JPH037534B2 - - Google Patents
Info
- Publication number
- JPH037534B2 JPH037534B2 JP57214285A JP21428582A JPH037534B2 JP H037534 B2 JPH037534 B2 JP H037534B2 JP 57214285 A JP57214285 A JP 57214285A JP 21428582 A JP21428582 A JP 21428582A JP H037534 B2 JPH037534 B2 JP H037534B2
- Authority
- JP
- Japan
- Prior art keywords
- hydraulic pressure
- valve
- skid control
- brake
- 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
- 239000012530 fluid Substances 0.000 claims description 23
- 230000005540 biological transmission Effects 0.000 claims description 13
- 239000007788 liquid Substances 0.000 description 12
- 238000004891 communication Methods 0.000 description 4
- 230000004913 activation Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000005452 bending Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 230000001629 suppression Effects 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
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/3225—Systems specially adapted for single-track vehicles, e.g. motorcycles
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】
本発明は車両のブレーキ系に用いるアンチスキ
ツド制御装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an anti-skid control device used in a vehicle brake system.
既知の如く、車両制動時において生ずることの
ある車輪ロツク現象は、車両走行の方向性、操舵
性を失なわせることになるため、このような車輪
ロツクが生ずる場合にはブレーキ液圧を降下させ
てスキツド発生を防ぐようにする工夫が多くなさ
れている。これを一般にアンチスキツド制御と称
しており、このための具体的装置としては、車両
の走行速度と車輪の回転速度状態の関係などか
ら、車輪の減速が大きすぎ、路面との間の好適な
スリツプ率が維持されずに滑走状態が発生してい
ることを電気的に検出する所謂アンチスキツド制
御回路と、ブレーキ液圧伝達経路に介設され、前
記回路からの信号を受けて過大なブレーキ力を低
下させるべくブレーキ液圧を急降下させる減圧装
置と、ブレーキ液圧の降下に伴つて車輪の滑走が
解消したときに該ブレーキ液圧を再び上昇させる
液圧回復装置（減圧装置と実質的に一体のものも
ある）とを備えたものが普通である。 As is known, the wheel lock phenomenon that may occur during vehicle braking causes the vehicle to lose directionality and steering performance, so when such wheel lock occurs, the brake fluid pressure must be lowered. Many efforts have been made to prevent the occurrence of skids. This is generally referred to as anti-skid control, and a specific device for this purpose is to prevent the wheels from decelerating too much due to the relationship between the vehicle's running speed and the wheel's rotational speed, and to prevent the wheels from slipping at an appropriate slip rate between them and the road surface. A so-called anti-skid control circuit is installed in the brake fluid pressure transmission path to electrically detect the occurrence of a skidding condition when the brake pressure is not maintained, and it receives a signal from the circuit to reduce excessive braking force. A pressure reducing device that suddenly drops the brake fluid pressure to prevent the brake fluid from slipping, and a fluid pressure recovery device that increases the brake fluid pressure again when wheel slippage is resolved due to a drop in brake fluid pressure (some devices are substantially integrated with the pressure reducing device). It is normal to have the following.
このようなアンチスキツド制御装置は、車両制
動時において生ずることのある車輪の滑走を原因
とした車両の尻振り、横すべり、あるいはオート
バイにおいての転倒を防止する上で極めて有効な
手段となつている。 Such an anti-skid control device is an extremely effective means for preventing a vehicle from swinging or skidding, or from falling on a motorcycle due to wheel slippage that may occur when the vehicle is braked.
ところで、車両の制動状態というものは、車輪
と路面の接触状況に依存するものであるから、例
えば路面の摩擦係数、降雨、積雪等の存在など
種々な外的要因の影響を受け、また制動制御の操
作の面からみても、運転者の個人差、あるいは衝
突などを回避する緊急時という特殊な状況もある
など、常に一律的な制動が行なわれるものではな
いのに対し、前記アンチスキツド制御は、前述の
如く車輪の滑走検知→ブレーキ液圧の降下という
制御パターンを、構成装置の特性に従つて生じさ
せるものであり、両者の間には状況によつて適切
な制御状態が得られない場合もある。そのような
問題の代表的なものが所謂装置の作動遅れという
問題である。 By the way, the braking condition of a vehicle depends on the contact situation between the wheels and the road surface, so it is influenced by various external factors such as the coefficient of friction of the road surface, the presence of rain, snow, etc. From the perspective of operation, braking is not always performed uniformly due to individual differences among drivers or special situations such as emergencies to avoid collisions. As mentioned above, the control pattern of wheel slippage detection → brake fluid pressure drop is generated according to the characteristics of the component devices, and there may be cases where an appropriate control state cannot be obtained between the two depending on the situation. be. A typical example of such problems is the so-called delay in device operation.
すなわち、アンチスキツド装置における前記減
圧装置の基本構成は、マスタシリンダからブレー
キ装置に到る経路において、アンチスキツド制御
回路からの信号に基づき、まず経路内の連通路を
閉じてそれ以上のブレーキ装置側の液圧上昇を止
め、次にブレーキ装置に連らなる液室の容積を増
大させることで液圧降下を行なわせる形式のもの
が普通であるから、アンチスキツド制御時におけ
るブレーキ液圧の降下特性（液圧降下率）は、装
置の構成に従つて決定されることになる。一方、
アンチスキツド制御を開始した時（液圧伝達経路
を閉じた時と考えてよい）に、ブレーキ装置側に
は、実際に作用しているブレーキ力に相当する液
圧よりも過大なブレーキ液圧が伝えられている場
合があり、このような状況では、ブレーキ液圧を
車輪滑走解消まで降下させるに要する時間がその
分長くなつてしまう。これがアンチスキツド制御
における装置の作動遅れであり、前述した過大な
ブレーキ液圧の伝達は急ブレーキ（パニツクブレ
ーキ）時においてみられるものである。 In other words, the basic structure of the pressure reducing device in the anti-skid device is that in the path from the master cylinder to the brake device, based on a signal from the anti-skid control circuit, the communicating passage in the path is first closed and the fluid in the brake device beyond that path is closed. The brake fluid pressure drop characteristics during anti-skid control (hydraulic pressure The rate of descent) will be determined according to the configuration of the device. on the other hand,
When anti-skid control is started (this can be thought of as when the hydraulic pressure transmission path is closed), brake fluid pressure that is higher than the fluid pressure corresponding to the actual braking force being applied is transmitted to the brake system. In such a situation, the time required to reduce the brake fluid pressure to the point where wheel slippage is eliminated becomes correspondingly longer. This is a delay in the operation of the anti-skid control device, and the transmission of the excessive brake fluid pressure described above is seen during sudden braking (panic braking).
このような状況では、必然的に車輪速度の落ち
込みが大きく、車輪ロツクによる滑走を生ずるな
ど不安定な制御状態を招致する。 In such a situation, the wheel speed inevitably drops significantly, leading to unstable control conditions such as wheel locking and skidding.
本発明者は、以上のような前提の下で研究を重
ねた結果、ブレーキ液圧の伝達が速すぎる結果と
して生ずるアンチスキツド制御の作動遅れの難点
を解消するため、適当な範囲で急ブレーキ時にお
けるブレーキ装置の液圧上昇を抑制するバルブ装
置を設けることが有効であることを見出し、本発
明をなすに致つたのである。 As a result of repeated research based on the above premise, the inventor of the present invention has determined that, in order to solve the problem of delay in the activation of anti-skid control that occurs as a result of transmission of brake fluid pressure being too fast, the present inventor has determined that, in order to solve the problem of delay in activation of anti-skid control, which occurs as a result of transmission of brake fluid pressure too quickly, They discovered that it is effective to provide a valve device that suppresses the increase in hydraulic pressure in the brake device, and have come up with the present invention.
而して本発明の要旨は、マスタシリンダから前
輪および後輪ブレーキ装置に接続する液圧伝達経
路に、車両制動時の車輪速度急降下に応じてブレ
ーキ液圧を急速降下させる減圧装置を含むアンチ
スキツド制御装置を介設すると共に更に、前輪側
液圧経路のアンチスキツド制御装置とマスタシリ
ンダの間には伝達液圧が一定値まで上昇した後弁
通路を閉じ、その後再び弁通路を開く液圧制御バ
ルブを介設し、後輪側液圧経路のアンチスキツド
制御装置とマスタシリンダの間にはプロポーシヨ
ニングバルブを介設したことを特徴とするアンチ
スキツド制御装置にある。 The gist of the present invention is to provide an anti-skid control system that includes a pressure reducing device in the hydraulic pressure transmission path connecting the master cylinder to the front wheel and rear wheel brake devices that rapidly lowers the brake fluid pressure in response to a sudden drop in wheel speed during vehicle braking. In addition to interposing the device, a hydraulic control valve is installed between the anti-skid control device in the front wheel side hydraulic pressure path and the master cylinder, which closes the valve passage after the transmission hydraulic pressure rises to a certain value, and then opens the valve passage again. The anti-skid control device is characterized in that a proportioning valve is interposed between the anti-skid control device in the rear wheel side hydraulic pressure path and the master cylinder.
なおここで、前輪側と後輪側について異なる型
のバルブ装置を設けているのは次の理由による。
すなわち、後輪側は車両制動時における荷重移動
の関係からプロポーシヨニングバルブを用いるこ
とが前後輪の理想ブレーキ力配分の関係からも望
ましく、このプロポーシヨニングバルブの存在に
よつて、急ブレーキにおけるブレーキ装置側への
過大な液圧伝達の抑制も実用上有効に得ることが
できる。しかし他方の前輪側については、このよ
うなプロポーシヨニングバルブを設けるのはブレ
ーキ力の効きを低下させるので好ましくない。そ
こでこの前輪側については、通常制動の範囲では
前述問題は殆どないことに鑑み、マスタシリンダ
の液圧をブレーキ装置に直接伝え、急ブレーキ時
の衝撃的なペダル踏下により液圧が異常に上昇す
る場合（液圧上昇率が約300kgf／cm2程度）には、
ある液圧値以上の一定範囲でマスタシリンダから
ブレーキ装置への液圧伝達を遮断・抑制する形式
のバルブ装置を用いるものとしたのであり、更に
このバルブ装置は、路面が高μの状態でしかも車
両積載荷重が大なる場合には充分大なる車両減速
度が必要となり、また車輪ロツクが特に問題とな
るのは路面低μの（μが約0.4以下程度）状態で
あることに鑑み、一定値以上では前記した液圧伝
達の遮断・抑制を解除するようにしている。 The reason why different types of valve devices are provided for the front wheel side and the rear wheel side is as follows.
In other words, it is desirable to use a proportioning valve on the rear wheel side from the perspective of load transfer during vehicle braking and from the perspective of ideal brake force distribution between the front and rear wheels. It is also possible to effectively suppress transmission of excessive hydraulic pressure to the brake device side. However, it is not preferable to provide such a proportioning valve on the other front wheel because it reduces the effectiveness of the braking force. Therefore, regarding this front wheel side, considering that there is almost no problem mentioned above in the normal braking range, the hydraulic pressure of the master cylinder is directly transmitted to the brake device, and the hydraulic pressure increases abnormally when the pedal is pressed down suddenly during sudden braking. (hydraulic pressure increase rate is about 300kgf/ cm2 ),
The system uses a valve device that shuts off and suppresses the transmission of hydraulic pressure from the master cylinder to the brake device within a certain range above a certain hydraulic pressure value. When the vehicle carrying load is large, a sufficiently large vehicle deceleration is required, and wheel lock is particularly problematic when the road surface has a low μ (μ is about 0.4 or less), so it is necessary to set a constant value. In the above, the above-mentioned interruption and suppression of hydraulic pressure transmission is released.
なお前輪側の急激な液圧上昇の伝達を抑制する
ためには、経路中にオリフイスを設けることも考
えられるが、この場合にはオリフイスの絞り効果
によつて通常のブレーキ時にもブレーキの効き遅
れが大きく影響し、またブレーキ作動上のフイー
リングもよくなく、目詰り対策も必要となるなど
の難点がある。 In order to suppress the transmission of a sudden increase in fluid pressure to the front wheels, it is possible to install an orifice in the path, but in this case, the throttling effect of the orifice will cause a delay in brake effectiveness even during normal braking. There are also disadvantages such as the brakes have a large influence on the brakes, the feeling during brake operation is not good, and countermeasures against clogging are required.
以上本発明の実施態様を図面に基づいて説明す
る。 The embodiments of the present invention will be described above based on the drawings.
第１図はオートバイにおけるブレーキ系の各部
連結関係を示しており、１はタンデム型のマスタ
シリンダであり、前輪および後輪に対して各別の
液圧を生じ、これを個々の経路２，３によつて前
輪ブレーキ装置４、後輪ブレーキ装置５に伝える
ように接続されている。６はモジユレータであ
り、これは既知のものでよく、本例では前・後輪
両系の液圧経路について共通同時的にアンチスキ
ツド制御できるものとしているが、各別のもので
もよい。またこのモジユレータ６は、図示しない
アンチスキツド制御回路により、車両制動時の車
輪滑走が生じたときにブレーキ液圧を急降下させ
るように動作するものである。 Figure 1 shows the connection of each part of the brake system on a motorcycle. 1 is a tandem-type master cylinder, which generates separate hydraulic pressures for the front and rear wheels, and sends them to individual paths 2 and 3. The signal is connected to the front wheel brake device 4 and the rear wheel brake device 5 by the . Reference numeral 6 designates a modulator, which may be a known modulator. In this example, it is assumed that the hydraulic pressure paths of both the front and rear wheels can be jointly and simultaneously controlled for anti-skid, but each modulator may be a different modulator. Further, the modulator 6 is operated by an anti-skid control circuit (not shown) so as to rapidly lower the brake fluid pressure when wheel slippage occurs during braking of the vehicle.
７は前輪側液圧経路２の途中に介設された液圧
制御バルブ、８は後輪側液圧経路３の途中に介設
されたプロポーシヨニングバルブであり、前者に
ついては第２図により詳述する。また後者のプロ
ポーシヨニングバルブ８は、例えば第３図の液圧
特性に従つて、後輪ブレーキ液圧PRの上昇をマ
スタシリンダ液圧PMに対し折点減圧制御する一
般的なものでもよいし、またその他の既知の形式
のプロポーシヨニグバルブでもよい。 7 is a hydraulic pressure control valve installed in the middle of the front wheel side hydraulic pressure path 2; 8 is a proportioning valve installed in the middle of the rear wheel side hydraulic pressure path 3; the former is shown in FIG. Explain in detail. The latter proportioning valve 8 may also be a general type that controls the increase in the rear wheel brake fluid pressure P R to reduce the pressure at a corner point with respect to the master cylinder fluid pressure P M according to the fluid pressure characteristics shown in Fig. 3, for example. or other known types of proportioning valves.
第２図イは前記前輪側の液圧経路２に介設され
た液圧制御バルブ７の一例を示しており、ポート
１０によりマスタシリンダ側に接続する入力液室
ａと、ポート１１により前輪ブレーキ装置側に接
続する出力液室ｂとにバルブボデイ９の室内を区
画するバルブシート１２が、ホールドスプリング
１３によつて静止されており、このバルブシート
１２に対して、弁体１５を持つピストン１４が移
動することで入・出力液室ａ，ｂ間の常開連通弁
部を閉じ、その後ピストン１４がバルブシート１
２を随伴移動させることで入・出力液室ａ，ｂ間
を再び連通状態となすように設けられている。 FIG. 2A shows an example of the hydraulic pressure control valve 7 installed in the hydraulic pressure path 2 on the front wheel side, with an input liquid chamber a connected to the master cylinder side through a port 10, and a front wheel brake through the port 11. A valve seat 12 that partitions the interior of the valve body 9 into an output liquid chamber b connected to the device side is held stationary by a hold spring 13, and a piston 14 having a valve body 15 is held against this valve seat 12. By moving, the normally open communication valve between the input and output liquid chambers a and b is closed, and then the piston 14 closes the valve seat 1.
2 is provided so that communication between the input and output liquid chambers a and b can be established again by moving the liquid chambers a and b.
すなわち、ピストン１４はバルブシート１３の
軸穴を貫通して配置され、出力液室ｂ側の一端が
バルブボデイ９に形成した盲孔シリンダ１６に嵌
挿滑合されていると共に、バルブボデイ９との間
に張設したセツトスプリング１７により他端側へ
のバネ力が付勢されている。 That is, the piston 14 is disposed passing through the shaft hole of the valve seat 13, and one end on the side of the output liquid chamber b is fitted and slid into a blind hole cylinder 16 formed in the valve body 9. A spring force is applied to the other end by a set spring 17 stretched between the two ends.
またピストン１４の入力液室ａ内の他端には前
記弁体１５が形成されていて、通常はセツトスプ
リング１７のバネ力により弁体１５がバルブシー
ト１２から離間していて入・出力液室ａ，ｂ間を
連通させ、液圧が伝えられたときには、液圧力作
用によりピストン１４はセツトスプリング１７の
バネ力に抗して弁体１５をバルブシート１２に当
合させ、このことで入・出力液室ａ，ｂ間の連通
を閉じ、更に入力液室ａに伝えられる液圧が充分
に高くなつたときには、ピストン１４が弁体１５
とバルブシート１２の当合を維持したまま更に移
動して該バルブシート１２をバルブボデイ１から
離間させ、このことで再び入・出力液室ａ，ｂ間
の連通を開くようにしている。 Further, the valve body 15 is formed at the other end of the input liquid chamber a of the piston 14, and normally the valve body 15 is separated from the valve seat 12 by the spring force of the set spring 17, and the input/output liquid chamber When a and b are communicated and hydraulic pressure is transmitted, the piston 14 resists the spring force of the set spring 17 and brings the valve body 15 into contact with the valve seat 12 due to the action of the hydraulic pressure. When the communication between the output liquid chambers a and b is closed and the liquid pressure transmitted to the input liquid chamber a becomes sufficiently high, the piston 14 moves to the valve body 15.
While maintaining the contact between the valve seat 12 and the valve seat 12, the valve seat 12 is moved further away from the valve body 1, thereby opening communication between the input and output liquid chambers a and b again.
なお１８はピストンカツプ、１９はスプリング
座である。 Note that 18 is a piston cup, and 19 is a spring seat.
第２図は以上の構成をなす液圧制御バルブ７に
よつて得られるマスタシリンダ側液圧（入力液
圧）PMに対する前輪ブレーキ装置側液圧（出力
液圧）PFの上昇特性を示したものであり、出力
液圧PFは液圧上昇の第１段階では入力液圧PMと
同圧に上昇し、折点Ａの液圧値から一定の入力液
圧PMの上昇範囲では出力液圧PFの上昇を停止さ
せ、折点Ｂ以上では、再び出力液圧PFを入力液
圧PMと同圧上昇させる折点Ｃまで急上昇すると
いう特性を示すことになる。 Figure 2 shows the rise characteristics of the front wheel brake device side hydraulic pressure (output hydraulic pressure) P F with respect to the master cylinder side hydraulic pressure (input hydraulic pressure) P M obtained by the hydraulic pressure control valve 7 having the above configuration. The output hydraulic pressure P F increases to the same pressure as the input hydraulic pressure P M in the first stage of hydraulic pressure increase, and within the range of increase of a constant input hydraulic pressure P M from the hydraulic pressure value at the turning point A. The output hydraulic pressure P F stops increasing, and above the corner point B, the output hydraulic pressure P F suddenly rises to the corner point C, at which the output hydraulic pressure P F increases again to the same pressure as the input hydraulic pressure P M.
そしてこの液圧特性線の各折点Ａ，Ｂ，B′，
Ｃは、通常ブレーキ時にはＯ→Ａの範囲となり、
路面が高μで高減速度のときにはＣ以上、路面が
低μで急ブレーキのときにはＡ→B′の範囲でア
ンチスキツド制御が生ずるように、アンチスキツ
ド装置の作動遅れの装置上の特性に対応した性能
が得られるようにすればよい。 And each bending point A, B, B' of this hydraulic characteristic line,
C is in the range of O → A during normal braking,
The performance corresponds to the characteristics of the anti-skid device's delay in operation so that anti-skid control occurs in the range of C or higher when the road surface is high μ and the deceleration is high, and from A to B′ when the road surface is low μ and sudden braking is applied. All you have to do is get it.
これら各Ａ，Ｂ，B′，Ｃ点の決定につき更に
述べると、通常ブレーキとは0.2G程度であり、
その範囲では効率よく制動し踏力の増加を防ぐ必
要がある。他方低μ路での急制動及びパニツク制
動時に油圧カツト信号から電磁弁作動の機械的遅
れによる油圧の上昇でブレーキ装置に必要以上の
油量が入り、再加圧の際に高圧になるため車輪の
落ち込みが大きく不安定となるため油圧上昇過程
に遅れを持たせ、作動時に必要以上の油量が入る
のを防ぐことが満足されればよいのであり、従つ
てアンチスキツド制御は前記条件を満足すれば必
ずしもＡ→B′の範囲でなくてもよい。 To further explain the determination of these points A, B, B', and C, the normal brake is about 0.2G,
In that range, it is necessary to brake efficiently and prevent an increase in pedal effort. On the other hand, during sudden braking or panic braking on low μ roads, the oil pressure rises due to the mechanical delay in the solenoid valve activation from the hydraulic cut signal, and more oil than necessary enters the brake system, and when repressurized, the pressure becomes high and the wheels are damaged. Since the oil pressure drop is large and unstable, it is sufficient to provide a delay in the oil pressure rising process to prevent more oil than necessary from entering during operation. Therefore, anti-skid control must satisfy the above conditions. In other words, the range does not necessarily have to be A→B'.
また高μ路で高Ｇ（0.5G以上）の場合では踏力
を軽減するため油圧特性はＣ点以上となるように
設定することがよい。 Furthermore, in the case of high G (0.5 G or more) on a high μ road, it is preferable to set the hydraulic characteristics to be at least C point in order to reduce the pedal force.
Ａ及びＣは以上のことから決定されるＢは油圧
特性上ＡとＣの間となる。 A and C are determined from the above, and B is between A and C due to hydraulic characteristics.
以上の構成によつて、車両全体におけるアンチ
スキツド制御は、前輪および後輪の車輪ロツクの
発生を効果的に防止することができることにな
り、その有用性は極めて大なるものである。 With the above configuration, the anti-skid control for the entire vehicle can effectively prevent the occurrence of wheel lock in the front wheels and rear wheels, and its usefulness is extremely large.
図面は本発明の実施態様を説明するものであ
り、第１図は車両ブレーキ系の全体構成を示す
図、第２図イは液圧制御バルブの断面図、ロは同
バルブの液圧特性線図、第３図はプロポーシヨニ
ングバルブの液圧特性線図である。
１…マスタシリンダ、２，３…液圧経路、４…
前輪ブレーキ装置、５…後輪ブレーキ装置、６…
モジユレータ、７…液圧制御バルブ、８…プロポ
ーシヨニングバルブ、９…バルブボデイ、１０，
１１…ポート、１２…バルブシート、１３…ホー
ルドスプリング、１４…ピストン、１５…弁体、
１６…盲孔シリンダ、１７…セツトスプリング、
１８…ピストンカツプ、１９…スプリング座。
The drawings are for explaining embodiments of the present invention, and FIG. 1 is a diagram showing the overall configuration of a vehicle brake system, FIG. 2 A is a sectional view of a hydraulic pressure control valve, and B is a hydraulic characteristic line of the valve 3 are hydraulic characteristic diagrams of the proportioning valve. 1...Master cylinder, 2, 3...Hydraulic pressure path, 4...
Front wheel brake device, 5... Rear wheel brake device, 6...
Modulator, 7... Hydraulic pressure control valve, 8... Proportioning valve, 9... Valve body, 10.
11...Port, 12...Valve seat, 13...Hold spring, 14...Piston, 15...Valve body,
16...Blind hole cylinder, 17...Set spring,
18...Piston cup, 19...Spring seat.
Claims (1)
キ装置に接続する液圧伝達経路に、車両制動時の
車輪速度急降下に応じてブレーキ液圧を急速降下
させる減圧装置を含むアンチスキツド制御装置を
介設すると共に、更に、前輪側液圧経路のアンチ
スキツド制御装置とマスタシリンダの間には伝達
液圧が一定値まで上昇した後弁通路を閉じ、その
後再び弁通路を開く液圧制御バルブを介設し、後
輪側液圧経路のアンチスキツド制御装置とマスタ
シリンダの間にはプロポーシヨニングバルブを介
設したことを特徴とするアンチスキツド制御装
置。1. An anti-skid control device including a pressure reducing device that rapidly lowers the brake fluid pressure in response to a sudden drop in wheel speed during vehicle braking is interposed in the hydraulic pressure transmission path connecting the master cylinder to the front wheel and rear wheel brake devices, and Furthermore, a hydraulic pressure control valve is installed between the anti-skid control device and the master cylinder in the front wheel side hydraulic pressure path, which closes the valve passage after the transmission hydraulic pressure rises to a certain value, and then opens the valve passage again. An anti-skid control device characterized in that a proportioning valve is interposed between the anti-skid control device in a side hydraulic pressure path and a master cylinder.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21428582A JPS59106352A (en) | 1982-12-07 | 1982-12-07 | Anti-skid control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21428582A JPS59106352A (en) | 1982-12-07 | 1982-12-07 | Anti-skid control system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59106352A JPS59106352A (en) | 1984-06-20 |
| JPH037534B2 true JPH037534B2 (en) | 1991-02-01 |
Family
ID=16653196
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP21428582A Granted JPS59106352A (en) | 1982-12-07 | 1982-12-07 | Anti-skid control system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59106352A (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS507978A (en) * | 1973-05-29 | 1975-01-27 |
-
1982
- 1982-12-07 JP JP21428582A patent/JPS59106352A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS507978A (en) * | 1973-05-29 | 1975-01-27 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59106352A (en) | 1984-06-20 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US3415577A (en) | Vehicle braking systems | |
| US5246276A (en) | Electronically controlled brake effort proportioning system | |
| US4768843A (en) | Vehicle brake control system | |
| US4129342A (en) | Anti-skid brake control device | |
| US5445445A (en) | Antiskid brake system having rear brake apportioning control | |
| JPH0242708B2 (en) | ||
| JPS62205847A (en) | Fluid-pressure operation control system | |
| US3708213A (en) | Anti-lock brake systems | |
| US3403945A (en) | Vehicle anti-skid braking system | |
| US5620238A (en) | Brake control device for automotive vehicle | |
| JPS6378854A (en) | Brake gear having function preventing locking or skid of wheel | |
| JPH06298063A (en) | Hydraulic vehicle brake device with anti-lock brake device | |
| EP0238244B1 (en) | Improvements in hydraulic anti-skid systems for vehicles | |
| US3969001A (en) | Control mechanism for automotive vehicle hydraulic braking system | |
| JPS6133737B2 (en) | ||
| JPH01197160A (en) | Brake controller of vehicle | |
| JPH037534B2 (en) | ||
| US5431489A (en) | Hydraulic anti-skid braking systems for automobiles | |
| US3504948A (en) | Safety brake system for a motor vehicle | |
| KR920006342B1 (en) | Improvements in hydraulic anti-skid systems for vehicle | |
| KR830001590B1 (en) | Control valve device | |
| US4203630A (en) | Brake control units | |
| JPS6019005Y2 (en) | Anti skid control device | |
| KR970002209Y1 (en) | Oil-pressure control valve for a.b.s.of an automobile | |
| JP2514019B2 (en) | Vehicle brake control device |