JPS6027718Y2 - Automotive load-responsive braking hydraulic control valve device - Google Patents
Automotive load-responsive braking hydraulic control valve deviceInfo
- Publication number
- JPS6027718Y2 JPS6027718Y2 JP6298180U JP6298180U JPS6027718Y2 JP S6027718 Y2 JPS6027718 Y2 JP S6027718Y2 JP 6298180 U JP6298180 U JP 6298180U JP 6298180 U JP6298180 U JP 6298180U JP S6027718 Y2 JPS6027718 Y2 JP S6027718Y2
- Authority
- JP
- Japan
- Prior art keywords
- valve
- detection spring
- spring
- control valve
- valves
- 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
- Hydraulic Control Valves For Brake Systems (AREA)
- Transmission Of Braking Force In Braking Systems (AREA)
Description
【考案の詳細な説明】
本案は自動車用制動液圧制御弁、特に積載荷重応答2連
装式制動液圧制御弁装置さらに、その積載荷重検出ばね
の構造に関する。[Detailed Description of the Invention] The present invention relates to a brake hydraulic pressure control valve for an automobile, particularly to a live load responsive dual brake hydraulic pressure control valve device, and further to a structure of a live load detection spring thereof.
制動の安全を目的とする分離2系統の油圧回路用にそれ
ぞれ2個の液圧制御弁即ち液圧プロポーショニングバル
ブを2連装式に備えた自動車用制動装置が既に提供され
ている。Braking systems for automobiles have already been provided which are equipped with two hydraulic control valves, or hydraulic proportioning valves, for two separate hydraulic circuits for the purpose of braking safety.
従来、この形式においては2個の液圧プロポーショニン
グバルブの各ボデーを単一ボデーとして、2連装式プロ
ポーショニングバルブの組付は作業の容易化、能率化を
はかつているが、荷重検出ばねは2個を別々上、各プロ
ポーショニングバルブに付設している。Conventionally, in this type, each body of the two hydraulic proportioning valves was made into a single body, making the assembly of the dual proportioning valve easier and more efficient, but the load detection spring Two are attached to each proportioning valve separately.
本案はこの検出ばねも単一化して組付は作業その他の扱
いの能率化と容易化をさらに向上することを目指すもの
である。This proposal aims to further improve the efficiency and ease of assembly, work, and other handling by unifying this detection spring.
然しなから単一化した場合にこの検出ばねは、これが連
動する各バルブのストロークが相違するとき、特に一方
のバルブの所属液圧回路破損時に検出ばねの荷重検出作
動が狂って液圧制御も狂う傾向がある。However, when the detection spring is unified, when the strokes of the valves that it interlocks are different, especially when the hydraulic pressure circuit to which one of the valves belongs is damaged, the load detection operation of the detection spring becomes erroneous and the hydraulic pressure control is affected. Has a tendency to go crazy.
本案はこの傾向から免れるために、単一化された検出ば
ねを仕切り孔によって2個のばね片に区分し、各ばね片
を各別に各バルブに連動させたものである。In order to avoid this tendency, the present invention divides a unified detection spring into two spring pieces by a partition hole, and each spring piece is individually linked to each valve.
以下図について本案を説明する。The main idea will be explained below with reference to the figures.
第1図において右方のアーム1は下方端の孔2により自
動車車体のいわゆるばね下部分例ば後輪デファレンシャ
ルギヤボックスの一部に枢着されている。In FIG. 1, the right arm 1 is pivotally connected by a hole 2 at its lower end to a so-called unsprung part of an automobile body, such as a part of a rear differential gearbox.
アーム1の上端のピン3には車両の積載荷重検出用の検
出ばね4の一端がそのアイ24により枢着されている。One end of a detection spring 4 for detecting a vehicle's payload is pivotally connected to the pin 3 at the upper end of the arm 1 through an eye 24 thereof.
検出ばね4の他端のアイ23は車両のいわゆるばね上部
分6の適当箇所にピン5によつり枢着されている。The eye 23 at the other end of the detection spring 4 is pivoted by a pin 5 at a suitable location on a so-called sprung portion 6 of the vehicle.
7は液圧制御弁(以下液圧プロポーショニングバルブ又
はPバルブともいう)であって車両のばね上部分6に固
定されている。Reference numeral 7 denotes a hydraulic control valve (hereinafter also referred to as a hydraulic proportioning valve or P valve), which is fixed to the sprung portion 6 of the vehicle.
Pバルブ7は第2図に示すように、ボデー8内に2連装
式に2個を並列して設けそれぞれバルブ9を有する。As shown in FIG. 2, two P valves 7 are provided in parallel in a double arrangement in a body 8, each having a valve 9.
両バルブ9は一端を外部に露出して検出ばね4に当接係
合する。Both valves 9 have one end exposed to the outside and are abutted and engaged with the detection spring 4.
各バルブ9は弁部10を有する。Each valve 9 has a valve portion 10.
弁部10は環状のゴム製シート11に臨んで位置してい
る。The valve portion 10 is located facing an annular rubber sheet 11.
弁部11とシート11とは協同してバルブ作用をなし、
後述するように制動液圧の制御をなす。The valve part 11 and the seat 11 cooperate to perform a valve function,
The brake fluid pressure is controlled as described later.
バルブ9の軸12はプラグ13を滑動可能に貫通して外
部に一端を露出し上述のように検出ばね4に係合する。The shaft 12 of the valve 9 slidably passes through the plug 13 to expose one end to the outside and engages the detection spring 4 as described above.
弁部10及びシート11とで構成する弁機構により各P
バルブの中に室14と室15とを区画する。A valve mechanism consisting of a valve part 10 and a seat 11
A chamber 14 and a chamber 15 are defined within the valve.
室14は点線で示す通孔16を経てブレーキマスクシリ
ンダに通ずる。The chamber 14 communicates with the brake mask cylinder via a through hole 16 shown in dotted lines.
他の室15は通孔17を経て後輪のブレーキに通ずる。The other chamber 15 communicates via a through hole 17 with the brake of the rear wheel.
制動に当り、ブレーキマスクシリンダ内に発生する液圧
が所定値以下であると、バルブ9は第2図の右方のよう
に検出ばね4のばね力に押されて上端を室15の内壁に
当接して静止している。During braking, if the hydraulic pressure generated in the brake mask cylinder is below a predetermined value, the valve 9 is pushed by the spring force of the detection spring 4 as shown on the right side of FIG. 2, and its upper end touches the inner wall of the chamber 15. It is touching and stationary.
この状態では弁部10がシート11と離れて開弁し、従
って両室14及び15は連通している。In this state, the valve portion 10 is separated from the seat 11 and opened, so that both chambers 14 and 15 are in communication.
ところでボデー8内に通孔16を介してマスクシリンダ
内の圧液が供給されると、ボデー内が昇圧する。By the way, when the pressurized liquid in the mask cylinder is supplied into the body 8 through the through hole 16, the pressure inside the body increases.
バルブ9はその軸12の断面積にこのボデー8内の液圧
を受圧腰その結果プラグ13に対し滑動してボデー8外
へ押し出される。The valve 9 receives the hydraulic pressure inside the body 8 through the cross-sectional area of its shaft 12, and as a result, it slides against the plug 13 and is pushed out of the body 8.
この押し出されるのに対抗するのが検出ばね4である。The detection spring 4 opposes this pushing out.
バルブ9は液圧により外部に押し出され、検出ばね4に
よりボデー内に押込まれる。The valve 9 is pushed out by hydraulic pressure and pushed into the body by the detection spring 4.
この押し出されと押し込まれとを微振動的にSのストロ
ークで反覆して以下説明するように弁10の開弁と閉弁
を同じく微振動的に反覆し、通孔17から出力となり後
輪ブレーキに供給される液圧が所定の昇圧割合に制御さ
れる。This pushing out and pushing in is repeated in a micro-vibratory manner with a stroke S, and as explained below, the opening and closing of the valve 10 is repeated in the same micro-vibrating manner, and an output is generated from the through hole 17 to brake the rear wheels. The hydraulic pressure supplied to the pump is controlled to a predetermined pressure increase rate.
18はシール、19はブーツである。18 is a seal, and 19 is a boot.
制動開始後、ボデー8内が所定圧に達するまでは両バル
ブ9は第2図の右方のバルブ9のように上端を室15内
面に当接した状態に保たれる。After the start of braking, the upper ends of both valves 9 are kept in contact with the inner surface of the chamber 15, like the right valve 9 in FIG. 2, until the inside of the body 8 reaches a predetermined pressure.
第2図の左右のバルブ9が異なる位置を占めているのは
、後述するように、故障時における検出ばね4の作動に
よるものである。The reason why the left and right valves 9 in FIG. 2 occupy different positions is due to the operation of the detection spring 4 in the event of a failure, as will be described later.
正常作動時には両バルブ9が同じ作動をなす。During normal operation, both valves 9 perform the same operation.
然しなから、故障時における第2図の状態を利用して、
以下正常時の作動を説明する。However, using the state shown in Figure 2 at the time of failure,
The normal operation will be explained below.
ブレーキペダルが踏まれてマスクシリンダ内の液圧が通
孔16からボデー8内に供給されるとボデー内は昇圧す
る。When the brake pedal is depressed and the hydraulic pressure in the mask cylinder is supplied into the body 8 through the through hole 16, the pressure in the body increases.
この昇圧を前述のように軸12の断面に受圧し、各バル
ブ9は、検出ばね4に協同して抗しながらともにボデー
外方に押し出される力を受ける。This increased pressure is received by the cross section of the shaft 12 as described above, and each valve 9 receives a force that is pushed outward from the body while resisting the detection spring 4 together.
昇圧が所定値に達するとそれまで右方のバルブ9のよう
に弁部10を開弁じていた状態から、左方のバルブ9の
ように弁部10を閉弁した状態に両バルブ9がともに押
し出される。When the pressure rise reaches a predetermined value, both valves 9 change from the state where the valve part 10 was open like the valve 9 on the right to the state where the valve part 10 is closed like the valve 9 on the left. being pushed out.
右方のバルブ9のように弁部10が開弁しているときは
、両道孔16及び17は連通しているから、ブレーキマ
スクシリンダ内の液圧はそのまま、制限を受けることな
く後輪ブレーキに伝達されて後輪の制動がなされる。When the valve part 10 is open like the valve 9 on the right side, the two way holes 16 and 17 are in communication, so the hydraulic pressure in the brake mask cylinder remains the same and is applied to the rear wheel brake without being restricted. is transmitted to brake the rear wheels.
従って、所定値に達するまでは後輪ブレーキの昇圧はブ
レーキマスクシリンダ内の昇圧と同一である。Therefore, the pressure increase in the rear wheel brake is the same as the pressure increase in the brake mask cylinder until the predetermined value is reached.
所定値まで昇圧後、両バルブ9の弁部10が左方バルブ
のように閉弁した瞬間に、両室14及び15間に以下説
明するように差圧ができる。After increasing the pressure to a predetermined value, the moment the valve portions 10 of both valves 9 close like the left valve, a pressure difference is created between the chambers 14 and 15 as described below.
室15内の液圧はシート11のシール径の全面積に加え
られる。The hydraulic pressure in the chamber 15 is applied to the entire area of the seal diameter of the seat 11.
一方対抗する室14内の液圧は、この全面積から軸12
の断面積を減じた環状面積に加わる。On the other hand, the hydraulic pressure in the opposing chamber 14 is determined by the axis 12 from this total area.
Add to the annular area minus the cross-sectional area of .
要するに両室14と15内の各液圧が異なる受圧面積に
対抗して加えられて、両室内の液圧が均衡を保つ。In short, the hydraulic pressures in both chambers 14 and 15 are applied against different pressure-receiving areas, and the hydraulic pressures in both chambers are kept in balance.
その結果室14内が室15内より高圧の状態で両室の全
圧(トータルプレッシャ)が均衡を保つ。As a result, the pressure in chamber 14 is higher than that in chamber 15, and the total pressure in both chambers is balanced.
換言すると、マスクシリンダ内の液圧より後輪ブレーキ
の液圧が低く制御されることになる。In other words, the hydraulic pressure of the rear wheel brake is controlled to be lower than the hydraulic pressure in the mask cylinder.
然しなから上述の閉弁状態は瞬時にして破れる。However, the above-mentioned closed state is broken instantly.
即ち、ブレーキペダルの踏み込みが続いている限り、室
14内は昇圧し続ける。That is, as long as the brake pedal continues to be depressed, the pressure in the chamber 14 continues to increase.
その結果、室14内の液圧が室15内の液圧に打勝って
、各バルブ9を第2図上方に押し、その瞬間各弁部10
を開弁する。As a result, the hydraulic pressure in the chamber 14 overcomes the hydraulic pressure in the chamber 15, pushing each valve 9 upward in FIG.
Open the door.
この開弁により両室14.15が連通して、再び第2図
右方のバルブ9の状態に両バルブとも戻る。By opening the valve, both chambers 14 and 15 communicate with each other, and both valves return to the state of the valve 9 on the right side of FIG. 2 again.
この状態では、各バルブ9は再び図中下方に、検出ばね
4に抗して押し戻される。In this state, each valve 9 is again pushed back downward in the figure against the detection spring 4.
従って左方のバルブ9のように閉弁状態に戻る。Therefore, like the valve 9 on the left, it returns to the closed state.
上述の閉弁と開弁とは、ブレーキペダルの踏み込みが続
く限り微振動的に反覆されながら、室14内が昇圧し続
ける。As long as the brake pedal continues to be depressed, the above-mentioned valve closing and opening are repeated in a micro-vibration manner, and the pressure inside the chamber 14 continues to rise.
その間、室15内も同じく昇圧し続けるのであるが、そ
の昇圧は室14の昇圧に比し、前述の両受正面積の比に
制御される。During this time, the pressure in the chamber 15 also continues to increase, but the increase in pressure is compared to the increase in pressure in the chamber 14 and is controlled to the ratio of the above-mentioned receiving areas.
以上説明の通り、自動車後輪ブレーキに供給されるブレ
ーキ液圧は、所定値以上の昇圧を制限され、制動時にお
ける車体重心の前方移動に起因する後輪のすべり現象を
防止される。As explained above, the brake fluid pressure supplied to the rear wheel brakes of the automobile is restricted from rising above a predetermined value, thereby preventing the rear wheels from slipping due to forward movement of the center of gravity of the vehicle during braking.
積載荷重に応じてばね上部分6とばね下部分との距離が
変化するから、検出ばね4の各バルブ9に対するばね力
も変化し、積載荷重に応答した制動液圧の制御がなされ
る。Since the distance between the sprung portion 6 and the unsprung portion changes depending on the loaded load, the spring force of the detection spring 4 on each valve 9 also changes, and the braking hydraulic pressure is controlled in response to the loaded load.
第2図のように1対のバルブ9を2連装式に備える理由
は、安全目的にある。The reason why a pair of valves 9 is provided in a dual arrangement as shown in FIG. 2 is for safety purposes.
ブレーキ油圧回路を2系統分離式とし、一方の系統が破
損時に残存回路のみにて制動の安全を保つためである。This is because the brake hydraulic circuit is separated into two systems, and when one system is damaged, only the remaining circuit maintains braking safety.
両バルブ9は各別の油圧回路に属する。Both valves 9 belong to separate hydraulic circuits.
ボデー8は必すしも1個の単体でなくとも、各Pバルブ
7毎に1個のボデーを備える形式とすることもできるの
であるが、組付は作業時、その他の時の扱いの便宜上図
示の単体ボデー形式を採用する。The body 8 does not necessarily have to be one single body, but it is also possible to have one body for each P valve 7, but the assembly is shown in the figure for convenience of handling during work and other times. Adopts a single body format.
ところで検出ばね4も上述のように、各Pバルブ7毎に
1本づつの、分離2本式のものとすることができるので
あるが、組付は時における扱い、その他の時における扱
い上は第3図のように二連方式の方が扱いも容易であり
能率的である。By the way, as mentioned above, the detection spring 4 can also be of a two-separate type, one for each P valve 7, but the assembly is handled at certain times, and the handling at other times is different. As shown in Figure 3, the dual system is easier to handle and more efficient.
然しなから、このような検出ばね4で問題となるところ
は、再バルブ9の各ストロークの不一致の場合に各バル
ブに適合した応動をし難いことである。However, a problem with such a detection spring 4 is that when the strokes of the valves 9 do not match, it is difficult to respond appropriately to each valve.
ストロークの不一致の場合としては、極端な場合として
一方の油圧系統が破損した場合、あるいは部品製造公差
に起因する場合などである。In extreme cases, stroke mismatch may occur if one of the hydraulic systems is damaged, or if it is due to part manufacturing tolerances.
第2図には右方バルブ9の属する油圧回路が破損した故
障時における各Pバルブの状態を示す。FIG. 2 shows the state of each P valve when the hydraulic circuit to which the right valve 9 belongs is damaged.
破損油圧回路は液圧を失なうから、右方バルブ9は検出
ばね4に押されて図示の休止位置に止まり、左方のバル
ブ9は図示のように通孔16からの入力液圧を受圧し、
制御された出力液圧を通孔17により出す。Since the damaged hydraulic circuit loses hydraulic pressure, the right valve 9 is pushed by the detection spring 4 and remains at the rest position shown, and the left valve 9 receives input hydraulic pressure from the through hole 16 as shown. death,
A controlled output hydraulic pressure is delivered through the through hole 17.
上述のような故障時に順応した作動をするために本案の
検出ばね4は第3図に示すように、縦方向に沿う仕切り
孔20を備えて左右のばね片21.22を形成したもの
である。In order to operate appropriately in the event of a failure as described above, the detection spring 4 of the present invention is provided with a partition hole 20 extending in the vertical direction to form left and right spring pieces 21 and 22, as shown in FIG. .
両ばね片21゜22は両端の枢着用のアイ部23.24
で一体的に連結されている。Both spring pieces 21 and 22 have eye portions 23 and 24 for pivoting at both ends.
are integrally connected.
本案の検出ばね4によると組付は後に、第2図のように
右方のバルブ9の所属油圧回路が破損した場合に、右方
のばね片21は右方のバルブ9を図示のように休止位置
保持し、左方のばね片22は左方のバルブ9に図示のよ
うに正常に制御作動をなさせる。According to the detection spring 4 of the present invention, it will be assembled later, and if the hydraulic circuit to which the right valve 9 belongs is damaged as shown in FIG. The rest position is maintained, and the left spring piece 22 causes the left valve 9 to perform the normal control operation as shown.
然も右方のばね片21に影響されることなくあたかも両
バルブ正常作動時と同様に左方バルブ9が作動させるこ
とができる。However, the left valve 9 can be operated without being affected by the right spring piece 21 as if both valves were operating normally.
従って左方バルブ9の所属回路の後輪ブレーキに正常に
制御された油圧を供給して制動の安全性が保たれる。Therefore, normally controlled hydraulic pressure is supplied to the rear wheel brake of the circuit to which the left valve 9 belongs, and braking safety is maintained.
なお本案の検出ばね4は第3図に示すようにアイ24の
ところで点線で示す通りばね片21と22を完全に分離
するように切り離しても効果は同様に得られる。Note that the same effect can be obtained even if the detection spring 4 of the present invention is separated so that the spring pieces 21 and 22 are completely separated from each other at the eye 24 as shown by the dotted line as shown in FIG.
第1図は本案液圧制御装置全体の正面図、第2図は第1
図の■−■線に沿う断面図、第3図は一部の斜視図であ
る。
1・・・・・・アーム、2・・・・・・孔、3・・・・
・・ピン、4・・・・・・検出ばね、5・・・・・ゼン
、6・・・・・・ばね上部分、7・・・・・・液圧フロ
ポーショニングバルブ、21,22・・・・・・ばね片
。Figure 1 is a front view of the entire hydraulic pressure control device, and Figure 2 is a front view of the entire hydraulic pressure control device.
A cross-sectional view taken along the line ■-■ in the figure, and FIG. 3 is a partial perspective view. 1... Arm, 2... Hole, 3...
...Pin, 4...Detection spring, 5...Zen, 6...Spring upper part, 7...Hydraulic pressure flow portioning valve, 21, 22・・・・・・Spring piece.
Claims (1)
された板状の検出ばね及びこの検出ばねの上記両端以外
の一部にバルブの突出端を当接係合するように並ダ1ル
て備えられた2個の液圧プロポーショニングバルブを有
する制御弁装置において、上記の検出ばねは、少なくと
も上端部を残し、他の部分をその長さ方向に部分する長
い仕切孔により平行な長いばね片を形成せしめ、各ばね
片に上記2個のバルブの突出端をそれぞれ当接係合せし
めてなる自動車用積載荷重応答制動液圧制御弁装置。A plate-shaped detection spring has one end pivoted to the unsprung portion of the vehicle body and the other end to the sprung upper portion of the vehicle body, and the protruding end of the valve is arranged so as to abut and engage with a portion of the detection spring other than the above-mentioned two ends. In a control valve device having two hydraulic proportioning valves arranged in parallel, the above-mentioned detection spring is parallel to a long partition hole extending along its length, leaving at least its upper end. 1. A load-responsive braking hydraulic pressure control valve device for an automobile, which comprises long spring pieces, each of which abuts and engages the protruding ends of the two valves.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP6298180U JPS6027718Y2 (en) | 1980-05-07 | 1980-05-07 | Automotive load-responsive braking hydraulic control valve device |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP6298180U JPS6027718Y2 (en) | 1980-05-07 | 1980-05-07 | Automotive load-responsive braking hydraulic control valve device |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS56163055U JPS56163055U (en) | 1981-12-03 |
JPS6027718Y2 true JPS6027718Y2 (en) | 1985-08-21 |
Family
ID=29657252
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP6298180U Expired JPS6027718Y2 (en) | 1980-05-07 | 1980-05-07 | Automotive load-responsive braking hydraulic control valve device |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS6027718Y2 (en) |
-
1980
- 1980-05-07 JP JP6298180U patent/JPS6027718Y2/en not_active Expired
Also Published As
Publication number | Publication date |
---|---|
JPS56163055U (en) | 1981-12-03 |
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