JPH0215418B2 - - Google Patents
Info
- Publication number
- JPH0215418B2 JPH0215418B2 JP15415781A JP15415781A JPH0215418B2 JP H0215418 B2 JPH0215418 B2 JP H0215418B2 JP 15415781 A JP15415781 A JP 15415781A JP 15415781 A JP15415781 A JP 15415781A JP H0215418 B2 JPH0215418 B2 JP H0215418B2
- Authority
- JP
- Japan
- Prior art keywords
- valve
- pressure
- pressure receiving
- piston
- pistons
- 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.)
- Expired
Links
- 210000000078 claw Anatomy 0.000 claims description 12
- 230000001105 regulatory effect Effects 0.000 claims description 6
- 238000011144 upstream manufacturing Methods 0.000 claims description 3
- 239000003921 oil Substances 0.000 description 10
- 238000004891 communication Methods 0.000 description 5
- 239000010720 hydraulic oil Substances 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 239000000428 dust Substances 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000000452 restraining effect Effects 0.000 description 1
- 229920003002 synthetic resin Polymers 0.000 description 1
- 239000000057 synthetic resin Substances 0.000 description 1
Landscapes
- Hydraulic Control Valves For Brake Systems (AREA)
Description
【発明の詳細な説明】
本発明は、二連式マスタシリンダを使用して、
制動油圧回路を互いに独立した２系統に構成して
なる、車両の制動装置における制動油圧制御装
置、特に、マスタシリンダの出力油圧を左右一対
の後輪ブレーキの油圧作動部に各別に供給するた
めの第１及び第２流路の途中に共通のハウジング
を介装し、このハウジング内のシリンダ孔に左右
一対の受圧ピストンを摺合して、これら受圧ピス
トンの内端側に、前記第１及び第２流路の上流に
各別に連通する第１及び第２入力油圧室を、また
外端側に、前記両流路の下流に各別に連通する第
１及び第２出力油圧室をそれぞれ形成し、各受圧
ピストンの各出力油圧室側の受圧面積を各入力油
圧室側の受圧面積より大とすると共に、各隣接す
る入、出力油圧室間を、コイルばねによりそれぞ
れ外方へ付勢されて前記受圧ピストンの外方摺動
限で開弁し内方摺動時に閉弁するバルブを介して
連通し、前記両受圧ピストン間に共通の調圧ばね
を縮設し、前記第１及び第２入力油圧室に両端を
臨ませるバルブ移動ピストンを前記受圧ピストン
の小シリンダ孔に摺合し、このバルブ移動ピスト
ンと前記バルブとを軸方向に所定の遊動間隙を存
して相互に連結し、前記両入力油圧室間に大なる
圧力差が発生したとき、バルブ移動ピストンが高
圧側の受圧ピストンと共に低圧側へ移動すること
により高圧側のバルブを開弁するようにしたもの
に関する。このような制動油圧制御装置によれ
ば、強度の制動時に各後輪制動油圧を同系統の前
輪制動油圧に対して一定の比率で自動的に減圧し
て、車体の前斜により後輪荷重が減少しても効率
の良い制動が得られ、また制動油圧回路の一方の
系統が故障した場合には、バイパス機能が働いて
他方の系統により後輪を前輪と共に強力に制動さ
せることができる。DETAILED DESCRIPTION OF THE INVENTION The present invention uses a dual master cylinder to
A brake hydraulic control device for a vehicle braking system, which has a brake hydraulic circuit configured into two independent systems, and in particular, a brake hydraulic pressure control device for separately supplying the output hydraulic pressure of a master cylinder to the hydraulic operating parts of a pair of left and right rear wheel brakes. A common housing is interposed between the first and second flow paths, a pair of left and right pressure receiving pistons are slid into cylinder holes in this housing, and the first and second First and second input hydraulic chambers are formed on the upstream side of the flow path and communicate with each other separately, and first and second output hydraulic chambers are formed on the outer end side of the flow path that communicate with each other on the downstream side of the flow path, respectively. The pressure receiving area on each output hydraulic chamber side of the pressure receiving piston is made larger than the pressure receiving area on each input hydraulic chamber side, and the pressure receiving area is biased outwardly by a coil spring between each adjacent input and output hydraulic chambers. A common pressure regulating spring is compressed between both the pressure receiving pistons, communicating through a valve that opens at the limit of outward sliding of the piston and closes when sliding inward, and controls the first and second input hydraulic pressures. A valve moving piston with both ends facing the chamber is slid into a small cylinder hole of the pressure receiving piston, and the valve moving piston and the valve are interconnected with a predetermined free play gap in the axial direction, so that both input hydraulic pressures are This invention relates to a device in which when a large pressure difference occurs between chambers, a valve moving piston moves to a low pressure side together with a pressure receiving piston on a high pressure side to open a valve on a high pressure side. According to such a brake hydraulic control device, during heavy braking, each rear wheel brake hydraulic pressure is automatically reduced at a fixed ratio to the front wheel brake hydraulic pressure of the same system, and the rear wheel load is reduced due to the front tilt of the vehicle body. Even if the hydraulic pressure decreases, efficient braking can be obtained, and if one system of the brake hydraulic circuit fails, a bypass function is activated and the rear wheels can be strongly braked together with the front wheels by the other system.
ところで、従来この種制動油圧制御装置におい
て、バルブ及びバルブ移動ピストンを一定の遊動
間隙を存して相互に連結するには、例えば特開昭
53−86976号公報に開示されているように、バル
ブに、ストツパフランジを先端に備えた連結軸を
突設し、上記ストツパフランジが摺合する連結孔
をバルブ移動ピストンに設け、前記ストツパフラ
ンジの背面に一定の遊動間隙を存して対向するク
リツプを前記連結孔の内周壁に弾力的に係止し、
このクリツプとバルブ間にコイルばねを縮設して
いる。 By the way, in conventional brake hydraulic control devices of this kind, in order to connect the valve and the valve moving piston with each other with a certain free movement gap, for example, the method disclosed in Japanese Patent Application Laid-Open No.
As disclosed in Japanese Patent No. 53-86976, a connecting shaft having a stopper flange at the tip is provided protruding from the valve, a connecting hole into which the stopper flange slides is provided in the valve moving piston, and the stopper flange is provided in the valve moving piston. Resiliently locking opposing clips on the inner circumferential wall of the connecting hole with a certain free space between them on the back surface of the flange;
A coil spring is installed between this clip and the valve.
ところが上記のようなバルブ及びバルブ移動ピ
ストンの連結構造では、ストツパフランジがクリ
ツプに繰返し当接することによりクリツプに繰返
し荷重が加わると、クリツプがバルブ移動ピスト
ンの連結孔から離脱する惧れがあり、その信頼性
は十分とはいえない。 However, in the connection structure of the valve and the valve moving piston as described above, if the stopper flange repeatedly contacts the clip and a load is repeatedly applied to the clip, there is a risk that the clip will separate from the connecting hole of the valve moving piston. Its reliability cannot be said to be sufficient.
本発明は、かかる事情に鑑みてなされたもの
で、構造が簡単で組立が容易であり、且つ信頼性
の高い、バルブ及びバルブ移動ピストンの連結構
造を有する、前記車両の制動装置における制動油
圧制御装置を提供することを目的とする。 The present invention has been made in view of the above circumstances, and has a simple structure, easy assembly, and a highly reliable connection structure for a valve and a valve moving piston, and provides a brake hydraulic control system for a braking device for a vehicle. The purpose is to provide equipment.
この目的を達成するために、本発明は、バルブ
移動ピストンの外端に、ストツパフランジを先端
に備えた連結軸を、またバルブの内端に、前記連
結軸上を移動し且つ前記ストツパフランジの背面
に当接し得る係止爪を先端に備えた複数本の可撓
性連結腕をそれぞれ突設し、前記ストツパフラン
ジと前記係止爪との間に前記遊動間隙を設け、バ
ルブ及びバルブ移動ピストン間に縮設される前記
コイルばねを前記複数本の連結腕の外周に嵌合し
たことを特徴とする。 To achieve this objective, the present invention provides a connecting shaft with a stopper flange at the tip at the outer end of the valve displacement piston, and a connecting shaft disposed at the inner end of the valve that moves on the connecting shaft and has a stopper flange at the tip. The valve and The present invention is characterized in that the coil spring compressed between the valve moving pistons is fitted onto the outer periphery of the plurality of connecting arms.
以下、図面により本発明の一実施例について説
明する。 An embodiment of the present invention will be described below with reference to the drawings.
先ず、第１図は自動車の制動装置の油圧回路を
示すもので、互いに対角線上に位置して組をなす
前、後輪ブレーキBf，Br′及びBf′，Brの油圧作
動部に、２連式マスタシリンダＭの出力側から延
出する互いに独立した第１及び第２流路L1，L2
が各別に接続され、これら第１及び第２流路L1，
L2が後輪ブレーキBr，Br′に至る途中に共通の制
動油圧制御装置Ｖが設けられる。この制動油圧制
御制動Ｖは、強度の制動時に各後輪制動油圧を同
系統の前輪制動油圧に対して一定の比率で自動的
に減圧して、車体の前傾により後輪荷重が減少し
ても効率のよい制動を行うためのものであつて、
次に第２図によりその具体的構成を説明する。 First, Fig. 1 shows the hydraulic circuit of an automobile's braking system. Two sets of hydraulic actuators are installed in the front and rear wheel brakes Bf, Br' and Bf', Br, which are located diagonally to each other and form a set. mutually independent first and second flow paths L 1 and L 2 extending from the output side of the formula master cylinder M;
are connected separately, and these first and second flow paths L 1 ,
A common brake hydraulic control device V is provided on the way L2 reaches the rear wheel brakes Br, Br'. This brake hydraulic control braking V automatically reduces each rear wheel brake hydraulic pressure at a fixed ratio to the front wheel brake hydraulic pressure of the same system during heavy braking, and reduces the rear wheel load by tilting the vehicle forward. is also for efficient braking,
Next, the specific configuration will be explained with reference to FIG.
二連式マスタシリンダＭは、タンデム型に構成
され、ブレーキペダル１の作動時に、シリンダ内
の前後一対のピストン２1，２2が、それぞれ第１
及び第２出力ポートP1，P2から第１及び第２流
路L1，L2へ圧油を給送し得るようになつている。
この圧油は、前輪ブレーキBf，Bf′及び制動油圧
制御装置Ｖに導かれるようになつている。 The double master cylinder M is configured in a tandem type, and when the brake pedal 1 is actuated, a pair of front and rear pistons 2 1 and 2 2 in the cylinder are moved to the first and second positions, respectively.
Pressure oil can be supplied from the second output ports P 1 and P 2 to the first and second flow paths L 1 and L 2 .
This pressure oil is led to the front wheel brakes Bf, Bf' and the brake hydraulic control device V.
制動油圧制御装置Ｖは左右対称に構成されてお
り、その左右のハウジング３1，３2は、フランジ
４1，４2を介してボルト５及びナツト６により互
いに接合されている。ハウジング３1，３2には、
シリンダ孔７1，７2と、それより大径の大径孔８
１，８2とが形成されており、各シリンダ孔７1，
７2には互いに同径の受圧ピストン９1，９2がそ
れぞれ摺合している。各受圧ピストン９1，９2に
は同径の小シリンダ孔１０1，１０2が形成されて
おり、これらの小シリンダ孔１０1，１０2には、
互いに背面を当接し合うバルブ移動ピストン１１
１，１１2がそれぞれ摺合している。両受圧ピスト
ン９1，９2間には共通の強い調圧ばね１２が縮設
され、また、両バルブ移動ピストン１１1，１１2
間には、各ピストン１１1，１１2の肩部１３1，
１３2と、小シリンダ孔１０1，１０2の内外側肩
部１４1，１４2及び１５1，１５2とにそれぞれ当
接し得る座金１６1，１６2を介して、比較的弱い
１個の位置決めばね１７が縮設されている。 The brake hydraulic control device V is configured laterally symmetrically, and its left and right housings 3 1 and 3 2 are joined to each other by bolts 5 and nuts 6 via flanges 4 1 and 4 2 . In the housings 3 1 and 3 2 ,
Cylinder holes 7 1 , 7 2 and a larger diameter hole 8
1 , 8 2 are formed, and each cylinder hole 7 1 ,
Pressure receiving pistons 9 1 and 9 2 having the same diameter are slidably connected to each other on 7 2 . Small cylinder holes 10 1 , 10 2 having the same diameter are formed in each pressure receiving piston 9 1 , 9 2 , and these small cylinder holes 10 1 , 10 2 have
Valve moving pistons 11 whose backs abut each other
1 and 11 2 are sliding together. A common strong pressure regulating spring 12 is compressed between both pressure receiving pistons 9 1 and 9 2 , and both valve moving pistons 11 1 and 11 2
In between, shoulder portions 13 1 of each piston 11 1 , 11 2 ,
A relatively weak one _ _ _ _ _ A positioning spring 17 is provided.
そして、両小シリンダ孔１０1，１０2には、バ
ルブ移動ピストン１１1，１１2の各外端により第
１及び第２入力油圧室１８1，１８2が、また、両
シリンダ孔７1，７2には、受圧ピストン９1，９2
の各外端により第１及び第２出力油圧室１９1，
１９2がそれぞれ画成され、これらの第１及び第
２入力油圧室１８1，１８2には流入ポート２０1，
２０2を介して前記第１及び第２流路L1，L2の上
流が、また、第１及び第２出力油圧室１９1，１
９2には流出ポート２１1，２１2を介して両流路
L1，L2の下流がそれぞれ常時運転するように接
続されている。 First and second input hydraulic chambers 18 1 , 18 2 are connected to the outer ends of the valve moving pistons 11 1 , 11 2 in both small cylinder holes 10 1 , 10 2 , and both cylinder holes 7 1 , 7 2 includes pressure receiving pistons 9 1 , 9 2
The first and second output hydraulic chambers 19 1 ,
19 2 are respectively defined, and these first and second input hydraulic chambers 18 1 , 18 2 have inflow ports 20 1 ,
Upstream of the first and second flow paths L 1 , L 2 via 20 2 are also connected to the first and second output hydraulic chambers 19 1 , 1
9 2 has both flow paths via outflow ports 21 1 and 21 2
The downstream sides of L 1 and L 2 are connected to each other so that they are always in operation.
小シリンダ孔１０1，１０2の端壁には、隣接す
る入、出力油圧室１８1，１９1間及び１８2，１
９2間をそれぞれ連通する連通孔２２1，２２2が
設けられており、この連通孔２２1，２２2をバル
ブ２３1，２３2の外端にそれぞれ突設した開弁棒
２４1，２４2が貫通する。各バルブ２３1，２３2
とバルブ移動ピストン１１1，１１2との間にはこ
れらを互いに離反する方向に弾発するコイルばね
２５1，２５2がそれぞれ縮設されており、通常は
バルブ２３1，２３2の開弁棒２４1，２４2がシリ
ンダ孔７1，７2の端壁に当接して、各受圧ピスト
ン９1，９2の外方摺動限でバルブ２３1，２３2を
開弁位置に保持するようになつている。受圧ピス
トン９1，９2が内方に移動して、小シリンダ孔１
０1，１０2の端壁とバルブ２３1，２３2とが当接
すると、連通孔２２1，２２2は閉塞される。 The end walls of the small cylinder holes 10 1 and 10 2 are provided between adjacent input and output hydraulic chambers 18 1 and 19 1 and between the adjacent input and output hydraulic chambers 18 1 and 18 2 , 1
Communication holes 22 1 , 22 2 are provided to communicate between the valve opening rods 24 1 , 24 , which project from the outer ends of the valves 23 1 , 23 2 , respectively. 2 penetrates. Each valve 23 1 , 23 2
Coil springs 25 1 , 25 2 are compressed between the valve moving pistons 11 1 , 11 2 , respectively, to urge them away from each other, and normally the valve opening rods of the valves 23 1 , 23 2 24 1 , 24 2 come into contact with the end walls of the cylinder holes 7 1 , 7 2 to hold the valves 23 1 , 23 2 in the open position at the outward sliding limit of each pressure receiving piston 9 1 , 9 2 . It's getting old. The pressure receiving pistons 9 1 and 9 2 move inward and open the small cylinder hole 1.
When the end walls of 0 1 and 10 2 come into contact with the valves 23 1 and 23 2 , the communication holes 22 1 and 22 2 are closed.
各対向するバルブ２３1，２３2とバルブ移動ピ
ストン１１1，１１2とは連結装置C1，C2によりそ
れぞれ連結される。この連結装置C1，C2は対称
関係に構成されるので、左側のものC1のみにつ
いてその構成を特に第３，４図により説明する。 Each opposing valve 23 1 , 23 2 and the valve moving piston 11 1 , 11 2 are connected by a connecting device C 1 , C 2 , respectively. Since the coupling devices C 1 and C 2 are arranged symmetrically, only the left-hand one C 1 will be explained in detail with reference to FIGS. 3 and 4.
バルブ移動ピストン１１1には、その外端より
バルブ２３1に向つて延びる連結軸３１が一体に
形成され、この連結軸３１は先端にストツパフラ
ンジ３２を備えている。一方、バルブ２３1には、
その内端よりバルブ移動ピストン１１1に向つて
延び且つ前記連結軸３１を挾むように配列された
複数本（図では２本）の可撓性連結腕３３が一体
に形成される。これら連結腕３３はバルブ２３1
と共に合成樹脂より一体成型されたもので、各先
端には連結軸３１上を摺動し且つストツパフラン
ジ３２の背面に当接し得る係止爪３４が設けら
れ、これら係止爪３４とストツパフランジ３２と
は所定の遊動間隙l2を存して通常は対向してい
る。 The valve moving piston 11 1 is integrally formed with a connecting shaft 31 extending from its outer end toward the valve 23 1 , and this connecting shaft 31 is provided with a stopper flange 32 at its tip. On the other hand, the valve 23 1 has
A plurality of (two in the figure) flexible connecting arms 33 are integrally formed, extending from the inner end toward the valve moving piston 11 1 and arranged to sandwich the connecting shaft 31 . These connecting arms 33 are valves 23 1
It is integrally molded from synthetic resin, and each tip is provided with a locking claw 34 that can slide on the connecting shaft 31 and come into contact with the back surface of the stopper flange 32, and these locking claws 34 and the stopper The flange 32 is normally opposed to the flange 32 with a predetermined floating gap l2 .
ストツパフランジ３２及び係止爪３４の各前面
には誘導斜面３２ａ及び３４ａが形成されてい
る。したがつて、組立時、ストツパフランジ３２
を複数個の係止爪３４間に押入すれば、誘導斜面
３２ａ，３４ａの相互作用により複数本の連結腕
３３がそれぞれ外方に撓んで係止爪３４，３４間
の間隔を拡張させるため、ストツパフランジ３２
は係止爪３４，３４間を容易に通過することがで
きる。 Guide slopes 32a and 34a are formed on the front surfaces of the stopper flange 32 and the locking pawl 34, respectively. Therefore, during assembly, the stopper flange 32
is pushed between the plurality of locking claws 34, the plurality of connecting arms 33 are bent outward due to the interaction of the guide slopes 32a and 34a, and the distance between the locking claws 34 and 34 is expanded. Stopper flange 32
can easily pass between the locking claws 34, 34.
また、バルブ移動ピストン１１1及び連結腕３
３の対向端には環状段部３５及び３６がそれぞれ
形成され、これら段部３５，３６に前記コイルば
ね２５1の両端部が嵌合して取付けられる。かく
して、各連結腕３３はコイルばね２５1により外
方への撓みを拘束されるため、ストツパフランジ
３２の係止爪３４，３４間からの離脱を防止する
ことができる。 In addition, the valve moving piston 11 1 and the connecting arm 3
Annular step portions 35 and 36 are formed at opposite ends of the coil spring 25 1 , respectively, and both ends of the coil spring 25 1 are fitted into these step portions 35 and 36 to be attached. In this way, each connecting arm 33 is restrained from deflecting outward by the coil spring 25 1 , so that it is possible to prevent the stopper flange 32 from coming off between the locking claws 34 , 34 .
前記遊動間隙l2は、バルブ２３1，２３2の開弁
位置から閉弁位置までに受圧ピストン９1，９2が
移動する距離l1より大きく、この距離l1と、小シ
リンダ孔１０1，１０2に対して座金１６1，１６2
が移動し得る距離l3との和よりも小さく設定され
ている。 The floating gap l 2 is larger than the distance l 1 that the pressure receiving pistons 9 1 and 9 2 move from the open position to the closed position of the valves 23 1 and 23 2 , and this distance l 1 and the small cylinder hole 10 1 , 10 2 with washers 16 1 , 16 2
is set smaller than the sum of the distance l3 that can be traveled.
ハウジング３1，３2の接合部には、外部に連通
する小孔２８が設けられており、この接合部の内
側には、外部からの塵埃の侵入を防止する一方向
シール部材２９が設けられている。この一方向シ
ール部材２９は、内部から外部への作動油等の流
出は許容するものであつて、受圧ピストン９1，
９2とシリンダ孔７1，７2との間のシール部材３
０1，３０2等が摩耗損傷して作動油が大径孔８1，
８2内に流出した場合、その作動油を一方向シー
ル部材２９及び小孔２８を通して外部に流出さ
せ、その故障をマスタシリンダＭのリザーバにお
ける油面の異常低下として検知できるようにして
いる。 A small hole 28 communicating with the outside is provided at the joint between the housings 3 1 and 3 2 , and a one-way seal member 29 is provided inside this joint to prevent dust from entering from the outside. ing. This one-way seal member 29 allows hydraulic oil, etc. to leak from the inside to the outside, and the pressure receiving piston 9 1 ,
Seal member 3 between 9 2 and cylinder holes 7 1 and 7 2
0 1 , 30 2 , etc. are worn and damaged, and the hydraulic oil leaks into the large diameter holes 8 1 , 30 2 , etc.
8 2 , the hydraulic oil is allowed to flow out through the one-way seal member 29 and the small hole 28, and the failure can be detected as an abnormal drop in the oil level in the reservoir of the master cylinder M.
次に、この実施例の作用について説明すると、
マスタシリンダシリンダＭの非作動時には、左右
の両受圧ピストン９1，９2はともに調圧ばね１２
及び位置決めばね１７の設定荷重により図示の外
方摺動限に押圧され、バルブ２３1，２３2はそれ
ぞれ開弁していて、第１及び第２入、出力油圧室
１８1，１９1間及び１８2，１９2間はそれぞれ連
通状態にある。したがつて、ここでブレーキペダ
ル１を操作すると、マスタシリンダＭの出力油圧
が第１及び第２流路L1，L2の各下流まで伝達さ
れ、前、後輪ブレーキBf，Bf′及びBr，Br′が同
時に作動する。 Next, the operation of this embodiment will be explained.
When the master cylinder cylinder M is not in operation, both the left and right pressure receiving pistons 9 1 and 9 2 are connected to the pressure regulating spring 12.
The valves 23 1 and 23 2 are opened to the outside sliding limit shown in the figure by the set load of the positioning spring 17, and the valves 23 1 and 23 2 are opened, and the pressure is increased between the first and second input and output hydraulic chambers 18 1 and 19 1 . 18 2 and 19 2 are in communication with each other. Therefore, when the brake pedal 1 is operated here, the output hydraulic pressure of the master cylinder M is transmitted to each downstream of the first and second flow paths L 1 and L 2 , and the front and rear wheel brakes Bf, Bf' and Br are , Br′ operate simultaneously.
そして、マスタシリンダＭの出力油圧の上昇に
伴い、第１及び第２入、出力油圧室１８1，１９1
及び１８2，１９2内の圧力も上昇するが、その圧
力が一定値に達すると、受圧ピストン９1，９2の
内外端の受圧面積の差により各受圧ピストン９1，
９2に作用する差動油圧が、調圧ばね１２及び位
置決めばね１７の設定荷重より大となり、受圧ピ
ストン９1，９2はそれぞればね１２，１７を圧縮
しながら内方へ摺動する。一方、このとき各バル
ブ移動ピストン１１1，１１2の外端には略等しい
油圧が加わつているので、これらのピストン１１
１，１１2は移動することはなく、各バルブ２３1，
２３2をばね２５1，２５2により外方に押圧し、
開弁棒２４1，２４2がシリンダ孔７1，７2の端壁
に当接した状態を保持する。したがつて、各受圧
ピストン９1，９2が距離l1だけ内方に移動したと
き、バルブ２３1，２３2が連通孔２２1，２２2を
閉じる。そして、この間は後輪の制動油圧は増加
しない。 Then, as the output oil pressure of the master cylinder M increases, the first and second input and output oil pressure chambers 18 1 , 19 1
The pressure inside the pressure receiving pistons 9 1 , 19 2 also rises, but when the pressure reaches a certain value, the difference in the pressure receiving areas between the inner and outer ends of the pressure receiving pistons 9 1 , 9 2 increases .
The differential hydraulic pressure acting on the spring 9 2 becomes larger than the set loads of the pressure regulating spring 12 and the positioning spring 17, and the pressure receiving pistons 9 1 and 9 2 slide inward while compressing the springs 12 and 17, respectively. On the other hand, at this time, approximately the same hydraulic pressure is applied to the outer ends of each valve moving piston 11 1 , 11 2 , so these pistons 11
1 , 11 2 do not move, and each valve 23 1 ,
23 2 is pressed outward by springs 25 1 and 25 2 ,
The valve opening rods 24 1 , 24 2 are kept in contact with the end walls of the cylinder holes 7 1 , 7 2 . Therefore, when each pressure receiving piston 9 1 , 9 2 moves inward by a distance l 1 , the valves 23 1 , 23 2 close the communicating holes 22 1 , 22 2 . During this period, the braking oil pressure for the rear wheels does not increase.
更にマスタシリンダＭの出力油圧が上昇する
と、入力油圧室１８1，１８2内の圧力が上昇し
て、各受圧ピストン９1，９2を外方へ押動する。
したがつて、バルブ２３1，２３2は再び開き、出
力油圧室１９1，１９2内の圧力を増加させる。こ
の圧力がある値に達すると、受圧ピストン９1，
９2が再び作動して、連通孔２２1，２２2が閉塞
され、その圧力の上昇を止める。このような作用
の繰り返しによつて、各後輪の制動油圧は徐々に
増加する。 When the output hydraulic pressure of the master cylinder M further increases, the pressure within the input hydraulic chambers 18 1 and 18 2 increases, pushing each pressure receiving piston 9 1 and 9 2 outward.
Therefore, the valves 23 1 , 23 2 open again, increasing the pressure in the output hydraulic chambers 19 1 , 19 2 . When this pressure reaches a certain value, the pressure receiving piston 9 1 ,
9 2 is activated again, the communication holes 22 1 and 22 2 are closed, and the increase in pressure is stopped. By repeating these actions, the braking oil pressure for each rear wheel gradually increases.
一方、前輪ブレーキBf，Bf′にはマスタシリン
ダＭの出力油圧が直接作用するので、前輪制動油
圧はマスタシリンダＭの出力油圧の上昇に伴つて
急速に増加する。こうして、強度に制動をかけた
とき、車体が前傾して下向き荷重が増大する側の
前輪に対しては前輪ブレーキBf，Bf′を強力に、
荷重が減少する側の後輪に対しては後輪ブレーキ
Br，Br′を弱めに作動させることになるので、各
車輪にスキツドを生じさせることなく、効率のよ
い制動を行うことができる。 On the other hand, since the output hydraulic pressure of the master cylinder M directly acts on the front wheel brakes Bf, Bf', the front wheel braking hydraulic pressure increases rapidly as the output hydraulic pressure of the master cylinder M increases. In this way, when braking is applied strongly, the front wheel brakes Bf and Bf' are applied more strongly to the front wheel on the side where the vehicle body leans forward and the downward load increases.
Rear brake for the rear wheel on the side where the load is reduced
Since Br and Br' are operated weakly, efficient braking can be performed without causing skids in each wheel.
次に、制動油圧回路のいずれか一方の系統、例
えば第２流路L2側が故障して、後輪ブレーキ
Br′の油圧作動部に制動油圧が加わらなくなつた
とする。このときブレーキペダル１を操作する
と、マスタシリンダＭの出力油圧は第１流路L1
のみによつて伝達され、第１入力油圧室１８1内
の圧力は上昇するが、第２入力油圧室１８2内の
圧力は上昇しない。そのため、バルブ移動ピスト
ン１１1，１１2はともに図で右方向に移動し、座
金１６1は小シリンダ孔１０1の内側肩部１４1と
係合する。そして、バルブ移動ピストン１１1は
受圧ピストン９1を内方へ移動させる。バルブ移
動ピストン１１1が所定の距離l2だけ移動すると、
その外端のストツパフランジ３２がバルブ２３1
の内端の係止爪３４と係合し、バルブ２３1を内
方へ移動させる。距離l2はl1＋l3より小さいので、
この間においてバルブ２３1は小シリンダ孔１０1
の端壁から離れており、開弁状態を保持してい
る。こうして、バルブ移動ピストン１１1、受圧
ピストン９1及びバルブ２３1は、受圧ピストン９
１の内端が他方の受圧ピストン９2の内端に当接す
る位置まで、内方に移動する。 Next, one of the systems in the brake hydraulic circuit, for example the second flow path L2 side, breaks down and the rear wheel brake
Suppose that braking hydraulic pressure is no longer applied to the hydraulic operating part of Br′. At this time, when the brake pedal 1 is operated, the output oil pressure of the master cylinder M is changed to the first flow path L1.
The pressure in the first input hydraulic pressure chamber 18 1 increases, but the pressure in the second input hydraulic pressure chamber 18 2 does not increase. Therefore, both the valve moving pistons 11 1 and 11 2 move rightward in the figure, and the washer 16 1 engages with the inner shoulder 14 1 of the small cylinder hole 10 1 . Then, the valve moving piston 11 1 moves the pressure receiving piston 9 1 inward. When the valve moving piston 111 moves by a predetermined distance l2 ,
The stopper flange 32 at the outer end is the valve 23 1
The valve 23 1 is engaged with the locking pawl 34 at the inner end of the valve 23 1 to move the valve 23 1 inward. Since the distance l 2 is less than l 1 + l 3 ,
During this time, the valve 23 1 is connected to the small cylinder hole 10 1
It is separated from the end wall of the valve and maintains an open state. In this way, the valve moving piston 11 1 , the pressure receiving piston 9 1 and the valve 23 1 are moved to the pressure receiving piston 9 1 .
1 moves inward to a position where the inner end of the pressure receiving piston 9 2 comes into contact with the inner end of the other pressure receiving piston 9 2 .
各受圧ピストン９1，９2が互いに当接した状態
においては、第１入力油圧室１８1内の油圧によ
つてバルブ移動ピストン１１1は内方に押圧され、
座金１６1が小シリンダ孔１０1の内側肩部１４1
に当接した状態に保持されるので、バルブ移動ピ
ストン１１1のストツパフランジ３２はバルブ２
３1の係止爪３４と係合したままの状態に保たれ
る。したがつて、このときバルブ２３1は連通孔
２２1を開放している。その結果、マスタシリン
ダＭの出力油圧はそのまま第１出力油圧室１９1
に伝達され、第１流路L1の系統の前後輪ブレー
キBf′，Brは同じ強さで作動する。すなわち、こ
の制動油圧制御装置Ｖにはバイパス機能が付与さ
れる。 When the pressure receiving pistons 9 1 and 9 2 are in contact with each other, the valve moving piston 11 1 is pressed inward by the hydraulic pressure in the first input hydraulic pressure chamber 18 1 .
Washer 16 1 is inside shoulder 14 1 of small cylinder hole 10 1
The stopper flange 32 of the valve moving piston 111 is held in contact with the valve 2.
3 remains engaged with the locking pawl 34 of 1 . Therefore, at this time, the valve 23 1 opens the communication hole 22 1 . As a result, the output oil pressure of the master cylinder M remains unchanged in the first output oil pressure chamber 19 1
The front and rear wheel brakes Bf' and Br of the first flow path L1 operate with the same strength. That is, this brake hydraulic control device V is provided with a bypass function.
以上のように本発明によれば、バルブ移動ピス
トンの外端に、ストツパフランジを先端に備えた
連結軸を、またバルブの内端に、前記連結軸上を
移動し且つ前記ストツパフランジの背面に当接し
得る係止爪を先端に備えた複数本の可撓性連結腕
をそれぞれ突設し、前記ストツパフランジと前記
係止爪との間に前記遊動間隙を設け、バルブ及び
バルブ移動ピストン間に縮設される前記コイルば
ねを前記複数本の連結腕の外周に嵌合したので、
複数本の連結腕の係止爪間に、連結軸のストツパ
フランジを押入するだけでバルブ及びバルブ移動
ピストンを容易に連結することができる。しか
も、バルブを閉じ方向に付勢するコイルばねによ
り前記複数本の連結腕の拡張変形を拘束してスト
ツパフランジの係止爪間からの離脱を確実に防止
することができ、したがつて連結腕の拡張変形を
拘束するための専用の部材が不要であり、構造が
簡単で信頼性の高い、バルブ及びバルブ移動ピス
トンの連結構造を得ることができ、延いては制動
油圧制御装置の信頼性の向上に寄与し得るもので
ある。 As described above, according to the present invention, a connecting shaft with a stopper flange at the tip is attached to the outer end of the valve moving piston, and a connecting shaft that moves on the connecting shaft and has a stopper flange attached to the inner end of the valve. A plurality of flexible connecting arms each having a locking claw at the tip that can come into contact with the back surface are provided, and the floating gap is provided between the stopper flange and the locking claw, and the valve and valve movement are provided. Since the coil spring compressed between the pistons is fitted to the outer periphery of the plurality of connecting arms,
The valve and the valve moving piston can be easily connected by simply pushing the stopper flange of the connecting shaft between the locking claws of the plurality of connecting arms. Moreover, the coil spring that biases the valve in the closing direction can restrain the expansion deformation of the plurality of connecting arms and reliably prevent the stopper flange from coming off between the locking claws, thus making the connection possible. A special member for restraining the expansion deformation of the arm is not required, and a simple and reliable connection structure for the valve and valve moving piston can be obtained, which in turn improves the reliability of the brake hydraulic control device. This can contribute to the improvement of
図面は本発明の一実施例を示すもので、第１図
は自動車用制動装置の油圧回路図、第２図はその
制動装置に使用された制動油圧制御装置の縦断平
面図、第３図は上記装置のバルブ及びバルブ移動
ピストンの連結構造を示す拡大図、第４図は第３
図−線断面図である。
Ｍ……マスタシリンダ、L1，L2……第１、第
２流路、l2……遊動間隙、３1，３2……ハウジン
グ、７1，７2……シリンダ孔、９1，９2……受圧
ピストン、１０1，１０2……小シリンダ孔、１１
１，１１2……バルブ移動ピストン、１２……調圧
ばね、１８1，１８2……第１、第２入力油圧室、
１９1，１９2……第１、第２出力油圧室、２３1，
２３2……バルブ、２５1，２５2……コイルばね、
３１……連結軸、３２……ストツパフランジ、３
３……可撓性連結腕、３４……係止爪。
The drawings show one embodiment of the present invention, in which Fig. 1 is a hydraulic circuit diagram of an automobile braking system, Fig. 2 is a longitudinal cross-sectional plan view of a brake hydraulic control device used in the braking system, and Fig. 3 is a hydraulic circuit diagram of an automobile braking system. An enlarged view showing the connection structure of the valve and valve moving piston of the above device, FIG.
It is a figure-line sectional view. M... Master cylinder, L 1 , L 2 ... First and second flow paths, l 2 ... Idle gap, 3 1 , 3 2 ... Housing, 7 1 , 7 2 ... Cylinder hole, 9 1 , 9 2 ... Pressure receiving piston, 10 1 , 10 2 ... Small cylinder hole, 11
1 , 11 2 ... Valve moving piston, 12 ... Pressure regulating spring, 18 1 , 18 2 ... First and second input hydraulic chambers,
19 1 , 19 2 ...first and second output hydraulic chambers, 23 1 ,
23 2 ... valve, 25 1 , 25 2 ... coil spring,
31... Connection shaft, 32... Stopper flange, 3
3... Flexible connecting arm, 34... Locking claw.
Claims (1)
輪ブレーキBr，Br′の油圧作動部に各別に供給す
るための第１及び第２流路L1，L2の途中に共通
のハウジング３1，３2を介装し、このハウジング
３1，３2内のシリンダ孔７1，７2に左右一対の受
圧ピストン９1，９2を摺合して、これら受圧ピス
トン９1，９2の内端側に、前記第１及び第２流路
L1，L2の上流に各別に連通する第１及び第２入
力油圧室１８1，１８2を、また外端側に、前記両
流路L1，L2の下流に各別に連通する第１及び第
２出力油圧室１９1，１９2をそれぞれ形成し、各
受圧ピストン９1，９2の各出力油圧室１９1，１
９2側の受圧面積を各入力油圧室１８1，１８2側
の受圧面積より大とすると共に、各隣接する入、
出力油圧室間を、コイルばね２５1，２５2により
それぞれ外方へ付勢されて前記受圧ピストン９1，
９2の外方摺動限で開弁し内方摺動時に閉弁する
バルブ２３1，２３2を介して連通し、前記両受圧
ピストン９1，９2間に共通の調圧ばね１２を縮設
し、前記第１及び第２入力油圧室１８1，１８2に
両端を臨ませるバルブ移動ピストン１１1，１１2
を前記受圧ピストン９1，９2の小シリンダ孔１０
１，１０2に摺合し、このバルブ移動ピストン１１
１，１１2と前記バルブ２３1，２３2とを軸方向に
所定の遊動間隙l2を存して相互に連結し、前記両
入力油圧室１８1，１８2間に大なる圧力差が発生
したとき、バルブ移動ピストンが高圧側の受圧ピ
ストンと共に低圧側へ移動することにより高圧側
のバルブを開弁するようにした、車両の制動装置
における制動油圧制御装置において、 バルブ移動ピストン１１1の外端に、ストツパ
フランジ３２を先端に備えた連結軸３１を、また
バルブ２３1の内端に、前記連結軸３１上を移動
し且つストツパフランジ３２の背面に当接し得る
係止爪３４を先端に備えた複数本の可撓性連結腕
３３をそれぞれ突設し、前記ストツパフランジ３
２と前記係止爪３４との間に前記遊動間隙l2を設
け、バルブ２３1及びバルブ移動ピストン１１1間
に縮設される前記コイルばね２５1を前記複数本
の連結腕３３の外周に嵌合したことを特徴とす
る、車両の制動装置における制動油圧制御装置。[Scope of Claims] 1. In the middle of the first and second flow paths L 1 and L 2 for separately supplying the output hydraulic pressure of the master cylinder M to the hydraulic operating parts of the pair of left and right rear wheel brakes Br and Br' . A common housing 3 1 , 3 2 is installed, and a pair of left and right pressure receiving pistons 9 1 , 9 2 are slid into cylinder holes 7 1 , 7 2 in the housings 3 1 , 3 2 . , 9 2 , the first and second channels
The first and second input hydraulic chambers 18 1 and 18 2 are connected to the upstream side of L 1 and L 2 separately, and the first and second input hydraulic chambers 18 1 and 18 2 are connected separately to the downstream side of both flow paths L 1 and L 2 on the outer end side. 1 and 2 output hydraulic chambers 19 1 and 19 2 are respectively formed, and each output hydraulic chamber 19 1 and 1 of each pressure receiving piston 9 1 and 9 2 is formed.
The pressure receiving area on the 9 2 side is made larger than the pressure receiving area on the input hydraulic chambers 18 1 and 18 2 side, and each adjacent input,
The pressure receiving pistons 9 1 , 9 are biased outwardly between the output hydraulic chambers by the coil springs 25 1 , 25 2 , respectively.
A common pressure regulating spring 12 is connected between the pressure receiving pistons 9 1 and 9 2 , which communicate through valves 23 1 and 23 2 that open at the outward sliding limit of 9 2 and close when they slide inward. Valve moving pistons 11 1 , 11 2 are contracted and have both ends facing the first and second input hydraulic chambers 18 1 , 18 2 .
The small cylinder holes 10 of the pressure receiving pistons 9 1 and 9 2
1 and 10 2 , and this valve moving piston 11
1 , 11 2 and the valves 23 1 , 23 2 are interconnected with a predetermined floating gap l 2 in the axial direction, and a large pressure difference is generated between the input hydraulic chambers 18 1 and 18 2 . In a braking hydraulic control device for a vehicle braking system, in which the valve moving piston moves to the low pressure side together with the high pressure side pressure receiving piston to open the high pressure side valve when the valve moving piston 11 A connecting shaft 31 with a stopper flange 32 at its tip is provided at the end, and a locking pawl 34 is provided at the inner end of the valve 231 , which can move on the connecting shaft 31 and come into contact with the back surface of the stopper flange 32. A plurality of flexible connecting arms 33 provided at the tips are provided to protrude from each other, and the stopper flange 3
2 and the locking claw 34, and the coil spring 25 1 compressed between the valve 23 1 and the valve moving piston 11 1 is attached to the outer periphery of the plurality of connecting arms 33. A brake hydraulic control device in a vehicle braking device, characterized in that they are fitted together.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15415781A JPS5856952A (en) | 1981-09-29 | 1981-09-29 | Device for coupling with play |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15415781A JPS5856952A (en) | 1981-09-29 | 1981-09-29 | Device for coupling with play |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5856952A JPS5856952A (en) | 1983-04-04 |
| JPH0215418B2 true JPH0215418B2 (en) | 1990-04-12 |
Family
ID=15578080
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15415781A Granted JPS5856952A (en) | 1981-09-29 | 1981-09-29 | Device for coupling with play |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5856952A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3032842U (en) * | 1996-06-25 | 1997-01-17 | 巧 上枝 | Paper container with knob for pulling and opening the spout |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6111629A (en) * | 1984-06-27 | 1986-01-20 | Shimadzu Corp | Sample cooling device |
| JP2910825B2 (en) * | 1994-10-20 | 1999-06-23 | 日本電気株式会社 | Digital image receiver |
-
1981
- 1981-09-29 JP JP15415781A patent/JPS5856952A/en active Granted
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3032842U (en) * | 1996-06-25 | 1997-01-17 | 巧 上枝 | Paper container with knob for pulling and opening the spout |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5856952A (en) | 1983-04-04 |
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