JPH0229011Y2 - - Google Patents
Info
- Publication number
- JPH0229011Y2 JPH0229011Y2 JP1983161005U JP16100583U JPH0229011Y2 JP H0229011 Y2 JPH0229011 Y2 JP H0229011Y2 JP 1983161005 U JP1983161005 U JP 1983161005U JP 16100583 U JP16100583 U JP 16100583U JP H0229011 Y2 JPH0229011 Y2 JP H0229011Y2
- Authority
- JP
- Japan
- Prior art keywords
- hydraulic pressure
- piston
- annular valve
- brake
- valve seat
- 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
- 239000012530 fluid Substances 0.000 claims description 60
- 239000007788 liquid Substances 0.000 claims description 33
- 238000004891 communication Methods 0.000 claims description 21
- 238000010586 diagram Methods 0.000 description 7
- 238000006073 displacement reaction Methods 0.000 description 5
- 238000005096 rolling process Methods 0.000 description 4
- 230000000994 depressogenic effect Effects 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 238000007789 sealing Methods 0.000 description 2
- 238000007796 conventional method Methods 0.000 description 1
- 239000000428 dust Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Landscapes
- Hydraulic Control Valves For Brake Systems (AREA)
Description
【考案の詳細な説明】
〔考案の対象及びその利用分野〕
本考案は、車両のブレーキマスタシリンダから
後輪ブレーキシリンダに至る液圧回路の途中に配
設され、車両制動時、車両減速度が所定値以下の
時にはブレーキマスタシリンダと後輪ブレーキシ
リンダを連通させて後輪ブレーキシリンダ液圧を
ブレーキマスタシリンダ液圧と同一にし、車両減
速度が所定値を越えた時にはブレーキマスタシリ
ンダと後輪ブレーキシリンダとをブレーキマスタ
シリンダ液圧と後輪ブレーキシリンダ液圧に応答
して連通・遮断して後輪ブレーキシリンダをブレ
ーキマスタシリンダ液圧よりも低圧に調節する車
両用制動液圧制御装置に関し、特に、車両減速度
が所定値以下の時における慣性応動弁体の弁座か
らの離間距離がブレーキマスタシリンダ液圧の昇
降に応じて大小変化するようにした車両用制動液
圧制御装置に関するものである。[Detailed description of the invention] [Subject of the invention and its field of application] The invention is installed in the middle of the hydraulic circuit from the brake master cylinder of the vehicle to the rear brake cylinder, and is designed to reduce vehicle deceleration when braking the vehicle. When the vehicle deceleration exceeds a predetermined value, the brake master cylinder and rear brake cylinder are communicated to make the rear brake cylinder fluid pressure the same as the brake master cylinder fluid pressure, and when the vehicle deceleration exceeds a predetermined value, the brake master cylinder and rear brake cylinder communicate with each other. Particularly related to a brake fluid pressure control device for a vehicle that controls the pressure of the rear brake cylinder to be lower than the brake master cylinder fluid pressure by communicating and disconnecting the cylinder in response to the brake master cylinder fluid pressure and the rear brake cylinder fluid pressure. , relates to a vehicle brake fluid pressure control device in which the distance of the inertia-responsive valve body from the valve seat changes in magnitude according to the rise and fall of the brake master cylinder fluid pressure when the vehicle deceleration is below a predetermined value. .
従来のこの種の装置として、特開昭52−84371
号公報に記載され、第５図に示したものがある。
この従来装置１０は、ブレーキマスタシリンダ接
続口１１ａ及び後輪ブレーキシリンダ接続口１１
ｂを有したボデイ１１と、このボデイ１１の内孔
１１ｂに両端部を嵌合してボデイ内に液室１２及
び１３と空気室１４を形成する液圧応動ピストン
１５と、液室１３内に設置されて液圧応動ピスト
ン１５を図面で右方向へ付勢するスプリング１６
と、ボデイ１１の連通路１１ｄにより液室１３と
連通する液室１７内に設置された球状の慣性応動
弁体１８と、液室１７の液圧によりスプリング１
９に抗して右方向へ摺動変位されるピストン２０
を主たる構成部材としている。ボデイ１１はその
内孔の軸線が車両前後方向を指すとともに水平線
Ｌ−Ｌに対してθなる所定角度を有する状態に車
両に固定される。車両非制動時には液圧応動ピス
トン１５及びピストン２０はスプリング１６及び
１９によりそれぞれ図示位置に保持され、両接続
口１１ａ，１１ｂは液室１３−連通路１１ｄ−液
室１７−慣性応動弁体１８とボデイ１１の弁座１
１ｅの間の隙間−液室１２を介して連通してい
る。従つて車両制動時、後輪ブレーキシリンダ液
圧PWはブレーキマスタシリンダ液圧PMと同一
値で上昇を開始する（第６図参照）。ブレーキマ
スタシリンダ液圧PMが第６図のＡ点に達した
時、液圧応動ピストン１５がスプリング１６に抗
して摺動変位し、液圧応動ピストン１５の突起１
５ａが慣性応動弁体１８の弁座１１ｅへの着座を
妨げない位置へ変位する。この後のブレーキマス
タシリンダ液圧PMの上昇過程において、仮りに
車両が軽積状態であるとしたならば第６図のＢ点
で車両減速度が所定値を越え、慣性応動弁体１８
が転動して弁座１１ｅに着座し、両接続口１１
ａ，１１ｅの連通が遮断され、また液圧応動ピス
トン１５は第６図のＡ点からＢ点に至るまでの間
にその左端をボデイ１１に当接した位置へ変位し
ている。第６図のＢ点かＣ点への液圧上昇は慣性
応動弁体１８がピストン２０に当接した休止位置
から転動して弁座１１ｅに着座するのに時間を要
することによるものである。第６図のＣ点からの
更なるブレーキマスタシリンダ液圧PMの上昇に
より液圧応動ピストン１５上での左向きのスラス
ト力と右向きのスラスト力とのバランス状態が生
じる第６図のＤ点までの間では後輪ブレーキシリ
ンダ液圧PWが上昇せず、この後のブレーキマス
タシリンダ液圧の上昇により液圧応動ピストン１
５が右方向へ摺動変位し、遂にはその突起１５ａ
を慣性応動弁体１８に当接して弁座１１ｅから離
脱させることから、周知のプロポーシヨニングバ
ルブ作動が行なわれ後輪ブレーキシリンダ液圧が
第６図のＤ−Ｅのように上昇する。
As a conventional device of this kind, Japanese Patent Application Laid-Open No. 52-84371
There is one described in the publication No. 1 and shown in Fig. 5.
This conventional device 10 includes a brake master cylinder connection port 11a and a rear brake cylinder connection port 11.
a body 11 having a diameter b, a hydraulic pressure-responsive piston 15 having both ends fitted into the inner hole 11b of the body 11 to form liquid chambers 12 and 13 and an air chamber 14 within the body; A spring 16 is installed and urges the hydraulically responsive piston 15 to the right in the drawing.
, a spherical inertia-responsive valve body 18 installed in a liquid chamber 17 that communicates with the liquid chamber 13 through a communication passage 11d of the body 11, and a spring 1 caused by the liquid pressure in the liquid chamber 17.
Piston 20 is slidably displaced to the right against 9.
is the main component. The body 11 is fixed to the vehicle in such a manner that the axis of its inner hole points in the longitudinal direction of the vehicle and forms a predetermined angle θ with respect to the horizontal line LL. When the vehicle is not braking, the hydraulic pressure-responsive piston 15 and the piston 20 are held in the illustrated positions by springs 16 and 19, respectively, and both the connection ports 11a and 11b are connected to the liquid chamber 13, the communication passage 11d, the liquid chamber 17, and the inertia-responsive valve body 18. Valve seat 1 of body 11
The gap between 1e and the liquid chamber 12 communicate with each other. Therefore, when the vehicle is braked, the rear brake cylinder hydraulic pressure PW starts to rise at the same value as the brake master cylinder hydraulic pressure PM (see FIG. 6). When the brake master cylinder hydraulic pressure PM reaches point A in FIG.
5a is displaced to a position that does not prevent the inertia-responsive valve body 18 from seating on the valve seat 11e. In the subsequent process of increasing the brake master cylinder hydraulic pressure PM, if the vehicle is in a lightly loaded state, the vehicle deceleration will exceed a predetermined value at point B in FIG.
rolls and seats on the valve seat 11e, and both connection ports 11
Communication between a and 11e is cut off, and the hydraulic pressure responsive piston 15 has been displaced to a position where its left end is in contact with the body 11 during the period from point A to point B in FIG. The increase in hydraulic pressure to point B or point C in FIG. 6 is due to the time it takes for the inertia-responsive valve body 18 to roll from its rest position in contact with the piston 20 and sit on the valve seat 11e. . As the brake master cylinder hydraulic pressure PM further increases from point C in FIG. 6, a balanced state between the leftward thrust force and the rightward thrust force on the hydraulic response piston 15 occurs up to point D in FIG. During this time, the rear wheel brake cylinder hydraulic pressure PW does not increase, and the subsequent increase in brake master cylinder hydraulic pressure causes the hydraulic response piston 1 to increase.
5 slides to the right, and finally the protrusion 15a
Since it comes into contact with the inertia-responsive valve body 18 and separates from the valve seat 11e, a well-known proportioning valve operation is performed and the rear wheel brake cylinder hydraulic pressure increases as indicated by line DE in FIG. 6.
また、第６図のＡ点からのブレーキマスタシリ
ンダ液圧PM上昇が車両の定積状態で行なわれた
場合、第６図のＦ点で車両減速度が所定値を越え
るが、ブレーキマスタシリンダ液圧PMがＣ点を
越えてＦ点に達するまでの間にピストン２０がス
プリング１９に抗して第５図で右方向へ摺動変位
し、慣性応動弁体１８が弁座１１ｅとの離間距離
を増すように転動する。而して、慣性応動弁体１
８の弁座１１ｅからの離間距離が軽積時に比べて
大となることから、慣性応動弁体１８が弁座１１
ｅに着座すべく転動を開始してから弁座１１ｅに
着座するまでの時間が軽積時よりも長くなるた
め、第６図のＦ点からＧ点（丁度慣性応動弁体１
８が弁座１１ｅに着座する）までの液圧上昇量は
Ｂ点からＣ点への液圧上昇量よりも大となる。こ
の後のブレーキマスタシリンダ液圧PMの上昇過
程では前述の軽積時と同様の作動が行なわれて後
輪ブレーキシリンダ液圧PMが第６図のＧ−Ｈ−
Ｅの如く上昇する。 Furthermore, if the brake master cylinder hydraulic pressure PM is increased from point A in Figure 6 while the vehicle is in a constant volume state, the vehicle deceleration will exceed the predetermined value at point F in Figure 6, but the brake master cylinder fluid will During the period when the pressure PM exceeds point C and reaches point F, the piston 20 slides to the right in FIG. It rolls so that it increases. Therefore, the inertia-responsive valve body 1
8 from the valve seat 11e is larger than when the load is light, so the inertia-responsive valve body 18
Since the time from the start of rolling to seat on the valve seat 11e to the time when the valve seat 11e seats on the valve seat 11e is longer than when the valve is lightly loaded, the time from the point F to the point G in FIG.
8 is seated on the valve seat 11e) is larger than the amount of increase in hydraulic pressure from point B to point C. In the process of increasing the brake master cylinder hydraulic pressure PM after this, the same operation as in the above-mentioned light load is performed, and the rear wheel brake cylinder hydraulic pressure PM increases as shown in Fig. 6.
It rises like E.
しかしながら、上述の如き従来装置において
は、慣性応動弁体１８の休止位置を液圧PMに応
動するピストン２０により変えることで慣性応動
弁体１８の弁座１１ｅからの離間距離を変えるよ
うにしており、ピストン２０がスプリング１９に
抗して摺動した時慣性応動弁体１８の慣性により
慣性応動弁体１８のピストン２０側への転動開始
までに時間遅れがあること、車両減速度のために
慣性応動弁体１８がピストン２０側へ転動しよう
とする力が小さいこと、並びに慣性応動弁体１８
と弁座１１ｅ間の隙間をブレーキ液が流れること
によつて生じる差圧が慣性応動弁体１８のピスト
ン２０側への転動を妨げ且つ慣性応動弁体１８を
弁座１１ｅ側へ移動させて上記隙間をより小さく
するように働くことから、ブレーキペダルを急速
に踏み込んだ場合にはピストン２０の摺動変位に
慣性応動弁体１８が十分に追従せず、ピストン２
０側へ転動し始めた慣性応動弁体１８がピストン
２０に当接する前に逆方向に転動し始めることに
より、所期の作動が行なわれず、従つて装置の制
御特性が不安定である。
However, in the conventional device as described above, the distance between the inertia-responsive valve element 18 and the valve seat 11e is changed by changing the rest position of the inertia-responsive valve element 18 using the piston 20 that responds to hydraulic pressure PM. , when the piston 20 slides against the spring 19, there is a time delay until the inertia-responsive valve element 18 starts rolling toward the piston 20 due to the inertia of the inertia-response valve element 18, and due to vehicle deceleration. The force that causes the inertia-responsive valve body 18 to roll toward the piston 20 side is small, and the inertia-response valve body 18
The differential pressure generated by the brake fluid flowing through the gap between the brake fluid and the valve seat 11e prevents the inertia-responsive valve element 18 from rolling toward the piston 20 and moves the inertia-response valve element 18 toward the valve seat 11e. Since it works to make the above-mentioned gap smaller, when the brake pedal is depressed rapidly, the inertia-responsive valve body 18 does not sufficiently follow the sliding displacement of the piston 20, and the piston 20
Since the inertia-responsive valve body 18 that has started rolling toward the 0 side begins to roll in the opposite direction before it comes into contact with the piston 20, the intended operation is not performed, and the control characteristics of the device are therefore unstable. .
また、後輪ブレーキシリンダ液圧をブレーキマ
スタシリンダ液圧よりも低圧に調節する圧力域で
液圧応動ピストンについての液圧PM，PWの作
用面積とスプリングの力とが一定でその制御特性
が、ブレーキ液圧が上昇しても後輪ブレーキシリ
ンダ液圧は上昇しない区間Ｃ−Ｄ，Ｇ−Ｈとブレ
ーキマスタシリンダ液圧の上昇に伴い後輪ブレー
キシリンダ液圧がブレーキマスタシリンダ液圧に
対し一定比率で上昇する区間Ｄ−Ｅ，Ｈ−Ｅとの
２種だけで形成され、区間Ｄ−Ｅ，Ｈ−Ｅが互に
一直線であることから、ブレーキマスタシリンダ
液圧と後輪ブレーキシリンダ液圧との間の理想配
分線が定積時と軽積時とで大きく相違する場合
（ワゴンやバンの如き車両）、定積時のいずれにお
いても理想配分線に近似した制御特性とすること
が困難であり、一般的には軽積状態での制御特性
が優先されることから、定積時の制御特性が理想
配分線を大きく下回り、ブレーキ力不足が生じ
る。 In addition, in the pressure range where the rear wheel brake cylinder hydraulic pressure is adjusted to a lower pressure than the brake master cylinder hydraulic pressure, the area of action of the hydraulic pressure PM, PW and the spring force on the hydraulic responsive piston are constant, and the control characteristics are as follows: Even if the brake fluid pressure increases, the rear brake cylinder fluid pressure does not increase in sections C-D, G-H, and the rear brake cylinder fluid pressure remains constant relative to the brake master cylinder fluid pressure as the brake master cylinder fluid pressure increases. The brake master cylinder hydraulic pressure and the rear brake cylinder hydraulic pressure are If the ideal distribution line between the two is significantly different between when the load is constant and when the load is light (vehicles such as wagons and vans), it is difficult to achieve control characteristics that approximate the ideal distribution line at both times when the load is constant. Since the control characteristics under light load conditions are generally given priority, the control characteristics during constant load conditions are significantly below the ideal distribution line, resulting in insufficient braking force.
本考案は上述の如く車両減速度が所定値以下の
状態での慣性応動弁体の弁座からの離間距離をブ
レーキマスタシリンダ液圧の高低に応じて大小変
化させるものにおいて、上記離間距離を変える構
成を改めることにより、制御特性を従来のものよ
りも安定させ、且つ、定積状態にて後輪ブレーキ
シリンダ液圧をブレーキマスタシリンダ液圧より
も低圧に調節する圧力域において後輪ブレーキシ
リンダ液圧の上昇率をブレーキマスタシリンダ液
圧の上昇により段階変化するようにして、軽積時
と定積時の理想配分線が大きく相違する車両にお
いて軽積時の制御特性を損うことなく定積時のブ
レーキ不足を従来に比べて軽減させることにあ
る。
As described above, the present invention changes the distance of the inertia-responsive valve element from the valve seat in accordance with the level of brake master cylinder hydraulic pressure when the vehicle deceleration is below a predetermined value. By changing the configuration, we have made the control characteristics more stable than the conventional one, and the rear brake cylinder fluid is adjusted to a lower pressure than the brake master cylinder fluid pressure in a constant volume state. By changing the rate of increase in pressure in stages according to the increase in brake master cylinder fluid pressure, it is possible to achieve constant load without impairing the control characteristics during light loads in vehicles where the ideal distribution lines for light loads and constant loads are significantly different. The purpose is to reduce the lack of brakes at times compared to conventional methods.
上記した技術的課題を解決するために講じた手
段は、当該車両用制動液圧制御装置を、
ブレーキマスタシリンダ接続口と後輪ブレーキ
シリンダ接続口とを有したボデイと、
その一端部とこれよりも小径の他端部とを前記
ボデイの内孔に嵌合され、前記ボデイ内をその一
端面が露出し且つ前記ブレーキマスタシリンダ接
続口に連通した第１液室と、その他端面が露出し
た空気室と、その両端部間に環状弁部が露出し且
つ前記後輪ブレーキシリンダ接続口に連通した環
状の第２液室と、前記ボデイの内孔に摺動可能に
嵌合される環状のブツシユに支持されて前記環状
弁部と協働する第１環状弁座部材の内孔を介して
前記第２液室に連通し且つ前記ブレーキマスタシ
リンダ接続口に連通した環状の第３液室とに区分
し、更にその一端面に開口していて前記第１液室
と前記第２液室とを連通させる連通路を内部に有
した液圧応動ピストンと、
前記第３液室内に設置されて前記液圧応動ピス
トンを前記環状弁部が前記第１環状弁座部材から
離間するよう前記第１液室側へ付勢すると共に前
記プランジヤをその休止位置側に前記液圧応動ピ
ストンを介して付勢するスプリングと、
前記第１液室内に設置され、車両減速度が所定
値以下の時には前記ボデイに設けられたストツパ
に当接した休止位置を占めて前記液圧応動ピスト
ンの一端に固定された第２環状弁座部材から離間
し、車両減速度が所定値を越えた時には転動して
前記第２環状弁座部材に接して前記連通路と前記
第１液室との連通を遮断する球状の慣性応動弁体
とからなり、
前記スプリングのセツト荷重は軽積時に前記所
定値の車両減速度が生じる液圧値以下の状態では
前記液圧応動ピストンをその休止位置又はその近
傍に保持して軽積時に前記所定値の車両減速度が
生じる液圧値以上の状態では前記液圧応動ピスト
ンが摺動し前記環状弁部と前記第１環状弁座部材
とのシール径なる円面積、前記液圧応動ピストン
の一端部と前記ボデイとのシール径なる円面積及
び前記液圧応動ピストンの他端部と前記ボデイと
のシール径なる円面積により後輪ブレーキシリン
ダ液圧をブレーキマスタシリンダ液圧の上昇に伴
い第１の所定減圧比率で減圧した値に調節し、且
つ定積時に前記所定値の車両減速度が生じる液圧
値以下の状態では前記液圧応動ピストン及び前記
プランジヤが一体で摺動して定積時に前記所定値
の車両減速度が生じる液圧値以上の状態では前記
環状弁部と前記第１環状弁座部材とのシール径な
る円面積よりも大きな前記プランジヤと前記ボデ
イとのシール径なる円面積、前記液圧応動ピスト
ンの一端部と前記ボデイとのシール径なる円面積
及び前記液圧応動ピストンの他端部と前記ボデイ
とのシール径なる円面積により後輪ブレーキシリ
ンダ液圧をブレーキマスタシリンダ液圧の上昇に
伴い第２の所定減圧比率で減圧した値に調節する
ように設定されてなる構成とすることである。
The measures taken to solve the above-mentioned technical problems include a vehicle brake fluid pressure control device that includes a body having a brake master cylinder connection port and a rear brake cylinder connection port, one end of the body, and and a first fluid chamber whose other end with a small diameter is fitted into the inner hole of the body, one end surface of which is exposed within the body and communicated with the brake master cylinder connection port, and an air chamber whose other end surface is exposed. a second annular liquid chamber having an annular valve portion exposed between both ends thereof and communicating with the rear wheel brake cylinder connection port; and an annular bushing slidably fitted into the inner hole of the body. an annular third fluid chamber that communicates with the second fluid chamber and the brake master cylinder connection port through an inner hole of a first annular valve seat member that is supported by the annular valve member and cooperates with the annular valve portion; a hydraulic pressure-responsive piston having an internal communication passage that is open at one end surface and communicates the first liquid chamber and the second liquid chamber; urging the hydraulically responsive piston toward the first fluid chamber so that the annular valve portion is separated from the first annular valve seat member, and urging the plunger toward its rest position via the hydraulically responsive piston; a spring installed in the first fluid chamber and fixed to one end of the hydraulic responsive piston, which assumes a rest position in contact with a stopper provided on the body when vehicle deceleration is below a predetermined value; a spherical member which is spaced apart from the second annular valve seat member and which rolls when the vehicle deceleration exceeds a predetermined value and comes into contact with the second annular valve seat member to cut off communication between the communication passage and the first fluid chamber; and an inertia-responsive valve body, and the set load of the spring holds the hydraulic-response piston at or near its rest position when the load is less than the hydraulic pressure value at which the predetermined vehicle deceleration occurs when the load is light. In a state where the hydraulic pressure is equal to or higher than the predetermined value of vehicle deceleration during loading, the hydraulic responsive piston slides, and the circular area corresponding to the seal diameter between the annular valve portion and the first annular valve seat member, the hydraulic pressure The hydraulic pressure in the rear wheel brake cylinder is increased by the circular area corresponding to the seal diameter between one end of the response piston and the body and the circular area corresponding to the seal diameter between the other end of the hydraulic pressure response piston and the body. Accordingly, the hydraulic pressure responsive piston and the plunger slide together when the pressure is adjusted to a value reduced by a first predetermined pressure reduction ratio and the hydraulic pressure is below a hydraulic pressure value at which the vehicle deceleration of the predetermined value occurs at a constant volume. When the hydraulic pressure is equal to or higher than the predetermined value at which the vehicle decelerates at constant volume, the seal between the plunger and the body is larger than the circular area of the seal diameter between the annular valve portion and the first annular valve seat member. The rear wheel brake cylinder hydraulic pressure is determined by the circular area of the diameter, the circular area of the seal diameter between one end of the hydraulic pressure responsive piston and the body, and the circular area of the seal diameter between the other end of the hydraulic responsive piston and the body. is set to be adjusted to a value reduced at a second predetermined pressure reduction ratio as the brake master cylinder hydraulic pressure increases.
斯有る構成の装置においては、慣性応動弁体の
休止位置は固定であり、慣性応動弁体の弁座たる
第２環状弁座部材が液圧応動ピストンと一体に変
位することにより慣性応動弁体の弁座からの離間
距離が変化される。液圧応動ピストンの摺動変位
は従来装置における慣性応動弁体のピストン変位
追従動作に比べてはるかに敏速で且つ確実であ
り、液圧応動ピストンの摺動変位により慣性応動
弁体と第２環状弁座部材間の隙間が拡大されて、
この隙間をブレーキ液が流れることによつて生じ
て慣性応動弁体を第２環状弁座部材側へ移動させ
ようとする差圧が減少するため慣性応動弁体の弁
座からの離間距離がブレーキペダル踏み込み速度
の影響を受けにくくなり、装置の制御性能が従来
装置に比べて安定するものである。
In a device having such a configuration, the rest position of the inertia-responsive valve element is fixed, and the second annular valve seat member, which is the valve seat of the inertia-response valve element, is displaced together with the hydraulic pressure-responsive piston, so that the inertia-response valve element is moved. The distance from the valve seat is changed. The sliding displacement of the hydraulic pressure-responsive piston is much faster and more reliable than the piston displacement following movement of the inertia-responsive valve body in conventional devices, and the sliding displacement of the hydraulic pressure-responsive piston causes the inertia-responsive valve body and the second annular The gap between the valve seat members is expanded,
As the brake fluid flows through this gap, the differential pressure that tends to move the inertia-responsive valve element toward the second annular valve seat member decreases, so the distance between the inertia-response valve element and the valve seat decreases. It is less affected by the pedal depression speed, and the control performance of the device is more stable than that of conventional devices.
また、本考案装置においては、後述の実施例か
ら明らかなように、軽積状態での制動時、ブレー
キマスタシリンダ液圧の上昇に基いて慣性応動弁
体が第２環状弁座部材に接した後、ブレーキマス
タシリンダ液圧が更に上昇することにより、液圧
応動ピストンがスプリングに抗して第２液室側へ
移動してその環状弁部を第１環状弁座部材に接
し、周知のプロポーシヨニングバルブ作用を生じ
て後輪ブレーキシリンダ液圧をブレーキマスタシ
リンダ液圧の上昇に伴い第１の所定減圧比率で減
圧した値に調節する。他方、定積状態での制動
時、慣性応動弁体が第２環状弁座部材に着座する
よりも前に液圧応動ピストンが液圧によりスプリ
ングに抗して第２液室側へ移動してその環状弁部
を第１環状弁座部材に接し、且つ、この液圧応動
ピストンの移動が、第１環状弁座部材及びこれを
支持するプランジヤを押動しつつボデイとの当接
により移動を止められるまで進行する。この後の
ブレーキマスタシリンダ液圧の上昇により車両減
速度が所定値を越えることで慣性応動弁体が第２
環状弁座部材に接することで後輪ブレーキシリン
ダ液圧の上昇が停止される。この後輪ブレーキシ
リンダ液圧の上昇停止はブレーキマスタシリンダ
液圧の更なる上昇により液圧応動ピストンに作用
する対抗スラスト力のバランス状態が生じるまで
維持され、この後のブレーキマスタシリンダ液圧
の上昇により液圧応動ピストン、第１環状弁座部
材、プランジヤ、慣性応動弁体が一体的に第１液
室側へ移動して後輪ブレーキシリンダ液圧がブレ
ーキマスタシリンダ液圧の上昇に伴い第２の所定
減圧比率で減圧した値に調節されつつ上昇する。
そして、プランジヤ及び第１環状弁座部材が元の
所定位置に戻ると、液圧応動ピストンに作用する
ブレーキマスタシリンダ液圧の作用面積と後輪ブ
レーキシリンダ液圧の作用面積とが軽積時と同じ
となり、ブレーキマスタシリンダ液圧の作用面積
に対する後輪ブレーキシリンダ液圧の作用面積の
比が大きくなるので、更なるブレーキマスタシリ
ンダ液圧の上昇によつて液圧応動ピストンに作用
する対抗スラスト力のバランス状態が生じるまで
の間後輪ブレーキシリンダ液圧の上昇が再び停止
し、更なるブレーキマスタシリンダ液圧の上昇に
よりプロポーシヨニングバルブ作用が生じる。而
して、定積状態と軽積状態での理想配分線が大き
く異る車両でも定積時のブレーキ力不足を補うこ
とができる。 In addition, in the device of the present invention, when braking in a lightly loaded state, the inertia-responsive valve element contacts the second annular valve seat member based on the increase in brake master cylinder hydraulic pressure. After that, as the brake master cylinder hydraulic pressure further increases, the hydraulic pressure-responsive piston moves against the spring toward the second liquid chamber, brings its annular valve portion into contact with the first annular valve seat member, and closes the well-known proportion. A shock valve action is produced to adjust the rear wheel brake cylinder hydraulic pressure to a value reduced at a first predetermined pressure reduction ratio as the brake master cylinder hydraulic pressure increases. On the other hand, during braking in a constant volume state, before the inertia-responsive valve body seats on the second annular valve seat member, the hydraulic-response piston moves toward the second fluid chamber against the spring due to the hydraulic pressure. The annular valve portion contacts the first annular valve seat member, and the movement of the hydraulic pressure responsive piston pushes the first annular valve seat member and the plunger that supports it, while being in contact with the body. Proceed until stopped. When the vehicle deceleration exceeds a predetermined value due to the subsequent increase in brake master cylinder fluid pressure, the inertia-responsive valve body
By coming into contact with the annular valve seat member, the rise in rear wheel brake cylinder hydraulic pressure is stopped. This stoppage of the rise in the rear wheel brake cylinder hydraulic pressure is maintained until a balanced state of the opposing thrust force acting on the hydraulic response piston occurs due to a further increase in the brake master cylinder hydraulic pressure, after which the brake master cylinder hydraulic pressure increases. As a result, the hydraulic pressure-responsive piston, first annular valve seat member, plunger, and inertia-responsive valve body move integrally toward the first fluid chamber, and the rear wheel brake cylinder fluid pressure increases as the brake master cylinder fluid pressure increases. The pressure is increased while being adjusted to a value reduced at a predetermined pressure reduction ratio.
Then, when the plunger and the first annular valve seat member return to their original predetermined positions, the area of action of the brake master cylinder hydraulic pressure acting on the hydraulic response piston and the area of action of the rear wheel brake cylinder hydraulic pressure are equal to those at the time of light loading. Since the ratio of the area of action of the rear wheel brake cylinder hydraulic pressure to the area of action of the brake master cylinder hydraulic pressure becomes the same, the counter thrust force acting on the hydraulic response piston due to a further increase in the brake master cylinder hydraulic pressure increases. The increase in the rear wheel brake cylinder hydraulic pressure stops until a balanced state is achieved, and a further increase in the brake master cylinder hydraulic pressure causes a proportioning valve action. Therefore, even in a vehicle where the ideal distribution lines in the constant load state and the light load state are significantly different, the lack of braking force during the constant load state can be compensated for.
また、本考案装置においては、慣性応動弁体が
第２環状弁座に着座した後の両接続口の連通・遮
断は車両振動の影響を殆んど受けない液圧応動ピ
ストンと第１環状弁座部材とで行なわれるため、
車両振動の影響を受けやすい慣性応動弁体により
上記の連通・遮断を行つていた従来装置に比べて
連通・遮断動作が確実で、この点でも制御特性が
安定化するものである。 In addition, in the device of the present invention, after the inertia-responsive valve element is seated on the second annular valve seat, communication and disconnection between the two connection ports is achieved between the hydraulic-response piston and the first annular valve, which are almost unaffected by vehicle vibration. Since this is done with the seat member,
Compared to conventional devices that perform the above-mentioned communication and cutoff using inertia-responsive valve bodies that are susceptible to vehicle vibrations, the communication and cutoff operations are more reliable, and control characteristics are also stabilized in this respect.
また更に、本考案装置においては、第１環状弁
座部材がプランジヤに保持されていて且つプラン
ジヤが液圧応動ピストンと一体的に摺動可能であ
るため、第１環状弁座部材の加圧時の変形が少な
いと共に環状弁部が第１環状弁座部材の内径内に
嵌まり込むことを防止でき、制御特性の安定化及
び第１環状弁座部材の耐久性を向上することがで
きる。 Furthermore, in the device of the present invention, since the first annular valve seat member is held by the plunger and the plunger is slidable integrally with the hydraulic pressure responsive piston, when pressurizing the first annular valve seat member, The deformation of the annular valve seat member is small, and the annular valve portion can be prevented from fitting into the inner diameter of the first annular valve seat member, and the control characteristics can be stabilized and the durability of the first annular valve seat member can be improved.
以下、本考案の実施例を第１〜４図により説明
する。
Embodiments of the present invention will be described below with reference to FIGS. 1 to 4.
第１図において、制動液圧制御装置１０のボデ
イ１１は本体１１Ａとプラグ１１Ｂ及び１１Ｃを
主たる構成部材としており、ブレーキマスタシリ
ンダ接続口１１ａと後輪ブレーキシリンダ接続口
１１ｂとを有している。ボデイ１１の内部の液圧
応動ピストン１５はその一端部１５ｂとこれより
も小径の他端部１５ｃとでボデイ１１の内孔１１
ｃに摺動可能に嵌合しており、ボデイ１１の内部
を第１液室１７、第２液室１２、第３液室１３及
び空気室１４に区画している。第２液室１２は後
輪ブレーキシリンダ接続口１１ｂに、また第３液
室１３はブレーキマスタシリンダ接続口１１ａに
それぞれ連通しており、第１液室１７はボデイ１
１の連通路１１ｄにより第３液室１３に連通して
第２液室１２を介してブレーキマスタシリンダ接
続口１１に連通している。液圧応動ピストン１５
はその両端部間に環状弁部１５ｄを有しており、
この環状弁部１５ｄは第２液室１２に収容されて
いて液圧応動ピストン１５が第１図で左方向へ摺
動することによりボデイ１１に摺動可能に嵌合し
た環状の剛体プランジヤ４０に支持された第１環
状弁座部材２１に着座して第１環状弁座部材２１
の内孔を介する第２液室１２と第３液室１３間の
連通を遮断する。第３液室１３内のスプリング１
６はその右端を液圧応動ピストン１５のフランジ
部１５ｅに、またその左端をリテーナ２２を介し
てボデイ１１に受けられており、液圧応動ピスト
ン１５を右方向へ付勢する。液圧応動ピストン１
５への右方向摺動は図示の如くその環状弁部１５
ｄの右端がボデイ１１の段部１１ｅに当接するこ
とで制限され、この位置が休止位置である。第１
図では液圧応動ピストン１５はそのフランジ部１
５ｅにより第１環状弁座部材２１及びプランジヤ
４０をプランジヤ４０がボデイ１１の肩１１ｆに
当接した位置に位置決めしている。 In FIG. 1, a body 11 of a brake hydraulic pressure control device 10 mainly includes a main body 11A and plugs 11B and 11C, and has a brake master cylinder connection port 11a and a rear wheel brake cylinder connection port 11b. The hydraulic pressure responsive piston 15 inside the body 11 has one end 15b and the other end 15c with a smaller diameter than the inner hole 15 of the body 11.
c, and the interior of the body 11 is divided into a first liquid chamber 17, a second liquid chamber 12, a third liquid chamber 13, and an air chamber 14. The second fluid chamber 12 communicates with the rear wheel brake cylinder connection port 11b, the third fluid chamber 13 communicates with the brake master cylinder connection port 11a, and the first fluid chamber 17 communicates with the rear wheel brake cylinder connection port 11b.
It communicates with the third liquid chamber 13 through the first communication passage 11d, and communicates with the brake master cylinder connection port 11 via the second liquid chamber 12. Hydraulic pressure responsive piston 15
has an annular valve portion 15d between its both ends,
This annular valve portion 15d is accommodated in the second liquid chamber 12, and when the hydraulic pressure responsive piston 15 slides to the left in FIG. The first annular valve seat member 21 is seated on the supported first annular valve seat member 21 .
The communication between the second liquid chamber 12 and the third liquid chamber 13 via the inner hole is cut off. Spring 1 in third liquid chamber 13
6 has its right end received by the flange portion 15e of the hydraulically responsive piston 15, and its left end is received by the body 11 via the retainer 22, and urges the hydraulically responsive piston 15 to the right. Hydraulic pressure responsive piston 1
5, the annular valve portion 15 is moved to the right as shown in the figure.
The right end of d is limited by contacting the step portion 11e of the body 11, and this position is the rest position. 1st
In the figure, the hydraulically responsive piston 15 is shown at its flange 1.
5e positions the first annular valve seat member 21 and the plunger 40 at a position where the plunger 40 abuts against the shoulder 11f of the body 11.
液圧応動ピストン１５は軸方向孔と径方向孔と
より成り且つ第１液室１７を第２液室１２に連通
させる連通路１５ｆを有する。この連通路１５ｆ
の右端は液圧応動ピストン１５の右端面に開口し
ており、液圧応動ピストン１５の右端面には第２
環状弁座部材２３が連通路１５ｆ開口を取り巻く
ように固定されている。第１液室１７内には球状
の慣性応動弁体１８が収容されている。ボデイ１
１はその左右両端が車両前後方向を指し且つ内孔
１１Ｃ軸線が水平線Ｌ−Ｌに対しθなる角度を持
つ状態に車両に固定される。従つて、例えば車両
が停止している時には慣性応動弁体１８はボデイ
１１の内面たるストツパ１１Ｆに当接したこの図
示の休止位置を占め、車両減速度がθにより設定
される所定位置を越えた場合に第２環状弁座部材
２３に向けて転動する。 The hydraulic pressure-responsive piston 15 includes an axial hole and a radial hole, and has a communication passage 15f that communicates the first liquid chamber 17 with the second liquid chamber 12. This communication path 15f
The right end is open to the right end surface of the hydraulic pressure responsive piston 15, and the right end surface of the hydraulic responsive piston 15 has a second opening.
An annular valve seat member 23 is fixed so as to surround the opening of the communication passage 15f. A spherical inertia-responsive valve body 18 is accommodated in the first liquid chamber 17 . body 1
1 is fixed to the vehicle in such a manner that its left and right ends point in the longitudinal direction of the vehicle, and the axis of the inner hole 11C forms an angle of θ with respect to the horizontal line L-L. Therefore, for example, when the vehicle is stopped, the inertia-responsive valve body 18 occupies the rest position shown in the figure, in which it comes into contact with the stopper 11F, which is the inner surface of the body 11, and the vehicle deceleration exceeds the predetermined position set by θ. In this case, the second annular valve seat member 23 rolls toward the second annular valve seat member 23.
第１図中、２４，２５，２６，２７はシール部
材、２８はプラグ１１Ｂの抜け止めリング、２９
はダストカバーである。また、３０はブレーキペ
ダル、３１はブレーキブースタ、３２はタンデム
型のブレーキマスタシリンダ、３３は左前輪ブレ
ーキシリンダ、３４は右前輪ブレーキシリンダ、
３５は左後輪ブレーキシリンダ、３６は右後輪ブ
レーキシリンダ、３７，３８及び３９はブレーキ
パイプ、４２は空気室である。 In FIG. 1, 24, 25, 26, 27 are sealing members, 28 is a retaining ring for the plug 11B, and 29
is the dust cover. Further, 30 is a brake pedal, 31 is a brake booster, 32 is a tandem type brake master cylinder, 33 is a left front wheel brake cylinder, 34 is a right front wheel brake cylinder,
35 is a left rear wheel brake cylinder, 36 is a right rear wheel brake cylinder, 37, 38 and 39 are brake pipes, and 42 is an air chamber.
第２図は上述の如き制動液圧制御装置１０の制
御特性を示す線図である。第２図において、一点
鎖線ａは軽積時の理想配分曲線であり、一点鎖線
ｂは定積時の理想配分曲線である。実線上のＢ点
は軽積時において車両減速度が所定値を越える時
の液圧値を、またＦ点は定積時において車両減速
度が所定値を越える時の液圧値をそれぞれ示して
いる。またＣ−Ｅ線は液圧応動ピストン１５がス
プリング１６と液圧PM，PWによつて受ける左
右スラスト力のバランス式から得られる次の(1)式
に従うものである。 FIG. 2 is a diagram showing the control characteristics of the brake hydraulic pressure control device 10 as described above. In FIG. 2, the dashed-dotted line a is the ideal distribution curve when the load is light, and the dashed-dotted line b is the ideal distribution curve when the load is constant. Point B on the solid line indicates the hydraulic pressure value when the vehicle deceleration exceeds a predetermined value when the load is light, and point F indicates the hydraulic pressure value when the vehicle deceleration exceeds the predetermined value when the load is constant. There is. In addition, the C-E line follows the following equation (1) obtained from the balance equation of the left and right thrust forces that the hydraulic responsive piston 15 receives from the spring 16 and the hydraulic pressures PM and PW.
PW＝〔１−（AS／AV−AL）〕・PM＋（FP／
AV−AL） ……(1)
但し
PW：後輪ブレーキシリンダ液圧
PW：ブレーキマスタシリンダ液圧
AS：液圧応動ピストン１５の端部１５ｃとボ
デイ１１間のシール径なる円面積で、AV
−ALよりも小さくAB−ACよりも大きい
AV：液圧応動ピストン１５の環状弁部１５ｄ
と第１環状弁座部材２１とのシール径なる
円面積
AL：液圧応動ピストン１５の端部１５ｂとボ
デイ１１間のシール径なる円面積
FP：環状弁部１５ｄが第１環状弁座部材２１
に着座した際のスプリング１６の荷重
また、第２図中のＨ−Ｉ線は、液圧応動ピスト
ン１５が第１図の位置よりも左方へ移動してその
環状弁部１５ｄを第１環状弁座部材２１に接して
第１環状弁座部材２１及びプランジヤ４０を第１
図の位置よりも左方へ押動しており、且つ、慣性
応動弁体１８が第２環状弁座部材２３に着座した
状態において、スプリング１６の力と液圧PM，
PWにより液圧応動ピストン１５、第１環状弁座
部材２１及びスリーブ４０の一体化物に加わる左
右スラスト力のバランス式から得られる次の(2)式
に従うものである。 PW=[1-(AS/AV-AL)]・PM+(FP/
AV−AL) ...(1) However, PW: Rear wheel brake cylinder hydraulic pressure PW: Brake master cylinder hydraulic pressure AS: Circular area that is the seal diameter between the end 15c of the hydraulic response piston 15 and the body 11, AV
-Smaller than AL and larger than AB-AC AV: Annular valve portion 15d of hydraulic response piston 15
AL: Circular area corresponding to the seal diameter between the end 15b of the hydraulic pressure responsive piston 15 and the body 11 FP: Circular area corresponding to the seal diameter between the annular valve portion 15d and the first annular valve seat member 21
The load of the spring 16 when seated on The first annular valve seat member 21 and the plunger 40 are in contact with the valve seat member 21.
When the inertia-responsive valve body 18 is pushed to the left from the position shown in the figure and is seated on the second annular valve seat member 23, the force of the spring 16 and the hydraulic pressure PM,
It follows the following equation (2) obtained from the balance equation of the left and right thrust force applied to the integrated body of the hydraulic pressure responsive piston 15, the first annular valve seat member 21, and the sleeve 40 due to PW.
PW＝〔１−（AS／AB−AL）〕・PM＋（FP／
AB−AL） ……(2)
AB：プランジヤ４０及び第１環状弁座部材２
１とボデイ１１間のシール径なる円面積
で、AVよりも大きい。 PW=[1-(AS/AB-AL)]・PM+(FP/
AB−AL) ...(2) AB: Plunger 40 and first annular valve seat member 2
This is the circular area of the seal diameter between 1 and body 11, which is larger than AV.
尚、本実施例ではスプリング１６のセツト荷重
は第２図のＢ点の液圧値でも液圧応動ピストン１
５を休止位置に保持するような値にしているが、
Ｂ点にて液圧応動ピストン１５がスプリング１６
に抗して少し変位するような設定も可能である。 In this embodiment, the set load of the spring 16 is such that even at the hydraulic pressure value at point B in FIG.
The value is set to hold 5 in the rest position,
At point B, the hydraulic response piston 15 is connected to the spring 16.
It is also possible to set it so that it is slightly displaced against the force.
次に第１図のものの作動を説明する。車両制動
のためブレーキペダル３０が踏み込まれた場合、
ブレーキブースタ３１によりブレーキマスタシリ
ンダ３２が作動され、ブレーキマスタシリンダ３
２の一方の圧力室よりブレーキ液がブレーキパイ
プ３７を介して前輪ブレーキシリンダ３３，３４
に圧送され、またその他方の圧力室からブレーキ
パイプ３８、制動液圧制御装置１０−ブレーキパ
イプ３９を介して後輪ブレーキシリンダ３５，３
６に圧送され、制動作用が開始する。 Next, the operation of the device shown in FIG. 1 will be explained. When the brake pedal 30 is depressed to brake the vehicle,
The brake master cylinder 32 is operated by the brake booster 31, and the brake master cylinder 3
Brake fluid flows from one pressure chamber of 2 to the front brake cylinders 33, 34 via the brake pipe 37.
and from the other pressure chamber to the rear wheel brake cylinders 35, 3 via the brake pipe 38 and the brake fluid pressure control device 10-brake pipe 39.
6, and the braking operation begins.
ブレーキパイプ３８からブレーキマスタシリン
ダ接続口１１ａに圧送されるブレーキ液はブレー
キマスタシリンダ液圧PMが第２図のＢ点を越え
るまでの間、第２液室１３−第１環状弁座部材２
１の内孔、第２液室１２を経て後輪ブレーキシリ
ンダ接続口１１ｂへ流れるとともに第２液室１３
−連通路１１ｄ−第１液室１７−連通路１５ｆ−
第２液室１２を経て後輪ブレーキシリンダ接続口
１１ｂへと流れる。ここで車両が軽積状態である
と仮定すれば、ブレーキマスタシリンダ液圧PM
が第２図のＢ点を越えた時車両減速度が所定値を
越えるために慣性応動弁体１８が転動を始めてＣ
点で第２環状弁座部材２３に着座して第１液室１
７と連通路１５ｆとを遮断し、この後のブレーキ
マスタシリンダ液圧の上昇により液圧ピストン１
５が慣性応動弁体１７と一体となつて動き第１環
状弁座部材２１と協働することにより周知のプロ
ポーシヨニングバルブ作動が行なわれる。而して
軽積時の後輪ブレーキシリンダ液圧PWはブレー
キマスタシリンダ液圧PWに対して第２図のＯ−
Ｃ−Ｅで示されるように調節される。 The brake fluid pressure-fed from the brake pipe 38 to the brake master cylinder connection port 11a flows between the second fluid chamber 13 and the first annular valve seat member 2 until the brake master cylinder fluid pressure PM exceeds point B in FIG.
1, the fluid flows through the second fluid chamber 12 to the rear brake cylinder connection port 11b, and also flows into the second fluid chamber 13.
-Communication path 11d-First liquid chamber 17-Communication path 15f-
It flows through the second liquid chamber 12 to the rear brake cylinder connection port 11b. Here, assuming that the vehicle is lightly loaded, the brake master cylinder hydraulic pressure PM
When the vehicle deceleration exceeds a predetermined value, the inertia-responsive valve body 18 begins to roll, and the point C
The first liquid chamber 1 is seated on the second annular valve seat member 23 at a point.
7 and the communication path 15f, and due to the subsequent increase in brake master cylinder hydraulic pressure, the hydraulic piston 1
5 moves integrally with the inertia-responsive valve body 17 and cooperates with the first annular valve seat member 21, thereby performing a well-known proportioning valve operation. Therefore, the rear wheel brake cylinder hydraulic pressure PW when the load is light is O- in Fig. 2 with respect to the brake master cylinder hydraulic pressure PW.
Adjustments are made as shown in C-E.
また、車両が定積状態であると仮定したなら
ば、慣性応動弁体１８は第２図のＦ点で（所定値
の車両減速度が生じる）第２環状弁座部材２３に
着座するべく転動し始める。一方、液圧応動ピス
トン１５は第２図のＦ点に達するまでの間にその
左端（第１図で）がボデイ１１に当接した位置へ
プランジヤ４０と一体となつて摺動変位してお
り、この摺動変位によりＦ点近くでの慣性応動弁
体１８の第２環状弁座部材２３からの離間距離は
軽積時に比べて大となつている。従つて慣性応動
弁体１８が第２環状弁座部材２３に着座したＧ点
のＦ点からの差はＣ点のＢ点からの差よりも大と
なる。 Further, assuming that the vehicle is in a constant volume state, the inertia-responsive valve body 18 is rotated to seat on the second annular valve seat member 23 at point F in FIG. 2 (where a predetermined value of vehicle deceleration occurs). Start moving. On the other hand, the hydraulic response piston 15 is slid together with the plunger 40 to a position where its left end (in FIG. 1) abuts the body 11 before reaching point F in FIG. Due to this sliding displacement, the distance of the inertia-responsive valve body 18 from the second annular valve seat member 23 near point F is larger than when the load is light. Therefore, the difference between point G and point F, where the inertia-responsive valve body 18 is seated on the second annular valve seat member 23, is greater than the difference between point C and point B.
液圧応動ピストン１５上がその左端をボデイ１
１に当接した状態では、環状弁部１５ｄが第１環
状弁座部材２１に接し、これとプランジヤ４０を
第１図の位置よりも左方へ変位させた状態にあ
る。 The upper left end of the hydraulic response piston 15 is connected to the body 1.
1, the annular valve portion 15d is in contact with the first annular valve seat member 21, and the annular valve portion 15d and the plunger 40 are displaced to the left from the position shown in FIG.
その後のブレーキマスタシリンダ液圧PMの上
昇において、液圧応動ピストン１５上でのスラス
ト力バランスが生じるＨ点までは後輪ブレーキシ
リンダ液圧PWは上昇せず、Ｈ点からはブレーキ
マスタシリンダ液圧Ｐへの上昇に伴い液圧応動ピ
ストン１５、第１環状弁座部材１、プランジヤ４
０の３者が上記スラスト力バランスが生じるよう
に第１液室１７側へ一体的に移動し、後輪ブレー
キシリンダ液圧PWがＨ−Ｉ線のように上昇す
る。第２図のＩ点では、液圧応動ピストン１５、
第１環状弁座部材２１、プランジヤ４０の一体的
な第１液室１７側への移動が、丁度プランジヤ４
０がボデイ１１の肩１１ｆに当接した位置とな
る。而して、この後のブレーキマスタシリンダ液
圧PMの上昇過程においては、液圧応動ピストン
１５上でのスラスト力バランスは第２図のＣ−Ｅ
線上で生じることとなるため、Ｉ点からＪ点の間
では後輪ブレーキシリンダ液圧PWの上昇が再び
停止することとなり、結局、定積状態ではＯ−Ｇ
−Ｈ−Ｉ−Ｊ−Ｋ線のようになる。 When the brake master cylinder hydraulic pressure PM subsequently increases, the rear wheel brake cylinder hydraulic pressure PW does not increase until the point H where the thrust force balance on the hydraulic pressure responsive piston 15 occurs, and from the H point onwards, the brake master cylinder hydraulic pressure As it rises to P, the hydraulic response piston 15, the first annular valve seat member 1, and the plunger 4
0 move integrally toward the first fluid chamber 17 so that the thrust force balance described above occurs, and the rear wheel brake cylinder fluid pressure PW rises like the line H-I. At point I in FIG. 2, the hydraulic response piston 15,
The first annular valve seat member 21 and the plunger 40 are integrally moved toward the first liquid chamber 17 just as the plunger 4
0 is the position where the shoulder 11f of the body 11 comes into contact. Therefore, in the subsequent process of increasing the brake master cylinder hydraulic pressure PM, the thrust force balance on the hydraulic pressure responsive piston 15 is as shown in C-E in Fig. 2.
Since this occurs on the line, the rear brake cylinder hydraulic pressure PW stops increasing again between point I and point J, and in the end, in the constant volume state, O-G
-H-I-J-K line.
踏み込まれていたブレーキペダル３０が解放さ
れた場合、ブレーキマスタシリンダ液圧PMが後
輪ブレーキシリンダ液圧PWよりも低くなつた時
点で慣性応動弁１８がが第２環状弁座部材２３か
ら離脱するため、後輪ブレーキシリンダ３５，３
６内のブレーキ液は連通孔１５ｆを経てブレーキ
マスタシリンダへと戻り、これにより後輪ブレー
キシリンダ液圧が低下してスプリング１６により
液圧応動ピストン１５の環状弁部１５ｄが第１環
状弁座部材２１から離脱した時には第１環状弁座
部材２１の内孔を通つても戻る。 When the brake pedal 30 that has been depressed is released, the inertia-responsive valve 18 separates from the second annular valve seat member 23 when the brake master cylinder hydraulic pressure PM becomes lower than the rear wheel brake cylinder hydraulic pressure PW. Therefore, rear wheel brake cylinder 35,3
The brake fluid in 6 returns to the brake master cylinder through the communication hole 15f, which lowers the rear wheel brake cylinder fluid pressure, and the spring 16 causes the annular valve portion 15d of the hydraulic pressure-responsive piston 15 to close to the first annular valve seat member. 21, it also returns through the inner hole of the first annular valve seat member 21.
第３図の実施例は、第１図の実施例に、ブレー
キマスタシリンダ液圧PMと後輪ブレーキシリン
ダ液圧PWとの差圧が所定値に達すると開くバイ
パスバルブ４２を付加したものである。このバイ
パスバルブ４２は、第２液室１２及び後輪ブレー
キシリンダ接続口１１ｂに連通する弁室４２をボ
デイ１１内に設け、この弁室４２の端壁に開口し
且つ第３液室１３と連通させた通路１１ｇをボデ
イ１１に設け、弁室４２内にてスプリング４３の
力によりシール部材４４を弁室４２端壁に圧接し
て通路１１ｇを閉じるバルブ４５を設けて成る。
第４図は、第３図の実施例の制御特性を示す線図
で、第４図中Ｅ−Ｋ線はバイパスバルブの開弁特
性を示す。而して、第３図の実施例では、軽積状
態ではＯ−Ｃ−Ｅ−Ｊ−Ｋ線のようになり、定積
状態ではＯ−Ｇ−Ｈ−Ｉ−Ｊ−Ｋ線のようにな
る。 The embodiment shown in FIG. 3 is the embodiment shown in FIG. 1 with the addition of a bypass valve 42 that opens when the differential pressure between the brake master cylinder hydraulic pressure PM and the rear brake cylinder hydraulic pressure PW reaches a predetermined value. . This bypass valve 42 is provided with a valve chamber 42 in the body 11 that communicates with the second fluid chamber 12 and the rear wheel brake cylinder connection port 11b, and which opens in an end wall of the valve chamber 42 and communicates with the third fluid chamber 13. A passage 11g is provided in the body 11, and a valve 45 is provided in the valve chamber 42 by pressing a sealing member 44 against the end wall of the valve chamber 42 by the force of a spring 43 to close the passage 11g.
FIG. 4 is a diagram showing the control characteristics of the embodiment shown in FIG. 3, and the line E-K in FIG. 4 shows the opening characteristics of the bypass valve. Therefore, in the embodiment shown in Fig. 3, the line becomes O-C-E-J-K in a light load state, and the line O-G-H-I-J-K in a constant volume state. Become.
以上に説明した実施例は前輪ブレーキ系と後輪
ブレーキ系とに分割した二系統ブレーキシステム
に使用されているが、周知のダイゴナイル式の二
系統ブレーキシステムやその他のものにも当然使
用できる。 Although the embodiment described above is used for a two-system brake system divided into a front wheel brake system and a rear wheel brake system, it can also be used for the well-known digonile type two-system brake system and other systems.
第１図は本考案の実施例を含むブレーキシステ
ムを示す図、第２図は第１図の制動液圧制御装置
の制御特性を示す線図、第３図は他の実施例を示
す図、第４図は第３図のものの制御特性を示す線
図、第５図は従来装置を示す断面図、第６図は従
来装置の制御特性を示す線図である。
１０……制動液圧制御装置、１１……ボデイ、
１２……第２液室、１３……第３液室、１５……
液圧応動ピストン、１６……スプリング、１７…
…第１液室、１８……慣性応動弁体、２１……第
１環状弁座部材、２２……液圧応動スリーブ、２
３……第２環状弁座部材、４０……プランジヤ。
FIG. 1 is a diagram showing a brake system including an embodiment of the present invention, FIG. 2 is a diagram showing control characteristics of the brake fluid pressure control device of FIG. 1, and FIG. 3 is a diagram showing another embodiment. FIG. 4 is a diagram showing the control characteristics of the device shown in FIG. 3, FIG. 5 is a sectional view showing the conventional device, and FIG. 6 is a diagram showing the control characteristics of the conventional device. 10...braking fluid pressure control device, 11...body,
12...Second liquid chamber, 13...Third liquid chamber, 15...
Hydraulic pressure responsive piston, 16... Spring, 17...
...First liquid chamber, 18...Inertia responsive valve body, 21... First annular valve seat member, 22... Hydraulic pressure responsive sleeve, 2
3... Second annular valve seat member, 40... Plunger.
Claims (1)
シリンダ接続口とを有したボデイと、 その一端部とこれよりも小径の他端部とを前記
ボデイの内孔に嵌合され、前記ボデイ内をその一
端面が露出し且つ前記ブレーキマスタシリンダ接
続口に連通した第１液室と、その他端面が露出し
た空気室と、その両端部間に環状弁部が露出し且
つ前記後輪ブレーキシリンダ接続口に連通した環
状の第２液室と、前記ボデイの内孔に摺動可能に
嵌合される環状のブツシユに支持されて前記環状
弁部と協働する第１環状弁座部材の内孔を介して
前記第２液室に連通し且つ前記ブレーキマスタシ
リンダ接続口に連通した環状の第３液室とに区分
し、更にその一端面に開口していて前記第１液室
と前記第２液室とを連通させる連通路を内部に有
した液圧応動ピストンと、 前記第３液室内に設置されて前記液圧応動ピス
トンを前記環状弁部が前記第１環状弁座部材から
離間するよう前記第１液室側へ付勢すると共に前
記プランジヤをその休止位置側に前記液圧応動ピ
ストンを介して付勢するスプリングと、 前記第１液室内に設置され、車両減速度が所定
値以下の時には前記ボデイに設けられたストツパ
に当接した休止位置を占めて前記液圧応動ピスト
ンの一端に固定された第２環状弁座部材から離間
し、車両減速度が所定値を越えた時には転動して
前記第２環状弁座部材に接して前記連通路と前記
第１液室との連通を遮断する球状の慣性応動弁体
とからなり、 前記スプリングのセツト荷重は軽積時に前記所
定値の車両減速度が生じる液圧値以下の状態では
前記液圧応動ピストンをその休止位置又はその近
傍に保持して軽積時に前記所定値の車両減速度が
生じる液圧値以上の状態では前記液圧応動ピスト
ンが摺動し前記環状弁部と前記第１環状弁座部材
とのシール径なる円面積、前記液圧応動ピストン
の一端部と前記ボデイとのシール径なる円面積及
び前記液圧応動ピストンの他端部と前記ボデイと
のシール径なる円面積により後輪ブレーキシリン
ダ液圧をブレーキマスタシリンダ液圧の上昇に伴
い第１の所定減圧比率で減圧した値に調節し、且
つ定積時に前記所定値の車両減速度が生じる液圧
値以下の状態では前記液圧応動ピストン及び前記
プランジヤが一体で摺動して定積時に前記所定値
の車両減速度が生じる液圧値以上の状態では前記
環状弁部と前記第１環状弁座部材とのシール径な
る円面積よりも大きな前記プランジヤと前記ボデ
イとのシール径なる円面積、前記液圧応動ピスト
ンの一端部と前記ボデイとのシール径なる円面積
及び前記液圧応動ピストンの他端部と前記ボデイ
とのシール径なる円面積により後輪ブレーキシリ
ンダ液圧をブレーキマスタシリンダ液圧の上昇に
伴い第２の所定減圧比率で減圧した値に調節する
ように設定されている車両用制動液圧制御装置。[Scope of Claim for Utility Model Registration] A body having a brake master cylinder connection port and a rear brake cylinder connection port, one end of which and the other end with a diameter smaller than this are fitted into an inner hole of the body. , a first liquid chamber having one end surface exposed in the body and communicating with the brake master cylinder connection port, an air chamber having the other end surface exposed, and an annular valve portion being exposed between both ends thereof; an annular second fluid chamber communicating with a wheel brake cylinder connection port; and a first annular valve seat supported by an annular bushing slidably fitted into an inner hole of the body and cooperating with the annular valve portion. The first fluid chamber is divided into an annular third fluid chamber that communicates with the second fluid chamber and the brake master cylinder connection port through an inner hole of the member, and is open at one end surface of the third fluid chamber. a hydraulically responsive piston having a communication passage therein for communicating between the hydraulically responsive piston and the second fluid chamber; a spring that biases the plunger toward the first fluid chamber so as to move away from the fluid chamber and biases the plunger toward its rest position via the hydraulic pressure responsive piston; When the deceleration is less than a predetermined value, the valve occupies a rest position in contact with a stopper provided on the body and is separated from a second annular valve seat member fixed to one end of the hydraulic pressure responsive piston, so that the vehicle deceleration exceeds a predetermined value. and a spherical inertia-responsive valve element that rolls into contact with the second annular valve seat member to cut off communication between the communication passage and the first liquid chamber when the load is light. In a state where the hydraulic pressure responsive piston is held at or near its rest position in a state where the hydraulic pressure is below a hydraulic pressure value that causes the vehicle deceleration of the predetermined value, and in a state where the hydraulic pressure is equal to or higher than the hydraulic pressure value that produces the vehicle deceleration of the predetermined value when the load is light. The hydraulic response piston slides on a circular area corresponding to the seal diameter between the annular valve portion and the first annular valve seat member, a circular area corresponding to the seal diameter between one end of the hydraulic pressure response piston and the body, and the above. Adjusting the rear wheel brake cylinder hydraulic pressure to a value reduced by a first predetermined pressure reduction ratio as the brake master cylinder hydraulic pressure increases, using a circular area that is a seal diameter between the other end of the hydraulic pressure responsive piston and the body, and When the hydraulic pressure is lower than the hydraulic pressure value at which the predetermined value of vehicle deceleration occurs at constant volume, the hydraulic pressure responsive piston and the plunger slide together, and the hydraulic pressure is at or above the hydraulic pressure value at which the predetermined vehicle deceleration occurs at constant volume. In this state, a circular area corresponding to the seal diameter between the plunger and the body is larger than a circular area corresponding to the seal diameter between the annular valve portion and the first annular valve seat member, and a circular area corresponding to the seal diameter between the one end of the hydraulic pressure responsive piston and the body is larger. The rear brake cylinder hydraulic pressure is reduced at a second predetermined pressure reduction ratio as the brake master cylinder hydraulic pressure increases, using the circular area corresponding to the seal diameter and the circular area corresponding to the seal diameter between the other end of the hydraulic pressure responsive piston and the body. A vehicle brake fluid pressure control device that is set to adjust to a reduced pressure.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16100583U JPS6068854U (en) | 1983-10-18 | 1983-10-18 | Brake hydraulic pressure control device for vehicles |
| US06/631,308 US4561699A (en) | 1983-07-19 | 1984-07-16 | Brake pressure control device for vehicle braking systems |
| GB08418425A GB2144189B (en) | 1983-07-19 | 1984-07-19 | Brake pressure control valve |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16100583U JPS6068854U (en) | 1983-10-18 | 1983-10-18 | Brake hydraulic pressure control device for vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6068854U JPS6068854U (en) | 1985-05-16 |
| JPH0229011Y2 true JPH0229011Y2 (en) | 1990-08-03 |
Family
ID=30353966
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP16100583U Granted JPS6068854U (en) | 1983-07-19 | 1983-10-18 | Brake hydraulic pressure control device for vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6068854U (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6018866B2 (en) * | 1978-08-18 | 1985-05-13 | クレツクネル・ヴエルケ・アクチエンゲゼルシヤフト | Coupling mechanism for screw tightening devices |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6018866U (en) * | 1983-07-19 | 1985-02-08 | アイシン精機株式会社 | Brake hydraulic pressure control device for vehicles |
-
1983
- 1983-10-18 JP JP16100583U patent/JPS6068854U/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6018866B2 (en) * | 1978-08-18 | 1985-05-13 | クレツクネル・ヴエルケ・アクチエンゲゼルシヤフト | Coupling mechanism for screw tightening devices |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6068854U (en) | 1985-05-16 |
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