WO2004101340A1 - 負圧倍力装置 - Google Patents
負圧倍力装置 Download PDFInfo
- Publication number
- WO2004101340A1 WO2004101340A1 PCT/JP2004/006163 JP2004006163W WO2004101340A1 WO 2004101340 A1 WO2004101340 A1 WO 2004101340A1 JP 2004006163 W JP2004006163 W JP 2004006163W WO 2004101340 A1 WO2004101340 A1 WO 2004101340A1
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- WO
- WIPO (PCT)
- Prior art keywords
- valve
- valve seat
- pressure
- vacuum
- output
- Prior art date
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/3255—Systems in which the braking action is dependent on brake pedal data
- B60T8/3275—Systems with a braking assistant function, i.e. automatic full braking initiation in dependence of brake pedal velocity
-
- 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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
- B60T13/46—Vacuum systems
- B60T13/52—Vacuum systems indirect, i.e. vacuum booster units
-
- 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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
- B60T13/46—Vacuum systems
- B60T13/52—Vacuum systems indirect, i.e. vacuum booster units
- B60T13/569—Vacuum systems indirect, i.e. vacuum booster units characterised by piston details, e.g. construction, mounting of diaphragm
-
- 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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
- B60T13/46—Vacuum systems
- B60T13/52—Vacuum systems indirect, i.e. vacuum booster units
- B60T13/57—Vacuum systems indirect, i.e. vacuum booster units characterised by constructional features of control valves
Definitions
- the present invention relates to a technical field of a negative pressure booster used for a brake booster and the like, and particularly to a vehicle in which a deceleration at the time of a normal brake operation such as a vehicle having a large vehicle weight can be obtained according to a pedal stroke amount.
- the present invention relates to the technical field of a negative pressure booster used for a brake booster of a brake system.
- a negative pressure booster using negative pressure has been used as a brake booster.
- the power piston is divided into a constant pressure chamber in which a normal negative pressure is introduced by a power piston and a variable pressure chamber in which the pressure changes.
- the control valve is switched by the advance of the input shaft, and air is introduced into the variable pressure chamber.
- a differential pressure is generated between the variable pressure chamber and the constant pressure chamber, and the power piston advances, so that the negative pressure booster boosts the input of the input shaft by the pedal depressing force at a predetermined servo ratio and outputs the same.
- the master cylinder generates master cylinder pressure by the output of the negative pressure booster, and the wheel cylinder operates by this master cylinder pressure to operate the normal brake.
- the brake operation amount (pedal stroke amount) required at the time of normal brake operation increases with the increase in the vehicle weight and the loaded load.
- the brake feeling cannot be said to be good.
- a negative pressure booster that can obtain a large output even with a small pedal effort, that is, a small input, and perform a brake assist (hereinafter, also referred to as BA) operation in an emergency is planned.
- BA brake assist
- 0 0 1-3 4 1 6 No. 32 proposes this.
- the BA operation is not performed, and the BA operation is performed only when the input applied to the input rod is equal to or more than the predetermined value.
- the negative pressure booster generates the same output during BA operation and the same output as during normal brake operation.
- the vacuum booster when the BA is activated, the vacuum booster generates a large output even with a smaller input than when the brake is normally activated.
- the stroke of the input rod of the vacuum booster is reduced as compared with the stroke when the same large output is obtained by the normal brake operation.
- the reaction force mechanism is provided with a reaction disk, a spring, and a viscoelastic means.
- the servo ratio is reduced by transmitting to the valve plunger via a reaction disk, and the servo ratio is increased by transmitting to the valve plunger via a reaction disk and a spring in the later stage of braking.
- the reaction disk and the viscoelastic means provide hysteresis in which the output of the brake booster differs between when the brake pedal is depressed and when it is released. This hysteresis improves brake filling.
- the negative pressure booster disclosed in the above-mentioned Japanese Patent Publication No. Hei 11-2 7 8 2 4 5 usually reduces the servo ratio in the early stage of braking within the braking operation range, and reduces the servo ratio in the latter stage of braking. The ratio Is to make it bigger. Therefore, this vacuum booster is not considered for vehicle braking systems that require higher deceleration than during normal braking. In addition, in this vacuum booster, although the brake feeling is improved by the hysteresis when the brake pedal is depressed and released, the brake feeling is increased due to the increase in the pedal stroke during high deceleration operation. Defects are not considered. Disclosure of the invention
- An object of the present invention is to reduce the stroke of an input member in an output region larger than a predetermined output, improve operation feeling, and have a simpler structure, easier assembly, and a lower cost negative pressure.
- the purpose is to provide a booster.
- a negative pressure booster includes: a valve body provided to be able to advance and retreat inside a shell; and a negative pressure introduced into the shell provided in the valve body.
- a power piston partitioned into a constant pressure chamber to be operated and a variable pressure chamber into which air is introduced during operation; a valve plunger connected to the input shaft and slidably disposed in the valve body;
- a vacuum valve that controls the communication or cutoff between the constant pressure chamber and the variable pressure chamber by operation and an atmospheric valve that controls cutoff or communication between the variable pressure chamber and at least the atmosphere;
- the operation stroke amount of the input shaft in an output region larger than a predetermined output is changed by a change rate of the operation stroke amount of the input shaft with respect to the output in the output region below the predetermined output.
- a stroke shortening mechanism for shortening the operation stroke of the input shaft in an output region larger than the predetermined output in the case where the operation is performed.
- the present invention provides the atmospheric valve opening amount increasing means, wherein the stroke shortening mechanism operates in an output region larger than the predetermined output to make the opening amount of the atmospheric valve larger than the opening amount during normal operation.
- the operation of the atmospheric valve amount increasing means is controlled by a pressure corresponding to the input.
- the present invention is characterized in that the pressure for controlling the operation of the atmospheric valve opening amount increasing means is the pressure of the variable pressure chamber. Further, the present invention provides the above-mentioned vacuum valve, wherein the vacuum valve has a valve body and a vacuum valve seat on which the valve body can be detached and attached. Further, the atmospheric valve opening amount increasing means has a valve seat member provided with the vacuum valve seat on one end side, and the valve seat member is provided on the valve body, and the predetermined output is provided. The valve seat member is movably provided between a first position located in the following output area and a second position located in the output area larger than the predetermined output, and the movement of the valve seat member is controlled by the pressure of the variable pressure chamber. It is characterized by being done.
- the present invention is characterized in that the movement of the valve seat member is controlled by a pressure difference between the pressure in the variable pressure chamber and the pressure in the constant pressure chamber.
- the stroke reduction mechanism reduces the operation stroke amount of the input shaft in an output region larger than the predetermined output in an output region smaller than the predetermined output.
- the operation stroke of the input shaft in the output region larger than the predetermined output can be shortened. Therefore, even if the output becomes larger than the predetermined output in the normal brake operation, it is possible to obtain a good operation feeling without increasing the stroke of the input shaft.
- the atmospheric valve opening amount increasing means constituting the stroke shortening mechanism in the output range below the predetermined output, is not operated, and the output range below the predetermined output is not activated.
- a relatively small output is generated, and in the output region larger than the predetermined output, the atmospheric valve opening amount increasing means is operated to reduce the opening amount of the atmospheric valve from the valve opening amount in the output region below the predetermined output. Since the output is increased, a relatively large output can be generated in an output region larger than the predetermined output.
- the atmospheric valve opening amount increasing means since the operation of the atmospheric valve opening amount increasing means is controlled by the pressure according to the input of the input shaft, the atmospheric valve opening amount increasing means can be operated without affecting the stroke of the input shaft. . Therefore, a large output can be generated without increasing the stroke of the input shaft, and a good operation feeling can be obtained.
- the operation of the atmospheric valve opening amount increasing means is controlled by the pressure corresponding to the input applied to the input shaft, mechanical engagement means and the like can be eliminated, and the atmospheric valve opening amount increasing means can be eliminated.
- the structure can be simplified. Also, it is easy to assemble the means for increasing the opening amount of the atmospheric valve, Moreover, the cost can be reduced. Further, since the atmospheric valve opening amount increasing means is operated by the pressure control, it is possible to suppress the generation of operation noise during the operation.
- the operation of the atmospheric valve amount increasing means is controlled by the pressure of the variable pressure chamber, the pressure of the variable pressure chamber can be directly used. Therefore, the structure of the means for increasing the atmospheric amount can be further simplified, and the assembly of the means for increasing the atmospheric amount can be further facilitated.
- FIG. 1 is a cross-sectional view showing an embodiment of a negative pressure booster according to the present invention applied to a brake booster in a non-operating state.
- FIG. 2 is a partially enlarged cross-sectional view showing the vacuum valve and the atmospheric valve in FIG. 1 in an enlarged manner.
- FIG. 3 is a partially enlarged cross-sectional view similar to FIG. 2, showing a partially enlarged state of the negative pressure booster of the example shown in FIG. 1 when the normal brake is operated and a state during middle and high speed deceleration. ⁇
- FIG. 4 partially shows a state of the negative pressure booster of the example shown in FIG. 1, (a) a view showing a non-operating state, (b) a view showing a state when a normal brake is operated, (c) () Is a diagram showing the state at the time of middle-high deceleration.
- FIG. 5A and 5B illustrate the operation of the vacuum valve seat member in the vacuum booster of the example shown in FIG. 1, wherein FIG. 5A shows a state at the time of middle and high speed reduction, and FIG. It is a figure showing an equivalent state.
- FIG. 6 is a diagram showing input / output stroke characteristics of the negative pressure booster of the example shown in FIG.
- FIG. 7 is a diagram showing input / output characteristics of the negative pressure booster of the example shown in FIG. BEST MODE FOR CARRYING OUT THE INVENTION
- FIG. 1 is a cross-sectional view of an embodiment of a negative pressure booster according to the present invention applied to a brake booster in a non-operating state
- FIG. 2 shows a vacuum valve and an atmospheric valve in FIG. It is a partial expanded sectional view which expands and shows.
- “before” and And “after” indicate “left” and “right” in each figure.
- 1 is a vacuum booster
- 2 is a front shell
- 3 is a liar
- 4 is a valve body
- 5 is a power piston
- 6 is a power piston member
- 7 is a diaphragm
- 8 is a constant pressure chamber
- 10 is a valve plunger
- 1 1 is an input shaft
- 1 2 is a valve body
- 13 is a vacuum valve seat
- 14 is an atmospheric valve seat
- 15 is a vacuum valve
- 16 is a vacuum valve
- 16 is an atmospheric valve
- 18 is a valve spring
- 19 is an air introduction passage
- 20 is a vacuum passage
- 21 is a key member
- 22 is a spacing member
- 23 is a reaction disk
- 24 is an output shaft
- 2 5 is a return spring
- 26 is a negative pressure introduction passage.
- the output shaft 24 is a vacuum passage
- 21 is a key member
- 22 is a spacing
- the vacuum valve seat member (corresponding to the valve seat member of the present invention) 27 can slide in the axial inner hole 4 b of the valve body 4.
- the vacuum valve seat 13 is formed at the rear end of the vacuum valve seat member 27. Therefore, the vacuum valve seat 13 is also movable relative to the valve body 4.
- an annular flange 27a protruding inward is formed at the front end of the vacuum valve seat member 27, an annular flange 27a protruding inward is formed.
- a seal member 28 such as a cup seal provided on the outer peripheral surface of the vacuum valve seat member 27 allows a gap between the inner peripheral surface of the inner hole 4 b of the valve body 4 and the outer peripheral surface of the vacuum valve seat member 27.
- a seal member 28 such as a cup seal provided on the outer peripheral surface of the vacuum valve seat member 27 allows a gap between the inner peripheral surface of the inner hole 4 b of the valve body 4 and the outer peripheral surface of the vacuum valve seat member 27.
- both the rear surface 27 b and the front end surface 27 c of the flange 27 a of the vacuum valve seat member 27 are always in communication with the transformer chamber 9, and are connected to the rear surface 27 b and the front end surface 27 c. , The pressure in the transformer chamber 9 always acts.
- the inner rear end face 27 e of the inner side is connected to the transformation chamber 9, and the pressure of the transformation chamber 9 acts on the inner rear end face 27 e. Therefore, when the negative pressure booster 1 operates, if a pressure difference occurs between the pressure in the variable pressure chamber 9 and the pressure in the constant pressure chamber 8, the force due to this pressure difference is applied to the vacuum valve seat member 27 rearward. Will be able to
- a cylindrical holder 30 is fixed integrally with the valve body 4.
- annular flange 30 a that is in contact with the reaction disk 23 is formed so as to protrude outward.
- a holder-side hook portion 30b is formed at the rear end of the holder 30 so as to protrude outward.
- a spacing member 22 is slidably provided in the holder 30.
- a predetermined gap in the axial direction is provided between the front end face of the spacing member 22 and the rear end face of the reaction disk 23 facing the front end face of the spacing member 22. C is set.
- a cylindrical member 29 is disposed in the axial hole of the valve body 4.
- An annular flange 29 a protruding outward is formed at the rear end of the cylindrical member 29, and a holder-side hook portion 30 b is formed at the front end of the cylindrical member 29.
- a tubular member-side hook portion 29b that is axially engageable with the shaft member is formed to protrude outward.
- a spring 31 having a spring constant K is contracted between the flange 27 a of the vacuum valve seat member 27 and the flange 29 a of the cylindrical member 29.
- the tubular member 29 is constantly urged rearward by the load.
- the cylindrical member 29 is further moved rearward by the axial engagement of the cylindrical member side hook portion 29 b with the holder side hook portion 3 Ob. Movement to is blocked. Therefore, the holder 30 and the cylindrical member 29 are not integrally movable with respect to the valve body 4 in the axial direction.
- the vacuum valve seat member 27 is constantly urged forward by the spring load of the spring 31, and as shown in FIG. It is set to the first position abutting the bottom 4 bi of the. Therefore, the vacuum valve seat 13 at the rear end of the vacuum valve seat member 27 is normally positioned at the first position shown in FIG.
- the vacuum valve seat 13 thus positioned is set to be in the same state as the vacuum valve seat formed on the valve body 4 of the conventional general negative pressure booster.
- the cylindrical member side hook portion 29b is axially engaged with the holder side hook portion 3Ob, the front end of the vacuum valve seat member 27 contacts the valve body 4, and the vacuum valve seat member 27 In the state shown in FIGS. 1, 2 and 4 (a) where no force due to the pressure difference is applied to the spring 31, the spring load F s of the spring 31 is the predetermined set spring load F
- the force due to this pressure difference is the set spring load F s described above.
- the input to be applied to the input shaft 11 is a preset input F which is equal to or less than the sum of the spring load f s of the valve spring 18 of the valve body 12 at this time.
- the vacuum valve seat member 27 does not move with respect to the valve body 4 and maintains the first position shown in FIGS. 2, 3, and 4 (b).
- the pressure difference due to force set spring load F so the spring load greater than the sum of the f s, setting an input applied to the input shaft 1 1 Input F.
- the vacuum valve seat member 27 moves relatively rearward with respect to the valve body 4 and the cylindrical member 29 while pressing the vacuum valve portion 12 b of the valve body 12. Therefore, due to the rearward movement of the vacuum valve seat member 27, the vacuum valve seat 13 projects rearward from the normal position.
- the vacuum valve seat member 27 has a flange 27a of the vacuum valve seat member 27, and the rear surface thereof has a cylindrical shape of the cylindrical member 29.
- the input of the vacuum valve seat 13 at the rear end of the vacuum valve seat member 27 is the setting input F.
- the valve body 4 is positioned at the second position shown in FIGS. 4 (c) and 5 (a).
- the stroke of the vacuum valve seat member 27 during this movement depends on the rear surface of the flange 27 a and the cylindrical member 2 when the negative pressure booster 1 is not operating as shown in FIGS. 1, 2 and 4 (a).
- the gap L (L is shown in FIG. 2) between the front end 29 c of the cylindrical portion 9 is within the range.
- each stroke of the piston body 6 of the valve body 4 and the power piston 5 is a stroke amount L Because it increases by ⁇ ,
- the vacuum booster 1 immediately before the rear surface of the flange 27 a of the vacuum valve seat member 27 contacts the front end 29 c of the cylindrical portion of the cylindrical member 29, the vacuum booster 1 is It is set so that the load becomes full, that is, the pressure of the variable pressure chamber 9 acting on the vacuum valve seat member 27 becomes the atmospheric pressure. Therefore, the maximum stroke amount max of the relative stroke amount 1 ⁇ of the vacuum valve seat member 27 with respect to the valve body 4 during the relative movement of the above-described vacuum valve seat member 27 is slightly smaller than the gap L (L " max ⁇ L). Sandals That is, the maximum shortened stroke of the input shaft 11 is given by max .
- the maximum stroke L ′ max at which the output stroke of the output shaft 24 increases at this time is 1
- the vacuum valve seat member 27 protrudes rearward while pressing the vacuum valve portion 12b of the valve body 12, the valve body 12 moves rearward, and the atmospheric valve portion 12a of the valve body 12 also moves rearward. To move to. For this reason, the atmospheric valve portion 12a is further away from the atmospheric valve seat 14 than the closed state of the atmospheric valve 16 during the normal brake operation shown in FIGS. 3 and 4 (b). That is, the opening amount of the atmosphere valve 16 is set to be large. In this way, the vacuum valve seat member 27 and the spring 31 constitute the stroke shortening mechanism of the present invention, that is, the atmospheric valve opening amount increasing means.
- the pressure is controlled by the pressure difference between the pressure in the chamber 9 and the pressure in the constant-pressure chamber 8.
- the movement of the vacuum valve seat member 27 will be specifically described. As shown in Fig. 5 (a), the vacuum valve seat member 27 is moved and the vacuum valve 15 and the atmospheric valve 16 are both closed and the control valve 17 is applied to the vacuum valve seat member 27 in an intermediate load state in a balanced state.
- the balance state of the control valve 17 shown in FIG. 5 (a) is such that the vacuum valve seat member 27 and the valve body 12 come into contact with each other and become integral with each other, as shown in FIG. 5 (b).
- it can be regarded as an equivalent state of the force applied to the vacuum valve seat member 27 and the valve element 12 that have been formed.
- the effective pressure receiving area of the annular rear end face 27 e inside the seating point 27 e and the rear face 27 of the flange 27 a receiving the variable chamber pressure Pv is Av
- the effective pressure receiving area receiving the atmospheric pressure Pa of the valve body 12 is AP
- it is set to AP Av, and the diameter of the seating position of the atmospheric valve section 12a on the large air valve seat 14 almost matches the effective pressure receiving area of the valve body 12 with the effective diameter of the AP.
- FP the force FP due to the pressure difference applied to the vacuum valve seat member 27 and the valve body 12 is
- the spring load F s of the spring 31 and the spring load f s of the valve spring 18 press forward. Therefore, when the aforementioned force FP becomes larger than the sum of these spring loads (Fs + fs), the vacuum valve seat member 27 moves backward.
- the spring load f s of the valve spring 18 has a small absolute value and is set to be extremely small compared to the spring load F s of the spring 31 (: F s >> f s ), so that the force FP is substantially reduced.
- the spring load Fs is larger than (F P > FS)
- the vacuum valve seat member 27 moves rearward.
- the force FP is less than the spring load Fs (FP ⁇ FS)
- the vacuum valve seat member 27 moves rearward. Do not move.
- the region of the pressure Pv of the transformer chamber 9 that does not satisfy the equation (7) is the output region where the output of the negative pressure booster 1 is equal to or less than the predetermined output Fi in the input / output characteristics shown in FIG. Is relatively small and the deceleration due to the brake is the same as that of a conventional vehicle with a relatively low weight (including a load) when the normal brake is applied.
- the deceleration for a vehicle with a relatively high weight (including a load) is reduced. (Low G) area.
- This reduced speed (low G) region is a normal brake operation region, and in this low G region, the servo ratio is a relatively small servo ratio SR1, which is almost the same as that in the conventional normal brake operation.
- the region of the pressure Pv of the transformer chamber 9 that satisfies the expression (7) is an output region in which the output of the negative pressure booster 1 is larger than the predetermined output Ft.
- Medium / high deceleration for vehicles with relatively high deceleration (including load) It is set as the speed (middle and high G) area.
- the vacuum valve seat member 27 protrudes rearward to push the valve body 12 rearward.
- the servo ratio becomes a servo ratio SR 2 (SR 2> SR 1) that is larger than the servo ratio 1 during conventional normal brake operation set in the reduced speed (low G) region. .
- the servo ratio S R 2 will be described in detail.
- the servo ratio S R 2 is obtained as follows. That is, as described above, the opening amount of the atmospheric valve 16 is slightly increased, and the pressure in the transformer chamber 9 is increased to slightly increase the output. Then, in the state of the servo ratio SR1, this output jump-up is repeated to increase the output stepwise with a small step amount when viewed microscopically, so that the servo ratio is apparently higher than the servo ratio SR1. Large SR ratio 2 can be obtained.
- both the spring constant K and the set spring load F s Q of the spring 31 that urges the vacuum valve seat member 27 can be arbitrarily set.
- a setting input F which is an input of a change point (ratio point) a change from a small servo ratio SR1 to a large servo ratio SR, 2.
- the servo ratio SR can be changed by changing the spring constant K of the spring 31.
- the gap L described above can be set arbitrarily.
- the spring constant K of the spring 31 and the set spring load FSQ and the stroke amount L of the vacuum valve seat member 27 are set according to the mounted vehicle, In one form, it can be easily and more appropriately applied to the brake power fluctuation device of various vehicle types according to the vehicle type.
- the negative pressure is always introduced into the constant pressure chamber 8 of the negative pressure booster 1 through the negative pressure introduction passage 26.
- the key member 21 comes into contact with the riyashiel 3 and is limited to retreat. Therefore, the key member 21 limits the valve body 4 and the valve plunger 6 to the retreat limit.
- One piston 5, the input shaft 11 and the output shaft 24 are also limited to retreat.
- the atmosphere valve portion 12a of the valve body 12 is seated on the atmosphere valve seat 14 and the atmosphere valve 16 is closed, and the vacuum valve portion 12b of the valve body 12 is in the first position.
- the vacuum valve 15 is open apart from the vacuum valve seat 13 and the second vacuum valve seat 27 g. Therefore, the transformer chamber 9 is isolated from the atmosphere and communicates with the constant-pressure chamber 8 so that a negative pressure is introduced into the transformer chamber 9, and there is substantially no pressure difference between the transformer chamber 9 and the constant-pressure chamber 8. .
- the force due to the pressure difference is not applied rearward to the vacuum valve seat member 27, and the vacuum valve seat member 27 is spring-forced by the spring 31 and has one of its front end surfaces 27 c.
- the part is positioned at the position shown in FIG. 2 where it contacts the bottom 4 b of the inner hole 4 b of the knob body 4.
- the input shaft 11 advances and the valve plunger 10 advances.
- the vacuum valve portion 12b of the valve body 12 sits on the vacuum valve seat 13 and the vacuum valve 15 closes, and the atmospheric valve seat 14 becomes the atmospheric valve of the valve body 12.
- the atmosphere valve 16 opens. That is, the variable pressure chamber 9 is cut off from the constant pressure chamber 8 and communicated with the atmosphere. Therefore, the atmosphere is introduced into the transformation chamber 9 through the atmosphere introduction passage 19 and the open atmosphere valve 16.
- a pressure difference is generated between the variable pressure chamber 9 and the constant pressure chamber 8, and the power piston 5 moves forward.
- the output shaft 24 moves forward via the valve body 4, and the piston (not shown) of the mass cylinder moves forward. I do.
- the spacing member 22 is also advanced by the advancement of the valve plunger 10, but the spacing member 22 has not yet come into contact with the reaction disk 23 due to the gap C. Therefore, since the reaction force from the output shaft 24 is not transmitted from the reaction disk 23 to the spacing member 22, this reaction force is not transmitted to the brake pedal via the valve plunger 10 and the input shaft 11. .
- the power piston 5 also advances further, and the piston of the mass cylinder further advances via the valve body 4 and the output shaft 24. .
- the negative pressure booster 1 When the loss stroke of the brake system after the mass cylinder disappears, the negative pressure booster 1 substantially generates an output. (Hydraulic pressure), and the wheel cylinder operates with this master cylinder pressure to generate brake fluid.
- the reaction disk 23 bulges rearward due to the reaction force applied from the mass cylinder to the output shaft 24, as shown in FIGS. 3 and 4 (b), the gap C disappears, and the reaction disk 23 disappears. 3 comes into contact with the spacing member 2 2.
- the reaction force from the output shaft 24 is transmitted from the reaction disk 23 to the spacing member 22 and further transmitted to the brake pedal via the valve plunger 10 and the input shaft 11 to be sensed by the driver.
- the negative pressure booster 1 normally exhibits a jumping characteristic when the brake is operated. This jumping characteristic is almost the same as the jumping characteristic of a conventional general negative pressure booster.
- the input of the negative pressure booster 1 by the pedal depression force is relatively small.
- the output is an output region equal to or lower than the predetermined output, and the pressure Pv of the transformer chamber 9 does not satisfy the equation (7) as described above. Therefore, the vacuum valve seat member 27 does not move, and the servo ratio becomes a relatively small servo ratio S R 1 which is almost the same as that in the conventional normal brake operation. Therefore, when the output of the negative pressure booster 1 becomes a magnitude obtained by boosting the input of the input shaft 11 due to the pedal depression force by the servo ratio SR1, the atmospheric valve portion 12a is seated on the atmospheric valve seat 14.
- Atmospheric valve 16 is also closed to balance the intermediate load (vacuum valve 15 is already closed with vacuum valve section 12b seated on vacuum valve seat 13).
- the normal braking is activated by the braking force obtained by boosting the pedal depression force during the normal braking operation by the servo ratio S R 1.
- the input of the negative pressure booster 1 by the pedal depression force is in the reduced speed (low G) range. It is set larger than when the normal brake is operated.
- the pressure Pv in the transformer chamber 9 also increases.
- the input is a setting input F such that the pressure Pv in the transformer chamber 9 satisfies the equation (7).
- the input / output characteristics of the vacuum booster 1 are in the middle / high deceleration (middle / high G) region, and the output is in the output region larger than the predetermined output.
- the pressure Pv in the variable pressure chamber 9 satisfies the expression (7), so that the vacuum valve seat member 27 moves backward while pushing the valve body 12.
- the atmospheric valve portion 12a is farther away from the atmospheric valve seat 14 than usual, and the atmospheric valve 16 is greatly opened. Therefore, as shown in FIG. 7, in the middle to high G region, the servo ratio becomes SR2 larger than that in the conventional normal brake operation as described above. That is, When the output of the negative pressure booster 1 becomes a magnitude obtained by boosting the input of the input shaft 11 by this servo ratio SR2, the atmospheric valve section 12a is seated on the atmospheric valve seat 14 as described above.
- Atmospheric valve 16 is also closed to balance the intermediate load (vacuum valve 15 is already closed with vacuum valve section 12b seated on vacuum valve seat 13).
- the brake is operated with a larger braking force than in the normal braking operation in the reduced speed (low-G) region in which the pedal effort is boosted by the servo ratio SR2.
- the negative pressure booster 1 has a large pedal depression force, that is, the input of the negative pressure booster 1 is large in the middle to high deceleration (middle and high G) region, but the negative pressure booster 1 is in the normal brake operation at the servo ratio SR 1. With the same input as above, a larger output can be obtained than during normal braking.
- the pressure in the variable pressure chamber 9 decreases as described above, and the power piston 5, the valve body 4, and the output shaft 24 retreat by the spring force of the return spring 25.
- the piston and the output shaft 24 of the mass cylinder and the output shaft 24 also recede due to the spring force of the return spring of the mass cylinder and the piston, and the brake is released.
- the stroke amount of the input shaft 11 is reduced.
- the stroke can be made shorter than the stroke required to obtain this large stroke.
- a desired large deceleration can be obtained with a pedal depression amount smaller than the brake pedal depression amount necessary for obtaining the large deceleration. Therefore, a vehicle that requires a larger braking force at the time of normal brake operation in the middle / high deceleration (medium / high G) region than a vehicle with a heavy vehicle weight or the like at the time of normal braking operation in the low speed (low G) region is required. Kifi ring can be improved more effectively.
- the negative pressure booster 1 is fully loaded just before the rear surface of the flange 27 a of the vacuum valve seat member 27 comes into contact with the front end 29 c of the cylindrical portion of the cylindrical member 29.
- the vacuum booster 1 is fully driven. It can be in a load state, and after the rear surface of the flange 27 a of the vacuum valve seat member 27 abuts the front end 29 c of the cylindrical portion of the cylindrical member 29, the negative pressure booster can be used. 1 could be in full load. In these cases, the maximum shortened stroke of the input shaft 11 is L.
- the pressure difference between the pressure in the variable pressure chamber 9 and the pressure in the constant pressure chamber is Although the operation of the seat member 27 is controlled, the present invention is not limited to this, and only the pressure in the variable pressure chamber 9 or the pressure difference between the pressure in the variable pressure chamber 9 and another constant pressure may cause vacuum.
- the operation of the valve seat member 27 can also be controlled. Further, the operation of the vacuum valve seat member 27 can be controlled by a pressure corresponding to the input applied to the input shaft 11 instead of the pressure of the variable pressure chamber 9.
- the present invention is applied to a single-type negative pressure booster having one power piston 5, but the present invention is directed to a tandem-type negative pressure booster having a plurality of power pistons 5. It can also be applied to devices.
- the negative pressure booster of the present invention is applied to the brake system, but can be applied to other systems and devices using the negative pressure booster.
- the negative pressure booster of the present invention can be suitably used as a booster in a booster system such as a brake booster in a brake booster system of an automobile.
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
- Diaphragms For Electromechanical Transducers (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE602004019640T DE602004019640D1 (de) | 2003-05-16 | 2004-04-28 | Unterdruckverstärker |
JP2005506168A JP4187220B2 (ja) | 2003-05-16 | 2004-04-28 | 負圧倍力装置 |
US10/553,039 US7685926B2 (en) | 2003-05-16 | 2004-04-28 | Negative pressure booster |
EP04730041A EP1625988B1 (en) | 2003-05-16 | 2004-04-28 | Negative pressure booster |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2003-138229 | 2003-05-16 | ||
JP2003138229 | 2003-05-16 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2004101340A1 true WO2004101340A1 (ja) | 2004-11-25 |
Family
ID=33447284
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2004/006163 WO2004101340A1 (ja) | 2003-05-16 | 2004-04-28 | 負圧倍力装置 |
Country Status (8)
Country | Link |
---|---|
US (1) | US7685926B2 (ja) |
EP (1) | EP1625988B1 (ja) |
JP (1) | JP4187220B2 (ja) |
KR (1) | KR100745866B1 (ja) |
CN (1) | CN100361849C (ja) |
AT (1) | ATE423711T1 (ja) |
DE (1) | DE602004019640D1 (ja) |
WO (1) | WO2004101340A1 (ja) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2007145348A1 (ja) | 2006-06-12 | 2007-12-21 | Bosch Corporation | 負圧倍力装置 |
JP2008081069A (ja) * | 2006-09-29 | 2008-04-10 | Bosch Corp | 負圧倍力装置およびこれを備えたブレーキ倍力装置 |
WO2008078569A1 (ja) * | 2006-12-25 | 2008-07-03 | Bosch Corporation | 負圧倍力装置 |
CN103496364A (zh) * | 2013-09-03 | 2014-01-08 | 广东中博汽车零部件有限公司 | 预制动式真空助力器及其带制动主缸总成 |
CN108501919A (zh) * | 2018-05-09 | 2018-09-07 | 广东中博汽车零部件有限公司 | 一种可调节空行程的真空助力器 |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2922174B1 (fr) * | 2007-10-12 | 2009-12-04 | Bosch Gmbh Robert | Systeme de freinage d'urgence pour vehicule automobile. |
FR2923200B1 (fr) * | 2007-11-06 | 2009-11-20 | Bosch Gmbh Robert | Servomoteur d'assistance au freinage rapide pour vehicule automobile. |
DE102008032257A1 (de) * | 2008-07-09 | 2010-01-14 | Lucas Automotive Gmbh | Bremskraftverstärker für eine Kraftfahrzeugbremsanlage und entsprechende Kraftfahrzeugbremsanlage |
CN101612933B (zh) * | 2009-07-17 | 2013-04-10 | 芜湖伯特利汽车安全***有限公司 | 一种具有紧急制动功能的机械式真空助力器 |
WO2012166853A1 (en) | 2011-05-31 | 2012-12-06 | Ossur Hf | Prosthetic knee |
USD733883S1 (en) | 2011-05-31 | 2015-07-07 | Ossur Hf | Prosthetic knee |
JP5565590B2 (ja) * | 2011-07-21 | 2014-08-06 | 株式会社アドヴィックス | 負圧式倍力装置 |
WO2013152281A1 (en) | 2012-04-05 | 2013-10-10 | Ossur Hf | Prosthetic knee |
Citations (4)
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JPH1059165A (ja) * | 1996-08-09 | 1998-03-03 | Jidosha Kiki Co Ltd | ブレーキ倍力装置の反力機構 |
JPH11334573A (ja) * | 1998-05-29 | 1999-12-07 | Aisin Seiki Co Ltd | 圧力発生装置 |
JP2001063550A (ja) * | 1999-08-25 | 2001-03-13 | Nissin Kogyo Co Ltd | 負圧ブースタ |
JP2003191834A (ja) * | 2001-12-27 | 2003-07-09 | Bosch Automotive Systems Corp | 負圧倍力装置 |
Family Cites Families (7)
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KR100381776B1 (ko) * | 1998-10-17 | 2003-06-18 | 주식회사 만도 | 자동차의 브레이크 부스터 |
KR200293708Y1 (ko) * | 1998-12-31 | 2003-01-24 | 주식회사 만도 | 자동차의 브레이크 부스터 |
JP2003095085A (ja) * | 2001-09-25 | 2003-04-03 | Bosch Automotive Systems Corp | ブレーキ倍力装置 |
KR100853651B1 (ko) * | 2001-10-29 | 2008-08-25 | 봇슈 가부시키가이샤 | 브레이크 배력장치 |
FR2844764B1 (fr) * | 2002-09-19 | 2005-06-10 | Bosch Sist De Frenado Sl | Servomoteur pneumatique d'assistance au freinage, en particulier pour vehicule automobile |
JP4539854B2 (ja) * | 2005-06-28 | 2010-09-08 | 株式会社アドヴィックス | 負圧式倍力装置 |
JP4770407B2 (ja) * | 2005-09-20 | 2011-09-14 | 株式会社アドヴィックス | 負圧式倍力装置 |
-
2004
- 2004-04-28 WO PCT/JP2004/006163 patent/WO2004101340A1/ja active Application Filing
- 2004-04-28 JP JP2005506168A patent/JP4187220B2/ja not_active Expired - Fee Related
- 2004-04-28 EP EP04730041A patent/EP1625988B1/en not_active Expired - Lifetime
- 2004-04-28 US US10/553,039 patent/US7685926B2/en not_active Expired - Fee Related
- 2004-04-28 CN CNB2004800134689A patent/CN100361849C/zh not_active Expired - Fee Related
- 2004-04-28 KR KR1020057021871A patent/KR100745866B1/ko not_active IP Right Cessation
- 2004-04-28 AT AT04730041T patent/ATE423711T1/de not_active IP Right Cessation
- 2004-04-28 DE DE602004019640T patent/DE602004019640D1/de not_active Expired - Lifetime
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
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JPH1059165A (ja) * | 1996-08-09 | 1998-03-03 | Jidosha Kiki Co Ltd | ブレーキ倍力装置の反力機構 |
JPH11334573A (ja) * | 1998-05-29 | 1999-12-07 | Aisin Seiki Co Ltd | 圧力発生装置 |
JP2001063550A (ja) * | 1999-08-25 | 2001-03-13 | Nissin Kogyo Co Ltd | 負圧ブースタ |
JP2003191834A (ja) * | 2001-12-27 | 2003-07-09 | Bosch Automotive Systems Corp | 負圧倍力装置 |
Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2007145348A1 (ja) | 2006-06-12 | 2007-12-21 | Bosch Corporation | 負圧倍力装置 |
JP2007331419A (ja) * | 2006-06-12 | 2007-12-27 | Bosch Corp | 負圧倍力装置 |
KR101026076B1 (ko) | 2006-06-12 | 2011-03-31 | 봇슈 가부시키가이샤 | 부압 배력 장치 |
US8215226B2 (en) | 2006-06-12 | 2012-07-10 | Bosch Corporation | Negative pressure booster |
JP2008081069A (ja) * | 2006-09-29 | 2008-04-10 | Bosch Corp | 負圧倍力装置およびこれを備えたブレーキ倍力装置 |
WO2008044610A1 (fr) | 2006-09-29 | 2008-04-17 | Bosch Corporation | Dispositif d'augmentation de la pression négative et servofrein utilisant celui-ci |
WO2008078569A1 (ja) * | 2006-12-25 | 2008-07-03 | Bosch Corporation | 負圧倍力装置 |
CN103496364A (zh) * | 2013-09-03 | 2014-01-08 | 广东中博汽车零部件有限公司 | 预制动式真空助力器及其带制动主缸总成 |
CN103496364B (zh) * | 2013-09-03 | 2016-03-30 | 广东中博汽车零部件有限公司 | 预制动式真空助力器及其带制动主缸总成 |
CN108501919A (zh) * | 2018-05-09 | 2018-09-07 | 广东中博汽车零部件有限公司 | 一种可调节空行程的真空助力器 |
Also Published As
Publication number | Publication date |
---|---|
EP1625988A4 (en) | 2007-09-12 |
CN100361849C (zh) | 2008-01-16 |
EP1625988B1 (en) | 2009-02-25 |
DE602004019640D1 (de) | 2009-04-09 |
KR20060003106A (ko) | 2006-01-09 |
CN1791526A (zh) | 2006-06-21 |
US20060207420A1 (en) | 2006-09-21 |
US7685926B2 (en) | 2010-03-30 |
ATE423711T1 (de) | 2009-03-15 |
JP4187220B2 (ja) | 2008-11-26 |
EP1625988A1 (en) | 2006-02-15 |
KR100745866B1 (ko) | 2007-08-02 |
JPWO2004101340A1 (ja) | 2006-07-13 |
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