JPH0235023Y2 - - Google Patents
Info
- Publication number
- JPH0235023Y2 JPH0235023Y2 JP11193884U JP11193884U JPH0235023Y2 JP H0235023 Y2 JPH0235023 Y2 JP H0235023Y2 JP 11193884 U JP11193884 U JP 11193884U JP 11193884 U JP11193884 U JP 11193884U JP H0235023 Y2 JPH0235023 Y2 JP H0235023Y2
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- valve
- brake
- relay
- signal
- 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
- 230000003321 amplification Effects 0.000 claims description 3
- 238000003199 nucleic acid amplification method Methods 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 4
- 230000000994 depressogenic effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000005484 gravity Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 239000000284 extract Substances 0.000 description 1
Landscapes
- Hydraulic Control Valves For Brake Systems (AREA)
Description
【考案の詳細な説明】
（産業上の利用分野）
この考案は車両のブレーキ装置の改良に関す
る。[Detailed Description of the Invention] (Industrial Field of Application) This invention relates to improvement of a brake device for a vehicle.
（従来の技術）
大型車両等では良好な制動性を確保するため
に、前後輪に各々ブレーキアクチユエータが配設
されている。(Prior Art) In order to ensure good braking performance in large vehicles, brake actuators are provided on each of the front and rear wheels.
ところで、このようなブレーキ装置として、制
動の重心移動等に対し、バランス良く制動を利せ
るために、前輪側のブレーキ圧配分を、例えば後
輪側よりも高く設定したものがある。 By the way, some brake devices have a brake pressure distribution set higher on the front wheels than on the rear wheels in order to achieve well-balanced braking against changes in the center of gravity during braking.
尚、トラツクのブレーキ装置であるが、積載荷
重に応じて後輪側のブレーキ圧配分を調整するよ
うにしたものは、特公昭56−51941号公報に提案
されている。 A brake system for trucks that adjusts the distribution of brake pressure on the rear wheels according to the load is proposed in Japanese Patent Publication No. 56-51941.
（考案が解決しようとする問題点）
しかしながら、このようなブレーキ装置にあつ
ては、車両前進時には所定のブレーキ圧配分に基
づき、バランス良く制動を利せることができる
が、後退時には前後輪の関係が逆になるために後
輪側のブレーキ圧配分に差を設けた分、かえつて
制動性が悪くなるという問題点があつた。(Problem to be solved by the invention) However, with this type of braking device, when the vehicle is moving forward, it is possible to apply braking in a well-balanced manner based on a predetermined brake pressure distribution, but when the vehicle is reversing, the relationship between the front and rear wheels is Since the difference in brake pressure distribution between the rear wheels was reversed, there was a problem in that braking performance worsened.
この考案は、後退時にも良好な制動性が得られ
るようにした車両のブレーキ装置の提供を目的と
する。 The object of this invention is to provide a braking device for a vehicle that can provide good braking performance even when reversing.
（問題点を解決するための手段）
そのため、この考案はブレーキバルブからの信
号圧に応じて作動圧供給源からの作動圧を、それ
ぞれ前輪側ブレーキアクチユエータと、後輪側の
ブレーキアクチユエータに供給する第１及び第２
のリレーバルブを設け、かつ第１と第２のリレー
バルブの少なくとも一方の供給圧を前進時と後退
時で相対的に変化させる圧力切換手段を設ける。
この圧力切換手段は、少なくとも一方のリレーバ
ルブの作動圧増幅率を変える減圧弁と、この減圧
弁と並列に介装した電磁弁と、前進時と後退時で
電磁弁の切換えに連動して減圧弁を介しての信号
圧と電磁弁を介しての信号圧とを選択的に当該リ
レーバルブに供給する差圧応動型方向切換弁とで
構成する。(Means for solving the problem) Therefore, this invention applies the working pressure from the working pressure supply source to the front wheel brake actuator and the rear wheel brake actuator, respectively, in accordance with the signal pressure from the brake valve. The first and second
A relay valve is provided, and pressure switching means is provided for relatively changing the supply pressure of at least one of the first and second relay valves during forward movement and backward movement.
This pressure switching means includes a pressure reducing valve that changes the operating pressure amplification factor of at least one of the relay valves, a solenoid valve installed in parallel with this pressure reducing valve, and pressure reduction that is linked to switching of the solenoid valve during forward movement and backward movement. It is composed of a differential pressure responsive directional switching valve that selectively supplies the signal pressure via the valve and the signal pressure via the solenoid valve to the relay valve.
（作用）
従つて、前、後輪のブレーキ圧配分は前進時と
後退時で圧力切換手段を介して切換わるため、後
退時にも良好な制動性が得られる。(Function) Therefore, since the brake pressure distribution between the front and rear wheels is switched via the pressure switching means when moving forward and when moving backward, good braking performance can be obtained even when moving backward.
（実施例）
第１図は台車側と上物側とに運転席を備えるオ
ルタレン車に適用した実施例を示し、１，２は前
輪の、３，４は後輪のスプリングブレーキチヤン
バで、これらは各々、サービスブレーキチヤンバ
５〜８を備える。(Embodiment) Fig. 1 shows an embodiment applied to an alternator vehicle having a driver's seat on the bogie side and the upper side, 1 and 2 are spring brake chambers for the front wheels, 3 and 4 are spring brake chambers for the rear wheels, Each of these comprises a service brake chamber 5-8.
前輪側のサービスブレーキチヤンバ５，６は作
動圧ライン１１を介しエア圧タンク９に、後輪側
のサービスブレーキチヤンバ７，８は作動圧ライ
ン１２を介しエア圧タンク１０に接続される。前
輪側の作動圧ライン１１には、後述のブレーキバ
ルブ２２，２３からの信号圧Ａに比例した作動圧
をエア圧タンク９からサービスブレーキチヤンバ
５，６に供給する第１のリレーバルブ１３が介装
される。 The service brake chambers 5 and 6 on the front wheels are connected to an air pressure tank 9 via an operating pressure line 11, and the service brake chambers 7 and 8 on the rear wheels are connected to an air pressure tank 10 via an operating pressure line 12. A first relay valve 13 is connected to the front wheel side operating pressure line 11 for supplying an operating pressure proportional to a signal pressure A from brake valves 22 and 23 (to be described later) from an air pressure tank 9 to the service brake chambers 5 and 6. Intervened.
これに対し、後輪側の作動圧ライン１２には第
２のリレーバルブ１４が介装され、リレーバルブ
１４はブレーキバルブ２２，２３からの信号圧Ａ
に比例した作動圧をエア圧タンク１０からとり出
し、これを更に後述の信号圧ライン１６の信号圧
に基づき、その減圧比に応じて減圧して、サービ
スブレーキチヤンバ７，８に供給するようになつ
ている。 On the other hand, a second relay valve 14 is interposed in the rear wheel side operating pressure line 12, and the relay valve 14 receives the signal pressure A from the brake valves 22 and 23.
A working pressure proportional to is taken out from the air pressure tank 10, and this is further reduced in pressure according to the pressure reduction ratio based on the signal pressure of the signal pressure line 16, which will be described later, and then supplied to the service brake chambers 7 and 8. It's getting old.
１６がエア圧タンク１０のエア圧を減圧弁１７
を介し所定の信号圧B1に減圧し第２のリレーバ
ルブ１４に供給するブレーキ圧配分信号圧ライン
で、この信号圧ライン１６には減圧弁１７を迂回
するバイパス通路１９が設けられる。 16 is a pressure reducing valve 17 which reduces the air pressure in the air pressure tank 10.
This signal pressure line 16 is provided with a bypass passage 19 that bypasses the pressure reducing valve 17.
そして、バイパス通路１９には通電時に開弁す
る電磁弁２１が介装され、その電源回路３０には
スイツチ２０が設けられる。 A solenoid valve 21 that opens when energized is interposed in the bypass passage 19, and a switch 20 is provided in the power supply circuit 30.
尚、３１は差圧応動型の方向切換弁を示す。 Note that 31 indicates a differential pressure responsive type directional switching valve.
即ち、スイツチ２０がオフの時（電磁弁２１は
バイパス通路１９を遮断し、そのエア圧を大気に
開放する）には減圧弁１７を介しての信号圧B1
が、スイツチ２０がオンの時には電磁弁２１を介
して信号圧B2（エア圧タンク１０のエア圧Ｃと略
同圧）が第２のリレーバルブ１４に供給される。 That is, when the switch 20 is off (the solenoid valve 21 blocks the bypass passage 19 and releases its air pressure to the atmosphere), the signal pressure B 1 is applied via the pressure reducing valve 17.
However, when the switch 20 is on, the signal pressure B 2 (approximately the same pressure as the air pressure C in the air pressure tank 10) is supplied to the second relay valve 14 via the solenoid valve 21.
１５Ａと１５Ｂは各々、エア圧タンク９と１０
に接続されたサービスブレーキの信号圧ライン
で、この信号圧ライン１５Ａ，１５Ｂにはブレー
キバルブ２２，２３が介装され、ブレーキペダル
２４，２５を踏込むと、ブレーキバルブ２２，２
３を介しその踏込量に比例した信号圧Ａが第１と
第２のリレーバルブ１３と１４に供給されるよう
になつている。この場合、ブレーキバルブ２３は
ブレーキペダル２５に連動するマスターシリンダ
２６の油圧により駆動される。 15A and 15B are air pressure tanks 9 and 10, respectively.
Brake valves 22, 23 are interposed in these signal pressure lines 15A, 15B, and when the brake pedals 24, 25 are depressed, the brake valves 22, 2 are connected to the service brake signal pressure line 15A, 15B.
3, a signal pressure A proportional to the amount of depression is supplied to the first and second relay valves 13 and 14. In this case, the brake valve 23 is driven by the hydraulic pressure of the master cylinder 26 which is interlocked with the brake pedal 25.
尚、スプリングブレーキチヤンバ１〜４は図示
しない作動圧ラインを介しエア圧タンク１０に接
続され、台車側又は上物側の運転席でパーキング
ブレーキ操作するとブレーキ作動、解除するよう
になつている。 The spring brake chambers 1 to 4 are connected to an air pressure tank 10 through operating pressure lines (not shown), and are configured to operate and release the brakes when the parking brake is operated from the driver's seat on the truck side or the upper vehicle side.
尚、スイツチ２０とブレーキペダル２４は台車
側の運転席に、ブレーキペダル２５は上物側の運
転席に配設される。 The switch 20 and the brake pedal 24 are provided at the driver's seat on the truck side, and the brake pedal 25 is provided at the driver's seat on the upper side.
例えば、台車側の運転席で運転する場合におい
て、前進時にはスイツチ２０をオフにすると、第
２のリレーバルブ１４に減圧弁１７を介しての信
号圧B1が供給され、この状態でブレーキペダル
２４を踏み込むと、第１のリレーバルブ１３はブ
レーキバルブ２２からの信号圧Ａに比例したエア
圧をエア圧タンク９から前輪側のサービスブレー
キチヤンバ５，６に供給する。 For example, when driving from the driver's seat on the truck side, when the switch 20 is turned off when moving forward, the signal pressure B 1 is supplied to the second relay valve 14 via the pressure reducing valve 17, and in this state, the brake pedal 24 When the first relay valve 13 is depressed, the first relay valve 13 supplies air pressure proportional to the signal pressure A from the brake valve 22 from the air pressure tank 9 to the service brake chambers 5 and 6 on the front wheel side.
これに対し、第２のリレーバルブ１４は信号圧
Ａの比例したエア圧をエア圧タンク１０からとり
出し、さらにこれを信号圧B1に基づき、その減
圧比（信号圧B1／エア圧タンクのエア圧Ｃ）に
応じ減圧して、後輪側のサービスブレーキチヤン
バ７，８に供給する。 On the other hand, the second relay valve 14 extracts air pressure proportional to the signal pressure A from the air pressure tank 10, and further calculates the pressure reduction ratio (signal pressure B 1 /air pressure tank 10) based on the signal pressure B 1 . The pressure is reduced according to the air pressure C) and supplied to the service brake chambers 7 and 8 on the rear wheel side.
従つて、この場合には前後輪のブレーキ圧配分
は減圧弁１７には設定された減圧比に基づき、後
輪側のブレーキ圧配分が前輪側よりも低くなり、
高重心のオルタレン車にあつても良好な制動性が
得られる。 Therefore, in this case, the brake pressure distribution between the front and rear wheels is based on the pressure reduction ratio set in the pressure reducing valve 17, and the brake pressure distribution on the rear wheel side is lower than that on the front wheel side.
Good braking performance can be obtained even in an alternating vehicle with a high center of gravity.
他方、後退時にはスイツチ２０をオンにして電
磁弁２１を開弁すると、バイパス通路１９を介し
ての信号圧B2が第２のリレーバルブ１４に供給
されるため、第２のリレーバルブ１４はこの信号
圧B2（減圧比、信号圧B2／エア圧タンクのエア圧
Ｃは略１になる）に基づき、ブレーキバルブ２２
からの信号圧Ａに比例したエア圧をほとんど減圧
することなく、エア圧タンク１０からサービスブ
レーキチヤンバ７，８に供給する。 On the other hand, when reversing, when the switch 20 is turned on and the solenoid valve 21 is opened, the signal pressure B2 is supplied to the second relay valve 14 via the bypass passage 19. Based on the signal pressure B 2 (pressure reduction ratio, signal pressure B 2 /air pressure C of the air pressure tank is approximately 1), the brake valve 22
Air pressure proportional to the signal pressure A from the air pressure tank 10 is supplied to service brake chambers 7 and 8 without almost reducing the pressure.
従つて、この場合には前後輪のブレーキ圧配分
は略同等になり、後退にもかかわらず良好な制動
性が得られる。 Therefore, in this case, the brake pressure distribution between the front and rear wheels is approximately equal, and good braking performance can be obtained even when the vehicle is moving backward.
このように、信号圧ライン１６の信号圧をスイ
ツチ２０がオフの時には減圧弁１７を介しての信
号圧B1に、スイツチ２０がオンのときには電磁
弁２１を介しての信号圧B2に切り換えるように
したので、後退時にも良好な制動性を得ることが
可能となる。 In this way, the signal pressure of the signal pressure line 16 is switched to signal pressure B 1 via the pressure reducing valve 17 when the switch 20 is off, and to signal pressure B 2 via the solenoid valve 21 when the switch 20 is on. This makes it possible to obtain good braking performance even when reversing.
第２図は前後輪のブレーキ圧配分特性図で、実
線ｌが後退時の、点線ｍが前進時のブレーキ圧配
分線を示し、前進時の配分線ｍは減圧弁１７の設
定によつてm2，m3…と変化する。尚、１点鎖線
ｎはこのオルタレン車における前進時の理想ブレ
ーキ圧配分線を示す。 FIG. 2 is a characteristic diagram of brake pressure distribution between the front and rear wheels, where the solid line l indicates the brake pressure distribution line when reversing, and the dotted line m indicates the brake pressure distribution line when moving forward.The distribution line m when moving forward is determined by the settings of the pressure reducing valve 17 2 , m3 ... Incidentally, a dashed line n indicates an ideal brake pressure distribution line during forward movement in this alternating vehicle.
尚、スイツチ２０は変速機のシフト段がリバー
スに入つたときに自動的にオンになるようにして
も良い。 The switch 20 may be automatically turned on when the transmission shifts to reverse.
第３図は他の実施例を示し、この場合後退時の
制動性を更に向上するため、第１のリレーバルブ
１３Ａの供給圧をも前進時と後退時で相対的に変
化させるように、後輪側と同様に減圧弁１７Ａを
介装した信号圧ライン１６Ａに減圧弁１７Ａを迂
回するように形成したバイパス通路１９Ａとを設
け、このバイパス通路１９Ａにスイツチ２０に連
動し開閉する電磁弁２１Ａを設けると共に、電磁
弁２１Ａの切換えに連動して、第１のリレーバル
ブ１３Ａに減圧弁１７Ａを介しての信号圧B1′と
電磁弁２１Ａを介しての信号圧B2′とを選択的に
供給する差圧応動型方向切換弁３１Ａを設ける。 FIG. 3 shows another embodiment. In this case, in order to further improve the braking performance when reversing, the supply pressure of the first relay valve 13A is also changed relatively between when moving forward and when reversing. Similarly to the wheel side, a bypass passage 19A formed to bypass the pressure reducing valve 17A is provided in the signal pressure line 16A in which the pressure reducing valve 17A is interposed, and a solenoid valve 21A that opens and closes in conjunction with the switch 20 is provided in the bypass passage 19A. At the same time, in conjunction with the switching of the solenoid valve 21A, the signal pressure B 1 ' via the pressure reducing valve 17A and the signal pressure B 2 ' via the solenoid valve 21A are selectively applied to the first relay valve 13A. A differential pressure responsive directional control valve 31A is provided.
但し、電磁弁２１Ａは後輪側の電磁弁２１と逆
にスイツチ２０がオンの時（後退時）に閉弁する
ようになつている。 However, the solenoid valve 21A is designed to close when the switch 20 is on (when the vehicle is moving backward), contrary to the solenoid valve 21 on the rear wheel side.
（考案の効果）
以上要するにこの考案によれば、車両の前進時
と後退時とで、前後輪のブレーキ圧配分を適正に
変え得るようにしたので、後退時にも良好な制動
性が得られるという効果が生じる。(Effects of the invention) In short, according to this invention, the brake pressure distribution between the front and rear wheels can be changed appropriately when the vehicle is moving forward and when it is reversing, so good braking performance can be obtained even when reversing. effect occurs.
第１図はこの考案の実施例を示す概略構成図、
第２図ブレーキ圧配分特性図、第３図は他の実施
例を示す概略構成図である。
５〜８……サービスブレーキチヤンバ、９，１
０……エア圧タンク、１１，１２……作動圧ライ
ン、１３……第１のリレーバルブ、１４……第２
のリレーバルブ、１５Ａ，１５Ｂ……ブレーキ信
号圧ライン、１６……ブレーキ配分信号圧ライ
ン、１７……減圧弁、１９……バイパス通路、２
０……スイツチ、２１……電磁弁、２２，２３…
…ブレーキバルブ。
FIG. 1 is a schematic configuration diagram showing an embodiment of this invention.
FIG. 2 is a brake pressure distribution characteristic diagram, and FIG. 3 is a schematic configuration diagram showing another embodiment. 5-8...Service brake chamber, 9,1
0... Air pressure tank, 11, 12... Working pressure line, 13... First relay valve, 14... Second
Relay valve, 15A, 15B...brake signal pressure line, 16...brake distribution signal pressure line, 17...pressure reducing valve, 19...bypass passage, 2
0...Switch, 21...Solenoid valve, 22, 23...
...brake valve.
Claims (1)
給源からの作動圧を、それぞれ前輪側ブレーキア
クチユエータと、後輪側のブレーキアクチユエー
タに供給する第１及び第２のリレーバルブを設け
ると共に、少なくとも一方のリレーバルブの作動
圧増幅率を変える減圧弁と、この減圧弁と並列に
介装した電磁弁と、前進時と後退時で電磁弁の切
換えに連動して減圧弁を介しての信号圧と電磁弁
を介しての信号圧とを選択的に当該リレーバルブ
に供給する差圧応動型方向切換弁とを備えた圧力
切換手段を設け、前記第１と第２のリレーバルブ
の少なくとも一方の供給圧を前進時と後退時とで
相対的に変化させるようにしたことを特徴とする
車両のブレーキ装置。 First and second relay valves are provided that supply operating pressure from an operating pressure supply source to a front wheel brake actuator and a rear wheel brake actuator, respectively, in accordance with signal pressure from the brake valve. , a pressure reducing valve that changes the operating pressure amplification factor of at least one relay valve, a solenoid valve installed in parallel with this pressure reducing valve, and a pressure reducing valve that changes the operating pressure amplification factor of at least one relay valve, and a solenoid valve installed in parallel with the pressure reducing valve, and a A pressure switching means including a differential pressure-responsive directional switching valve that selectively supplies the signal pressure and the signal pressure via the solenoid valve to the relay valve is provided, and at least one of the first and second relay valves is provided. A brake device for a vehicle, characterized in that one supply pressure is relatively changed during forward movement and backward movement.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11193884U JPS6126674U (en) | 1984-07-24 | 1984-07-24 | Vehicle brake device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11193884U JPS6126674U (en) | 1984-07-24 | 1984-07-24 | Vehicle brake device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6126674U JPS6126674U (en) | 1986-02-17 |
| JPH0235023Y2 true JPH0235023Y2 (en) | 1990-09-20 |
Family
ID=30671009
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11193884U Granted JPS6126674U (en) | 1984-07-24 | 1984-07-24 | Vehicle brake device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6126674U (en) |
-
1984
- 1984-07-24 JP JP11193884U patent/JPS6126674U/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6126674U (en) | 1986-02-17 |
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