, and the inner
edges of said armature plates engaging said portion of said valve
body projecting into said first chamber to move said valve body
when said winding is energized and said armature plates adjacent
said inner edges are attracted toward said return path;
a spring disposed in said first chamber in an engaged relationship
with said valve body and said armature plates to bias said valve
body and said armature plates in a rest position;
said valve body controlling the flow of a brake pressure medium
through said valve between at least a brake pressure medium inlet
and a brake pressure medium outlet when said winding is energized
and said armature plates are attracted toward said return path;
said spring including
a diaphragm spring having openings therethrough and a central
aperture coaxial of said first axis, the inner edge of said
diaphragm spring adjacent said central aperture engaging a groove
provided in said portion of said valve body projecting into said
first chamber and the outer edge of said diaphragm spring being
firmly connected to said magnet housing surrounding said first
chamber.
2. A valve according to claim 1, wherein
said groove is provided by a U-shaped cross-sectioned annular
element mounted on said portion of said valve body projecting into
said first chamber.
3. A valve according to claim 2, wherein
said diaphragm spring is star shaped.
4. A valve according to claim 3, wherein
the characteristic curve of said diaphragm spring is adapted to the
characteristic curve of an electromagnet including said winding,
said return path, said sleeve and said armature plates.
5. A valve according to claim 4, further including
a valve housing connected to said magnet housing,
said valve housing havig a second longitudinal axis which is an
extension of said first axis;
a pressure medium source inlet connection extending through the
wall of said valve housing;
a pressure medium reservoir outlet connection extending through the
wall of said valve housing; and
a pressure medium wheel brake cylinder outlet connection extending
through the wall of said valve housing; and
wherein
said valve body includes
a valve slide extending from said first chamber into said valve
housing coaxial of said second axis, said valve slide being
disposed in a cooperative relationship with said source inlet
connection, said reservoir outlet connection and said wheel brake
cylinder outlet connection to control the flow of pressure medium
between these three connections, said valve slide being pressure
balanced in its rest position when the flow of pressure medium is
between said source inlet connection and said wheel brake cylinder
outlet connection.
6. A valve according to claim 5, further including
a second chamber disposed in said valve housing embracing the end
of said valve slide remote from said first chamber; and
a duct disposed in said valve housing to interconnect said first
and second chambers.
7. A valve according to claim 6, wherein
said duct is connected to said wheel brake cylinder outlet
connection.
8. A valve according to claim 6, wherein
said duct is connected to said source inlet connection.
9. A valve according to claim 6, wherein
said valve slide is formed by two pistons in tandem
relationship.
10. A valve according to claim 9, wherein
said two pistons are mechanically connected together,
said two pistons being pressure-balanced in their rest position by
the pressure present at said wheel brake cylinder outlet connection
being applied to the remote ends of said two pistons and by the
pressure at said source inlet connection being applied to the
adjacent ends of said two pistons.
11. A valve according to claim 9, wherein
said two pistons can move freely with respect to each other,
said two pistons being pressure-balanced in their rest position by
the pressure at said source inlet connection being applied to the
remote ends of said two pistons and by the pressure at said wheel
brake cylinder outlet connection being applied to the adjacent ends
of said two pistons.
12. A valve according to claim 6, wherein
when said winding is energized to provide a magnetic force said
valve slide is actuated in a direction opposite to that of said
magnetic force by pressure from said source inlet connection being
applied to a first actuating surface and is actuated in the
direction of said magnetic force by pressure from said wheel brake
cylinder outlet connection being applied to a second actuating
surface.
13. A valve according to claim 12, wherein
said first and second actuating surfaces are equal in size.
14. A valve according to claim 12, wherein
a current energizing said winding and consequently the pressure
difference between said source inlet connection and said wheel
brake cylinder outlet connection are continuously variable.
Description
BACKGROUND OF THE INVENTION
This invention relates to an electromagnetic valve for use in
antiskid systems, the valve body thereof being mechanically
connected with the magnetic armature such that the valve body
blocks, opens or diverts the passage of pressure medium flow
through the valve when the magnet winding is energized.
It is a decisive factor in all antiskid systems to keep the
switching times of regulator-operated electromagnetic valves at a
value as low as possible. The switching times are determined, among
other things, by the mass of the magnetic armature and by the
amount of friction to be overcome when the armature is accelerated,
as well as by the magnetic resistance in the closed magnetic
circuit. In known plunger-type armature valves, the plunger-type
armature represents a relatively large mass. In order to provide
this type of armature with a minimum amount of friction, it is
necessary to provide, besides the operating air gap, a radial air
gap located between the armature and the magnetic casing.
Furthermore, it is a particular desired feature in antiskid systems
that the cross-sectional area of the valve control orifice changes
continuously and in proportion to the magnetic force in order to
achieve a control more accurate and smooth than could be achieved
with the open/close valves known to date.
SUMMARY OF THE INVENTION
It is an object of the present invention to provide an
electromagnetic valve which avoids the above-mentioned drawbacks,
which is of simple design, easy to mount, affords rapid switching
and, if possible, permits a continuous control of the hydraulic
pressure.
A feature of the present invention is the provision of an
electromagnetic valve for use in an antiskid brake system
comprising a magnet housing having a first longitudinal axis, a
magnet winding disposed in the housing coaxial of the axis, a
magnetic return path disposed in the magnet housing magnetically
coupled to the winding, a sleeve of non-magnetic material disposed
in the return path coaxial of the first axis, a first chamber
disposed in the magnet housing adjacent the sleeve and the return
path, a valve body disposed coaxial of the first axis, at least a
portion of the valve body projecting into the first chamber, at
least one armature plate disposed in the first chamber in an
engaged relationship with the portion of the valve body projecting
into the first chamber, and a spring disposed in the first chamber
in an engaged relationship with the valve body and the armature
plate to bias the valve body and the armature plate in a rest
position, the valve body controlling the flow of a brake pressure
medium through the valve between at least a brake pressure medium
inlet and a brake pressure medium outlet when the winding is
energized and the armature plate is attracted toward the return
path.
Another feature of the present invention is the provision of
armature plates arranged to leave a free space for a central
opening and having their inner edges grip the under surface of a
collar provided directly on the valve body or on the movable
supporting member of the valve body. The armature plates are
slightly inclined with their outer edges abutting the magnetic
return path.
A further feature of the present invention is the provision of a
diaphragm spring provided with openings and including a central
aperture. This spring has its inner edge engaged in a groove
provided on the valve body or on the valve body support and its
outer edge firmly connected to the housing. This spring biases both
the valve body and the armature plates in their rest positions.
Still another feature of the present invention is the provision of
a star-shaped diaphragm spring having its inner edge in engagement
with a groove in an annular element mounted on the valve body or on
the valve body support.
Still a further feature of the present invention is the provision
that the characteristic curve of the diaphragm spring is adapted to
the characteristic curve of the electromagnet.
According to another feature of this invention, the valve body is a
valve slide controlling in a known manner the flow of pressure
medium between the connectors of the pressure-medium source of the
pressure-operated device and of a pressure medium reservoir, and
that the valve slide is pressure-balanced in rest position, i.e.,
when there is flow of pressure medium between the pressure-medium
source and the pressure-operated device.
Still a further feature of this invention is the provision of a
duct interconnecting the chambers accommodating the ends of the
valve slide.
Still another feature of this invention is that the duct
interconnecting the chambers accommodating the ends of the valve
slide also communicates with the pressure-operated device in one
embodiment and with the pressure medium source in another
embodiment.
A further feature of this invention is that the valve slide is
divided to form two pistons. In one embodiment, these pistons are
mechanically connected and pressure-balanced in rest position at
their outer and inner ends by the pressure of the pressure-operated
device and by the source pressure, respectively.
In a further embodiment, the pistons forming the valve slide are
pressure-balanced in rest position at their outer ends by the
source pressure and at their inner adjacent ends by the pressure of
the pressure-operated device.
In accordance with still another feature of this invention, when
the electromagnet is energized, the valve slide can be actuated by
source pressure in a direction opposite to that of the magnetic
force, and by pressure of the pressure-operated device in the
direction of the magnetic force, the actuating surfaces for both
pressures being of equal size.
In accordance with a further feature of the invention, the
energizing current of the electromagnet and consequently the
pressure difference between the pressure medium source and the
pressure-operated device are continuously variable.
BRIEF DESCRIPTION OF THE DRAWING
Above-mentioned and other features and objects of this invention
will become more apparent by reference to the following description
taken in conjunction with the accompanying drawing, in which:
FIG. 1 is a longitudinal cross-sectional view of a first embodiment
of an electromagnetic valve in accordance with the principles of
the present invention showing a seat valve which is closed when the
magnet coil is deenergized;
FIG. 2 is a transverse cross-sectional view of the seat valve taken
along line A-B of FIG. 1;
FIG. 3 is a longitudinal cross-sectional view of a second
embodiment of an electromagnetic valve in accordance with the
principles of the present invention showing a seat valve which is
opened when the magnet coil is deenergized;
FIG. 4 is a longitudinal cross-sectional view of a third embodiment
of an electromagnetic valve in accordance with the principles of
the present invention showing a 3/2 directional control valve;
and
FIG. 5 and 6 are further embodiments of an electromagnetic valve in
accordance with the principles of the present invention showing 3/2
directional control valves.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring now to FIG. 1, there is located in a housing 2 made of
magnetizable material the magnet coil 3 in an insulated
relationship with housing 2. Housing 2, together with the magnet
core 9 surrounded by coil 3, forms a magnetic return path 10 into
which there is embedded a sleeve 4 made of non-magnetic material.
In the housing chamber 11 below magnetic return path 10, there are
situated armature plates 1 held by means of retaining clips 6.
Armature plates 1 have an annular central opening. It can be seen
from FIG. 2 that there are two trapezoidal armature plates resting
against each other at their bases and that a semicircular aperture
is cut into each base. At the circular opening, the inner edges of
armature plates 1 grip the under surface of a collar 12 of the
supporting member 13 for the valve body 7. Supporting member 13 is
provided with clearance for motion by virtue of a centric recess 14
in the magnet core 9 into which supporting member 13 is projecting.
At the opposite end of axially symmetrical supporting member 13, a
U-shaped cross-sectional annular element 16 is located on the top
surface of a collar 15. Retaining clips 6 each have one end gripped
by one arm of annular element 16, while the other ends of clips 6
engage a groove in armature plates 1. The inner edge of a
star-shaped diaphragm spring 5 includes a central opening gripped
by the second arm of annular element 16, while the outer ends of
spring 5 engage an annular groove in the wall of housing 2. When
magnet coil 3 is deenergized, diaphragm spring 5 keeps member 13
supporting the valve body 7 and armature plates 1 spaced apart from
the electromagnet. In this state, armature plates 1 assume a
slightly inclined position.
Valve body 7 is jointed to its supporting member 13 in a well-known
way and, when in rest position, has its closing member resting
against the valve seat of the outlet 17 provided in the adjacent
housing wall. Preferably, the same housing wall also includes the
inlet 18 terminating in housing chamber 11. Inlet 18 is covered
with a filter 8 to provide a protection against dirt. A thread 19
provided at housing 2 permits the valve to be screwed into a
cooperating device such as a pressure medium conduit. If current
flows through coil 3 of the electromagnet, the induced magnetic
field will cause armature plates 1 to be attracted by magnet core 9
and magnetic return path 10, respectively, armature plates 1 thus
causing supporting member 13 and the associated valve body 7 to
follow against the force of diaphragm spring 5, so that the
valve-closing member will be lifted from its seat and the valve
will be opened.
FIG. 3 shows an embodiment of a seat valve constructed in
accordance with this invention which is opened with the
electromagnet being deenergized. A substantial number of parts of
FIG. 3 are identical to those of the seat valve of FIG. 1 and,
therefore, like parts have been assigned like reference numerals in
both FIGS.
From housing chamber 11, a blind-end bore 20 extends into magnet
core 9, the outlet 21 extending laterally from bore 20 through
magnetic return path 10. Before outlet 21 branches off from bore
20, a valve seat 22 is disposed on a stepped portion of blind-end
bore 20. In contrast to the embodiment of FIG. 1, the positions of
supporting member 13' and of valve body 7' jointed thereto are just
reversed. The closing member of valve body 7' projects into
blind-end bore 20 of magnet core 9, thus lying opposite valve seat
22. The inner edges of armature plates 1 grip the under surface of
collar 12' and are kept in position by means of retaining clips 6
in the manner described with respect to FIG. 1. With one end of
diaphragm spring 5 engaging annular element 16 at collar 15' of
supporting member 13' and with the other end of diaphragm spring 5
engaging a groove in housing chamber 11, the diaphragm spring 5 via
supporting member 13' keeps valve body 7' spaced apart from valve
seat 22 and armature plates 1 apart from magnetic return path 10.
This embodiment also provides for a protective filter 8 covering
inlet 23 terminating in housing chamber 11.
In rest position, when the valve is open, current flow through
magnet coil 3 will cause armature plates 1 and consequently
supporting member 13' and valve body 7' to be attracted so that the
closing member of the valve body 7' rests on its valve seat 22,
thus interrupting the connection between inlet and outlet.
In the two seat valves described above, the magnetic leakage field
is reduced by virtue of magnetic return path 10, thus permitting
more efficient use to be made of the magnetic forces and
consequently allowing utilization of a smaller electromagnet. The
non-magnetic sleeve 4 embedded in magnetic return path 10 avoids
the occurrence of a magnetic short circuit and induces the lines of
magnetic flux to run through armature plates 1. In order to prevent
armature plates 1 from further sticking to the magnet core
following interruption of the energizing current, a non-adhesive
plate (not shown) made of non-magnetic material has been provided
between magnet core 9 and armature plates 1. Since it is known from
experience that the adhesives used did not stick, the non-adhesive
plate, while resting on armature plates 1 may be clamped under
collar 12 of supporting member 13, or, in the shape of an expanding
cap, be squeezed into centric recess 14 of magnet core 9.
In contrast to a plunger-type armature, armature plates 1 enjoy the
advantage of moving under extremely low friction during switching
and of having less mass. In a valve constructed in accordance with
the present invention, there is only one air gap in the magnetic
circuit, namely, the working air gap. The radial air gap necessary
in frictionless suspended plunger-type armatures in not required.
The flat design of the armature also enables diaphragm springs to
be mounted in a preferable manner. The diaphragm springs permit
high forces to be controlled more readily than is the case with
spiral springs.
It has been proven that valves constructed in accordance with the
present invention have very short switching times even if no
special magnetic materials are used.
FIG. 4 shows the arrangement of the magnetic armature already
described together with a slide valve incorporating, in the
embodiment shown, further decisive advantages particularly for use
in antiskid control systems.
The housing of the slide valve contains a cylinder bore 30
enlarging at its one end to form a chamber 32 via a stepped portion
31. In its middle area, cylinder bore 30 enlarges once more into a
wide groove 33. Groove 33 connects in its whole width with a port
34 of the slide valve. Cylinder bore 30 contains two slidably
mounted pistons 36 and 37 coupled to each other via a mechanical
connection 35. The diameter of piston 37 is smaller than the
diameter of piston 36. Piston 36 is sealed to the inner wall of
cylinder bore 30 and projects into enlarged chamber 31. Piston 36
is secured against sliding out by means of a circlip 38. By means
of a recess provided in the lateral surface of piston 36, an
annular chamber 39 is created permanently communicating with a
second port 40 of the slide valve. That end of piston 36 which is
connected with the second piston 37 is reduced to the diameter of
piston 37, thus producing within the area of groove 33 a collar 41
on piston 36. Collar 41 corresponding in length to the width of
groove 33. The other end of piston 37 is tightly confined within
cylinder bore 30 reduced to the diameter of piston 37. This
diameter reduction of bore 30 creates annular chamber 42
communicating with the third port 43 of the 3/2 directional control
valve. The edges of groove 33 or of its port 34, respectively,
together with the associated adjacent edges of collar 41 on piston
36, form the leading edges 44 and 45 through which, under common
sliding movements of pistons 36 and 37, groove 33 and thus port 34
communicate with annular chamber 42 and the port 43, on the one
hand, and with annular chamber 39 and port 40, on the other hand.
At the end of piston 37 projecting out of cylinder bore 30, a first
collar 46 is provided resting against the housing when the valve is
in rest position. A second collar 47 establishes the connection
with the electromagnetic control system described above. In this
FIG., also, like parts have been assigned like reference
numerals.
Housing 2 of the electromagnet is screwed into a recess of the
valve casing in which cylinder bore 30 terminates. The thus limited
housing chamber 11 into which the end of the piston 37 projects,
communicates, for the purpose of obtaining pressure balance, with
the port 34 of groove 33 via a duct 48, and further with chamber 32
situated in front of piston 36. The armature plates 1 with their
inner edges grip the upper surface of collar 47 on the end of
piston 37 and are secured by means of retaining clips 6 which are
fixed to annular element 16. The inner edge of diaphragm spring 5
also engages annular element 16 resting against collar 46 while the
outer edges of spring 5 engage a groove of housing wall 2 of the
electromagnet. Diaphragm spring 5 keeps both armature plates 1 and
pistons 36 and 37 in their illustrated home or rest positions.
As mentioned before, this valve is to be use preferably for
antiskid control systems. For this purpose, port 43 connects with
the brake actuation system, i.e., with the master cylinder, while
port 34 connects with the wheel brake cylinder and port 40 with the
reservoir. In the event of wheel locking danger, the electronic
control system will transmit a current pulse to the electromagnet.
This pulse is continuously variable in accordance with the
variation of the output variable relative to its rated value.
In the illustrated valve position, wherein the electromagnet is
deenergized, the brake can be operated as usual. The brake pressure
is transmitted through port 43, annular chamber 42 and the port 34
to the wheel brake cylinder.
Pressure P.sub.1 in the master cylinder is equal to pressure
P.sub.2 in the wheel brake cylinder. Since pressure P.sub.2, via
duct 48, also acts on the outer front surfaces of pistons 36 and
37, these pistons are hydraulically balanced. If the electronic
control unit of the antiskid system detects danger of wheel lock,
current will flow through coil 3 of the electromagnet and cause
armature plates 1 to be attracted towards magnetic return path 10,
thereby also moving the mechanically connected pistons 36 and 37 in
the same direction. In this process, leading edges 44 first
interrupt the pressure-medium connection between the master
cylinder and the wheel brake cylinder, whereupon the leading edges
45 open the connection from port 34 of the wheel brake cylinder
through annular chamber 39 to port 40 leading to the reservoir,
thus permitting pressure in the wheel brake to drop. Pressure
P.sub.1 of the master cylinder exerts the force P.sub.1 .times. A
on the annular surface A of collar 41 at piston 36, whereas, caused
by the flow conditions, pressure P.sub.2 in the wheel brake
cylinder exerts the opposing force P.sub. 2 .times. A. Pressure
P.sub.2 in the wheel brake cylinder is now continuously decreasing
until the resulting hydraulic force (P.sub.1 - P.sub.2) .times. A
acting on pistons 36 and 37 is equal to the magnetic force
determined by the coil current, disregarding the friction and
spring forces. Variation of the coil current, which as mentioned
above is continuously variable dependent on the output variable,
involves a change of the pressure difference P.sub.1 - P.sub.2. The
characteristic curve of the diaphragm spring 5 is preferably
adapted to that of the electromagnet in order to achieve
independence of the resulting force from the stroke and to obtain
an improved controller action.
Thus, in a pressure regulator constructed in accordance with the
present invention, the pressure difference between the brake
control valve or the master cylinder and the wheel brake cylinder
is adjusted in proportion to the magnetic force. Via the coil
current, the control pressure thus represents a further item for
the electronic control unit.
FIG. 5 shows a further improved embodiment of the slide valve
constructed in accordance with the present invention. This
embodiment also has one end of the cylinder bore 50 enlarged to
form a chamber 51 into which projects the tightly confined smaller
piston 52. Piston 53, which is of larger diameter than piston 52,
is confined within that area of cylinder bore 50 enlarged by a
stepped portion and rests against the adjacent surface of piston
52, around which end an annular chamber 54 is formed. By means of a
recess provided in the lateral surface of piston 53, an annular
chamber 55 is created permanently communicating with one port 56
which, when used in an antiskid control system, leads to the
reservoir. A further recess provided in bore 50 creates an annular
chamber 57. A collar 58 is provided on piston 53 having a width to
the width of a groove 59. This groove 59 connects with the second
port 60 of the valve which port leads to the wheel brake cylinder.
The edges of groove 59, together with the associated adjacent edges
of collar 58, form the leading edges 61 and 62 of the slide valve.
The annular chamber 57 communicates with chamber 11 via recesses 63
provided in the valve housing. Chamber 11 receives piston 53 which
is connected with the electromagnetic control system in the manner
described with reference to FIG. 4. Via one of these recesses 63,
the annular chamber 57 and chamber 11 communicate by means of a
duct 64 with chamber 51 and the port 65 leading to the master
cylinder, in order to achieve pressure balance. The groove 59
connects with the annular chamber 54 at the piston 52 via a
longitudinal bore 66 and a cross bore 67 provided in piston 53.
Basically, the mode of operation of the embodiment of FIG. 5 is the
same as that described with reference to FIG. 4. In addition, the
embodiment of FIG. 5 has the following advantages.
The pistons are interchanged and pressure P.sub.1 of the master
cylinder always acts on the outer end surfaces of pistons 52 and
53, while pressure P.sub.2 of the wheel brake cylinder acts on the
inner end surfaces of pistons 52 and 53. This avoids the necessity
for providing a mechanical means for connecting the pistons.
Therefore, when the magnet is energized only the friction forces of
piston 53 have to be overcome and piston 52 is made to follow
hydraulically by virtue of pressure P.sub.1 of the master
cylinder.
FIG. 6 represents a slide valve operating according to the same
principles as described above but showing a further simplified
embodiment provided with an integrally formed valve slide. In the
valve casing 70, there is accommodated the cylinder 71 with the
cylinder bore 72. The valve slide 75 is tightly and slidably
received in cylinder bore 72 terminating in the housing chamber 74
which communicates with the master cylinder via a port 73. A recess
76 provided in the wall of cylinder 71 connects cylinder bore 72
with a further housing chamber 77 which communicates with the wheel
brake cylinder via a port 78. The collar 79 is produced by a recess
in valve slide 75. The width of collar 79 corresponds to the width
of recess 76 provided in the cylinder wall. Those edges of collar
79 and recess 76 which are adjacent to each other form the leading
edges 80 and 81 of the valve. The annular chamber 82 is created by
the above-mentioned recess in valve slide 75 and communicates with
the housing port 84 via a cross bore 83 in the cylinder wall. Port
84 leads to the reservoir. Cylinder 71 projects into a housing
chamber 85 into which is screwed housing 86 of the electromagnet.
Valve slide 75 connects with the pressure-balanced magnetic
armature 87 and is biased in rest position by means of a spring 88.
Via a duct 89 provided in valve casing 70, housing chamber 77 is
connected with housing chamber 85 containing the valve-slide front
surface facing the electromagnet. In this way, valve slide 75 is
pressure-balanced in rest position. Brake pressure is thus free to
be transmitted from the master cylinder through housing chamber 74,
cylinder bore 72, recess 76 in the cylinder wall, and housing
chamber 77, to the wheel brake cylinder. If the electromagnet
receives a current pulse in the event of wheel locking danger,
magnetic armature 87 will be attracted towards the magnet core 90,
with the valve slide 75 being displaced. Leading edges 80 first
interrupt the pressure-medium connection between the master
cylinder and the wheel brake cylinder, whereupon leading edges 81
will open up the connection between wheel brake cylinder and
reservoir. The master cylinder pressure P.sub.1 acts on the front
surface of collar 79 of the valve slide 75, while, via duct 89, the
wheel brake cylinder pressure P.sub.2 acts on the front surface of
valve slide 75 facing the electromagnet. As described above, a
pressure difference is then produced at valve slide 75 which is
proportional to the continuously variable coil current. With the
magnet force being of the same magnitude, the cross-sectional area
of the valve slide in FIG. 6 is bound to be approximately the same
as the annular surface A in FIG. 4.
It is to be understood that the functional aspects of the pressure
regulating valve described herein are not limited to the inventive
construction of an electromagnet embodying armature plates.
Therefore, FIG. 6 shows an embodiment of the invention
incorporating a plunger-type armature.
It is to be understood further that the advantages mentioned in
connection with the description of the seat valves of FIGS. 1 and 2
and relating to the special arrangement of the armature plates also
refer to slide valves. These advantages consist in affording
valve-slide movement under extremely low friction during switching,
a small mass of the armature, the omission of the radial air gap
with the magnetic armature being mounted under a minimum amount of
friction, and the possibility of using diaphragm springs.
It is in the particular use in antiskid systems that the slide
valves of FIGS. 4, 5 and 6 include still further decisive
advantages. There is firstly, as has already been mentioned
previously, the pressure difference between the brake control valve
and, respectively, the master cylinder and the wheel brake
cylinder, which difference is continuously variable in proportion
to the magnet current. Since 3/2 directional control valves are
used, each control circuit requires but one valve. The phase in the
antiskid control cycle during which the pressure is maintained at a
constant value and which had to be created in 3/2 directional
control valves by "clicking", poses no problems in slide valves.
The valve constructed in accordance with this invention provides
for more freedom in selecting the most expedient control method and
is, among other things, the prerequisite for a continuous control
system no longer producing sharply defined phases for pressure
decrease, pressure stabilization and pressure increase, but
producing a pressure curve smoothly swinging near its ideal value.
This is achieved by permanently interrogating the output variable
in a timing screen and by modifying the coil current of the
electromagnet according to the variation exceeding the permissible
deviation with a downward or upward tendency. Thus, the invention
relates to an analog valve instead of a digital valve, i.e.,
control is via the current intensity and not via the duration of
voltage application.
In the valves of FIGS. 4, 5 and 6, the steepness of the curve
slopes (dp/dt) is not predetermined as is the case with seat
valves, but variable. The pressure decrease .DELTA. p is not
ignored, since the pressure controlled by the brake control valve
(master cylinder) also plays a governing role.
Since the pistons or slides, respectively, are hydraulically
balanced in normal or rest position, only the friction forces and
the small spring force have to be overcome when switching on. This
results in short response times. The slide valves combine the
advantage of low resistance to flow with accurate control
possibilities, thus enabling the valves to be installed directly in
the brake line.
While we have described above the principles of our invention in
connection with specific apparatus, it is to be clearlly understood
that this description is made only by way of example and not as a
limitation to the scope of our invention as set forth in the
objects thereof and in the accompanying claims.
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