JPS59202964A - Brake fluid pressure control mechanism - Google Patents

Brake fluid pressure control mechanism

Info

Publication number
JPS59202964A
JPS59202964A JP7640083A JP7640083A JPS59202964A JP S59202964 A JPS59202964 A JP S59202964A JP 7640083 A JP7640083 A JP 7640083A JP 7640083 A JP7640083 A JP 7640083A JP S59202964 A JPS59202964 A JP S59202964A
Authority
JP
Japan
Prior art keywords
brake
wheel
vehicle
hydraulic pressure
master cylinder
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.)
Pending
Application number
JP7640083A
Other languages
Japanese (ja)
Inventor
Tatsuo Uchihara
達夫 内原
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP7640083A priority Critical patent/JPS59202964A/en
Publication of JPS59202964A publication Critical patent/JPS59202964A/en
Pending legal-status Critical Current

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
    • B60T8/18—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 vehicle weight or load, e.g. load distribution
    • B60T8/1837—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 vehicle weight or load, e.g. load distribution characterised by the load-detecting arrangements
    • B60T8/1856—Arrangements for detecting suspension spring load
    • B60T8/1862—Arrangements for detecting suspension spring load comprising sensors of the type providing a fluid output signal representing the load on the vehicle suspension

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Control Valves For Brake Systems (AREA)

Abstract

PURPOSE:To resolve an erroneous operation of a load sensing valve by disposing a wheel loading detection means in series with a resilient member supporting a vehicle so that the wheel loading may be directly detected irrespective of a permanent set in the vehicle suspension resilient member. CONSTITUTION:An oil pressure chamber 26 is a wheel loading detection means and at the same time generates an oil pressure as an actuating signal in response to the wheel loading, and is disposed in series with a resilient member 27 supporting a vehicle between an upper spring member 28 and a lower spring member 29. The oil pressure chamber 26 is formed by a cylinder member 26a and piston members 26b, 26b', and the resilient member 27 is a supension comprising a shock absorber 27a and a coil spring 27b. Since the oil pressure chamber 26 is disposed in series with the resilient member 27 for supporting the vehicle, the wheel loading is determined by the pressure from the oil pressure chamber 26 and is not affected by a bending in the resilient member 27 due to a deterioration by usage.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、車両用のブレーキ液圧制御機構、特に制動時
、後輪がロックすることを防止するブレーキ液圧制御機
構に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a brake fluid pressure control mechanism for a vehicle, and particularly to a brake fluid pressure control mechanism that prevents rear wheels from locking during braking.

（従来技術） 自動車は制動時に、その減速麿に応じて重心が前方に移
動し、前輪荷重が増加し、後輪荷重は反対に減少する現
象が起こる。(Prior Art) When an automobile brakes, a phenomenon occurs in which the center of gravity moves forward according to the speed of deceleration, the front wheel load increases, and the rear wheel load conversely decreases.

従って、前後輪共に比例した制動力を与えた場合には後
輪のみが先にロックしてしまい、方向性を失ない、制動
性能が低下すると共に、操縦不安定を招くことになる。Therefore, if proportional braking forces are applied to both the front and rear wheels, only the rear wheels will lock first, resulting in loss of directionality, reduced braking performance, and unstable steering.

（第１図線図Ａ） そこで、後輪の早期ロックを防止するために開発された
のがプロポーショニングバルプ（以下、Ｐパルプという
）であって、制動力を理想曲１ｍ（第１図線図Ｂ）に近
い形状にするために、マスターシリンダ液圧が一定値に
達した時に差圧ピストン原理で後輪のみの制動液圧の増
加割合を小さくするように作用させ、後輪のりツクを防
止させようとするものである。（第１図線図Ｃ） しかしながら、ＰパルプはＩＩＪ図Ｃに示すように、マ
スターシリンダ液圧が一定の値に達した時に作動を開始
し、折れ点Ｐ（以下、スプリットポインＹという）が設
定により定まったものであるために、車両重量が著しく
変わるものには不向きであるＯ これに対し開発されたのが車重の変化を検出してスプリ
ットポイントを可変にすることができるロードセンシン
グバルブであって、第２図に示すように、積載荷重によ
って変化する理想曲線（線図Ｂｌ、　Ｂ２．　Ｂｓ　）
に応じてスプリットポイントをＰ１→Ｐ２→Ｐｓのよう
に変更させ理想曲線に近づけようとするものである。（
第２図線図Ｃ□、　Ｃ２，Ｃ８）そして、このロードセ
ンシングバルブには、リンケージタイプのパルプと車両
の減速度を慣性質量により感知するＧパルプとが従来か
ら知られているＯ しかしながら、一方のリンケージタイプのロードセンシ
ングバルブは、特開昭５１−１３２３７７号公報に記載
され、かつ第３図に示すように、車重検圧手段１と車両
懸架弾性体２とを車両のバネ上部材３とバネ下部＠４と
の間に並列に配置し、両部材３，４間の距離りの変位に
よって車重を検出し、Ｐバルジ５のスプリットポイント
可変手段を作動させていたものである。(Diagram A in Figure 1) Therefore, a proportioning valve (hereinafter referred to as P pulp) was developed to prevent the rear wheels from locking early. In order to create a shape similar to Figure B), when the master cylinder hydraulic pressure reaches a certain value, the differential pressure piston principle is used to reduce the rate of increase in brake hydraulic pressure only for the rear wheels, thereby reducing rear wheel friction. This is what we are trying to prevent. (Fig. 1 diagram C) However, as shown in IIJ diagram C, P pulp starts operating when the master cylinder hydraulic pressure reaches a certain value, and the breaking point P (hereinafter referred to as split point Y) Since it is determined by the setting, it is not suitable for vehicles where the vehicle weight changes significantly.In response, a load sensing valve was developed that can detect changes in vehicle weight and make the split point variable. As shown in Fig. 2, the ideal curve changes depending on the live load (diagrams Bl, B2.Bs).
According to this, the split point is changed from P1 to P2 to Ps in order to approximate the ideal curve. (
2nd diagram C□, C2, C8) And, for this load sensing valve, linkage type pulp and G pulp that senses the deceleration of the vehicle by inertial mass are conventionally known. The linkage type load sensing valve is described in Japanese Patent Application Laid-Open No. 132377/1982, and as shown in FIG. and the lower part of the spring @4, the vehicle weight is detected by the displacement of the distance between both members 3 and 4, and the split point variable means of the P bulge 5 is operated.

従って、車両懸架弾性体２が長期の使用によってへたり
を生じた場合には距離りが変化し、並列に配置された車
重検出手段１も誤動作してスプリットポイントが最適位
置からズしてしまうという問題点を有していたし、ざら
に車重が一定の具合でも減速度や旋回等によって車両懸
架弾性体２が変形し、スプリットポイントがズしてしま
うという問題点を有していた。Therefore, if the vehicle suspension elastic body 2 becomes fatigued due to long-term use, the distance will change, and the vehicle weight detection means 1 arranged in parallel will also malfunction, causing the split point to deviate from the optimal position. Furthermore, even when the vehicle weight is roughly constant, the vehicle suspension elastic body 2 deforms due to deceleration, turning, etc., and the split point shifts.

尚、第３図中６で示すものはマスターシリンダ、７は前
輪ブレーキシリンダ、８は後輪ブレーキシリンダである
。In addition, 6 in FIG. 3 is a master cylinder, 7 is a front wheel brake cylinder, and 8 is a rear wheel brake cylinder.

また、他方のＧパルプは、車重を検出するのではなく、
車両の減速度により慣性質量（一般に球体）が受ける慣
性力が車重に比例してその大きさが変わることを利用し
たものであるために、前述のリンケージタイプのり一ド
センシングバルプの問題点は解消できるが、ブレーキ装
置としてデュオサーボブレーキを用いた場合、サーボ作
用が通常のドラムブレーキの約６倍あるために制動初期
において不安定であり、急激な制動操作をした場合にお
いては慣性質量が受ける初期の慣性力立上りでＧパルプ
が作動を開始するという誤動作をし、スプリットポイン
トのズレを生じるという問題点を有していた。In addition, the other G-pulp does not detect the weight of the vehicle;
The problem with the above-mentioned linkage type glued sensing valve is that it takes advantage of the fact that the inertial force applied to an inertial mass (generally a sphere) due to vehicle deceleration changes in proportion to the vehicle weight. However, when using a duo servo brake as a braking device, the servo action is about 6 times that of a normal drum brake, making it unstable at the initial stage of braking, and the inertial mass is affected by sudden braking operations. There was a problem in that the G-pulp malfunctioned and started operating at the initial rise of inertia, causing a shift in the split point.

（本発明の目的） 本発明は、上述のような問題点を解消せんとなされたも
ので、その目的とするところは、誤動作のないロードセ
ンシングバルブな備えたブレーキ液圧制御機構を提供す
ることに存し、これによって、車重変化に対応した後輪
のロック防止、制動時の車両安定性の向上及び制動距離
の短縮を図らんとするものである。(Object of the present invention) The present invention has been made to solve the above-mentioned problems, and its purpose is to provide a brake fluid pressure control mechanism equipped with a load sensing valve that does not malfunction. This aims to prevent rear wheels from locking in response to changes in vehicle weight, improve vehicle stability during braking, and shorten braking distance.

（本発明の構成） ブレーキ踏力に応じて液圧を発生するマスターシリンダ
と、該マスターシリンダで発生した液圧により作動する
ブレーキシリンダと、前記マスタシリンダとブレーキシ
リンダとの間に介在され、マスターシリンダの液圧増加
割合に対して後輪ブレーキシリンダの液圧増加割合が変
化する折れ点を可変にできる設定可変手段を備えたロー
ドセンシングバルブと、を有するブレーキ液圧制御機構
において、輪荷重を直接検出して輪荷重信号を出力する
輪荷重検出手段を車両を懸架する弾性体と直列に配置し
、該輪筒重信＠に応じて設定可変手段を駆動する駆動信
号を出力する駆動手段を設けたものである。(Structure of the present invention) A master cylinder that generates hydraulic pressure in response to brake pedal force, a brake cylinder that operates by the hydraulic pressure generated in the master cylinder, and a master cylinder that is interposed between the master cylinder and the brake cylinder. A brake fluid pressure control mechanism that has a load sensing valve that is equipped with a variable setting means that can vary the turning point at which the rate of increase in hydraulic pressure in the rear wheel brake cylinder changes relative to the rate of increase in hydraulic pressure in the rear wheel brake cylinder. A wheel load detection means for detecting and outputting a wheel load signal is arranged in series with the elastic body that suspends the vehicle, and a driving means for outputting a drive signal for driving the setting variable means in accordance with the wheel load signal is provided. It is something.

（本発明の効果） 従って、かかる本発明のブレーキ液止機構にあっては、
輪荷重検出手段を車両を懸架する弾性体と直列に配置し
たものであるために、車両懸架弾性体のへタリ等とは無
関係に輪荷重を直接検出することができ、ロードセンシ
ングバルブの誤動作を解消し得るという効果を奏する。(Effects of the present invention) Therefore, in the brake fluid stopping mechanism of the present invention,
Since the wheel load detection means is placed in series with the elastic body that suspends the vehicle, the wheel load can be directly detected regardless of the fatigue of the elastic body that suspends the vehicle, thereby preventing malfunction of the load sensing valve. It has the effect of being able to eliminate the problem.

（実施例） 実施例を述べるにあたって、自動車用ブレーキ液圧制御
ｉ構を例にとり説明する。(Example) In describing an example, an automobile brake fluid pressure control i structure will be explained as an example.

まず、第４図及び塩５図に示す第１実施例について説明
すると、９はタンデムマスターシリンダであって、ブレ
ーキペダル１０に対するブレーキ踏力に応じて前輪用と
後輪用の２系統液ＥＥを発生するもので、倍力装置とし
てのマスターバック１１　’ｆ　備えている。First, to explain the first embodiment shown in FIG. 4 and FIG. It is equipped with a master bag 11'f as a booster.

１２は前輪ブレーキシリンダであって、前記タンデムマ
スターシリンダ９の前輪側連結端９ａとブレーキパイプ
１３で連結され、タンデムマスターシリンダ９で発生し
た液圧により作動する。Reference numeral 12 denotes a front wheel brake cylinder, which is connected to the front wheel side connecting end 9a of the tandem master cylinder 9 through a brake pipe 13, and is operated by the hydraulic pressure generated in the tandem master cylinder 9.

１４は後輪ブレーキシリンダであって、前記タンデムマ
スターシリンダ９の後輪側連結端９ｂとはブレーキパイ
プ１５、ロードセンシングパルプ１６及びブレーキパイ
プ１７を介して連結され、タンデムマスターシリンダ９
で発光した液圧を、四−ドセンシングバルブ１６が作動
しない時はそのまま受けて作ＤＪし、ロードセンシング
パルプ１６が作動する時は液化増加割合が減じた液圧を
受けて作動する。Reference numeral 14 denotes a rear wheel brake cylinder, which is connected to the rear wheel side connection end 9b of the tandem master cylinder 9 via a brake pipe 15, a load sensing pulp 16, and a brake pipe 17.
When the four-domain sensing valve 16 does not operate, the hydraulic pressure emitted by the valve 16 is directly received for DJ operation, and when the load sensing pulp 16 is activated, it operates upon receiving the hydraulic pressure with a reduced liquefaction increase rate.

１６はロードセンシングパルプであって、前記タンデム
マスターシリンダ９と後輪ブレーキシリンダ１４との間
に介在され、タンデムマスターシリンダ９の液化増加割
合に対して後輪ブレーキシリンダ１４の液圧増加割合が
変化するスプリットポイントを可変にできる設定可変手
段としての作動開始点設定用バネ１８を備え、さらには
該バネ１８の作動手段としてパルプ本体１９内に作動ピ
ストン加及び油田封じ込め室２１を備えている。Reference numeral 16 denotes a load sensing pulp, which is interposed between the tandem master cylinder 9 and the rear brake cylinder 14, so that the rate of increase in hydraulic pressure in the rear brake cylinder 14 changes with respect to the rate of increase in liquefaction in the tandem master cylinder 9. It is provided with a spring 18 for setting an operation start point as a setting variable means that can vary the split point, and further provided with an operating piston and an oil field containment chamber 21 in the pulp body 19 as means for operating the spring 18.

そして、第５図によりロードセンシングパルプ１６の構
成を説明すると、１９はパルプ本体、１８　ａ　、　１
８ｂは作動開始点設定用バネ、加は作動ピストン、２１
は油田封じ込め室、２２はプランジャ、ηはタンデムマ
スターシリンダ９からの液圧入力端、Ｕは後輪ブレーキ
シリンダ１４への液圧出カ端、５は輪荷重検出手段から
の駆動出力である油圧の入力端である。The structure of the load sensing pulp 16 will be explained with reference to FIG. 5. 19 is the pulp body, 18a, 1
8b is a spring for setting the operation start point, and 21 is an operation piston.
is the oil field containment chamber, 22 is the plunger, η is the hydraulic pressure input end from the tandem master cylinder 9, U is the hydraulic pressure output end to the rear wheel brake cylinder 14, and 5 is the drive output from the wheel load detection means Hydraulic pressure is the input terminal of

次に、届は輪荷重検出手段であると共に輪荷重信号に応
じて駆動信号である油圧をづｔ生する油田室であって、
バネ上部材部とバネ下Ｍζ材２９との間【こ車両を懸架
する弾性体部と直列に配置したものである。尚、この油
田室部は、第５図に示すようにシリンダ一部材２６　ａ
とピストン部材２６ｂ、２６ｂ’とによって形成し、ま
た、前記弾性体ｎはショックアブソーバ２７　ａとフィ
ルスプリング２７ｂとにより構成したサスペンションと
している。Next, the transmission is an oil well chamber which is a wheel load detection means and generates oil pressure which is a drive signal in response to a wheel load signal,
Between the sprung member portion and the unsprung Mζ material 29 [This is arranged in series with the elastic body portion that suspends the vehicle. Incidentally, as shown in FIG.
and piston members 26b and 26b', and the elastic body n is a suspension composed of a shock absorber 27a and a fill spring 27b.

（ト）は電磁弁であって、前記四−Ｐセンシングパルプ
１６と油圧室部との間に介在され、ホイールトラベルセ
ンサ３１が車輪の上下動を感知した場合に通電して閉じ
、車輪の上下動をほとんど感知しない域においては通電
されなく開き、輪荷重検知圧パイプ３２の流路開閉を行
なうものである。尚、電磁弁３０はスプリング（９）ａ
に押圧されたボール３０　ｂと、スプリング力に抗して
ボール３０　ｂをシー）　３０　ｃに圧着するソレノイ
ド３０ｄを有する構成であり、またホイールトラベルセ
ンサ３１は一方を車体側に他方をサスペンション側に取
付けて、その変位量で車輪の上下動を感知するもので、
一つのホイールトラベルセンサ３１でもよく、さらにコ
ーナリング時を感知するためには左右２つのホイールト
ラベルセンサ３１　、３１を取付けてもよい。(g) is a solenoid valve which is interposed between the 4-P sensing pulp 16 and the hydraulic chamber, and is energized and closed when the wheel travel sensor 31 detects the vertical movement of the wheel. In a region where almost no movement is detected, the valve is opened without being energized, and the flow path of the wheel load detection pressure pipe 32 is opened and closed. In addition, the solenoid valve 30 is equipped with a spring (9) a.
The structure includes a ball 30b pressed against the ball 30b, and a solenoid 30d that presses the ball 30b against the spring force against the ball 30c, and the wheel travel sensor 31 has one side on the vehicle body side and the other side on the suspension side. It is installed and detects the vertical movement of the wheel based on the amount of displacement.
One wheel travel sensor 31 may be used, or two left and right wheel travel sensors 31, 31 may be installed to detect cornering.

従って、第１実施例にあっては、油圧室２６を車両懸架
用の弾性体がと直列に配置しているものであるために、
輪荷重Ｇま油圧室部の圧力によって決定され、弾性体ｎ
が耐久劣化によりタワミが発生した場合であっても全く
、彩管を与えることなく、輪荷重の増減に比例して油圧
室部の圧力も増減し、誤動作のない輪荷重検出ができる
ものである。Therefore, in the first embodiment, since the hydraulic chamber 26 is arranged in series with the elastic body for suspending the vehicle,
The wheel load G is determined by the pressure in the hydraulic chamber, and the elastic body N
Even if deflection occurs due to durability deterioration, the pressure in the hydraulic chamber increases or decreases in proportion to the increase or decrease in wheel load without applying any color tube, allowing wheel load detection without malfunction. .

そして、油圧室５で輪荷重を圧力として検出すると共に
油圧室あの封入油はスプリットポイントの設定可変手段
である作動開始点設定用バネ１８の駆動媒体となり、ロ
ードセンシングパルプ１６のＭＥ封じ込め室２１に導入
され、作動ピストン加を移動させて輪荷重に応じたバネ
力を与え、輪荷重によって変わる制動力理想曲線に応じ
たスプリットポイント変更ができ、マスターシリンダ液
圧と後輪ブレーキシリンダ１４の液圧とが最適な効き配
分となるために、ロードセンシングパルプ１６の終局目
的である後輪の早期ロック防止、制動時の車両安定性向
上及び制動距離の短縮を図ることができる。Then, the wheel load is detected as pressure in the hydraulic chamber 5, and the sealed oil in the hydraulic chamber becomes a driving medium for the operation start point setting spring 18, which is a means for changing the setting of the split point, and is applied to the ME containment chamber 21 of the load sensing pulp 16. It is possible to change the split point according to the ideal braking force curve that changes depending on the wheel load by moving the actuating piston force and applying a spring force according to the wheel load.The master cylinder hydraulic pressure and the rear wheel brake cylinder 14 hydraulic pressure As a result, the ultimate purpose of the load sensing pulp 16 is to prevent early locking of the rear wheels, improve vehicle stability during braking, and shorten braking distance.

また、実施例にあっては、電磁弁（資）及びホイールト
ラベルセンサ３１を設けているものであるために、旋回
時や凹凸路面走行時等の車輪上下動が激しい時は、電磁
弁（９）が上下動を感知して閉じることにより、油田室
かの圧力変化は油圧封じ込め室２１に伝達されることな
く、常に静的な状態でスプリットポイントが決定され、
車輪上下動による誤動作を防止することができる。In addition, since the embodiment is equipped with a solenoid valve (equipment) and a wheel travel sensor 31, when the wheels move up and down rapidly, such as when turning or driving on an uneven road, the solenoid valve (equipment) and wheel travel sensor 31 are installed. ) detects vertical movement and closes, so that pressure changes in the oil field chamber are not transmitted to the hydraulic containment chamber 21, and the split point is always determined in a static state.
Malfunctions caused by vertical movement of the wheels can be prevented.

次に、第６図に示す第２実施例について説明すると、こ
の実施例はブレーキ系に液漏れ等の故障が生じた場合を
考慮したロードセンシングパルプ１６を用いている点に
おいて第１実施例と相違するものである。つまり、構成
的にはタンデムマスターシリンダ９の前輪側連結端９ａ
と四−ドセンシングパルプ１６の液圧入力端おとをブレ
ーキパイプ１３　ａにより連結し、シランジャ四の一端
側にマスターシリンダ９からの液圧を導入し、さらに液
圧出力端あと前輪ブレーキホイール１２とをブレーキパ
イプ１３　ｂで連結した構成としている。Next, the second embodiment shown in FIG. 6 will be explained. This embodiment is different from the first embodiment in that it uses a load sensing pulp 16 in consideration of the case where a failure such as a fluid leak occurs in the brake system. They are different. In other words, in terms of the structure, the front wheel side connecting end 9a of the tandem master cylinder 9
and the hydraulic pressure input end of the 4-d sensing pulp 16 are connected by a brake pipe 13 a, and the hydraulic pressure from the master cylinder 9 is introduced into one end of the syringe 4, and the hydraulic pressure output end and the front brake wheel 12 are connected to each other by a brake pipe 13 a. and are connected by a brake pipe 13b.

従って、後輪ブレーキ系に液漏れ等の故障が生じた場合
は、ロードセンシングパルプ１６が単にコネクタの働き
をするだけで前輪ブレーキは正常に作動し、また、前輪
ブレーキ系に故障した場合は、スプリットポイント液圧
がプランジャｎの一端へ前輪側液圧導入がないために高
くなり、後輪ブレーキの効きはパルプがない場合とほぼ
同じになる。Therefore, if a failure such as fluid leakage occurs in the rear brake system, the load sensing pulp 16 simply acts as a connector and the front brake will operate normally. The split point hydraulic pressure becomes high because the front wheel side hydraulic pressure is not introduced to one end of the plunger n, and the effectiveness of the rear wheel brake is almost the same as when there is no pulp.

尚、その他ロードセンシングバルデ１６としてのスプリ
ットポイント変更機能等は第１実施例と同様である。Note that the other functions such as the split point changing function of the load sensing barde 16 are the same as in the first embodiment.

以上、本発明の実施例を図により詳述してきたが、具体
的な構成はこの実施例に限られるものではなく、例えば
輪荷重検出手段として圧電素子を用い、圧電素子からの
検出電気信号を駆動信号としての電気的信号に変換させ
、スプリットポイントの設定可変手段をソレノイドやモ
ータにより可変動作させるようにしたものであってもよ
い。Although the embodiments of the present invention have been described above in detail with reference to the drawings, the specific configuration is not limited to this embodiment. The split point setting variable means may be converted into an electrical signal as a drive signal, and the split point setting variable means may be variably operated by a solenoid or a motor.

また、ＩＩＥ電素子からの検出電気信号を油圧に変換さ
せて、実施例と同様のロードセンシングパルプにてスプ
リットポイントの変更を行なう構成としてもよい。Alternatively, a configuration may be adopted in which the detected electric signal from the IIE electric element is converted into oil pressure and the split point is changed using the same load sensing pulp as in the embodiment.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図はＰパルプによる液圧線図、第２図はロードセン
シングパルプによる液圧線図、第３図は従来のブレーキ
液圧制御機構を示す概略図、第４図は本発明第１実施例
のブレーキ液圧制御機構を示す概略図、第５図は第１実
施例機構の要部を示す断面図、第６図は本発明第２実施
例のブレーキ液圧制御機１ｆｆ！４を示す全体図である
。 ９・・・タンデムマスターシリンダ（マスターシリンダ
）、１２・・・前輪ブレーキシリンダ、１４・・・後輪
ブレーキシリンダ、１６・・・、Ｐセンシングバルブ、
１８・・・作動開始定設定用バネ（設定可変手段）、が
・・・油圧室（輪荷重検出手段、駆動手段）、！・・・
弾性体。 特許出頴人 日産自動車株式会社 第１図 第２図 マスターシリ〉ダ麿圧 第３図Figure 1 is a hydraulic pressure diagram based on P pulp, Figure 2 is a hydraulic pressure diagram based on load sensing pulp, Figure 3 is a schematic diagram showing a conventional brake fluid pressure control mechanism, and Figure 4 is a first embodiment of the present invention. A schematic diagram showing an example brake fluid pressure control mechanism, FIG. 5 is a sectional view showing essential parts of the mechanism of the first embodiment, and FIG. 6 is a brake fluid pressure control device 1ff of the second embodiment of the present invention! FIG. 4 is an overall view showing 4. 9... Tandem master cylinder (master cylinder), 12... Front wheel brake cylinder, 14... Rear wheel brake cylinder, 16..., P sensing valve,
18... Spring for setting the start of operation (variable setting means),... Hydraulic chamber (wheel load detection means, drive means),! ...
Elastic body. Patent issuer: Nissan Motor Co., Ltd. Figure 1 Figure 2 Master series Figure 3

Claims (1)

【特許請求の範囲】[Claims] （１）　　ブレーキ踏力に応じて液圧を発生するマスタ
ーシリンダと、該マスターシリンダで発生した液圧によ
り作動するブレーキシリンダと、前記マスターシリンダ
とブレーキシリンダとの間に介在され、マスターシリン
ダの液圧増加割合に対して後輪ブレーキシリンダの液圧
増加割合が変化する折れ点を可変にできる設定可変手段
を備えたローｒセンシングバルブと、を有するブレーキ
液圧制御機構において、輪荷重を直接検出して輪荷重信
号を出力する輪荷重検出手段を軍両を懸架する弾性体と
直列に配置し、該輪荷重信号に応じて前記設定可変手段
を駆動する駆動信号を出力する駆動手段を設けたことを
特徴とするブレーキ液圧制御機構。(1) A master cylinder that generates hydraulic pressure in response to brake pedal force, a brake cylinder that operates by the hydraulic pressure generated in the master cylinder, and a brake cylinder that is interposed between the master cylinder and the brake cylinder and that controls the hydraulic pressure of the master cylinder. A brake fluid pressure control mechanism that directly detects the wheel load and includes a low r sensing valve that is equipped with a setting variable means that can vary the turning point at which the fluid pressure increase rate of the rear wheel brake cylinder changes with respect to the increase rate. A wheel load detecting means for outputting a wheel load signal is arranged in series with an elastic body for suspending a military vehicle, and a driving means is provided for outputting a drive signal for driving the setting variable means in accordance with the wheel load signal. A brake fluid pressure control mechanism featuring:
JP7640083A 1983-04-30 1983-04-30 Brake fluid pressure control mechanism Pending JPS59202964A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP7640083A JPS59202964A (en) 1983-04-30 1983-04-30 Brake fluid pressure control mechanism

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP7640083A JPS59202964A (en) 1983-04-30 1983-04-30 Brake fluid pressure control mechanism

Publications (1)

Publication Number Publication Date
JPS59202964A true JPS59202964A (en) 1984-11-16

Family

ID=13604229

Family Applications (1)

Application Number Title Priority Date Filing Date
JP7640083A Pending JPS59202964A (en) 1983-04-30 1983-04-30 Brake fluid pressure control mechanism

Country Status (1)

Country Link
JP (1) JPS59202964A (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2583689A1 (en) * 1985-06-20 1986-12-26 Bendix France Brake adjuster of the load-controlled type for motor vehicles
JPH01218948A (en) * 1987-02-26 1989-09-01 Bendix France Car load response type braking compensator
FR2649046A1 (en) * 1989-06-28 1991-01-04 Bendix France SUPPORT PART FOR SUSPENSION SPRING
FR2660269A1 (en) * 1990-03-29 1991-10-04 Bendix Europ Services Tech BRAKE COMPENSATOR WITH ADDITIONAL VALVE.
US5219211A (en) * 1990-03-20 1993-06-15 Honda Giken Kogyo Kabushiki Kaisha Braking system for motorcycle having apportioning control
US5273346A (en) * 1991-06-14 1993-12-28 Honda Giken Kogyo Kabushiki Kaisha Braking system for motorcycle

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2583689A1 (en) * 1985-06-20 1986-12-26 Bendix France Brake adjuster of the load-controlled type for motor vehicles
JPH01218948A (en) * 1987-02-26 1989-09-01 Bendix France Car load response type braking compensator
FR2649046A1 (en) * 1989-06-28 1991-01-04 Bendix France SUPPORT PART FOR SUSPENSION SPRING
US5219211A (en) * 1990-03-20 1993-06-15 Honda Giken Kogyo Kabushiki Kaisha Braking system for motorcycle having apportioning control
FR2660269A1 (en) * 1990-03-29 1991-10-04 Bendix Europ Services Tech BRAKE COMPENSATOR WITH ADDITIONAL VALVE.
US5176434A (en) * 1990-03-29 1993-01-05 Bendix Europe Services Techniques Brake pressure proportioning valve with an additional valve
US5273346A (en) * 1991-06-14 1993-12-28 Honda Giken Kogyo Kabushiki Kaisha Braking system for motorcycle

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