JPS583851B2 - Tandem master cylinder with hydraulic control valve - Google Patents
Tandem master cylinder with hydraulic control valveInfo
- Publication number
- JPS583851B2 JPS583851B2 JP53077993A JP7799378A JPS583851B2 JP S583851 B2 JPS583851 B2 JP S583851B2 JP 53077993 A JP53077993 A JP 53077993A JP 7799378 A JP7799378 A JP 7799378A JP S583851 B2 JPS583851 B2 JP S583851B2
- Authority
- JP
- Japan
- Prior art keywords
- hydraulic pressure
- valve
- control valve
- wheel brake
- piston
- 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
Landscapes
- Transmission Of Braking Force In Braking Systems (AREA)
- Hydraulic Control Valves For Brake Systems (AREA)
Description
【発明の詳細な説明】
本発明は自動車の後輪スキツドを防止する液圧制御弁を
組込んだタンデムマスターシリンダに関するものである
。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a tandem master cylinder incorporating a hydraulic control valve for preventing rear wheel skidding of an automobile.
自動車の液圧ブレーキ系統を２系統に分割し、ブレーキ
故障時の安全を確保しようとするブレーキ装置が安全対
策のため今日多用されている。BACKGROUND OF THE INVENTION Brake systems that divide an automobile's hydraulic brake system into two systems to ensure safety in the event of brake failure are in widespread use today as a safety measure.
一方、自動車はその制御時、前後輪の荷重配分が変化し
、後輪荷重が前輪荷重より大幅に小さくなることから、
前後輪とも同じブレーキ液圧をかけると、後輪が前輪よ
り先にロックし、所謂尻振現象と称せられる後輪スキツ
ドを生じ、はなはだ危険である。On the other hand, when controlling a car, the load distribution between the front and rear wheels changes, and the rear wheel load becomes significantly smaller than the front wheel load.
If the same brake fluid pressure is applied to both the front and front wheels, the rear wheels will lock up before the front wheels, resulting in rear wheel skid, a so-called shudder phenomenon, which is extremely dangerous.
そこで、上記の２系統式安全ブレーキ装置にあっては、
後輪ブレーキ系中に、一定の液圧以上では後輪ブレーキ
液圧の上昇を制限する液圧制御弁を挿入することが多い
。Therefore, in the above two-system safety brake device,
A hydraulic pressure control valve is often inserted into the rear wheel brake system to limit the increase in rear wheel brake hydraulic pressure when the hydraulic pressure exceeds a certain level.
しかし、かように後輪ブレーキ系に液圧制御弁を設ける
のでは、その設置スペースの確保が難かしかったり、ブ
レーキ装置の部品点数が多くなったり、或いは配管作業
性が頗る悪くなってしまう等、兎角問題が多い。However, installing a hydraulic control valve in the rear wheel brake system like this makes it difficult to secure the space for its installation, increases the number of parts in the brake system, or makes piping work extremely difficult. There are many problems such as this.
そこで、特開昭４７−２５５７４号公報に開示されてい
る如く、２系統式安全ブレーキ装置の液圧発生源である
タンデムマスターシリンダのシリンダ本体に上記液圧制
御弁を組付ける技術が従来より提案されている。Therefore, as disclosed in Japanese Patent Application Laid-Open No. 47-25574, a technique has been proposed in which the above-mentioned hydraulic pressure control valve is assembled into the cylinder body of a tandem master cylinder, which is a hydraulic pressure generation source of a two-system safety brake system. has been done.
しかして、尚該液圧制御弁は前輪ブレーキ系の失陥時に
常開させておき、この際ブレーキ力が不足するのを防止
する必要がある。However, it is necessary to keep the hydraulic pressure control valve normally open when the front wheel brake system fails to prevent insufficient braking force.
その対策として上記従来の液圧制御弁付タンデムマスタ
ーシリンダは、前輪ブレーキ系の失陥時に生ずる対応ピ
ストンの過大ストロークで液圧制御弁を常開させるが、
そのための構造が複雑で、部品点数も多く、高価になる
と共に作動の信頼性に之しいものであった。As a countermeasure, the conventional tandem master cylinder with a hydraulic pressure control valve described above always opens the hydraulic pressure control valve with the excessive stroke of the corresponding piston that occurs when the front wheel brake system fails.
The structure for this purpose was complex, had a large number of parts, was expensive, and had poor operational reliability.
本発明は以上の観点から、２系統式安全ブレーキ装置の
タンデムマスターシリンダに上記液圧制御弁を組付けて
しまう他、前輪ブレーキ系の失陥時液圧制御弁が後輪ブ
レーキ液圧の上昇を制限することによるブレーキ力不足
を解消するために、この時のピストンの過大ストローク
で液圧制御弁を常開せしめる構造を、当該過大ストロー
クに応動して回動する開弁棒のみで構成し、構造の簡易
化及び部品点数の減少並びに作動信頼性の向上を図った
液圧制御弁付タンデムマスターシリンダを提唱するもの
である。In view of the above, the present invention has the above-mentioned hydraulic pressure control valve assembled to the tandem master cylinder of a two-system safety brake system, and also has a hydraulic pressure control valve that increases the rear wheel brake hydraulic pressure in the event of failure of the front wheel brake system. In order to eliminate the lack of braking force caused by limiting the piston, the structure that normally opens the hydraulic control valve due to the excessive stroke of the piston at this time is made up of only a valve opening rod that rotates in response to the excessive stroke. This paper proposes a tandem master cylinder with a hydraulic pressure control valve that has a simplified structure, reduced number of parts, and improved operational reliability.
以下、その具体的構成例により図面を参照しつつ本発明
を詳細に説明する。Hereinafter, the present invention will be described in detail using specific configuration examples with reference to the drawings.
第１図は本発明液圧制御弁付タンデムマスターシリンダ
の一例構成を示し、図中１はシリンダ本体、２はブレー
キ液を貯留するリザーバで、シリンダ本体１内にはプラ
イマリピストン３及びセカンダリピストン４を摺動自在
に嵌合して室５，６を画成する。Fig. 1 shows an example of the configuration of a tandem master cylinder with a hydraulic pressure control valve according to the present invention. are slidably fitted to define chambers 5 and 6.
シリンダ本体１に、リザーバ２からノブレーキ液を室５
，６へ供給するためのサブライポート７，８とレリーフ
ポート９，１０とを形成する。Pour the brake fluid from the reservoir 2 into the cylinder body 1 into the chamber 5.
, 6 are formed.
プライマリピストン４の内端面にばね座１１を対接する
と共に、ボルト１３を植設し、このボルトに嵌合したば
ね座１４とばね座１１との間にばね１５を縮設する。A spring seat 11 is placed in opposition to the inner end surface of the primary piston 4, and a bolt 13 is installed, and a spring 15 is compressed between the spring seat 14 and the spring seat 11 fitted to the bolt.
ばね１５はばね座１４をピストン３から遠去かる方向へ
附勢するが、これによるばね座１４の移動をボルト１３
のヘッド１３ａにより規制する。The spring 15 urges the spring seat 14 in a direction away from the piston 3, but the movement of the spring seat 14 due to this is prevented by the bolt 13.
is regulated by the head 13a.
プライマリピストン３から遠いセカンダリピストン４の
端面にばね１６を作用させ、これによりピストン４をば
ね座１４に当接させると共に、このばね座１４及びばね
１５を介してプライマリピストン３を、シリンダ本体１
の開口端に設けたスナップリング１７に当接させる。A spring 16 is applied to the end surface of the secondary piston 4 that is far from the primary piston 3, thereby causing the piston 4 to come into contact with the spring seat 14, and the primary piston 3 is moved through the spring seat 14 and the spring 15 to the cylinder body 1.
The snap ring 17 provided at the open end of the
本発明においては、シリンダ本体１に小径のプランジャ
孔１８及びこれに連なる大径のプランジャ孔１９よりな
る段付盲孔を形成し、小径プランジャ孔１８から遠い大
径プランジャ孔１９の開口端をプラグ２０により液密封
止する。In the present invention, a stepped blind hole consisting of a small-diameter plunger hole 18 and a large-diameter plunger hole 19 connected to the small-diameter plunger hole 18 is formed in the cylinder body 1, and the open end of the large-diameter plunger hole 19 far from the small-diameter plunger hole 18 is plugged. 20 for liquid-tight sealing.
シリンダ本体１には更に、室５より小径プランジャ孔１
８に延びる連通孔２１と、プラグ２０の近傍において大
径シリンダ孔１９に開口する後輪ホイールシリンダ接続
ポート２２とを形成し、連通孔２１、プランジャ孔１８
，１９及びポート２２により後輪ブレーキ液圧取出通路
を構成する。The cylinder body 1 further includes a plunger hole 1 with a smaller diameter than the chamber 5.
8, and a rear wheel cylinder connection port 22 that opens to the large diameter cylinder hole 19 near the plug 20.
, 19 and the port 22 constitute a rear wheel brake fluid pressure outlet passage.
本発明では、この通路内に液圧制御弁２３を挿置する。In the present invention, a hydraulic pressure control valve 23 is inserted into this passage.
液圧制御弁２３は、プランジャ孔１８，１９で構成され
る段付盲孔内に摺動自在に嵌合した段付プランジャ２４
を有し、その中心貫通孔内にポペット弁体２５を配置す
ると共に、プラグ２０に近い端部に中空の弁座２６を嵌
着する。The hydraulic pressure control valve 23 includes a stepped plunger 24 that is slidably fitted into a stepped blind hole constituted by plunger holes 18 and 19.
A poppet valve body 25 is disposed in the central through-hole, and a hollow valve seat 26 is fitted at the end near the plug 20.
弁体２５をばね２７で閉方向へ附勢し、弁体２５の一方
の弁棒２５ａを弁座２６の中心孔に遊嵌すると共に、他
方の弁棒２５ｂをプランジャ２４の中心貫通孔に遊貫す
る。The valve body 25 is biased in the closing direction by the spring 27, one valve stem 25a of the valve body 25 is loosely fitted into the center hole of the valve seat 26, and the other valve stem 25b is loosely fitted into the center through hole of the plunger 24. penetrate
そして、プランジャ２４をばね２８で、弁座２６がプラ
グ２０と衝接する位置に附勢し、この位置で弁棒２５ａ
はプラグ２０に衝接して弁体２５をばね２７に抗し開位
置になすものとする。Then, the plunger 24 is biased by the spring 28 to a position where the valve seat 26 collides with the plug 20, and in this position, the valve stem 25a
It is assumed that the valve element 25 is brought into the open position against the spring 27 by colliding with the plug 20.
プランジャ２４及び弁座２６に夫々中心貫通孔と直交す
る横孔２４ａ，２６ａを形成し、横孔２４ａは連通孔２
１と常時連通する位置に配置する。Horizontal holes 24a and 26a are formed in the plunger 24 and the valve seat 26, respectively, and are perpendicular to the center through hole.
Place it in a position where it is in constant communication with 1.
弁棒２５ｂにスリット２５ｃを形成し、このスリットに
開弁棒２９を貫通する。A slit 25c is formed in the valve rod 25b, and the valve opening rod 29 passes through this slit.
開弁棒２９は更に連通孔２１及び横孔２４ａにも遊嵌し
て、上端を室５内に若干突出させると共に、下端をシリ
ンダ本体１に螺合したボルト３０により弾性体３１を介
して支持する。The valve opening rod 29 is also loosely fitted into the communication hole 21 and the horizontal hole 24a so that its upper end slightly protrudes into the chamber 5, and its lower end is supported via an elastic body 31 by a bolt 30 screwed into the cylinder body 1. do.
又、プランジャ２４にはその小径部外周面に肩部２４ｂ
を設け、この屑部とプランジャ孔１８，１９間の肩部３
２との間の隙間αだけ、プランジャ２４は図示の位置か
ら左方へストロークできるようにし、このプランジャス
トローク中弁体２５が弁座２６に当接するよう両者間の
隙間を設定する。Further, the plunger 24 has a shoulder portion 24b on the outer peripheral surface of its small diameter portion.
A shoulder portion 3 between this scrap portion and plunger holes 18 and 19 is provided.
The plunger 24 is made to be able to stroke leftward from the illustrated position by the gap α between the plunger 24 and the valve seat 26, and the gap between the two is set so that the valve body 25 comes into contact with the valve seat 26 during this plunger stroke.
なお、上記構成により開弁棒２９はその下端を中心にし
て弾性体３１の変形により回動できるが、この回動角が
十分大きくなるよう連通孔２１の内壁と開弁棒２９との
間の隙間を大きくし、これにより、開弁棒２９が図中左
方へ回動する時弁棒２５ｂを介し弁体２５を、上記プラ
ンジャストロークによっても弁座２６に当接することの
ない位置へ、開弁方向に移動させ得るようにする。Note that with the above configuration, the valve opening rod 29 can rotate around its lower end due to the deformation of the elastic body 31, but the distance between the inner wall of the communication hole 21 and the valve opening rod 29 is such that this rotation angle is sufficiently large. By increasing the gap, when the valve opening rod 29 rotates to the left in the figure, the valve body 25 is opened via the valve rod 25b to a position where it does not come into contact with the valve seat 26 even by the plunger stroke. so that it can be moved in the direction of the valve.
更に、セカンダリピストン４の端面に軸方向へ室５内に
突出するスリーブ状の突起３３を一体に設け、その先端
３３ａを半径方向外方へ拡開させる。Further, a sleeve-shaped projection 33 that projects axially into the chamber 5 is integrally provided on the end surface of the secondary piston 4, and its tip 33a is expanded radially outward.
突起３３の長さは十分長くして、タンデムマスターシリ
ンダの作動中行なわれるべきピストン４の通常のストロ
ークでは、開弁棒２９の上端が突起３３の外周面上にあ
るようにするが、室６内に及ぶようシリンダ本体１に形
成されたポート３４に接続すべき前輪ブレーキ系の失陥
により、室６内に液圧が生じなくなった時、ブレーキペ
ダルが踏まれてピストン４が過大に図中左方へストロー
クすると、突起３３の先端拡開部３３ａが開弁棒２９の
上端と係合し、これを図中左方へ移動させるようにする
。The length of the protrusion 33 is made sufficiently long so that the upper end of the valve opening rod 29 is on the outer peripheral surface of the protrusion 33 during the normal stroke of the piston 4 during operation of the tandem master cylinder. When the front wheel brake system, which should be connected to the port 34 formed in the cylinder body 1 so as to extend inside the chamber 6, fails, hydraulic pressure is no longer generated in the chamber 6. When the brake pedal is depressed, the piston 4 is pushed too far (as shown in the figure). When stroked to the left, the enlarged tip portion 33a of the protrusion 33 engages with the upper end of the valve opening rod 29, causing it to move to the left in the figure.
上述の構成とした本発明のタンデムマスターシリンダは
ポート２２を後輪ホイールシリンダ、ポート３４を前輪
ホイールシリンダに夫々接続し、ブレーキペダルと連動
するプッシュロツド（図示せず）をピストン３の端面窪
み３ａに係合させることで以下の如くに作用する。In the tandem master cylinder of the present invention configured as described above, the port 22 is connected to the rear wheel cylinder, the port 34 is connected to the front wheel cylinder, and a push rod (not shown) that is linked to the brake pedal is connected to the recess 3a in the end face of the piston 3. The engagement works as follows.
第１図は本発明液圧制御弁付タンデムマスターシリンダ
が非作動の時の状態を示す。FIG. 1 shows a state in which the tandem master cylinder with a hydraulic pressure control valve of the present invention is not in operation.
この状態よりブレーキペダルを踏込むと、その力はプッ
シュロツドを介してピストン３を図中左方へ押込む。When the brake pedal is depressed in this state, the force pushes the piston 3 to the left in the figure via the push rod.
この時ピストン４はばね座１１、ばね１５、ばね座１４
を介してピストン３と一体的に同方向へ押される。At this time, the piston 4 has a spring seat 11, a spring 15, and a spring seat 14.
is pushed integrally with the piston 3 in the same direction.
かくて室５，６内に液圧が発生するが、室６内の液圧は
ポート３４より前輪ホイールシリンダへ、又室５内の液
圧は連通孔２１、横孔２４ａ、プラグ２４及び弁座２６
の中心貫通孔、横孔２６ａを経てポート２２より後輪ホ
イールシリンダに夫々供給される。Thus, hydraulic pressure is generated in the chambers 5 and 6, but the hydraulic pressure in the chamber 6 is transferred from the port 34 to the front wheel cylinder, and the hydraulic pressure in the chamber 5 is transferred to the communication hole 21, the side hole 24a, the plug 24, and the valve. seat 26
It is supplied to the rear wheel cylinder from the port 22 through the center through hole and the side hole 26a, respectively.
かくて前後輪ブレーキ液圧は第５図にａ−ｂで示す如く
共に等しく、ブレーキペダルの踏力に応じた値で上昇さ
れる。Thus, the front and rear wheel brake fluid pressures are equal, as shown by a-b in FIG. 5, and are increased at a value corresponding to the depression force on the brake pedal.
この時、ピストン３に対するピストン４の相対移動は、
室５，６内の液圧が同じである限り、ばね１５，１６の
ばね力が相互に打消し合うため、生じない。At this time, the relative movement of piston 4 with respect to piston 3 is
As long as the hydraulic pressures in chambers 5 and 6 are the same, this will not occur because the spring forces of springs 15 and 16 cancel each other out.
ブレーキペダルの踏力を増してポート２２，３４から出
力液圧が第５図のスプリットポイントｂに対応した値に
なると、段付プランジャ２４がその両端受圧面積差に起
因してばね２８に抗し図中左方へ移動し、弁座２６が弁
体２５に当接する。When the pressure on the brake pedal is increased and the hydraulic pressure output from the ports 22 and 34 reaches a value corresponding to the split point b in FIG. The valve seat 26 moves to the middle left and comes into contact with the valve body 25.
これにより弁体２５は前記の液路を遮断し、室５及びポ
ート２２間の連通を断って、室５内のマスターシリンダ
液圧をそのまま後輪ホイールシリンダに供給しなくなる
。As a result, the valve body 25 blocks the liquid passage, cuts off communication between the chamber 5 and the port 22, and prevents the master cylinder hydraulic pressure in the chamber 5 from being supplied to the rear wheel cylinder as it is.
その後ブレーキペダルの踏力を更に増すと、室５内のマ
スターシリンダ液圧は上昇し、この液圧上昇分で段付プ
ランジャ２４は逆方向へ移動される。Thereafter, when the force on the brake pedal is further increased, the master cylinder hydraulic pressure in the chamber 5 increases, and the stepped plunger 24 is moved in the opposite direction by the increased hydraulic pressure.
これにより弁体２５は前記の液路を再度開く。This causes the valve body 25 to reopen the liquid path.
以上の作用の繰返しにより、ポート２２からの後輪ブレ
ーキ液圧は第５図のスプリットポイントｂ以後、通常の
液圧制御弁によると同様に制限されつゝ上昇することに
なる。By repeating the above action, the rear wheel brake fluid pressure from the port 22 increases after the split point b in FIG. 5, while being restricted in the same way as with a normal fluid pressure control valve.
一方ポート３４からの前輪ブレーキ液圧はブレーキペダ
ルの踏力に対応したマスターシリンダ液圧のままである
ため、前後輪ブレーキ液圧の配分はスプリットポイント
ｂ以後、第５図のｂ − ｃで示す如くになり、後輪ス
キツドを防止することができる。On the other hand, the front wheel brake fluid pressure from the port 34 remains the master cylinder fluid pressure corresponding to the brake pedal depression force, so the front and rear brake fluid pressure is distributed after split point b as shown in b-c in Fig. 5. This will prevent rear wheel skidding.
ここで、前輪ブレーキ系が失陥すると、ブレーキペダル
を踏んでも室６内に液圧が生ぜず、従ってピストン４は
ばね１５を介してピストン３により押されて先端部４ａ
がシリンダ本体１の最奥部に当接するまでピストン３と
一体に移動する。Here, if the front wheel brake system fails, no hydraulic pressure is generated in the chamber 6 even when the brake pedal is depressed, and therefore the piston 4 is pushed by the piston 3 via the spring 15 and the tip end 4a
moves together with the piston 3 until it comes into contact with the innermost part of the cylinder body 1.
このロスストロークＳ後、ピストン３がさらに左方へ移
動すると室５内に液圧が発生する。After this loss stroke S, when the piston 3 moves further to the left, hydraulic pressure is generated in the chamber 5.
このロスストローク中、突起３３の先端拡開部３３ａは
開弁棒２９の上端と係合し、これを同方向へ移動させる
。During this loss stroke, the expanded tip portion 33a of the projection 33 engages with the upper end of the valve opening rod 29 and moves it in the same direction.
これにより開弁棒２９はその下端を中心に回動し、弁棒
２５ｂを介し弁体２５を第１図中左方へ移動させる。As a result, the valve opening rod 29 rotates around its lower end, and moves the valve body 25 to the left in FIG. 1 via the valve rod 25b.
従って、プランジャ２４の上記移動によっても弁座２６
は最早弁体２５に当接し得ず、ポート２２は常時室５と
連通される。Therefore, even with the above movement of the plunger 24, the valve seat 26
can no longer abut the valve body 25, and the port 22 is always in communication with the chamber 5.
これがため、室５内に生じたマスターシリンダ液圧は常
時そのまま後輪ホイールシリンダに供給され、後輪ブレ
ーキ液圧は第５図にａ−ｂ−ｃ′で示す如く上昇し、前
輪ブレーキ系失陥時のブレーキ力不足を解消できる。Therefore, the master cylinder hydraulic pressure generated in the chamber 5 is always supplied to the rear wheel cylinder as it is, and the rear brake hydraulic pressure increases as shown by a-b-c' in Fig. 5, causing the front brake system to fail. This can solve the problem of insufficient braking force when a car crashes.
なお、上述の例では、開弁棒２９を回動させるのにピス
トン４に一体に設けた突起３３の先端拡開部３３ａを用
いたが、ピストン４と一体的に動くものであれば、この
ピストンに必ずしも一体に設けたものでなくてもよく、
例えば第２図又は第３図に示す如きものでもよい。In the above example, the widened end portion 33a of the protrusion 33 provided integrally with the piston 4 was used to rotate the valve opening rod 29, but this may be used as long as it moves integrally with the piston 4. It does not necessarily have to be provided integrally with the piston,
For example, it may be as shown in FIG. 2 or 3.
すなわち、第２図の例では、前記突起３３と同形状のス
リーブ３５を設け、その折曲基端３５ａをピストン４の
端面とばね座１４との間に挾持し、先端３５ｂを半径方
向外方へ拡開させ、又、第３図の例では、ピストン４に
近いばね座１４の端部を１４ａで示すように、上記スリ
ーブ３５と同形状となるよう延在させるが、このように
しても前記同様の効果を得ることができる。That is, in the example shown in FIG. 2, a sleeve 35 having the same shape as the protrusion 33 is provided, its bent base end 35a is held between the end surface of the piston 4 and the spring seat 14, and its tip 35b is radially outward. In the example shown in FIG. 3, the end of the spring seat 14 near the piston 4 is extended to have the same shape as the sleeve 35, as shown by 14a. Effects similar to those described above can be obtained.
第４図は本発明液圧制御弁付タンデムマスターシリンダ
の他の例を示し、本例ではピストン４の中程小径部に突
条３６をピストン４に一体に設け、この突条で前輪ブレ
ーキ系の失陥時開弁棒２９を前述したと同様に回動させ
得るようにする。Fig. 4 shows another example of the tandem master cylinder with a hydraulic pressure control valve of the present invention. When the valve fails, the valve opening rod 29 can be rotated in the same manner as described above.
この目的のため、ピストン４の中程小径部とシリンダ本
体１との間に画成された環状室３７内に開弁棒２９の上
端を突出させ、この上端を連通孔２１内に横架したゴム
シール３８により移動可能に支持する。For this purpose, the upper end of the valve opening rod 29 was made to protrude into the annular chamber 37 defined between the middle small diameter part of the piston 4 and the cylinder body 1, and this upper end was suspended horizontally in the communication hole 21. It is movably supported by a rubber seal 38.
又、プランジャ２４を図示の位置に押付けるばね２８は
屑部３２と段付プランジャ２４の大径部との間に縮設し
、前記のプランジャストロークαをプランジャ２４の左
端面と小径プランジャ孔１８の底面との隙間により設定
する。Further, a spring 28 that presses the plunger 24 to the illustrated position is compressed between the waste portion 32 and the large diameter portion of the stepped plunger 24, and the above-mentioned plunger stroke α is moved between the left end surface of the plunger 24 and the small diameter plunger hole 18. Set according to the gap with the bottom of the
そして、弁棒２５ｂはプランジャ２４の対応する中心貫
通孔部により密に案内し、この案内部にシール３９を設
ける。The valve stem 25b is then more closely guided by the corresponding center through-hole of the plunger 24, and a seal 39 is provided in this guide.
従って、本例では孔２１，２４ａが前述した例のように
ブレーキ液圧取出通路を構成せず、この通路を設定する
ため、シリンダ本体１にばね２８を収納した室４０と室
５とを連絡する孔４１を設け、室４０と弁室４２とを連
絡する孔４３をプランジャ２４に形成する。Therefore, in this example, the holes 21 and 24a do not constitute a brake fluid pressure outlet passage as in the above-mentioned example. A hole 41 is provided in the plunger 24, and a hole 43 is formed in the plunger 24 to communicate the chamber 40 and the valve chamber 42.
かくて、室５内に生じたマスターシリンダ液圧は孔４１
、室４０、孔４３、弁室４２、横孔２６ａを経てポート
２２より後輪ホイールシリンダに供給され、この液圧供
給を弁体２５で適宜断つことにより、液圧制御弁２３は
前述した通りに後輪ブレーキ液圧の制御を行なう。Thus, the master cylinder hydraulic pressure generated in the chamber 5 is transferred to the hole 41.
, the hydraulic pressure is supplied to the rear wheel cylinder from the port 22 through the chamber 40, the hole 43, the valve chamber 42, and the horizontal hole 26a, and by appropriately cutting off this hydraulic pressure supply with the valve body 25, the hydraulic pressure control valve 23 is operated as described above. The rear wheel brake fluid pressure is controlled.
又、前輪ブレーキ系失陥時、ピストン４が過大にストロ
ークすると突条３６が開弁棒２９を回動させ、この回動
により制御弁２３が常開されることで、この制御弁の液
圧制御作用を事実上無効となし、前記した例におけると
同様、前輪ブレーキ系失陥時のブレーキ力不足を解消で
きる。In addition, when the front wheel brake system fails, when the piston 4 strokes excessively, the protrusion 36 rotates the valve opening rod 29, and this rotation causes the control valve 23 to be normally opened, thereby reducing the hydraulic pressure of this control valve. The control action is virtually disabled, and as in the above example, the lack of braking force when the front wheel brake system fails can be resolved.
かくして、本発明タンデムマスターシリンダは上述の如
く、液圧制御弁をタンデムマスターシリンダ内に組込ん
だから、この弁を従来のように後輪ブレーキ系に別途配
管する必要がなく、ブレーキ装置の部品点数を減じ得る
と共に、配管作業の簡易化が図れ、液圧制御弁の設置ス
ペースを考慮する必要がないため、自動車設計の自由度
を高めることもできる等の諸特長を持つ。Thus, since the tandem master cylinder of the present invention incorporates the hydraulic pressure control valve into the tandem master cylinder as described above, there is no need to separately pipe this valve to the rear wheel brake system as in the conventional case, and the number of parts in the brake system can be reduced. This system has various features such as reducing the amount of noise, simplifying piping work, and eliminating the need to consider the installation space for a hydraulic control valve, increasing the degree of freedom in vehicle design.
又、前輪ブレーキ系の失陥時液圧制御弁を常開させる手
段を前輪ブレーキ液圧発生ピストン４の過大ストローク
に応動して回動する開弁棒２９のみで構成したから、該
手段の構造を簡単にできると共に、部品点数の減少を図
れ、安価であると共に、作動信頼性の向上を達成できる
。Further, since the means for normally opening the hydraulic pressure control valve in the event of a failure in the front wheel brake system is composed only of the valve opening rod 29 that rotates in response to the excessive stroke of the front wheel brake hydraulic pressure generating piston 4, the structure of the means is It is possible to simplify the process, reduce the number of parts, reduce the cost, and improve operational reliability.
第１図は本発明液圧制御弁付タンデムマスターシリンダ
の縦断側面図、第２図及び第３図は同じくその２変形例
を示す部分断面図、第４図は本発明の他の例を示す要部
断面図、第５図は本発明タンデムマスターシリンダを用
いた場合のブレーキ油圧特性図である。
１・・・・・・シリンダ本体、２・・・・・・リザーバ
、３一・・・・プライマリピストン、４・・・・・・セ
カンダリピストン、５，６・・・・・・室、７，８・・
・・・・サプライポート、９，１０・・・・・・レリー
フポート、１１，１４・・・・・・ばね座、１３・・・
・・・ボルト、１５，１６・・・・・・ばね、１７・・
・・・・スナップリング、１８，１９・・・・・・プラ
ンジャ孔、２０・・・・・・プラグ、２１・・・・・・
連通孔、２２・・・・・・後輪ホイールシリンダ接続ポ
ート、２３・・・・・・液圧制御弁、２４・・・・・・
段付プランジャ、２５・・・・・・ポペット弁体、２６
・・・・・・弁座、２７， ２８・・・・・・ばね、２
９・・・・・・開弁棒、３０・・・・・・ボルト、３１
・・・・・・弾性体、３３・・・・・・スリーブ状突起
、３３ａ・・・・・・先端拡開部、３５・・・・・・ス
リーブ、３５ｂ・・・・・・先端拡開部、１４ａ・・・
・・・ばね座延長部、３６・・・・・・突条、３８，３
９・・・・・・ゴムシール、４１，４３・・・・・・孔
。Fig. 1 is a vertical sectional side view of a tandem master cylinder with a hydraulic pressure control valve according to the present invention, Figs. 2 and 3 are partial sectional views showing two variations thereof, and Fig. 4 shows another example of the present invention. FIG. 5 is a sectional view of a main part and a brake hydraulic pressure characteristic diagram when the tandem master cylinder of the present invention is used. 1...Cylinder body, 2...Reservoir, 31...Primary piston, 4...Secondary piston, 5, 6...Chamber, 7 ,8...
...Supply port, 9,10...Relief port, 11,14...Spring seat, 13...
...Bolt, 15, 16...Spring, 17...
...Snap ring, 18, 19...Plunger hole, 20...Plug, 21...
Communication hole, 22... Rear wheel cylinder connection port, 23... Fluid pressure control valve, 24...
Stepped plunger, 25...Poppet valve body, 26
... Valve seat, 27, 28 ... Spring, 2
9... Valve opening rod, 30... Bolt, 31
......Elastic body, 33...Sleeve-like protrusion, 33a...Tip enlarged portion, 35...Sleeve, 35b...Tip enlargement. Opening, 14a...
...Spring seat extension, 36...Protrusion, 38,3
9... Rubber seal, 41, 43... Hole.
Claims (1)
圧を発するプライマリピストンと、このプライマリピス
トンに応動して前輪ブレーキ液圧を発するセカンダリピ
ストンとを１個のシリンダ本体内に嵌合して具えるタン
デムマスターシリンダにおいて、前記後輪ブレーキ液圧
を取出すため前記シリンダ本体に設けた後輪ブレーキ液
圧出口通路中に、該通路を閉じることにより後輪ブレー
キ液圧の上昇を制限して前輪ブレーキ液圧より小さくす
る液圧制御弁を挿置すると共に、前輪ブレーキ系の失陥
時に生ずる前記セカンダリピストンの過大ストロークに
応動して回動する開弁棒を設け、該開弁棒をその前記回
動により前記液圧制御弁の弁体が液圧制御弁常開位置に
移動されるよう該弁体に係合させたことを特徴とする液
圧制御弁付タンデムマスターシリンダ。1 A primary piston that generates rear wheel brake fluid pressure in conjunction with depression of the brake pedal and a secondary piston that generates front wheel brake fluid pressure in response to this primary piston are fitted into one cylinder body. In the tandem master cylinder, in order to take out the rear wheel brake fluid pressure, a rear wheel brake fluid pressure outlet passage is provided in the cylinder body, and by closing the passage, an increase in the rear wheel brake fluid pressure is restricted and the front wheel brake fluid is removed. In addition to inserting a hydraulic pressure control valve that makes the pressure smaller than the hydraulic pressure, a valve opening rod is provided that rotates in response to the excessive stroke of the secondary piston that occurs when the front wheel brake system fails, and the valve opening rod is rotated in response to the excessive stroke of the secondary piston that occurs when the front wheel brake system fails. A tandem master cylinder with a hydraulic pressure control valve, characterized in that the valve body of the hydraulic pressure control valve is engaged with the valve body so that the valve body is moved to a normally open position of the hydraulic pressure control valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP53077993A JPS583851B2 (en) | 1978-06-29 | 1978-06-29 | Tandem master cylinder with hydraulic control valve |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP53077993A JPS583851B2 (en) | 1978-06-29 | 1978-06-29 | Tandem master cylinder with hydraulic control valve |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS558901A JPS558901A (en) | 1980-01-22 |
| JPS583851B2 true JPS583851B2 (en) | 1983-01-24 |
Family
ID=13649335
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP53077993A Expired JPS583851B2 (en) | 1978-06-29 | 1978-06-29 | Tandem master cylinder with hydraulic control valve |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS583851B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3604178A1 (en) * | 1985-02-09 | 1986-08-14 | Tokico Ltd., Kawasaki, Kanagawa | Tandem brake master cylinder |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3575704D1 (en) * | 1984-04-02 | 1990-03-08 | Allied Signal Inc | MASTER CYLINDER WITH A DOSING VALVE. |
| US4833885A (en) * | 1984-04-02 | 1989-05-30 | Allied-Signal Inc. | Master cylinder and proportioning valve therefor |
| JPS62112962U (en) * | 1986-01-10 | 1987-07-18 |
-
1978
- 1978-06-29 JP JP53077993A patent/JPS583851B2/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3604178A1 (en) * | 1985-02-09 | 1986-08-14 | Tokico Ltd., Kawasaki, Kanagawa | Tandem brake master cylinder |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS558901A (en) | 1980-01-22 |
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