JPH032451Y2 - - Google Patents
Info
- Publication number
- JPH032451Y2 JPH032451Y2 JP15668483U JP15668483U JPH032451Y2 JP H032451 Y2 JPH032451 Y2 JP H032451Y2 JP 15668483 U JP15668483 U JP 15668483U JP 15668483 U JP15668483 U JP 15668483U JP H032451 Y2 JPH032451 Y2 JP H032451Y2
- Authority
- JP
- Japan
- Prior art keywords
- pressure chamber
- shell
- movable
- wall
- constant pressure
- 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
- 230000002093 peripheral effect Effects 0.000 claims description 9
- 229910000831 Steel Inorganic materials 0.000 claims description 5
- 239000010959 steel Substances 0.000 claims description 5
- 239000011347 resin Substances 0.000 claims description 2
- 229920005989 resin Polymers 0.000 claims description 2
- 230000009466 transformation Effects 0.000 claims 1
- 230000000694 effects Effects 0.000 description 4
- 239000007798 antifreeze agent Substances 0.000 description 3
- 230000004323 axial length Effects 0.000 description 3
- 238000005260 corrosion Methods 0.000 description 2
- 230000007797 corrosion Effects 0.000 description 2
- 238000004904 shortening Methods 0.000 description 2
- 238000009825 accumulation Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 230000003014 reinforcing effect Effects 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
Landscapes
- Braking Systems And Boosters (AREA)
Description
【考案の詳細な説明】
〔考案の効象及びその利用分野〕
本考案は車両用タンデム型ブレーキブースタに
関し、特に、鋼板で形成した一対のフロントシエ
ルとリヤシエルとを結合してなるハウジングの内
部を、固定壁とこの固定壁及びリヤシエルを気密
的で摺動可能に貫通させた樹脂製の１片の可動ハ
ブと固定壁の前後に配置し且つ可動ハブに固定し
たフロント可動壁及びリヤ可動壁とによつて、フ
ロント定圧室、フロント変圧室、リヤ定圧室及び
リヤ変圧室の４室に区分し、このフロント定圧室
及びリヤ定圧室を互に連通させるとともにその一
方を負圧源に連通させ、またフロント変圧室とリ
ヤ変圧室を互に連通させ、リヤ変圧室をフロント
定圧室及びリヤ定圧室と大気とに選択的に連通さ
せる制御弁を可動ハブに内蔵させ、可動ハブの前
進力をフロントシエルに結合したブレーキマスタ
シリンダのピストンに伝達する出力部材を設けて
成る車両用タンデム型ブレーキブースタに関する
ものである。[Detailed description of the invention] [Effects of the invention and its field of application] The present invention relates to a tandem brake booster for vehicles, and in particular the interior of a housing formed by joining a pair of front shell and rear shell formed of steel plates. , a fixed wall, a movable hub made of resin that passes through the fixed wall and the rear shell in an airtight and slidable manner, and a front movable wall and a rear movable wall that are arranged before and after the fixed wall and fixed to the movable hub. The front constant pressure chamber and the rear constant pressure chamber are divided into four chambers: a front constant pressure chamber, a front variable pressure chamber, a rear constant pressure chamber, and a rear variable pressure chamber, and the front constant pressure chamber and the rear constant pressure chamber are communicated with each other, and one of them is communicated with a negative pressure source, In addition, a control valve is built into the movable hub to allow the front variable pressure chamber and the rear variable pressure chamber to communicate with each other, and to selectively communicate the rear variable pressure chamber with the front constant pressure chamber, the rear constant pressure chamber, and the atmosphere. The present invention relates to a tandem brake booster for a vehicle, which is provided with an output member that transmits power to a piston of a brake master cylinder coupled to a shell.
この種の従来装置としては、米国特許第
3897718号明細書に記載され、第３図に示したも
のがある。第３図において、１１はハウジング、
１２は小なる深さを有する容器状のフロントシエ
ル、１３は大なる深さを有する容器状のリヤシエ
ル、１４は固定壁、１５は可動ハブ、１６はフロ
ント可動壁、１７はリヤ可動壁、１８はフロント
定圧室、１９はフロント変圧室、２０はリヤ定圧
室、２１はリヤ変圧室である。フロント定圧室１
８とリヤ定圧室２０とは可動ハブ１５の軸方向穴
１５ａ及び半径方向孔１５ｂによつて互に連通
し、フロント定圧室１８は負圧入口部２２から負
圧源（一般的にエンジンのインテークマニホル
ド）に連通する。フロント変圧室１９とリヤ変圧
室２１は固定壁１４の外周部とリヤシエル１３の
内周面間に形成された隙間２３により互に連通す
る。２４は制御弁、２５は出力部材である。フロ
ント可動壁１６は鋼板で形成したプレツシヤプレ
ート２６とゴムで形成したダイヤフラム２７とか
ら成り、リヤ可動壁１７も鋼板で形成したプレツ
シヤプレート２８とゴムで形成したダイヤフラム
２９とから成る。このタンデム型ブレーキブース
タ１０は車両のエンジンルーム内に配置され、リ
ヤシエルをボルト・ナツトで車両のダツシユボー
ドに結合することで車両に取付けられ、フロント
シエル１２にはブレーキマスタシリンダのボデー
をボルト・ナツトで結合される。
As a conventional device of this type, U.S. Patent No.
There is one described in the specification of No. 3897718 and shown in FIG. In FIG. 3, 11 is a housing;
12 is a container-shaped front shell with a small depth; 13 is a container-shaped rear shell with a large depth; 14 is a fixed wall; 15 is a movable hub; 16 is a front movable wall; 17 is a rear movable wall; 19 is a front constant pressure chamber, 20 is a rear constant pressure chamber, and 21 is a rear variable pressure chamber. Front constant pressure chamber 1
8 and the rear constant pressure chamber 20 communicate with each other through an axial hole 15a and a radial hole 15b of the movable hub 15, and the front constant pressure chamber 18 is connected to a negative pressure source (generally an engine intake) from a negative pressure inlet 22. (manifold). The front variable pressure chamber 19 and the rear variable pressure chamber 21 communicate with each other through a gap 23 formed between the outer circumferential portion of the fixed wall 14 and the inner circumferential surface of the rear shell 13. 24 is a control valve, and 25 is an output member. The front movable wall 16 consists of a pressure plate 26 made of a steel plate and a diaphragm 27 made of rubber, and the rear movable wall 17 also consists of a pressure plate 28 made of a steel plate and a diaphragm 29 made of rubber. This tandem brake booster 10 is placed in the engine compartment of a vehicle, and is attached to the vehicle by connecting the rear shell to the vehicle's dash board with bolts and nuts.The body of the brake master cylinder is attached to the front shell 12 with bolts and nuts. be combined.
第３図の従来装置の問題点の１つは、冬期にお
いて路面に散布された凍結防止剤（塩）が車両走
行により舞い上がり、この舞い上がつた凍結防止
剤がリヤシエル１３の前端開口部で積極的に捕捉
されてリヤシエル開口部内に堆積し、フロントシ
エル１２とリヤシエル１３の結合部の腐食を促進
させることである。また、他の問題点としては今
日要求されている軽量化に対処しにくいことであ
る。すなわち、軽量化に対処するためには全体重
量の中で占める割合の大きいハウジング１１を薄
肉化して重量低減を計ることが有効であるが、ハ
ウジング１１の大部分を占めているリヤシエル１
３の肉厚はブースタ自身の振動荷重とブレーキマ
スタシリンダの振動荷重にも耐え得るように比較
的大きな寸法が必要であるため、フロントシエル
１２の板厚低減だけでは大した効果がでないので
ある。更なる問題点としては、フロント定圧室１
８とリヤ定圧室２０とを連通するのに可動ハブ１
５に半径方向孔１５ｂを設けていることから、今
日要求されているブースタ軸方向長さＬの短縮化
に対処しにくいことである。すなわち、半径方向
孔１５ｂの断面積はフロント定圧室１８とリヤ定
圧室出力間の連通に絞り効果を生じないよう比較
的大きな断面積が必要であり、このような断面積
は半径方向孔１５ｂをブースタ軸方向に短かく且
つブースタ周方向に長く形成することでも得るこ
とはできるが、そのようにした場合には可動ハブ
１５の断面積が半径方向孔１５ｂの位置で相当に
小さくなり、フロント可動壁１６の前進力を出力
部材２５に伝達する上で必要な引張り強度が確保
できないので、半径方向孔１５ｂはブースタ軸方
向にある程度長くせざるを得ず、従つて軸方向長
さＬの短縮が妨げられるのである。
One of the problems with the conventional system shown in FIG. This causes the particles to be trapped and deposited inside the rear shell opening, accelerating corrosion of the joint between the front shell 12 and the rear shell 13. Another problem is that it is difficult to meet today's demands for weight reduction. That is, in order to reduce the weight, it is effective to reduce the weight by thinning the housing 11, which accounts for a large proportion of the overall weight, but the rear shell 1, which accounts for the majority of the housing 11,
Since the wall thickness of the front shell 12 needs to be relatively large so that it can withstand the vibration load of the booster itself and the vibration load of the brake master cylinder, reducing the thickness of the front shell 12 alone does not have much effect. A further problem is that the front constant pressure chamber 1
8 and the rear constant pressure chamber 20.
Since the radial hole 15b is provided in the booster 5, it is difficult to meet the current demands for shortening the axial length L of the booster. That is, the radial hole 15b needs to have a relatively large cross-sectional area so as not to cause a throttling effect in the communication between the front constant pressure chamber 18 and the rear constant pressure chamber output. This can also be achieved by making the booster shorter in the axial direction and longer in the booster circumferential direction, but in that case, the cross-sectional area of the movable hub 15 becomes considerably small at the position of the radial hole 15b, and the front movable Since the tensile strength necessary to transmit the forward force of the wall 16 to the output member 25 cannot be secured, the radial hole 15b has to be lengthened to some extent in the booster axial direction, so that the axial length L can be shortened. It is hindered.
そこで、本考案は、路面より舞い上がつた凍結
防止剤等の微小物体がフロントシエルとリヤシエ
ルの結合部に入りにくくし、フロントシエルがハ
ウジングの大部分を占めるようにし、且つ、互に
連通すべき２室の連通のため可動ハブ上に存在す
る半径方向通路のブースタ軸方向寸法を従来より
も短くする、ことである。
Therefore, the present invention makes it difficult for minute objects such as anti-freeze agents that fly up from the road surface to enter the joint between the front shell and the rear shell, allows the front shell to occupy most of the housing, and allows communication between the front shell and the rear shell. The aim is to make the booster axial dimension of the radial passage existing on the movable hub for communication between the two chambers shorter than that of the prior art.
上記技術的課題を解決するために講じた技術的
手段は、フロントシエルを大なる深さの容器状
に形成する一方リヤシエルを小なる深さの容器状
に形成するとともにフロントシエルの開口部内に
リヤシエルを嵌入するようにし、固定壁はフロ
ントシエルの前端部内面に一体的に固着したフロ
ント部材とこのフロント部材に結合したリヤ部材
とで構成させるとともにこの固定壁の外周面とフ
ロントシエルの内周面間にリヤ定圧室の一部たる
隙間を形成し、この隙間を固定壁内部のフロン
ト定圧室と連通させる孔を固定壁に設け、リヤ
可動壁のプレツシヤプレートの内周部位には可動
ハブを囲撓し且つ固定壁のリヤ部材を気密的で摺
動可能に貫通する円筒部を一体的に設け、この
円筒部内周面と可動ハブ外周面間にリヤ変圧室と
連通する隙間を形成させ、この隙間を固定壁内
部のフロント変圧室に連通する半径方向通路を内
筒部又は可動ハブに形成する、ことである。
The technical means taken to solve the above technical problem is to form the front shell into a container shape with a large depth, while forming the rear shell into a container shape with a small depth, and to insert the rear shell into the opening of the front shell. The fixed wall is composed of a front member integrally fixed to the inner surface of the front end of the front shell and a rear member connected to this front member, and the outer circumferential surface of the fixed wall and the inner circumferential surface of the front shell are A gap that is part of the rear constant pressure chamber is formed in between, and a hole is provided in the fixed wall to communicate this gap with the front constant pressure chamber inside the fixed wall, and a movable hub is provided on the inner circumference of the pressure plate of the rear movable wall. A cylindrical part surrounding the fixed wall and slidably passing through the rear member of the fixed wall in an airtight manner is integrally provided, and a gap is formed between the inner peripheral surface of the cylindrical part and the outer peripheral surface of the movable hub to communicate with the rear variable pressure chamber. , a radial passage communicating this gap with the front variable pressure chamber inside the fixed wall is formed in the inner cylinder or the movable hub.
上記技術的手段は、車両走行中に路面より舞
い上がつた凍結防止剤等を積極的に捕捉する現象
を解消してフロントシエル及びリヤシエルの結合
部に凍結防止剤等が堆積することを軽減し腐食を
軽減するとともに、フロントシエルがハウジング
の大部分を占めるようにしてフロントシエルの薄
肉化によるハウジング重量の大幅な低減を可能と
する。また、技術的手段及びは、２つの定圧
室を互いに連通させるため通路を可動ハブの半径
方向に形成して可動ハブの軸長の短縮化を妨げる
ことなく、固定壁の外周側に形成することができ
る。また更に、技術的手段〜は、２つの変圧
室を互いに連通させるための通路を形成せしめ、
この手段によれば、２つの変圧室間の連通に作用
する隙間及び半径方向通路をブースタ周方向に長
いものとし且つその半径方向通路のブースタ軸方
向寸法を小にしても、この隙間は可動ハブの外周
部位のみに存在し、また半径方向通路は可動ハブ
の外周にて円筒部又は可動ハブに該可動ハブを貫
通させることなく存在していることから、可動ハ
ブの断面積を十分に確保でき、可動ハブの引張強
度を確保しつつブースタ軸方向寸法Ｌを従来より
短くできる。
The above technical means eliminates the phenomenon of actively capturing anti-freeze agents that fly up from the road surface while the vehicle is running, and reduces the accumulation of anti-freeze agents at the joint between the front shell and rear shell. In addition to reducing corrosion, the front shell occupies most of the housing, making it possible to significantly reduce the weight of the housing by making the front shell thinner. Further, the technical means is to form a passage in the radial direction of the movable hub in order to communicate the two constant pressure chambers with each other, and to form it on the outer peripheral side of the fixed wall without hindering the shortening of the axial length of the movable hub. I can do it. Furthermore, the technical means ~ forms a passage for communicating two pressure change chambers with each other,
According to this means, even if the gap and the radial passage that act on the communication between the two variable pressure chambers are made long in the circumferential direction of the booster, and the dimension of the radial passage in the axial direction of the booster is made small, this gap can be removed from the movable hub. Since the radial passage exists only on the outer periphery of the movable hub, and the radial passage exists on the outer periphery of the movable hub without penetrating the cylindrical part or the movable hub, a sufficient cross-sectional area of the movable hub can be secured. , the axial dimension L of the booster can be made shorter than before while ensuring the tensile strength of the movable hub.
以下、本考案の実施例を図面に基いて説明す
る。
Embodiments of the present invention will be described below with reference to the drawings.
第１図において、１０はタンデム型ブースタ全
体、１１はハウジング、１２はフロントシエル、
１３はリヤシエルであり、フロントシエル１２の
板厚はリヤシエル１３の板厚よりも小である。固
定壁１４はフロントシエル１２の前端部内面に溶
接されたフロント部材１４ａとこのフロント部材
１４ａの後端開口部内に嵌合され且つ結合された
リヤ部材１４ｂとから成る。フロント部材１４ａ
はブレーキマスタシリンダ用取付ボルト３０から
入る負荷をフロントシエル１２の前端部に分散さ
せる補強部材としても機能する。固定壁１４の内
部は可動ハブ１５とこの可動ハブ１５に結合され
たフロント可動壁１６によりフロント定圧室１８
とフロント変圧室１９とに区分され、ハウジング
１１と固定壁１４間の空間は可動ハブ１５とリヤ
可動壁１７とによりリヤ定圧室２０とリヤ変圧室
２１とに区分されている。 In FIG. 1, 10 is the entire tandem booster, 11 is the housing, 12 is the front shell,
13 is a rear shell, and the thickness of the front shell 12 is smaller than that of the rear shell 13. The fixed wall 14 consists of a front member 14a welded to the inner surface of the front end of the front shell 12, and a rear member 14b fitted into and coupled to the rear end opening of the front member 14a. Front member 14a
also functions as a reinforcing member that disperses the load applied from the brake master cylinder mounting bolt 30 to the front end of the front shell 12. The inside of the fixed wall 14 is formed into a front constant pressure chamber 18 by a movable hub 15 and a front movable wall 16 connected to the movable hub 15.
The space between the housing 11 and the fixed wall 14 is divided by the movable hub 15 and the rear movable wall 17 into a rear constant pressure chamber 20 and a rear variable pressure chamber 21.
可動ハブ１５は固定壁１４のリヤ部材１４ｂを
気密的で摺動可能に貫通している大径部１５ｃと
リヤシエル１３を気密的で摺動可能に貫通してい
る小径部１５ｄを有し、その大径部１５ｃの前端
外周にはフラジ１５ｅが設けられ、且つ、大径部
１５ｃの外周にはその後端からフランジ１５ｅの
近くまで軸方向に延在する一対の溝１５ｆが設け
られている（第１，２図参照）。フランジ１５ｅ
と溝１５ｆとの間にはフロント可動壁１６のダイ
ヤフラム２７の内周厚肉部２７ａをシール係合さ
せる円筒面１５ｇが残してあり、プレツシヤプレ
ート２６の内周には円筒面１５ｇとでダイヤフラ
ム２７の内周厚肉部２７ａを狭着するリング状部
２６ａが設けてある。リヤ可動壁１７のダイヤフ
ラム２９の内周部２９ａはプレツシヤプレート２
８の内周を抱き込むようにされており、またプレ
ツシヤプレート２８には可動ハブ１５の大径部１
５ｃを囲撓する円筒部材３１がその後端のフラン
ジ３１ａで溶接されている。円筒部材３１の前端
には可動ハブ１５の溝１５ｆの底面に当接する折
曲部３１ｂが設けられている。リヤ可動壁１７の
可動ハブ１５に対する前方移動は円筒部材３１の
折曲部３１ｂが溝１５ｆの前端壁面に当接するこ
とでストツプされ、又リヤ可動壁１７の可動ハブ
１５に対する後方移動は内周に後方へ傾けた係止
爪３２ａを設けたバネ材製リングプレート３２に
よりストツプされる。円筒部材３１の外径は可動
ハブ１５の円筒面１５ｇよりも大径であり、フロ
ント可動壁１６の可動ハブ１５に対する後方移動
をストツプさせる。フロント可動壁１６の可動ハ
ブ１５に対する前方移動はフランジ１５ｅでスト
ツプされる。 The movable hub 15 has a large diameter portion 15c that passes through the rear member 14b of the fixed wall 14 in an airtight and slidable manner, and a small diameter portion 15d that passes through the rear shell 13 in an airtight and slidable manner. A flange 15e is provided on the outer periphery of the front end of the large diameter portion 15c, and a pair of grooves 15f are provided on the outer periphery of the large diameter portion 15c, extending in the axial direction from the rear end to near the flange 15e. (See Figures 1 and 2). Flange 15e
A cylindrical surface 15g is left between the groove 15f and the cylindrical surface 15g for sealingly engaging the inner thick walled portion 27a of the diaphragm 27 of the front movable wall 16. A ring-shaped portion 26a is provided to narrowly attach the inner peripheral thick portion 27a of the diaphragm 27. The inner peripheral part 29a of the diaphragm 29 of the rear movable wall 17 is connected to the pressure plate 2.
The pressure plate 28 is designed to embrace the inner periphery of the movable hub 15, and the large diameter portion 1 of the movable hub 15 is attached to the pressure plate 28.
A cylindrical member 31 surrounding 5c is welded at a flange 31a at the rear end. The front end of the cylindrical member 31 is provided with a bent portion 31b that comes into contact with the bottom surface of the groove 15f of the movable hub 15. The forward movement of the rear movable wall 17 relative to the movable hub 15 is stopped when the bent portion 31b of the cylindrical member 31 comes into contact with the front end wall surface of the groove 15f, and the rearward movement of the rear movable wall 17 relative to the movable hub 15 is stopped at the inner periphery. It is stopped by a ring plate 32 made of a spring material and provided with a locking pawl 32a tilted rearward. The outer diameter of the cylindrical member 31 is larger than the cylindrical surface 15g of the movable hub 15, and stops the front movable wall 16 from moving backward relative to the movable hub 15. The forward movement of the front movable wall 16 relative to the movable hub 15 is stopped at the flange 15e.
溝１５ｆの存在によつて可動ハブ１５の大径部
１５ｃの外周と円筒部材３１の内周面間にはリヤ
変圧室２１と連通する隙間３３が形成され、この
隙間３３をフロント変圧室１９に連通する切欠き
状半径方向通路３４が円筒部材３１の前端に形成
される。 Due to the presence of the groove 15f, a gap 33 is formed between the outer periphery of the large diameter portion 15c of the movable hub 15 and the inner circumferential surface of the cylindrical member 31, which communicates with the rear variable pressure chamber 21, and this gap 33 is connected to the front variable pressure chamber 19. A communicating notched radial passageway 34 is formed in the forward end of the cylindrical member 31 .
固定壁１４の外周とフロントシエル１２の内周
面との間にはリヤ定圧室２０の一部たる隙間２０
ａが形成され、この隙間２０ａとフロント定圧室
１８を連通する孔１４ｃが固定壁１４に設けられ
ている。隙間２０ａはフロントシエル１２に設け
られた入口部２２からエンジンのインテークマニ
ホールドに連通される。 There is a gap 20 between the outer circumference of the fixed wall 14 and the inner circumference of the front shell 12, which is a part of the rear constant pressure chamber 20.
A is formed in the fixed wall 14, and a hole 14c is provided in the fixed wall 14 to communicate this gap 20a with the front constant pressure chamber 18. The gap 20a communicates with an intake manifold of the engine from an inlet portion 22 provided in the front shell 12.
可動ハブ１５内にはブレーキペダルに連動の入
力ロツド３５の可動ハブ１５に対する前後方向移
動により作動する周知の制御弁２４が内蔵されて
いる。この制御弁２４は入力ロツド３５の先端に
連結されたプランジヤ２４ａ、このプランジヤ２
４ａの後端のリング状弁部及びハブ１５のリング
状弁座部１５ｈと協同するポペツトバルブ２４ｂ
を有する。プランジヤ２４の可動ハブ１５に対す
る前後方向移動の両端は可動ハブ１５の半径方向
孔１５ｉに挿入され且つプランジヤ２４ａのリン
グ状溝に内端を係合したキー部材３６により設定
される。キー部材３６の板厚は半径方向孔１５ｉ
の軸方向寸法よりも小であり、キー部材３６は半
径方向孔１５ｉ内で第１図示の隙間分だけ前後方
向へ移動可能である。可動ハブ１５のハウジング
１１に対する後退限は半径方向孔１５ｉの前壁面
がキー部材３６の前面に当接し且つキー部材３６
の後面に固着されたゴム板３７がリヤシエル１３
内面に当接することで規定される。 A well-known control valve 24 is built in the movable hub 15 and is actuated by the longitudinal movement of an input rod 35 relative to the movable hub 15, which is interlocked with the brake pedal. This control valve 24 is connected to a plunger 24a connected to the tip of an input rod 35.
Poppet valve 24b cooperates with the ring-shaped valve portion at the rear end of 4a and the ring-shaped valve seat portion 15h of the hub 15.
has. Both ends of the forward and backward movement of the plunger 24 with respect to the movable hub 15 are set by a key member 36 inserted into the radial hole 15i of the movable hub 15 and whose inner end is engaged with a ring-shaped groove of the plunger 24a. The plate thickness of the key member 36 is the radial hole 15i.
The key member 36 is smaller than the axial dimension of the key member 36, and the key member 36 is movable in the front-rear direction within the radial hole 15i by the gap shown in the first figure. The retraction limit of the movable hub 15 with respect to the housing 11 is such that the front wall surface of the radial hole 15i abuts the front surface of the key member 36 and the key member 36
A rubber plate 37 fixed to the rear surface of the rear shell 13
Defined by contact with the inner surface.
プランジヤ２４ａの前方の３８は周知のゴムよ
り成るリアクシヨンデイスクで、可動ハブ１５に
より相対移動可能に支持された出力部材２５のカ
ツプ状後端部２５ａ内に収納されている。３９は
可動ハブ１５及び可動壁１６，１７のリターンス
プリング、４０及び４１は可動ハブ１５の摺動案
内部材、４２及び４３はシール部材である。 The front part 38 of the plunger 24a is a reaction disk made of well-known rubber, and is housed in the cup-shaped rear end 25a of the output member 25 supported by the movable hub 15 so as to be relatively movable. 39 is a return spring for the movable hub 15 and movable walls 16 and 17; 40 and 41 are sliding guide members for the movable hub 15; and 42 and 43 are seal members.
尚、ブースタ１０の組立時、フロント可動壁を
大径部１５ａ上に嵌合し且つ制御弁２４を内蔵せ
しめて成る可動ハブ１５とリターンスプリング３
９とをフロント部材１４ａに組込んだ後リヤ部材
１４ｂがフロント部材１４ａに結合され、次い
で、リヤ可動壁１６及びリングプレート３２が可
動ハブ１５上に嵌合され、次いでリヤシエル１３
がフロントハウジング１２と結合されるものであ
る。 Incidentally, when assembling the booster 10, the front movable wall is fitted onto the large diameter portion 15a, and the movable hub 15 and the return spring 3 are assembled, and the movable hub 15 has a built-in control valve 24.
9 is assembled into the front member 14a, the rear member 14b is coupled to the front member 14a, the rear movable wall 16 and the ring plate 32 are fitted onto the movable hub 15, and then the rear shell 13 is assembled into the front member 14a.
is connected to the front housing 12.
以上構造について説明したブースタ１０の作動
は、当業者であれば十分に理解されると思われる
ため省略する。尚、以上説明した実施例において
は、リヤ変圧室２１に連通される隙間３３をフロ
ント変圧室１９に連通する半径方向通路として、
円筒部材３１の折曲部３１ｂに切欠き状半径方向
通路３４を形成したが、本考案は円筒部材３１の
折曲部３１ｂが当接する可動ハブ１５の溝１５ｆ
の底面に半径方向通路を形成することもできる。 The operation of the booster 10 whose structure has been described above will be sufficiently understood by those skilled in the art, and will therefore be omitted. In the embodiment described above, the gap 33 communicating with the rear variable pressure chamber 21 is used as a radial passage communicating with the front variable pressure chamber 19.
Although the notched radial passage 34 is formed in the bent portion 31b of the cylindrical member 31, the present invention provides a groove 15f of the movable hub 15 that the bent portion 31b of the cylindrical member 31 comes into contact with.
It is also possible to form radial passages in the bottom surface of the tube.
第１図は本考案の一実施例の縦断面図、第２図
は第１図中の−線断面図、第３図は従来装置
を示す断面図である。
１１……ハンジング、１２……フロントシエ
ル、１３……リヤシエル、１４……固定壁、１４
ａ……フロント部材、１４ｂ……リヤ部材、１５
……可動ハブ、１６……フロント可動壁、１７…
…リヤ可動壁、３１……円筒部材。
FIG. 1 is a longitudinal sectional view of one embodiment of the present invention, FIG. 2 is a sectional view taken along the line -- in FIG. 1, and FIG. 3 is a sectional view showing a conventional device. 11... Hanging, 12... Front shell, 13... Rear shell, 14... Fixed wall, 14
a...Front member, 14b...Rear member, 15
...Movable hub, 16...Front movable wall, 17...
...Rear movable wall, 31...Cylindrical member.
Claims (1)
エルとを結合してなるハウジングの内部を、固定
壁とこの固定壁及びリヤシエルを気密的で摺動可
能に貫通させた樹脂製の１片の可動ハブと固定壁
の前後に配置し且つ可動ハブに固定したフロント
可動壁及びリヤ可動壁とによつて、フロント定圧
室、フロント変圧室、リヤ定圧室及びリヤ変圧室
の４室に区分し、このフロント定圧室及びリヤ定
圧室を互に連通させるとともにその一方を負圧源
に連通させ、またフロント変圧室とリヤ変圧室を
互に連通させ、リヤ変圧室をフロント定圧室及び
リヤ定圧室と大気とに選択的に連通させる制御弁
を可動ハブに内蔵させ、可動ハブの前進力をフロ
ントシエルに結合したブレーキマスタシリンダの
ピストンに伝達する出力部材を設けて成る車両用
タンデム型ブレーキブースタにおいて、前記フロ
ントシエルを大なる深さの容器状に形成する一方
前記リヤシエルを小なる深さの容器状に形成して
そのフロントシエルの開口部内にそのリヤシエル
を嵌入するようにし、前記固定壁は前記フロント
シエルの前端部内面に一体的に固着したフロント
部材とこのフロント部材に結合したリヤ部材とで
構成させるとともにこの固定壁の外周面と前記フ
ロントシエルの内周面間に前記リヤ定圧室の一部
たる隙間を形成させ、この隙間を前記固定壁内部
の前記フロント定圧室と連通させる孔を前記固定
壁に形成し、前記リヤ可動壁を構成する鋼板より
成るプレツシヤプレートの内周部位には前記可動
ハブを囲撓し且つ前記固定壁の前記リヤ部材を気
密的で摺動可能に貫通する円筒部を一体的に設
け、この円筒部内周面と前記可動ハブ外周面間に
前記リヤ変圧室と連通する隙間を形成させ、この
隙間を前記固定壁内部のフロント変圧室に連通す
る半径方向通路を前記円筒部又は前記可動ハブに
形成して成る車両用タンデム型ブレーキブース
タ。 The interior of the housing, which is formed by joining a pair of front shell and rear shell formed of steel plates, is fixed to a fixed wall and a single movable hub made of resin that passes through the fixed wall and the rear shell in an airtight and slidable manner. The front constant pressure chamber is divided into four chambers: a front constant pressure chamber, a front variable pressure chamber, a rear constant pressure chamber, and a rear variable pressure chamber, by a front movable wall and a rear movable wall placed at the front and rear of the wall and fixed to the movable hub. and the rear constant pressure chambers are communicated with each other and one of them is communicated with a negative pressure source, and the front variable pressure chamber and the rear variable pressure chamber are communicated with each other, and the rear variable pressure chamber is selected as the front constant pressure chamber, the rear constant pressure chamber, and the atmosphere. A tandem brake booster for a vehicle, comprising a control valve built into a movable hub and an output member for transmitting the forward force of the movable hub to a piston of a brake master cylinder coupled to a front shell. The rear shell is formed into a container shape with a large depth, while the rear shell is formed into a container shape with a small depth, and the rear shell is fitted into the opening of the front shell, and the fixed wall is formed at the front end of the front shell. It is composed of a front member integrally fixed to the inner surface and a rear member coupled to the front member, and a gap serving as a part of the rear constant pressure chamber is formed between the outer peripheral surface of the fixed wall and the inner peripheral surface of the front shell. A hole is formed in the fixed wall to communicate this gap with the front constant pressure chamber inside the fixed wall, and the movable hub is provided on the inner circumference of a pressure plate made of a steel plate constituting the rear movable wall. A cylindrical part is integrally provided that surrounds and slidably penetrates the rear member of the fixed wall in an airtight manner, and a gap communicates with the rear transformation chamber between the inner peripheral surface of the cylindrical part and the outer peripheral surface of the movable hub. A tandem brake booster for a vehicle, wherein a radial passage is formed in the cylindrical portion or the movable hub to communicate this gap with a front variable pressure chamber inside the fixed wall.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15668483U JPS6062363U (en) | 1983-10-07 | 1983-10-07 | Tandem type brake booster for vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15668483U JPS6062363U (en) | 1983-10-07 | 1983-10-07 | Tandem type brake booster for vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6062363U JPS6062363U (en) | 1985-05-01 |
| JPH032451Y2 true JPH032451Y2 (en) | 1991-01-23 |
Family
ID=30345656
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15668483U Granted JPS6062363U (en) | 1983-10-07 | 1983-10-07 | Tandem type brake booster for vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6062363U (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6299258A (en) * | 1985-10-28 | 1987-05-08 | Jidosha Kiki Co Ltd | Passage means for tandem brake booster device |
| JP2650213B2 (en) * | 1988-12-15 | 1997-09-03 | 自動車機器株式会社 | Negative pressure booster |
| JP2760132B2 (en) * | 1990-04-12 | 1998-05-28 | 自動車機器株式会社 | Booster |
-
1983
- 1983-10-07 JP JP15668483U patent/JPS6062363U/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6062363U (en) | 1985-05-01 |
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