Brake Pumping Device with Segmented Piston Circuits
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Solution Overview
Problem
Current vehicle braking systems, particularly those with dual-stage master cylinders, face challenges in achieving the required operating pressures due to increased deceleration demands and back pressure issues, leading to a heavier brake pedal feel and undesirable residual pressures.
Innovation Solution
A device with a pumping mechanism featuring a seat with two stretches of different diameters, including valve means to manage pressure and fluid flow, optimizing the piston stroke to deliver maximum work fluid while minimizing back pressure and residual pressures, and allowing advanced trailer braking activation.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of time
If valves are used to advance trailer braking activation, then trailer braking is activated with advance in time, but back pressure increases causing heavier brake pedal effort
Solution Approach 1:
The braking system is segmented into two independent circuits: a first circuit for the towing vehicle brakes and a second circuit for the trailer brakes. This segmentation allows the trailer brakes to be activated in advance through the second circuit without creating back pressure in the first circuit, thereby maintaining light brake pedal effort while achieving advanced trailer braking activation.
Solution Approach 2:
A communication line is introduced as an intermediary between the master cylinder and the trailer brake valve, allowing pressure signals to be transmitted to advance trailer braking activation without causing back pressure to affect the brake pedal effort. The communication line acts as a mediator that decouples the timing advancement function from the pedal effort burden.
2Stress or pressure
If dual-stage master cylinders are used to achieve required operating pressures, then braking pressure is sufficient, but brake pedal feels heavier and residual pressures occur
Solution Approach 1:
The master cylinder is divided into two independent circuits with separate piston chambers: a first chamber for the towing vehicle and a second chamber for the trailer. Each circuit has its own piston that can move independently, allowing sufficient braking pressure to be generated without the cumulative back pressure and residual pressure effects that plague single-piston dual-stage designs.
Solution Approach 2:
The patent incorporates drain lines and valves that allow work fluid to be discarded from the piston chambers when not in use, preventing residual pressures from building up. The system can recover and reuse the work fluid through the communication line, maintaining pressure readiness without sustaining harmful residual pressures that make the pedal feel heavy.
3Device complexity
If one-piston master cylinders are used, then the structure is simple, but the required operating pressures cannot be achieved under increased deceleration demands
Solution Approach 1:
The single-piston master cylinder is segmented into a two-piston configuration where each piston serves a specific braking circuit. This segmentation allows each piston to generate sufficient pressure for its designated circuit without the mechanical compromises of a single-piston design, achieving the required operating pressures under increased deceleration demands while maintaining reasonable structural simplicity.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The solution reduces the effort required to operate the brake pedal, minimizes back pressure, and prevents residual pressures, enhancing the braking system's efficiency and user experience by optimizing the piston stroke and fluid management.
Implementation Method 1
first valve means (11) located along said first line (7) and allowing the work fluid to flow towards the braking system F as a result of the achievement of a predefined pressure difference at its extremities
Implementation Method 2
the piston (8) delivers a part of the pressurized work fluid contained in said second chamber (4b) to fill said braking system F
Implementation Method 3
third valve means (23) arranged along said third line (31) and preventing the work fluid from reaching said braking system F through said communication line (31)
Data Source
Figure 1
Figure 2
AI summary
The device (1) for controlling the braking of vehicles, comprises: a pumping device (2) of a work fluid comprising a body wherein at least a seat (4) is formed having: at least a first stretch (20) having at least a first port (6), communicating with a first line (7) connectable to the braking system (F) of a vehicle, and at least a second port (13) communicating with a second line (12) connectable to a user point (V); at least a second stretch (21) having a supply port (5), connectable to a work fluid storage tank (S), and a third port (22) communicating with a third line (31) communicating with the first line (7); where the first stretch (20) has a smaller diameter than the second stretch (21); where inside said seat (4) is slidably housed a piston (8) adapted to define a first chamber (4a) inside the first stretch (20) communicating with the first and second ports (6, 13) and a second chamber (4b) inside the second stretch (21) communicating with the third port (22), the piston (8) being movable between an idle position and at least a first braking position; wherein said second chamber (4b) is isolated from said supply port (5); being provided first valve means (11) arranged along the first line (7) to allow the flow of the work fluid as a result of the achievement of a predefined pressure difference at its extremities, the third line (31) being in communication with the first line (7) downstream of the first valve means (11), second valve means (17) adapted to allow the return of the work fluid from the first line (7) for braking towards the first chamber (4a), and third valve means (23) arranged along the third line (31) adapted to prevent the return of the work fluid inside the second chamber (4b).