JPH0362577B2 - - Google Patents
Info
- Publication number
- JPH0362577B2 JPH0362577B2 JP58160870A JP16087083A JPH0362577B2 JP H0362577 B2 JPH0362577 B2 JP H0362577B2 JP 58160870 A JP58160870 A JP 58160870A JP 16087083 A JP16087083 A JP 16087083A JP H0362577 B2 JPH0362577 B2 JP H0362577B2
- Authority
- JP
- Japan
- Prior art keywords
- control
- valve
- liquid chamber
- piston
- hydraulic 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 - Lifetime
Links
- 239000007788 liquid Substances 0.000 claims description 51
- 239000012530 fluid Substances 0.000 claims description 23
- 230000005540 biological transmission Effects 0.000 claims description 2
- 238000005192 partition Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
- B60T8/266—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means
- B60T8/268—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels using valves or actuators with external control means using the valves of an ABS, ASR or ESP system
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Control Valves For Brake Systems (AREA)
- Regulating Braking Force (AREA)
Description
【発明の詳細な説明】
本発明は車両のアンチロツク制御に用いる液圧
制御装置に関し、詳しくは、後輪ブレーキ液圧を
減圧して伝達させる所謂プロポーシヨニングバル
ブの機能を併せ備えた液圧制御装置に関するもの
である。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a hydraulic pressure control device used for anti-lock control of a vehicle, and more specifically, a hydraulic pressure control device that also has the function of a so-called proportioning valve that reduces and transmits rear wheel brake fluid pressure. It is related to the device.
一般に、車両制動時のブレーキ力過多に起因し
て生ずる車輪ロツク現象の危険を避けるために、
車輪ロツクの発生ないしその発生前兆を検知して
ブレーキ液圧を緩めるように制御するアンチロツ
ク制御のためのシステムは種々提案されている。
ところでこのようなアンチロツク制御システムを
装備した車両においても、後輪ブレーキ液圧を前
輪側に比べて低減させて伝達する所謂プロポーシ
ヨニングバルブを併設させるのが通常である。こ
れは万一のアンチロツク制御システムの失陥を考
慮し、この場合にも後輪側のブレーキ過多が生じ
ないようにするなどのためである。 In general, to avoid the risk of wheel locking caused by excessive braking force when braking a vehicle,
Various anti-lock control systems have been proposed that detect the occurrence of wheel lock or a sign of its occurrence and control the brake fluid pressure to be relieved.
By the way, even in a vehicle equipped with such an anti-lock control system, a so-called proportioning valve is usually installed, which transmits the brake fluid pressure to the rear wheels at a lower level than that to the front wheels. This is to take into consideration the unlikely event that the anti-lock control system fails, and to prevent excessive braking on the rear wheels even in such a case.
しかし、このような形式ではアンチロツク制御
のためのバルブ機構と、プロポーシヨニングバル
ブとが重複し、部品数の増加、必要容積の増大等
様々な難点を招く結果となる。 However, in this type, the valve mechanism for anti-lock control and the proportioning valve overlap, resulting in various problems such as an increase in the number of parts and an increase in required volume.
そこで本発明においては、前記二種のバルブは
いずれもブレーキ液圧系の制御に用いられるもの
であるという共通点があるから、この共通点をた
くみに利用して、全体として構造が簡単でかつ前
記両者バルブの機能を充分に発揮できる液圧制御
装置を提供することを目的とするものである。 Therefore, in the present invention, since the above-mentioned two types of valves have a common feature in that they are both used for controlling the brake fluid pressure system, this common feature is skillfully utilized to simplify the structure as a whole. It is an object of the present invention to provide a hydraulic pressure control device that can fully exhibit the functions of both of the valves.
而してかかる目的を達成するための本発明の要
旨とするところは、軸方向に並らんで実質同心的
に形成されかつ互いに液密封止された第１、第２
のシリンダと、第１シリンダ内に収容されて後輪
側伝達ブレーキ液圧を減圧制御するプロポーシヨ
ニングバルブと、第２シリンダ内に収容されてブ
レーキ系とは独立した制御液圧の作用力により軸
方向片側に強制的に移動される制御ピストンと、
前記制御液圧の上昇下降を制御するアンチロツク
制御用の液圧制御機構とを備え、前記プロポーシ
ヨニングバルブは、マスタシリンダに通ずる入力
液室および後輪ブレーキ装置に通ずる出力液室
と、これら両液室からの液圧力の差により出力液
室方向への偏倚バネ力に抗して入力液室方向に移
動しうるように設けられたバルブピストンと、該
出力液室方向への偏倚バネ力を作用する折点スプ
リングとを備え、該両液室からの液圧力の差によ
り偏倚バネ力に抗して入力液室方向に該バルブピ
ストンが一定量移動して前記入・出力液室間の常
開連通流路が閉じる弁を形成するように構成し、
前記制御ピストンは、前記軸方向片側への強制移
動がバルブピストンの入力液室への移動と一致す
るように該バルブピストンに連動連結させたこと
を特徴とするアンチロツク制御に用いる液圧制御
装置にある。 The gist of the present invention for achieving such an object is to provide a first and a second first and second parts arranged in the axial direction, substantially concentrically formed, and liquid-tightly sealed to each other.
cylinder, a proportioning valve that is housed in the first cylinder and controls the pressure reduction of the rear wheel transmission brake fluid pressure, and a proportioning valve that is housed in the second cylinder and controls the hydraulic pressure that is independent of the brake system. a control piston that is forced to move to one side in the axial direction;
a hydraulic pressure control mechanism for anti-lock control that controls the rise and fall of the control hydraulic pressure; A valve piston is provided so as to be able to move toward the input liquid chamber against the bias spring force toward the output liquid chamber due to a difference in fluid pressure from the liquid chamber, and the valve piston is configured to move toward the input liquid chamber against the bias spring force toward the output liquid chamber. The valve piston moves a certain amount in the direction of the input liquid chamber against the biasing spring force due to the difference in liquid pressure from the two liquid chambers, thereby creating a constant state between the input and output liquid chambers. configured such that the open communication channel forms a closed valve;
The control piston is interlocked with the valve piston so that the forced movement to one side in the axial direction coincides with the movement of the valve piston into the input liquid chamber. be.
以下本発明を図面に示す実施例に基づいて説明
する。 The present invention will be described below based on embodiments shown in the drawings.
第１図は本発明の一実施例を示し、一つの後輪
ブレーキ装置に一つの液圧制御装置を適用させた
場合のものである。 FIG. 1 shows an embodiment of the present invention, in which one hydraulic pressure control device is applied to one rear wheel brake device.
図において、１はブレーキペダル、２はマスタ
シリンダ、３はリザーバである。 In the figure, 1 is a brake pedal, 2 is a master cylinder, and 3 is a reservoir.
４は液圧制御装置のバルブボデイであり、隔壁
５を挾んで両側に同一をなす第１、第２のシリン
ダ６，７が形成されている。 Reference numeral 4 designates a valve body of a hydraulic pressure control device, in which identical first and second cylinders 6 and 7 are formed on both sides with a partition wall 5 in between.
９は隔壁４の貫通孔８を挿通して第１、第２シ
リンダ６，７に渡るように設けられたピストンで
あり、第１シリンダ６内に滑合するバルブピスト
ン部１０と、第２シリンダ７内に滑合する制御ピ
ストン部１１とからなつている。 A piston 9 is provided so as to pass through a through hole 8 of the partition wall 4 and span the first and second cylinders 6, 7, and includes a valve piston portion 10 that slides into the first cylinder 6, and a valve piston portion 10 that slides into the first cylinder 6, and a valve piston portion 10 that slides into the first cylinder 6. 7, and a control piston portion 11 which fits within the control piston 7.
そして前記バルブピストン部１０は、第１シリ
ンダ６内を、マスタシリンダ２に通ずる入力液室
ａ（本例では第２シリンダ７側）と、後輪ブレー
キ装置１９に通ずる出力液室ｂに区画すると共
に、内部に常開型の一方向弁１２を内蔵し、この
一方向弁１２が図示する出力液室ｂ側に偏倚した
初期位置においてはボール１３が係止杆１４によ
り弁座１５から離れて連通流路１７を開き、ピス
トン９が入力液室ａ方向に移動したときには、ボ
ール１３が弁座１５に着座して連通流路１７を閉
じるように設けられている。なお１６はボール１
３を弁座１５方向に推すホールドスプリングであ
り、またピストン９を出力液室ｂ方向に偏倚させ
ておくバネ力は、本例では第２シリンダ内の制御
ピストン部１１に係合する折点スプリング１８に
よつて与えられるようになつている。 The valve piston section 10 divides the inside of the first cylinder 6 into an input liquid chamber a (in this example, on the second cylinder 7 side) that communicates with the master cylinder 2 and an output liquid chamber b that communicates with the rear wheel brake device 19. In addition, a normally open one-way valve 12 is built inside, and in the initial position where the one-way valve 12 is biased toward the output liquid chamber b side shown in the figure, the ball 13 is separated from the valve seat 15 by the locking rod 14. When the communication passage 17 is opened and the piston 9 moves toward the input liquid chamber a, the ball 13 is seated on the valve seat 15 and closes the communication passage 17. Note that 16 is ball 1
3 in the direction of the valve seat 15, and the spring force that biases the piston 9 in the direction of the output liquid chamber b is, in this example, a corner spring that engages with the control piston part 11 in the second cylinder. 18.
なおこのバルブピストン部１０の構成によつて
得られる後輪ブレーキ液圧（すなわち出力液圧
Pb）の制御状態は、所謂プロポーシヨニングバ
ルブのものであり、図示する面積A1，A2の関係
と、折点スプリング１８のバネ力Ｆの関係で、一
定の折点値までは入・出力液室の液圧Pa，Pbは
Pb＝Pbで上昇し、その後一方向弁１２が閉じた
ときの一定値Piを折点として、tanθ＝（A2−
A1）／A2＜１なる関係で出力液Pbは入力液圧Pa
に対し減圧状態で上昇するのである。この際一方
向弁１２は開閉を繰り返している。 Note that the rear wheel brake fluid pressure (that is, the output fluid pressure) obtained by the configuration of this valve piston portion 10
The control state of P b ) is that of a so-called proportioning valve, and depending on the relationship between the areas A 1 and A 2 shown in the figure and the spring force F of the corner spring 18, the input is not possible until a certain corner value.・The liquid pressure Pa and Pb in the output liquid chamber are
Pb=Pb rises, and then the corner point is a constant value Pi when the one-way valve 12 is closed, tanθ=(A 2 −
A 1 )/A 2 < 1, so the output liquid Pb is equal to the input liquid pressure Pa
In contrast, it rises under reduced pressure. At this time, the one-way valve 12 is repeatedly opened and closed.
また第２シリンダ７内の制御ピストン部１１
は、該第２シリンダ７内を制御油室ｃと液圧開放
油室ｄとに区画し、制御油室ｃには、一対の給・
排電磁弁２０，２１を介して制御液圧が伝達され
るようになつている。そしてこの制御液圧によつ
て制御ピストン部１１に与えられる液圧力の作用
方向は、前記プロポーシヨニングバルブのバルブ
ピストン部１０を入力液室ｂ側に移動させる方向
に一致されている。 Also, the control piston part 11 in the second cylinder 7
The inside of the second cylinder 7 is divided into a control oil chamber c and a hydraulic release oil chamber d, and the control oil chamber c has a pair of supply and
Control hydraulic pressure is transmitted via exhaust solenoid valves 20 and 21. The direction of action of the hydraulic pressure applied to the control piston section 11 by this control hydraulic pressure coincides with the direction in which the valve piston section 10 of the proportioning valve is moved toward the input liquid chamber b.
ここで前記給液電磁弁２０は常閉型をなし、図
示しない適宜の液圧源（蓄圧器、あるいは車両の
適宜のパワーソースユニツトを利用）からの液圧
を、電磁的な開路によつて制御液室ｃに伝達する
ものである。また排液電磁弁２１は常開型をな
し、通常は制御液室ｃの圧力を液圧開放液室ｄを
介してリザーバ３に逃がすように設けられ、電磁
的な閉路によつて制御液室ｃ内の液圧をホールド
できるように設けられている。 Here, the fluid supply solenoid valve 20 is of a normally closed type, and receives fluid pressure from an appropriate fluid pressure source (not shown) (using a pressure accumulator or an appropriate power source unit of the vehicle) through an electromagnetic opening. It is transmitted to the control liquid chamber c. The liquid drain solenoid valve 21 is of a normally open type, and is normally provided so as to release the pressure in the control liquid chamber c to the reservoir 3 via the liquid pressure release liquid chamber d. It is provided so that the hydraulic pressure in c can be held.
このような構成の第２シリンダ７側の構成によ
れば、制御液室ｃに液圧が与えられたときに図示
面積A1，A3の関係で、Pc（A3−A1）なる液圧力
が図の右方に作用し、ピストン９のバルブピスト
ン部１０は入力液室ａ方向に移動されることにな
る。 According to the configuration on the second cylinder 7 side having such a configuration, when hydraulic pressure is applied to the control liquid chamber c, the liquid becomes Pc(A 3 −A 1 ) due to the relationship between the illustrated areas A 1 and A 3 . Pressure acts to the right in the figure, and the valve piston portion 10 of the piston 9 is moved toward the input liquid chamber a.
なおこのような制御液室ｃに液圧が与えられる
のは、図示しない電気的なアンチロツク制御回路
によつて、車両制動時の車輪ロツクが検出され、
ないしは車輪ロツクの前兆が検出された場合であ
り、常時は給液弁２０の閉・排液弁の開のものを
それぞれ反対モードに切替えることによつて制御
液圧室ｃに液圧Pcが与えられ、初期位置に復帰
させることで液圧Pcがリザーバ３に抜けること
になる。なお本例では液圧供給時には給液弁２０
の開閉繰り返しでその液圧Pcの上昇程度を選択
可能であり、また排液時には排液弁２１の開閉繰
り返しでホールドしている液圧下降程度を選択可
能である。 The hydraulic pressure is applied to the control fluid chamber c when wheel lock is detected during vehicle braking by an electrical anti-lock control circuit (not shown).
This is a case where a sign of wheel lock is detected, and the hydraulic pressure Pc is applied to the control hydraulic pressure chamber c by switching the closed mode of the liquid supply valve 20 and the open mode of the liquid drain valve to opposite modes. By returning it to the initial position, the hydraulic pressure Pc is released to the reservoir 3. In this example, when supplying hydraulic pressure, the liquid supply valve 20
The degree of increase in the hydraulic pressure Pc can be selected by repeatedly opening and closing the drain valve 21, and the degree to which the hydraulic pressure is lowered can be selected by repeatedly opening and closing the drain valve 21 during draining.
なお、給液弁および排液弁の電磁作動を行なわ
せる信号の出力特性については、既知のアンチス
キツド制御方法に従えばよい。 Note that the output characteristics of the signals for electromagnetically operating the liquid supply valve and the liquid drain valve may be determined according to a known anti-skid control method.
以上の液圧制御装置の全体作動について述べる
と、通常は第１シリンダ６内のバルブピストン部
１０の動きにより、後輪ブレーキ装置には折点減
圧されたブレーキ液圧が伝えられる。 Describing the overall operation of the above hydraulic pressure control device, normally, the movement of the valve piston portion 10 within the first cylinder 6 transmits the reduced brake hydraulic pressure to the rear wheel brake device.
そして車両制動に伴なつて車輪ロツクが発生し
た場合には、前記したように制御液室ｃに所定の
液圧が伝えられ、ピストン９には更にPc（A3−
A1）なる液圧力が入力液室ａ方向への移動力と
して重畳的に作用し、このためにピストン９が移
動して出力液室ｂ内の容積増大にしたがつてブレ
ーキ液圧Pbの降下が行なわれる。このとき一方
向弁１２は閉じている。 When wheel lock occurs due to vehicle braking, a predetermined hydraulic pressure is transmitted to the control fluid chamber c as described above, and the piston 9 is further supplied with Pc(A 3 −
The hydraulic pressure A1 ) acts in a superimposed manner as a moving force in the direction of the input liquid chamber a, which causes the piston 9 to move and the volume in the output liquid chamber b to increase, resulting in a drop in the brake hydraulic pressure Pb. will be carried out. At this time, the one-way valve 12 is closed.
その後車輪ロツクの解消に伴なつて制御液室ｃ
の液圧Pcを降下させれば、ピストン９は入・出
力液室ａ，ｂ間の液圧バランスに従つて出力液室
ｂ方向に戻り移動し、ブレーキ液圧Pbの再上昇
が行なわれる。この動作の繰り返しによつて車輪
ロツクの好適な防止が図られるのである。 Afterwards, as the wheel lock is released, the control liquid chamber c
When the hydraulic pressure Pc is lowered, the piston 9 moves back toward the output fluid chamber b according to the fluid pressure balance between the input and output fluid chambers a and b, and the brake fluid pressure Pb is raised again. By repeating this operation, wheel lock can be effectively prevented.
なお、本例の場合、アンチロツク制御中にブレ
ーキペダルへの踏下解除が行なわれたときのブレ
ーキ液のマスタシリンダ側への戻りを保証する上
から、出力液室ｂから入力液室ａへの液の戻りの
みを許容するようにピストンカツプ型のシール部
材２２をピストン９と第１シリンダ６の間に介在
させているが、これは他のリリーフ弁によつて置
き換えてもよい。２３，２４はシール部材であ
る。第２図は本発明の他実施例を示し、車両ブレ
ーキ系を所謂クロス配管型に接続して、液圧制御
装置を両側後輪ブレーキ装置１９左後、１９右後
に対して共通一体化した場合のものを示してい
る。 In this example, in order to ensure that the brake fluid returns to the master cylinder side when the brake pedal is released during anti-lock control, the flow from the output fluid chamber b to the input fluid chamber a is Although a piston cup type seal member 22 is interposed between the piston 9 and the first cylinder 6 to allow only the return of liquid, this may be replaced by another relief valve. 23 and 24 are sealing members. FIG. 2 shows another embodiment of the present invention, in which the vehicle brake system is connected in a so-called cross piping type, and the hydraulic pressure control device is commonly integrated with both rear wheel brake devices 19 left rear and 19 right rear. It shows things.
本例における特徴は、一対の液圧制御装置を左
右対称的に配置することで折点スプリング１８を
共用化し、また給・排弁２０，２１を共用化させ
ている点にある。すなわちこのような共用化を行
なつているのは、後輪アンチロツク制御の場合に
おいては片側の車輪ロツク発生時に両側車輪を同
様なブレーキ制御状態におくことが一般的に望ま
しいためであり、これを一般的には後輪アンチロ
ツクの軸制御と称することがある。なお本例にお
ける図示符号は第１図のものと共通するものにつ
いて同一の符号を付しており、したがつてその説
明は省略する。 The feature of this example is that by arranging the pair of hydraulic pressure control devices symmetrically, the corner spring 18 is shared, and the supply/discharge valves 20 and 21 are shared. In other words, the reason for this sharing is that in the case of rear wheel antilock control, it is generally desirable to have both wheels in the same brake control state when one wheel locks up. Generally, this is sometimes referred to as rear wheel anti-lock shaft control. In this example, the same reference numerals as those in FIG. 1 are given to the same reference numerals, and therefore, the explanation thereof will be omitted.
以上述べた如く、本発明よりなるアンチロツク
制御に用いる液圧制御装置においては、後輪ブレ
ーキ液圧の減圧制御をなすプロポーシヨニングバ
ルブと、アンチロツク制御をなすバルブ機構が、
一つの小型の構造内に収容され、しかも二つの機
能に対し適当な動作を行なうことができるために
その有用性は極めて大なるものである。なお本発
明は図示のものに限定されるものではなく、例え
ばプロポーシヨニングバルブの構造も、支障のな
い限り既知のものをそのまま適用することもでき
るし、また第１図の第２シリンダを第１シリンダ
に対して図の左側に配置してもよいのであり、ま
たピストン９もバルブピストン部と制御ピストン
部が一体である必要性も特にない。 As described above, in the hydraulic pressure control device used for antilock control according to the present invention, the proportioning valve that performs pressure reduction control of the rear wheel brake fluid pressure and the valve mechanism that performs antilock control are
Its usefulness is enormous because it can be housed in one compact structure and yet perform appropriate operations for two functions. It should be noted that the present invention is not limited to what is shown in the drawings; for example, the structure of the proportioning valve can be applied as is, as long as there is no problem, or the second cylinder in FIG. It may be arranged on the left side of the figure with respect to one cylinder, and there is no particular need for the piston 9 to have the valve piston section and the control piston section integrated.
図面第１図は本発明の一実施例を示す液圧制御
装置の断面を含む構成概要図、第２図はクロス配
管型とした場合の同構成概要図である。
１：ブレーキペダル、２：マスタシリンダ、
３：リザーバ、４：バルブボデイ、５：隔壁、
６：第１シリンダ、７：第２シリンダ、８：貫通
孔、９：ピストン、１０：バルブピストン部、１
１：制御ピストン部、１２：一方向弁、１３：ボ
ール、１４：係止杆、１５：弁座、１６：ホール
ドスプリング、１７：連通流路、１８：折点スプ
リング、１９：ブレーキ装置、２０：給液電磁弁
（給液弁）、２１：排液電磁弁（排液弁）、２２，
２３，２４：シール部材。
FIG. 1 is a schematic diagram of the configuration including a cross section of a hydraulic pressure control device showing one embodiment of the present invention, and FIG. 2 is a schematic diagram of the same configuration in the case of a cross piping type. 1: Brake pedal, 2: Master cylinder,
3: Reservoir, 4: Valve body, 5: Partition wall,
6: First cylinder, 7: Second cylinder, 8: Through hole, 9: Piston, 10: Valve piston part, 1
1: Control piston part, 12: One-way valve, 13: Ball, 14: Locking rod, 15: Valve seat, 16: Hold spring, 17: Communication flow path, 18: Corner spring, 19: Brake device, 20 : Liquid supply solenoid valve (liquid supply valve), 21: Drainage solenoid valve (drainage valve), 22,
23, 24: Seal member.
Claims (1)
互いに液密封止された第１、第２のシリンダと、
第１シリンダ内に収容されて後輪側伝達ブレーキ
液圧を減圧制御するプロポーシヨニングバルブ
と、第２シリンダ内に収容されてブレーキ系とは
独立した制御液圧の作用力により軸方向片側に強
制的に移動される制御ピストンと、前記制御液圧
の上昇下降を制御するアンチロツク制御用の液圧
制御機構とを備え、前記プロポーシヨニングバル
ブは、マスタシリンダに通ずる入力液室および後
輪ブレーキ装置に通ずる出力液室と、これら両液
室からの液圧力の差により出力液室方向への偏倚
バネ力に抗して入力液室方向に移動しうるように
設けられたバルブピストンと、該出力液室方向へ
の偏倚バネ力を作用する折点スプリングとを備
え、該両液室からの液圧力の差により偏倚バネ力
に抗して入力液室方向に該バルブピストンが一定
量移動して前記入・出力液室間の常開連通流路が
閉じる弁を形成するように構成し、前記制御ピス
トンは、前記軸方向片側への強制移動がバルブピ
ストンの入力液室への移動と一致するように該バ
ルブピストンに連動連結させたことを特徴とする
アンチロツク制御に用いる液圧制御装置。1 first and second cylinders arranged in the axial direction, substantially concentrically formed and liquid-tightly sealed to each other;
A proportioning valve is housed in the first cylinder and controls the pressure reduction of the transmission brake fluid pressure on the rear wheel side, and a proportioning valve is housed in the second cylinder and is controlled to one side in the axial direction by the acting force of the control fluid pressure that is independent of the brake system. The proportioning valve includes a control piston that is forcibly moved and a hydraulic pressure control mechanism for anti-lock control that controls the rise and fall of the control hydraulic pressure, and the proportioning valve has an input liquid chamber communicating with the master cylinder and a rear wheel brake. an output liquid chamber communicating with the device; a valve piston provided so as to be able to move toward the input liquid chamber against a biasing spring force toward the output liquid chamber due to a difference in liquid pressure from these two liquid chambers; and a corner spring that applies a biasing spring force in the direction of the output liquid chamber, and the valve piston moves a certain amount in the direction of the input liquid chamber against the biasing spring force due to the difference in liquid pressure from the two liquid chambers. the control piston is configured such that the normally open communication passage between the input and output liquid chambers forms a closed valve, and the forced movement of the control piston to one side in the axial direction coincides with the movement of the valve piston to the input liquid chamber. 1. A hydraulic pressure control device used for anti-lock control, characterized in that the hydraulic pressure control device is interlocked and connected to the valve piston so as to perform anti-lock control.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16087083A JPS6053452A (en) | 1983-09-01 | 1983-09-01 | Hydraulic controller used for antilock control |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16087083A JPS6053452A (en) | 1983-09-01 | 1983-09-01 | Hydraulic controller used for antilock control |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6053452A JPS6053452A (en) | 1985-03-27 |
| JPH0362577B2 true JPH0362577B2 (en) | 1991-09-26 |
Family
ID=15724146
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP16087083A Granted JPS6053452A (en) | 1983-09-01 | 1983-09-01 | Hydraulic controller used for antilock control |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6053452A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2540743B2 (en) * | 1987-10-08 | 1996-10-09 | 株式会社日本自動車部品総合研究所 | Breaking device |
| JPH02185846A (en) * | 1989-01-11 | 1990-07-20 | Akebono Brake Ind Co Ltd | Antilock device |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5313066A (en) * | 1976-07-22 | 1978-02-06 | Aisin Seiki Co Ltd | Anti-skid control system |
-
1983
- 1983-09-01 JP JP16087083A patent/JPS6053452A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5313066A (en) * | 1976-07-22 | 1978-02-06 | Aisin Seiki Co Ltd | Anti-skid control system |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6053452A (en) | 1985-03-27 |
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