JPS6213890Y2 - - Google Patents
Info
- Publication number
- JPS6213890Y2 JPS6213890Y2 JP10168278U JP10168278U JPS6213890Y2 JP S6213890 Y2 JPS6213890 Y2 JP S6213890Y2 JP 10168278 U JP10168278 U JP 10168278U JP 10168278 U JP10168278 U JP 10168278U JP S6213890 Y2 JPS6213890 Y2 JP S6213890Y2
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- oil chamber
- floating piston
- input
- output
- 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
- 230000007246 mechanism Effects 0.000 claims description 16
- 230000007423 decrease Effects 0.000 claims description 4
- 230000000903 blocking effect Effects 0.000 claims 1
- 125000006850 spacer group Chemical group 0.000 description 4
- 230000000694 effects Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
Landscapes
- Hydraulic Control Valves For Brake Systems (AREA)
Description
【考案の詳細な説明】
本考案は独立２系統のブレーキ油圧系を有する
車両に用いるプロポーシヨニングバルブの改良に
関するものである。[Detailed Description of the Invention] The present invention relates to an improvement of a proportioning valve used in a vehicle having two independent brake hydraulic systems.
ブレーキ時における車両前後輪と路面の好適ス
リツプ率を維持させるためには、前輪に比べ後輪
側のブレーキ力を所定の割合で低減させる必要の
あることは広く知られており、この油圧制御のた
めのプロポーシヨニングバルブ等も種種提供され
ている。 It is widely known that in order to maintain a suitable slip ratio between the front and rear wheels of the vehicle and the road surface during braking, it is necessary to reduce the braking force on the rear wheels by a predetermined ratio compared to the front wheels. Various proportioning valves and the like are also available.
また車両ブレーキ装置の安全性向上のために各
ブレーキ装置に伝える油圧系統を２つに分けるこ
とも行なわれており、この場合に独立２系統に
夫々の制御バルブを別個介設させることは構成上
不利であるばかりでなくコストも高くなるため、
１系統の制御動作に連動して他系統の油圧制御が
なされるようにした二重配管型のプロポーシヨニ
ングバルブも開発されている。 In addition, in order to improve the safety of vehicle brake devices, the hydraulic system that transmits the pressure to each brake device is sometimes divided into two. In this case, installing separate control valves for each of the two independent systems is not only disadvantageous in terms of configuration but also increases costs.
Dual-pipe proportioning valves have also been developed in which the control operation of one system is linked to the hydraulic control of the other system.
本考案はこの種の二重配管型として用いるプロ
ポーシヨニングバルブの改良に関し、従来２系統
夫々の油圧制御をなすバルブ機構を構成する２つ
のピストンと、一方の動作を他方に連動させるバ
ランスピストンの計３つのピストンが用いられて
いたのに対し、これを２つのピストンとすると共
に、これに伴つて制御ピストンを駆動させるスプ
リングの数を減らし、別系統の出力油圧の誤差を
一層減少させるようにしたものである。 The present invention relates to the improvement of this type of dual piping type proportioning valve, which conventionally consists of two pistons that constitute a valve mechanism that controls the hydraulic pressure of each of the two systems, and a balance piston that links the operation of one to the other. A total of three pistons were used, but now there are only two pistons, and the number of springs that drive the control pistons has been reduced accordingly, further reducing errors in the output hydraulic pressure of separate systems. This is what I did.
即ちかかる目的を実現するためになされた本考
案よりなるプロポーシヨニングバルブの特徴とす
るところは、両端開放の筒状をなす第１シリンダ
と、この両端夫々に対向した開口を有する両側の
第２シリンダ及び第３シリンダと、軸部が前記第
１シリンダ及び第３シリンダの間に形成された第
２入力油室biを挿通して、その一端小径部が第３
シリンダに滑合され、かつ他端大径部は第１シリ
ンダ内を別系統の２つの第１出力油室a0及び第２
出力油室b0に区分するよう挿通滑合されると共
に、該第２出力油室b0を前記小径部端の臨む第３
シリンダ内に連通する流路を有するフローテイン
グピストンと、軸部が第１シリンダ及び第２シリ
ンダの間に形成された第１入力油室aiを挿通して
その一端小径部が第２シリンダ内に滑合されると
共に、他端大径部が第１シリンダ内の第１出力油
室a0に挿入され、かつ付勢バネ力にて前記フロー
テイングピストンの端部に当合される制御ピスト
ンと、この制御ピストンの油圧作用時における前
記付勢バネ力に抗した移動により前記第１入力油
室ai及び第１出力油室a0の連通を遮断しうる第１
バルブ機構と、前記フローテイングピストンの軸
部に外装されたシール部材が、前記第１出力油室
a0の油圧上昇低下に伴なう前記フローテイングピ
ストンの油圧バランス移動作用により、第１シリ
ンダの開口に入り込んで第２入力油室bi及び第２
出力油室b0の連通を遮断する第２バルブ機構とを
備えた構成をなすところにある。 That is, the proportioning valve according to the present invention, which has been developed to achieve the above object, is characterized by a first cylinder having a cylindrical shape with both ends open, and second cylinders on both sides having openings opposite to each other at both ends. The cylinder and the third cylinder, the shaft part is inserted into the second input oil chamber bi formed between the first cylinder and the third cylinder, and one end of the small diameter part is inserted into the third input oil chamber bi.
The large diameter portion of the other end is slidably fitted to the cylinder, and the large diameter portion of the other end connects the inside of the first cylinder to two separate systems, the first output oil chamber a 0 and the second output oil chamber.
The second output oil chamber b0 is inserted into and slidably fitted into the output oil chamber b0 so as to be divided into the third output oil chamber b0 facing the small diameter portion end.
A floating piston having a flow path that communicates with the inside of the cylinder, the shaft part of which is inserted into the first input oil chamber AI formed between the first cylinder and the second cylinder, and the small diameter part of one end thereof is inserted into the second cylinder. a control piston that is slidably fitted, and whose other end, the large diameter portion of which is inserted into the first output oil chamber a0 in the first cylinder, is brought into contact with the end of the floating piston by the force of a biasing spring; , a first valve capable of cutting off communication between the first input oil chamber ai and the first output oil chamber a0 by movement of the control piston against the urging spring force during hydraulic action.
A valve mechanism and a seal member mounted on the shaft of the floating piston are connected to the first output oil chamber.
Due to the oil pressure balance movement effect of the floating piston as the oil pressure rises and falls at a 0 , it enters the opening of the first cylinder and enters the second input oil chamber bi and the second input oil chamber bi.
The second valve mechanism is configured to cut off communication with the output oil chamber b0 .
以下本考案を図面に示す実施例に基づいて説明
すると、１はバルブボデイ、２，２′はこのバル
ブボデイ１内に形成された段付シリンダであり、
大径側開放端はプラグ３により閉塞されている。
４は段付シリンダ２，２′に滑合された略筒状を
なす中シリンダ部材であり、スペーサ５を介して
スプリング６のバネ力により大径端側から押圧さ
れて段付肩部に係止されている。７はこの中シリ
ンダ部材４の内筒部に形成された第１シリンダ、
８は該第１シリンダ７の中シリンダ部材４大径端
側開口に対向するよう開口された第２シリンダ、
９は反対側の第１シリンダ７開口に対向するよう
開口された第３シリンダ、１０は制御ピストンで
あり、一端小径部１０ａは第２シリンダ８に挿入
滑合され、他端大径部１０ｂは第１シリンダ７に
挿入されて次記するフローテイングピストン１６
の端部に当合されている。１１はこの制御ピスト
ン１０を大径部１０ｂ側に押圧する制御スプリン
グ、１２は第２シリンダ８内をシールするカツプ
シール、aiは制御ピストン１０の軸部が挿通する
ａ系統の入力油室、a0は制御ピストン１０の大径
部１０ｂ先端が臨む第１シリンダ７内の出力油室
であり、前記入力油室aiは入力ポート１３を介し
てａ系統の油圧源及び前輪ブレーキ装置（共に図
示せず）に連通され、他方出力油室a0は出力ポー
ト１４を介して後輪ブレーキ装置（図示せず）に
連通されている。１５はスペーサ５により第１シ
リンダ７の開口部縁に押圧当合されているリング
状のバルブシートであり、通常は制御ピストン１
０の軸部との間隙を介して入・出力油室ai，a0を
連通していると共に制御ピストン１０のスプリン
グ１１の押圧力に抗した移動時には該制御ピスト
ン１０の大径部１０ｂ縁に形成した弁部１０ｃが
当合して前記連通を遮断しうるよう設けられてい
る。即ち制御ピストン１０の弁体部１０ｃとバル
ブシート１５は協動して入・出力油室ai，a0の連
通・遮断を行なう第１バルブ機構を構成してい
る。 The present invention will be explained below based on the embodiment shown in the drawings. 1 is a valve body, 2 and 2' are stepped cylinders formed in the valve body 1,
The open end on the large diameter side is closed by a plug 3.
Reference numeral 4 designates a substantially cylindrical middle cylinder member that is slidably fitted to the stepped cylinders 2 and 2', and is pressed from the large diameter end side by the spring force of a spring 6 via a spacer 5 and engaged with the stepped shoulder portion. It has been stopped. 7 is a first cylinder formed in the inner cylinder part of this middle cylinder member 4;
8 is a second cylinder opened to face the opening on the large diameter end side of the middle cylinder member 4 of the first cylinder 7;
9 is a third cylinder opened to face the opening of the first cylinder 7 on the opposite side; 10 is a control piston; one end of the small diameter portion 10a is inserted and slid into the second cylinder 8; the other end is the large diameter portion 10b. A floating piston 16 inserted into the first cylinder 7 and described below
is abutted against the end of the 11 is a control spring that presses this control piston 10 toward the large diameter portion 10b, 12 is a cup seal that seals the inside of the second cylinder 8, ai is an input oil chamber of the a system through which the shaft of the control piston 10 is inserted, a 0 is an output oil chamber in the first cylinder 7, which the tip of the large diameter portion 10b of the control piston 10 faces, and the input oil chamber ai is connected to the oil pressure source of system a and the front wheel brake system (both not shown) through the input port 13. ), and the output oil chamber a0 is communicated via an output port 14 to a rear wheel brake system (not shown). 15 is a ring-shaped valve seat that is pressed against the opening edge of the first cylinder 7 by a spacer 5, and is normally attached to the control piston 1.
The input and output oil chambers ai and a0 are communicated through a gap with the shaft of the control piston 10, and when the control piston 10 moves against the pressing force of the spring 11, it is connected to the edge of the large diameter portion 10b of the control piston 10. The formed valve portion 10c is provided so as to be able to abut and cut off the communication. That is, the valve body portion 10c of the control piston 10 and the valve seat 15 cooperate to form a first valve mechanism that communicates and shuts off the input and output oil chambers ai and a0 .
１６はフローテイングピストンであり、一端小
径部１６ａは第３シリンダ９に挿入滑合され、他
端大径部１６ｂは第１シリンダ７内に挿入滑合さ
れて該第１シリンダ７内をａ・ｂ別系統の出力油
室a0，b0に区分している。biはフローテイングピ
ストン１６の軸部が挿通するｂ系統の入力油室、
b0はフローテイングピストン１６に形成した流路
１６ｃを介して連通されている第３シリンダ９内
及び第１シリンダ７に位置する出力油室であり、
前記入力油室biは入力ポート１７を介してｂ系統
の油圧源及び前輪ブレーキ装置（共に図示せず）
に連通され、他方出力油室b0は第３シリンダ９内
の油室に連通した出力ポート１８を介して後輪ブ
レーキ装置（図示せず）に連通されている。１９
はフローテイングピストン１６の軸部に外装され
たＯ型シール部材であり、該フローテイングピス
トン１６の作用油圧のアンバランスを平衡させる
移動時に、中シリンダ部材４の第３シリンダ９に
対向する開口４ａに入込んで、常時は連通してい
る入・出力油室bi，b0の連通路を遮断するよう動
作する。即ち中シリンダ部材４の開口４ａとＯ型
シール部材１９は協動して入・出力油室bi，b0の
連通・遮断を行なう第２バルブ機構を構成する。 Reference numeral 16 designates a floating piston, one end of which has a small diameter portion 16a that is inserted and slid into the third cylinder 9, and the other end which has a large diameter portion 16b that is inserted and slid into the first cylinder 7 so as to move inside the first cylinder 7. The output oil chambers of separate systems are divided into a 0 and b 0 . bi is the input oil chamber of the b system through which the shaft of the floating piston 16 is inserted;
b0 is an output oil chamber located in the third cylinder 9 and the first cylinder 7, which are communicated via a flow path 16c formed in the floating piston 16;
The input oil chamber bi is connected to a system B hydraulic pressure source and a front wheel brake system (both not shown) through an input port 17.
On the other hand, the output oil chamber b0 is communicated with a rear wheel brake device (not shown) through an output port 18 that communicates with an oil chamber in the third cylinder 9. 19
is an O-type seal member externally mounted on the shaft portion of the floating piston 16, and when the floating piston 16 moves to balance the unbalance of the working oil pressure, the opening 4a facing the third cylinder 9 of the middle cylinder member 4 is opened. It operates to cut off the communication path between the input and output oil chambers bi and b0 , which are normally in communication. That is, the opening 4a of the middle cylinder member 4 and the O-shaped seal member 19 cooperate to form a second valve mechanism that communicates and shuts off the input and output oil chambers bi and b0 .
尚、２０は、中シリンダ部材４及びフローテイ
ングピストン１６の滑動面のシールをなすＯ−リ
ングである。 Note that 20 is an O-ring that seals the sliding surfaces of the middle cylinder member 4 and the floating piston 16.
以上の様な構成における作動を説明すると、非
ブレーキ時においては制御ピストン１０は制御ス
プリング１１の押圧力によつて図の左方に偏倚さ
れ、フローテイングピストン１６もこの押圧力に
より所定位置に偏倚係止されている。従つてこの
状態では第１及び第２バルブ機構はいずれも入・
出力油室ai，a0及びbi，b0を連通した開の状態に
ある。 To explain the operation of the above configuration, when the brake is not applied, the control piston 10 is biased to the left in the figure by the pressing force of the control spring 11, and the floating piston 16 is also biased to a predetermined position by this pressing force. It is locked. Therefore, in this state, both the first and second valve mechanisms are closed.
The output oil chambers ai, a0 and bi, b0 are in an open state in communication.
次いでブレーキ時に各油圧源から入力油室ai，
biに夫々油室が伝えられると、制御ピストン１０
及びフローテイングピストン１６に油圧作用が生
じ、その油圧力の変化に伴つて以下のような油圧
制御作動が行なわれる。 Then, during braking, the input oil chamber ai,
When the oil chambers are transmitted to bi, the control piston 10
A hydraulic action is generated on the floating piston 16, and as the hydraulic pressure changes, the following hydraulic control operation is performed.
イ 初期には第１及び第２バルブ機構が前述の如
く開の状態にあるため、出力油室a0，b0の油圧
Pa0，Pb0も入力油室ai，biの油圧Pai，Pbiと同
圧に上昇する。B. At the beginning, the first and second valve mechanisms are in the open state as described above, so the oil pressure in the output oil chambers a 0 and b 0
Pa 0 and Pb 0 also rise to the same pressure as the oil pressures Pai and Pbi of the input oil chambers ai and bi.
従つて制御ピストン１０の図の左右方向につ
いての作用力は、第２シリンダ８の断面積を
A1、制御ピストン大径部１０ｂの断面積（弁
体部１０ｃの断面積に等しいとする）をA2と
すれば
→ Pa A2 …(i)
← Pa（A2−A1）＋Ｆ …(ii)
（ただしPa＝Pa0＝Pai
Ｆは制御スプリングの初期バネ力）
他方フローテイングピストン１６の図の左右
方向についての作用力は、第１シリンダ７の断
面積をA3、第３シリンダ９の断面積（中シリ
ンダ部材４の開口４ａ断面積に等しいとする）
をA4とすれば、
→ Pb A4＋Pb（A3−A4） …(iii)
← Pa A3 …(iv)
（ただし Pb＝Pb0＝Pbi）
であり、Pa＝Pbであるから、式(iii)＝(iv)である
からフローテイングピストン１６の作用力はバ
ランスしてあり、他方制御ピストン１０は式(i)
(ii)よりPaA1＜Ｆなる間は静止を続け油圧Paが
上昇してPaA1＞Ｆとなつた時点から図の右方
に移動を初め
PaA1＝Ｆ＋kx …(v)
（ただしｋは制御スプリング１１のバネ定数
ｘは弁体部１０ｃとバルブシート１５の初期
間隙量）
となつたときに第１バルブ機構は閉の状態とな
る。 Therefore, the force acting on the control piston 10 in the left-right direction in the figure is equal to the cross-sectional area of the second cylinder 8.
If A 1 is the cross-sectional area of the control piston large diameter portion 10b (supposed to be equal to the cross-sectional area of the valve body portion 10c ), then → Pa A 2 …(i) ← Pa (A 2 −A 1 )+F … (ii) (However, Pa = Pa 0 = Pai F is the initial spring force of the control spring) On the other hand, the acting force on the floating piston 16 in the left-right direction in the figure is calculated by dividing the cross-sectional area of the first cylinder 7 by A 3 and the third cylinder 9 (assumed to be equal to the cross-sectional area of the opening 4a of the middle cylinder member 4)
If A 4 is → Pb A 4 + Pb (A 3 − A 4 ) …(iii) ← Pa A 3 …(iv) (where Pb=Pb 0 =Pbi), and since Pa=Pb, Since the formula (iii) = (iv), the acting force on the floating piston 16 is balanced, while the control piston 10 has a balance according to the formula (i).
From (ii), it remains stationary until PaA 1 <F, and when the oil pressure Pa rises and PaA 1 >F, it starts moving to the right in the figure.PaA 1 =F+kx...(v) (where k is controlled) When the spring constant of the spring 11 (x is the initial gap amount between the valve body portion 10c and the valve seat 15) is reached, the first valve mechanism is in a closed state.
ロ 第２バルブ機構が閉じてａ系統の入・出力油
室ai，a0の連通が遮断されると、その後は制御
ピストン１０の図の左右方向についての作用力
をバランスさせながら出力油圧Pa0が次式のよ
うに上昇する。(b) When the second valve mechanism closes and the communication between the input and output oil chambers ai and a0 of system a is cut off, the output oil pressure Pa0 is maintained while balancing the acting force of the control piston 10 in the left and right direction in the figure. increases as shown in the following equation.
Pa0＝Pai×tanθ＋ｃ …(vi)
（ただし tanθ＝Ａ２−Ａ１／Ａ２
ｃ＝Ｆ＋ｋｘ／Ａ２）
即ち第１バルブ機構が閉じた後は、これが開閉
を繰り返すように動作して、入力油圧Paiの上昇
に対し傾き1/1よりも小なる傾きtanθで出力油圧
Pa0が上昇することになる。 Pa 0 =Pai×tanθ+c...(vi) (tanθ= A2 - A1 / A2c =F+kx/ A2 ) In other words, after the first valve mechanism is closed, it operates to repeat opening and closing, The output oil pressure increases with a slope tanθ smaller than 1/1 with respect to the rise of the input oil pressure Pai.
Pa 0 will rise.
他方フローテイングピストン１６の図の左右方
向についての作用力はａ系統の出力油室a0の油圧
上昇割合が低下するため式(iii)，(iv)より
Pb0A3＞Pa0A3 …(vii)
となり図の右方に移動する。 On the other hand, the acting force of the floating piston 16 in the left-right direction in the figure is Pb 0 A 3 > Pa 0 A 3 ... from equations (iii) and (iv) because the oil pressure increase rate of the output oil chamber a 0 of system a decreases. (vii) Move to the right side of the diagram.
従つてＯ型シール部材１９が中シリンダ部材４
の開口４ａに入込んでｂ系統の入・出力油室bi，
b0の連通を遮断するに要するフローテイングピス
トン１６のストローク量を、前述した制御ピスト
ン１０の弁体部とバルブシート１５の初期間隙量
よりも小なるように設定することにより、該フロ
ーテイングピストン１６による第２バルブ機構の
開閉動作は、２系統の出力油圧Pa0，Pb0の油圧
力のみによつて生じ、これら油圧力の作用面積が
等しいためPa0＝Pb0となる油圧制御が得られ
る。 Therefore, the O-type seal member 19 is connected to the middle cylinder member 4.
into the opening 4a of the input/output oil chamber bi of the b system,
By setting the stroke amount of the floating piston 16 required to cut off communication with b 0 to be smaller than the initial gap amount between the valve body portion of the control piston 10 and the valve seat 15, the floating piston The opening/closing operation of the second valve mechanism according to No. 16 is caused only by the hydraulic pressures of the output hydraulic pressures Pa 0 and Pb 0 of the two systems, and since the areas of action of these hydraulic pressures are equal, hydraulic control such that Pa 0 = Pb 0 can be achieved. It will be done.
以上が本実施例におけるプロポーシヨニングバ
ルブの基本的作動であるが、本例においては更に
ａ系統の入・出力油室ai，a0をバイパス接続する
流路２１に所謂Ｇバルブ機構２２を介設している
ため、車両の積載荷重が大なるときには出力油圧
Pa0の上昇割合を低減させる制御が充分高い油圧
状態となるまで行なわれず、更に前記スペーサ５
には補助流路５ａを形成せしめているためＧバル
ブ機構の流路２１遮断が行なわれないような限界
的な車両の荷重積載時には制御ピストン１０が制
御スプリング１１及びスプリング６の押圧力に抗
して図の右方に移動し、バルブシート１５を中シ
リンダ部材４から離して出力油圧Pa0の上昇低減
制御を生じさせないように構成されている。つま
り車両の荷重積載が大きくなつたときには、後輪
ブレーキ力を低減させる要求は漸減するためであ
る。 The above is the basic operation of the proportioning valve in this embodiment, but in this embodiment, a so-called G valve mechanism 22 is further connected to the flow path 21 that bypass-connects the input/output oil chambers ai and a0 of the a system. Because of this, when the vehicle's carrying load is large, the output hydraulic pressure
Control to reduce the rate of increase in Pa 0 is not performed until the oil pressure is sufficiently high, and furthermore, the spacer 5
Since the auxiliary flow path 5a is formed in the auxiliary flow path 5a, the control piston 10 resists the pressing force of the control spring 11 and the spring 6 when the vehicle is loaded with a critical load such that the flow path 21 of the G valve mechanism cannot be blocked. The valve seat 15 is moved to the right in the drawing, and the valve seat 15 is separated from the middle cylinder member 4, so that the output oil pressure Pa 0 is not controlled to increase or decrease. In other words, as the load on the vehicle increases, the requirement to reduce the rear wheel braking force gradually decreases.
以上述べた如く本考案よりなるプロポーシヨニ
ングバルブは、従来のこの種のものと比して制御
作動のための可動部分であるピストンが２つのみ
で足りるため構成上シール部あるいは当合関係を
なす部分の加工数が減少し、しかもフローテイン
グピストンには油圧力以外のバネ力が不要である
ため、２系統の出力油圧のバランスが極めて好適
に得られるという利点があり、その実用上の効果
は大なるものである。 As mentioned above, the proportioning valve of the present invention requires only two pistons, which are movable parts for control operation, compared to conventional ones, and therefore does not require a sealing part or abutting relationship due to its structure. The number of machining parts is reduced, and the floating piston does not require spring force other than hydraulic pressure, so it has the advantage of achieving a very good balance between the output hydraulic pressure of the two systems, and its practical effects. is a great thing.
図面は本考案の一実施例を示すプロポーシヨニ
ングバルブの縦断面図である。
１……バルブボデイ、２，２′……段付シリン
ダ、３……プラグ、４……中シリンダ部材、４ａ
……開口、５……スペーサ、５ａ……補助流路、
６……スプリング、７……第１シリンダ、８……
第２シリンダ、９……第３シリンダ、１０……制
御ピストン、１０ａ……小径部、１０ｂ……大径
部、１０ｃ……弁体部、１１……制御スプリン
グ、１２……カツプシール、１３……入力ポー
ト、１４……出力ポート、１５……バルブシー
ト、１６……フローテイングピストン、１６ａ…
…小径部、１６ｂ……大径部、１６ｃ……流路、
１７……入力ポート、１８……出力ポート、１９
……Ｏ型シール部材、２０……Ｏ−リング、２１
……流路、２２……Ｇバルブ機構。
The drawing is a longitudinal sectional view of a proportioning valve showing an embodiment of the present invention. 1... Valve body, 2, 2'... Stepped cylinder, 3... Plug, 4... Middle cylinder member, 4a
...Opening, 5...Spacer, 5a...Auxiliary channel,
6... Spring, 7... First cylinder, 8...
Second cylinder, 9... Third cylinder, 10... Control piston, 10a... Small diameter part, 10b... Large diameter part, 10c... Valve body part, 11... Control spring, 12... Cup seal, 13... ...Input port, 14...Output port, 15...Valve seat, 16...Floating piston, 16a...
...Small diameter part, 16b...Large diameter part, 16c...Flow path,
17...Input port, 18...Output port, 19
...O-type seal member, 20 ...O-ring, 21
...Flow path, 22...G valve mechanism.
Claims (1)
端夫々に対向した開口を有する両側の第２シリン
ダ及び第３シリンダと、軸部が前記第１シリンダ
及び第３シリンダの間に形成された第２入力油室
を挿通して、その一端小径部が第３シリンダに滑
合され、かつ他端大径部は第１シリンダ内を別系
統の２つの第１出力油室及び第２出力油室に区分
するよう挿通滑合されると共に、該第２出力油室
を前記小径部端の臨む第３シリンダ内に連通する
流路を有するフローテイングピストンと、軸部が
第１シリンダ及び第２シリンダの間に形成された
第１入力油室を挿通してその一端小径部が第２シ
リンダ内に滑合されると共に、他端大径部が第１
シリンダ内の第１出力油室に挿入され、かつ付勢
バネ力にて前記フローテイングピストンの端部に
当合される制御ピストンと、この制御ピストンの
油圧作用時における前記付勢バネ力に抗した移動
により前記第１入力油室及び第１出力油室の連通
を遮断しうる第１バルブ機構と、前記フローテイ
ングピストンの軸部に外装されたシール部材が、
前記第１出力油室の油圧上昇低下に伴なう前記フ
ローテイングピストンの油圧バランス移動作用に
より、第１シリンダの開口に入り込んで第２入力
油室及び第２出力油室の連通を遮断する第２バル
ブ機構とを備えたことを特徴とするプロポーシヨ
ニングバルブ。 A first cylinder having a cylindrical shape with both ends open, second and third cylinders on both sides having openings facing each other at both ends, and a third cylinder having a shaft portion formed between the first cylinder and the third cylinder. It is inserted through the two input oil chambers, and the small diameter part at one end is slidably fitted to the third cylinder, and the large diameter part at the other end connects the inside of the first cylinder to two first output oil chambers and a second output oil chamber of separate systems. a floating piston that is inserted and slidably fitted so as to be divided into two cylinders, and has a flow passage that communicates the second output oil chamber with a third cylinder facing the end of the small diameter portion; The small diameter portion of one end of the input oil chamber is inserted into the first input oil chamber formed between the two cylinders, and the large diameter portion of the other end is inserted into the first input oil chamber.
A control piston is inserted into a first output oil chamber in the cylinder and is brought into contact with the end of the floating piston by the force of a biasing spring; a first valve mechanism capable of blocking communication between the first input oil chamber and the first output oil chamber by the movement thereof; and a seal member externally mounted on the shaft portion of the floating piston.
The floating piston enters the opening of the first cylinder and blocks communication between the second input oil chamber and the second output oil chamber due to the oil pressure balance movement action of the floating piston as the oil pressure rises and decreases in the first output oil chamber. A proportioning valve characterized by being equipped with a two-valve mechanism.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10168278U JPS6213890Y2 (en) | 1978-07-24 | 1978-07-24 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10168278U JPS6213890Y2 (en) | 1978-07-24 | 1978-07-24 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5519040U JPS5519040U (en) | 1980-02-06 |
| JPS6213890Y2 true JPS6213890Y2 (en) | 1987-04-09 |
Family
ID=29040543
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10168278U Expired JPS6213890Y2 (en) | 1978-07-24 | 1978-07-24 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6213890Y2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6076092U (en) * | 1983-10-31 | 1985-05-28 | 日本メクトロン株式会社 | Shield structure of flexible wiring board |
| JPS63201400U (en) * | 1987-06-17 | 1988-12-26 |
-
1978
- 1978-07-24 JP JP10168278U patent/JPS6213890Y2/ja not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5519040U (en) | 1980-02-06 |
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