JPH0629005B2 - Anti-skid controller - Google Patents
Anti-skid controllerInfo
- Publication number
- JPH0629005B2 JPH0629005B2 JP2595885A JP2595885A JPH0629005B2 JP H0629005 B2 JPH0629005 B2 JP H0629005B2 JP 2595885 A JP2595885 A JP 2595885A JP 2595885 A JP2595885 A JP 2595885A JP H0629005 B2 JPH0629005 B2 JP H0629005B2
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- valve
- brake
- stepped piston
- main path
- 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
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
- B60T8/34—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 having a fluid pressure regulator responsive to a speed condition
- B60T8/42—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 having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
- B60T8/4275—Pump-back systems
- B60T8/4291—Pump-back systems having means to reduce or eliminate pedal kick-back
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は車両制動時の車輪ロック発生を好適に解消する
ためのアンチスキッド制御装置に関するものである。Description: TECHNICAL FIELD The present invention relates to an anti-skid control device for suitably eliminating wheel lock generation during vehicle braking.
（従来の技術） 近時において、車両制動時の安全性向上のために、様々
な形式のアンチスキッド制御の技術が提案されており、
このようなものの代表的な例としては、例えばマスタシ
リンダ（油圧発生装置）とブレーキ装置の間を接続する
ブレーキ油圧伝達径路（以下主径路という）に、常時は
開路しかつブレーキ油圧の降下必要時には閉路する常開
型のシャットオフ弁を配置し、またこの主径路に対して
は、バイパス接続された径路（以下バイパス路という）
を設けて、このバイパス路と主径路のブレーキ装置側出
力系の間を常時は閉路する減圧弁により区画し、かつブ
レーキ油圧の降下必要時には開路する常閉型の前記減圧
弁を介してバイパス路に流入されるブレーキ油圧を例え
ば圧力を受けて室内容積を増すことにより油圧を低下さ
せながら貯留するリザーバ機構に貯留させ、更にこのリ
ザーバ機構内の貯留油をポンプを含む圧油戻し機構によ
り主径路にくみ上げる構成をなし、前記シャットオフ弁
（常開型）および減圧弁（常閉型）の開閉切換の動作
を、車両制動時の車輪ロック検出をなす電子制御回路に
て行わせるようにしたものが提案されている。(Prior Art) Recently, various types of anti-skid control technologies have been proposed in order to improve safety during vehicle braking.
As a typical example of such a thing, for example, a brake hydraulic pressure transmission path (hereinafter referred to as a main path) that connects a master cylinder (hydraulic pressure generation device) and a brake device is normally opened and when the brake hydraulic pressure needs to be lowered. A normally open shut-off valve that closes is arranged, and a bypass path is connected to this main path (hereinafter referred to as bypass path).
A bypass valve is provided through the normally closed pressure reducing valve that divides the bypass path and the main path from the brake device side output system by a pressure reducing valve that is normally closed, and that opens when the brake hydraulic pressure is required to drop. The brake hydraulic pressure that flows into the tank is stored in a reservoir mechanism that stores the hydraulic pressure while reducing the hydraulic pressure by increasing the indoor volume by receiving pressure, and the stored oil in the reservoir mechanism is further compressed by a pressure oil return mechanism including a pump. A configuration in which the shut-up valve (normally open type) and the pressure reducing valve (normally closed type) are opened and closed by an electronic control circuit that detects wheel lock during vehicle braking. Is proposed.
ところで、前記した例に代表されるようなアンチスキッ
ド制御では、ブレーキ油圧を伝達する主径路が、常開型
のシャットオフ弁により入力系と出力系の径路に区画さ
れていて、アンチスキッド制御時におけるブレーキ装置
内の圧油（すなわち出力系主径路内の圧油）の汲み上げ
を、マスタシリンダ側（すなわち入力系主径路側）に対
して行なうものであるために、マスタシリンダ内の油圧
変動が大きくなり、このマスタシリンダに連動するブレ
ーキペダルに所謂キックバックと称される動きを与える
問題がある。By the way, in the anti-skid control represented by the above-mentioned example, the main path for transmitting the brake oil pressure is divided into the paths of the input system and the output system by the normally-open shut-off valve, and the anti-skid control is performed. Since the pumping of the pressure oil in the brake device (that is, the pressure oil in the output system main path) is performed to the master cylinder side (that is, the input system main path side), the hydraulic pressure fluctuation in the master cylinder is There is a problem in that the brake pedal, which becomes larger, gives a motion called so-called kickback to the brake pedal interlocking with the master cylinder.
このため、キックバック現象を避けるための工夫が従来
よりなされ、例えば特開昭５５−１９７００号公報に示
されるように、ブレーキ油圧を汲み上げる入力系主径路
の更に上流側に、下流方向にのみ圧油の流れを許容する
逆止弁を配置するものも提案されている。For this reason, measures have been conventionally taken to avoid the kickback phenomenon. For example, as shown in Japanese Patent Laid-Open No. 55-19700, pressure is applied only upstream in the downstream of the main path of the input system for pumping brake hydraulic pressure. It is also proposed to arrange a check valve that allows the flow of oil.
しかし、このような方式では、当然のことながらブレー
キ装置（以下場合によりW/Cとする）側からマスタシリ
ンダ（以下場合によりM/Cとする）側にブレーキ解放時
の油圧を戻す径路が別に必要になると共に、この油圧戻
し径路は、反対方向であるM/C→W/Cの圧油の流は確実に
阻止し、かつブレーキ解放時の引き摺り防止のためにブ
レーキ装置W/C内に残圧を残さないことが不可欠となる
ため、システム全体の設計上あるいは加工精度上の困難
さが大きいものとなる。However, in such a system, it goes without saying that there is a separate path for returning the hydraulic pressure when releasing the brake from the brake device (W / C depending on the case below) side to the master cylinder (M / C depending on the case below) side. In addition to this, this hydraulic pressure return path surely blocks the flow of pressure oil in the opposite direction of M / C → W / C, and is installed in the brake device W / C to prevent dragging when releasing the brake. Since it is indispensable to leave no residual pressure, it becomes difficult to design the entire system or process accuracy.
（発明が解決しようとする課題） 本発明は従来の難点を解消して、キックバック発生を確
実に防止すると共に、ブレーキ解放時のブレーキ油圧の
マスタシリンダへの戻りを保証したゲート弁を有するア
ンチスキッド制御装置の提供を目的としてなされたもの
である。(Problems to be Solved by the Invention) The present invention solves the problems of the prior art, reliably prevents the occurrence of kickback, and has an anti-gate gate valve that ensures the return of the brake hydraulic pressure to the master cylinder when the brake is released. The purpose is to provide a skid control device.
また本発明の別の目的は、通常ブレーキ時における主径
路内の圧油の流れを円滑に行なわせ、アンチスキッド制
御時には主径路の閉路を確実に行なうことができるゲー
ト弁を備えたアンチスキッド制御装置を提供するところ
にある。Another object of the present invention is to provide an anti-skid control provided with a gate valve that allows smooth flow of pressure oil in the main path during normal braking and can reliably close the main path during anti-skid control. It is in the area of providing equipment.
（課題を解決するための手段） 而してかかる目的を実現するためになされた本発明より
なるアンチスキッド制御装置の特徴は、マスタシリンダ
からブレーキ装置に至るブレーキ油圧伝達用の主径路
に、上流マスタシリンダ側から常開型ゲート弁、次いで
アンチスキッド減圧信号により閉路される常開型のホー
ルド弁を介設すると共に、ホルード弁下流のブレーキ装
置側の主径路に、アンチスキッド信号により開路される
常閉型の減圧弁を介して主径路内の圧油を圧油戻し機構
に汲み上げかつこの圧油戻し機構から主径路のゲート弁
とホールド弁の間に圧油を戻すバイパス路を設け、更に
前記ゲート弁は、段付ピストンを備えていて、この段付
ピストンの小径端部に作用するマスタシリンダ側の油圧
Piによる移動力が、段付ピストンの大径端部に作用する
上記圧油戻し機構により汲み上げられた油圧Paによる移
動力より小さくなったときに該段付ピストンが移動して
主径路を閉じる構造としたところにある。(Means for Solving the Problem) Thus, the feature of the anti-skid control device according to the present invention, which has been made to realize such an object, is that the main path for brake hydraulic pressure transmission from the master cylinder to the brake device is upstream. A normally open type gate valve is installed from the master cylinder side, and then a normally open type hold valve that is closed by an antiskid pressure reduction signal is interposed, and the main path on the brake device side downstream of the hold valve is opened by an antiskid signal. A bypass passage for pumping the pressure oil in the main passage to the pressure oil return mechanism via the normally closed type pressure reducing valve and for returning the pressure oil from the pressure oil return mechanism to the gate valve and the hold valve in the main passage is further provided. The gate valve includes a stepped piston, and the hydraulic pressure on the master cylinder side that acts on the small diameter end of the stepped piston.
Structure in which the stepped piston moves and closes the main path when the moving force by Pi becomes smaller than the moving force by the hydraulic pressure Pa pumped by the pressure oil return mechanism acting on the large diameter end of the stepped piston It is in the place.
本発明が適用されるアンチスキッド制御装置のブレーキ
油圧制御機構の構成は、一般的には、ホールド弁、減圧
弁、およびバイパス路中のリザーバ、圧油汲み上げポン
プ、蓄圧器を組合せてなるものであり、要するにアンチ
スキッド信号の一つである減圧信号によって減圧弁を介
してブレーキ油圧を蓄圧器に汲み上げ、これによりブレ
ーキ油圧を減圧させ、この後、蓄圧器の油圧を、ホール
ド弁の開路によって再びブレーキ装置に伝えるようにし
たものである。The configuration of the brake hydraulic control mechanism of the anti-skid control device to which the present invention is applied is generally a combination of a hold valve, a pressure reducing valve, a reservoir in a bypass passage, a pressure oil pumping pump, and a pressure accumulator. Yes, in short, the brake oil pressure is pumped to the pressure accumulator via the pressure reducing valve by the pressure reducing signal, which is one of the anti-skid signals, and the brake oil pressure is reduced, and then the oil pressure of the pressure accumulator is restored by opening the hold valve. It is designed to be transmitted to the braking device.
（作用） 上記構成によれば、アンチスキッドの非制御時にはゲー
ト弁が常開しているので圧油の円滑な流れが保証され、
他方、アンチスキッド制御が開始された場合には、圧油
戻し機構により汲み上げられた油圧によりゲート弁が閉
路されてマスタシリンダ側とブレーキ装置側が圧力的に
確実に遮断される状態が維持され、この状態でマスタシ
リンダ側の油圧変動を招くことなく、ホールド弁と減圧
弁の電磁的な開閉切換でブレーキ油圧が増減される。(Operation) According to the above configuration, since the gate valve is normally open when the anti-skid is not controlled, the smooth flow of the pressure oil is guaranteed,
On the other hand, when the anti-skid control is started, the gate valve is closed by the hydraulic pressure pumped by the pressure oil return mechanism, and the state where the master cylinder side and the brake device side are reliably shut off in terms of pressure is maintained. In this state, the brake hydraulic pressure is increased / decreased by electromagnetically switching the hold valve and the pressure reducing valve without causing a hydraulic pressure fluctuation on the master cylinder side.
（実施例） 以下本発明を図面に示す実施例に基づいて説明する。(Example) Hereinafter, the present invention will be described based on an example shown in the drawings.
図において、１ａ〜１ｃはブレーキ油圧伝達の径路（主
径路）であり、不図示のマスタシリンダM/Cからブレー
キ装置のホイルシリンダW/Cの間を連通するように接続
されていて、途中ゲート弁２の開閉弁室２ａを通り、ホ
ールド弁３を経てホイルシリンダW/Cに至るようになっ
ている。ホールド弁３は電磁的に閉路される常開型弁で
あり、閉路は不図示のアンチスキッド制御回路によって
車両制動時の車輪ロックを解消するように出力されるア
ンチスキッド減圧信号により作動されるようになってい
る。またゲート弁２は後記するように常時は開閉弁室２
ａを開いていて、主径路１ａ，１ｂの間を連通させてい
る。In the figure, 1a to 1c are brake hydraulic pressure transmission paths (main paths), which are connected so as to communicate between a master cylinder M / C (not shown) and a wheel cylinder W / C of a brake device, and a gate on the way. It passes through the on-off valve chamber 2a of the valve 2, passes through the hold valve 3, and reaches the wheel cylinder W / C. The hold valve 3 is a normally open type valve that is electromagnetically closed. The closed valve is operated by an anti-skid pressure reducing signal that is output by an unillustrated anti-skid control circuit so as to release the wheel lock during vehicle braking. It has become. Further, the gate valve 2 is always open / close valve chamber 2 as described later.
a is opened, and the main paths 1a and 1b are communicated with each other.
４は、ホールド弁３下流の主径路１ｃに対してバイパス
接続されたバイパス路であり、アンチスキッド減圧信号
によって電磁的に開路される常閉型の減圧弁５、リザー
バ６、ポンプ７、蓄圧器８、リターン弁９が順次介設さ
れていて、減圧弁５の開路時にブレーキ油圧（主径路１
ｃおよびホイルシリンダM/C内の油圧）を、リザーバ６
に圧油を流入させることで減圧降下させ、この圧油をポ
ンプ７で蓄圧器８に汲み上げた後リターン弁９からゲー
ト弁とホールド弁の間の主径路１ｂに戻すようになって
いる。Reference numeral 4 denotes a bypass passage that is bypass-connected to the main passage 1c downstream of the hold valve 3, and is a normally closed type pressure reducing valve 5, which is electromagnetically opened by an antiskid pressure reducing signal 5, a reservoir 6, a pump 7, a pressure accumulator. 8 and a return valve 9 are sequentially provided, and when the pressure reducing valve 5 is opened, the brake hydraulic pressure (main path 1
c and hydraulic pressure in the wheel cylinder M / C),
The pressure oil is made to flow into the pressure accumulator 8 by pumping the pressure oil to the pressure accumulator 8 and then returned from the return valve 9 to the main path 1b between the gate valve and the hold valve.
次にゲート弁２の構造について説明すると、本例のゲー
ト弁２は、不図示のシリンダボディ内の段付シリンダ１
０，１１に段付ピストン１２を滑合させ、その小径端部
が開閉弁室２ａに臨むと共に、小径端部に係合されたセ
ットスプリング１３により大径端部側の所定位置に偏倚
された状態で静止されるようになっている。そして段付
ピストン１２の小径端部には、バルブシート１４と協働
して、該段付ピストン１２のセットスプリング１３のバ
ネ力に抗した移動により開閉弁室２ａを閉じる弁体部１
５が設けられており、この閉路時に主径路１ａ，１ｂの
間の連通を遮断するようになっている。Next, the structure of the gate valve 2 will be described. The gate valve 2 of this example is a stepped cylinder 1 in a cylinder body (not shown).
The stepped piston 12 is slidably engaged with 0 and 11 and its small diameter end faces the opening / closing valve chamber 2a, and is biased to a predetermined position on the large diameter end side by the set spring 13 engaged with the small diameter end. It is supposed to stand still. At the small-diameter end of the stepped piston 12, in cooperation with the valve seat 14, the valve body portion 1 that closes the on-off valve chamber 2a by moving against the spring force of the set spring 13 of the stepped piston 12.
5 is provided so that the communication between the main paths 1a and 1b is cut off when this circuit is closed.
この段付ピストン１２のセットスプリング１３のバネ力
に抗した移動は、大径端部に蓄圧器８からの圧油の油圧
力が作用したときに行なわれるようになっており、段付
ピストン１２の段付肩部の油室１６は主径路１ｃに常時
連通している。なおリターンバルブ９はこの段付ピスト
ン１２の大径部内に内蔵され、蓄圧器８からの圧油の流
れを開閉弁室２ａの下流側主径路１ｂにのみ許容するよ
うに設けられている。The movement of the stepped piston 12 against the spring force of the set spring 13 is performed when the hydraulic pressure of the pressure oil from the pressure accumulator 8 acts on the large diameter end portion. The oil chamber 16 of the stepped shoulder is always in communication with the main path 1c. The return valve 9 is built in the large diameter portion of the stepped piston 12 and is provided so as to allow the flow of the pressure oil from the pressure accumulator 8 only to the downstream main passage 1b of the on-off valve chamber 2a.
また１８は、ホイルシリンダW/CからマスタシリンダM/C
への圧油の戻りを許容するチェック弁であり、ブレーキ
解放時の圧油の戻りを一層確実に保証している。18 is a wheel cylinder W / C to a master cylinder M / C
It is a check valve that allows the return of pressure oil to the cylinder, and ensures the return of pressure oil when the brake is released.
以上の構成をなすアンチスキッド制御装置お作動につい
て述べると、通常ブレーキ時には、マスタシリンダM/C
からの油圧は主径路１ａ，１ｂ，１ｃの順にホイルシリ
ンダW/Cに伝えられ、ブレーキ力を生ずる。この際、ゲ
ート弁２の段付ピストン１２に対しては、開閉弁室２ａ
を閉じるような油圧力は全く作用しないため、同部分で
圧油の流れを制限する問題がなく、ブレーキの作動遅れ
は生じない。The operation of the anti-skid control device configured as described above will be described. During normal braking, the master cylinder M / C
Is transmitted to the wheel cylinder W / C in the order of the main paths 1a, 1b, 1c to generate a braking force. At this time, for the stepped piston 12 of the gate valve 2, the on-off valve chamber 2a
Since there is no hydraulic pressure that closes the valve, there is no problem of limiting the flow of pressure oil in the same portion, and there is no delay in brake operation.
次に車両制動時に車輪ロックが生じてアンチスキッド制
御を行なう場合には、まず不図示のアンチスキッド制御
回路からの減圧信号によりホールド弁３の閉路および減
圧弁５の開路が行なわれる。これにより主径路１ａ，１
ｂ間の直接の連通は遮断され、また主径路１ｂ内の圧油
はリザーバ６に流入し、ブレーキ油圧の減圧降下が行な
われる。このためブレーキ力が減少し、車輪ロックの解
消が図られる。リザーバ６に流入された圧油はポンプ７
によって蓄圧器８に汲み上げられ、これの油圧作用が段
付ピストン１２の大径端部に作用すると、該段付ピスト
ン１２は図の左方に移動して開閉弁室２ａを閉じ、以後
ゲート弁２の上流（マスタシリンダ側）と下流（ブレー
キ装置側）の間の連通を圧力的に完全にシャットし、ブ
レーキペダルへのキックバックの発生を招くことはな
い。この状態では、ブレーキ油圧（主径路１ｃおよびホ
イルシリンダW/C内の油圧）はリザーバ６に流れ込んで
段付肩部の油室１６の臨む油室の油圧は低く、大径端部
（図の右端部）の臨む油室はポンプ７で汲み上げられた
蓄圧器８の油圧が作用しているため高いので、ピストン
１２による開閉弁室２ａの閉路は継続している。そして
通常この状態に引き続いて行なわれるブレーキ油圧の漸
次の再加圧（回復）は、減圧弁５を閉じ、ホールド弁３
の開閉の繰り返しを不図示のアンチスキッド制御回路か
らの再加圧信号によって行なわせることで与えることが
できる。Next, when wheel locking occurs during vehicle braking and antiskid control is performed, the hold valve 3 and the pressure reducing valve 5 are closed by a pressure reducing signal from an antiskid control circuit (not shown). Thereby, the main paths 1a, 1
Direct communication between b is cut off, and the pressure oil in the main path 1b flows into the reservoir 6 to reduce the brake oil pressure. Therefore, the braking force is reduced and the wheel lock is released. The pressure oil that has flowed into the reservoir 6 is pump 7
When the stepped piston 12 is pumped up by the pressure accumulator 8 by its hydraulic action on the large-diameter end of the stepped piston 12, the stepped piston 12 moves to the left in the figure to close the on-off valve chamber 2a, and thereafter the gate valve. The communication between the upstream side (the master cylinder side) and the downstream side (the brake device side) of No. 2 is completely shut off in terms of pressure, and kickback to the brake pedal is not caused. In this state, the brake oil pressure (the oil pressure in the main passage 1c and the wheel cylinder W / C) flows into the reservoir 6 and the oil pressure in the oil chamber facing the stepped shoulder oil chamber 16 is low, and the large diameter end (see the figure). The oil chamber facing the right end portion is high because the hydraulic pressure of the pressure accumulator 8 pumped by the pump 7 is high, and therefore the closed circuit of the on-off valve chamber 2a by the piston 12 continues. Then, the gradual repressurization (recovery) of the brake hydraulic pressure, which is usually performed after this state, closes the pressure reducing valve 5 and holds the hold valve 3
It is possible to provide the repetition of opening and closing by the re-pressurization signal from the anti-skid control circuit (not shown).
なお、以上のアンチスキッド信号を与えるアンチスキッ
ド制御回路は既知の手段によって構成されるものを用い
ればよい。The anti-skid control circuit for giving the above anti-skid signal may be configured by known means.
以上のような構成によれば、ゲート弁２は、ブレーキ油
圧の減圧後、蓄圧器への圧油の汲み上げが行なわれた後
初めて段付ピストン１２の移動を生じ、これによって主
径路１ａ，１ｂ間の連通を遮断することになるが、その
他の場合には段付ピストン１２の移動を生ずることな
く、主径路１ａ，１ｂ，１ｃの間の円滑な連通を保証で
きるという効果があり、またアンチスキッド制御時には
マスタシリンダとブレーキ装置の間をゲート弁によって
圧力的に遮断するためブレーキペダルへのキックバック
もなく、更にブレーキ解放時の圧油の戻りもゲート弁の
開路によって保証されるという効果がある。According to the above configuration, the gate valve 2 causes the stepped piston 12 to move only after the pressure of the brake oil is reduced and after the pressure oil is pumped to the pressure accumulator, whereby the main paths 1a and 1b are moved. The communication between the main paths 1a, 1b, 1c can be guaranteed without moving the stepped piston 12 in other cases. During skid control, the gate valve shuts off the pressure between the master cylinder and the brake system, so there is no kickback to the brake pedal, and the return of pressure oil when the brake is released is guaranteed by the gate valve opening. is there.
（発明の効果） 本発明によれば、車両制動時におけるアンチスキッド制
御の適正な作動確保、ペダルへのキックバック防止、ブ
レーキ解放時の圧油の戻りの保証、更には通常ブレーキ
時の圧油の円滑な流れの保証が得られ、その有用性は大
なるものである。EFFECTS OF THE INVENTION According to the present invention, proper operation of anti-skid control is ensured during vehicle braking, kickback to the pedal is prevented, pressure oil is returned when the brake is released, and further pressure oil is used during normal braking. It is possible to obtain a smooth flow guarantee and its usefulness is great.
図面第１図は、本発明よりなる車両用アンチスキッド制
御装置の概要構成図である。 １ａ〜１ｃ……主径路、２……ゲート弁 ２ａ……開閉弁室、３……ホールド弁 ４……バイパス路、５……減圧弁 ６……リザーバ、７……ポンプ ８……蓄圧器、９……リターンバルブ １０，１１……段付シリンダ １２……段付ピストン、１３……セットスプリング １４……バルブシート、１５……弁体部 １６……油室、１７……流路。FIG. 1 is a schematic configuration diagram of a vehicle anti-skid control device according to the present invention. 1a to 1c ... main path, 2 ... gate valve 2a ... open / close valve chamber, 3 ... hold valve 4 ... bypass path, 5 ... reducing valve 6 ... reservoir, 7 ... pump 8 ... accumulator , 9 ... Return valve 10, 11 ... Stepped cylinder 12 ... Stepped piston, 13 ... Set spring 14 ... Valve seat, 15 ... Valve body section 16 ... Oil chamber, 17 ... Flow path.
Claims (1)
レーキ油圧伝達用の主径路に、上流マスタシリンダ側か
ら常開型ゲート弁、次いでアンチスキッド減圧信号によ
り閉路される常開型のホールド弁を介設すると共に、ホ
ールド弁下流のブレーキ装置側の主径路に、アンチスキ
ッド信号により開路される常閉型の減圧弁を介して主径
路内の圧油を圧油戻し機構に汲み上げかつこの圧油戻し
機構から主径路のゲート弁とホールド弁の間に圧油を戻
すバイパス路を設け、更に前記ゲート弁は、段付ピスト
ンを備えていて、この段付ピストンの小径端部に作用す
るマスタシリンダ側の油圧Piによる移動力が、段付ピス
トンの大径端部に作用する上記圧油戻し機構により汲み
上げられた油圧Paによる移動力より小さくなったときに
該段付ピストンが移動して主径路を閉じる構造としたこ
とを特徴とするアンチスキッド制御装置。1. A normally open type gate valve from the upstream master cylinder side, and a normally open type hold valve closed by an antiskid pressure reducing signal are provided on a main path for transmitting brake hydraulic pressure from a master cylinder to a brake device. At the same time, the pressure oil in the main path is pumped up to the pressure oil return mechanism via the normally closed pressure reducing valve that is opened by the anti-skid signal to the main path on the brake device side downstream of the hold valve. A bypass passage for returning pressure oil is provided between the gate valve and the hold valve of the main passage, and the gate valve further includes a stepped piston, and a master cylinder side acting on the small diameter end portion of the stepped piston. When the moving force due to the hydraulic pressure Pi becomes smaller than the moving force due to the hydraulic pressure Pa pumped by the pressure oil return mechanism that acts on the large diameter end of the stepped piston, the stepped piston moves. An anti-skid control device characterized by having a structure that moves to close the main path.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2595885A JPH0629005B2 (en) | 1985-02-13 | 1985-02-13 | Anti-skid controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2595885A JPH0629005B2 (en) | 1985-02-13 | 1985-02-13 | Anti-skid controller |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61184159A JPS61184159A (en) | 1986-08-16 |
| JPH0629005B2 true JPH0629005B2 (en) | 1994-04-20 |
Family
ID=12180253
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2595885A Expired - Lifetime JPH0629005B2 (en) | 1985-02-13 | 1985-02-13 | Anti-skid controller |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0629005B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006247488A (en) * | 2005-03-09 | 2006-09-21 | Magnetec Japan Ltd | Foreign matter removal apparatus |
-
1985
- 1985-02-13 JP JP2595885A patent/JPH0629005B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61184159A (en) | 1986-08-16 |
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