CN216994728U - Pressure control valve and braking system - Google Patents
Pressure control valve and braking system Download PDFInfo
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- CN216994728U CN216994728U CN202123430453.2U CN202123430453U CN216994728U CN 216994728 U CN216994728 U CN 216994728U CN 202123430453 U CN202123430453 U CN 202123430453U CN 216994728 U CN216994728 U CN 216994728U
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Abstract
The utility model discloses a pressure control valve and a braking system, wherein the pressure control valve of the braking system is provided with a cylinder body and a piston; a first accommodating area and a second accommodating area which are mutually connected and communicated are formed in the cylinder body; the piston is arranged in the cylinder body and comprises a first sub-piston and a second sub-piston, wherein the first sub-piston is arranged in the first accommodating area, and the second sub-piston is arranged in the second accommodating area and is connected with the first sub-piston; wherein the cross-sectional area of the first sub-piston is very close compared with the difference of the cross-sectional area of the second accommodating area minus the cross-sectional area of the second sub-piston; therefore, when the piston acts, the pressure difference between the first containing area and the second containing area can be reduced, so that the phenomenon that the handle is pressed to bounce when braking is avoided, and the driving safety and the comfort are further improved.
Description
Technical Field
The present invention relates to a brake mechanism, and more particularly, to a pressure control valve and a brake system capable of reducing pressure difference inside a cylinder to prevent a handle from being rebounded when a brake is applied.
Background
The braking system in the prior art mainly comprises a rear wheel disc brake mechanism, a rear wheel brake master cylinder, a rear wheel oil pipe, a left handle, a front wheel disc brake mechanism, a front wheel brake master cylinder, a front wheel oil pipe, a right handle, a pressure control valve and the like, wherein the rear wheel brake master cylinder is arranged on the left handle and is connected with an oil inlet of the rear wheel disc brake mechanism and the pressure control valve through the rear wheel oil pipe; the conventional brake system is operated in such a manner that when the left handle is operated by a user to control the operation of the pressure control valve, the front and rear wheel disc brake mechanisms are simultaneously actuated to brake the front and rear wheels of the mobile carrier, thereby preventing the mobile carrier from falling down due to the shift of the center of gravity during emergency braking, and further improving the driving safety.
However, the conventional braking system has a problem that when the piston of the pressure control valve acts in the cylinder, the pressure difference generated at the two sides in the cylinder is too large, so that the rider of the mobile vehicle is likely to generate handle bounce on the pressure control valve during braking action, thereby affecting the comfort and safety of the driver. Therefore, how to effectively reduce the pressure difference inside the cylinder of the pressure control valve by means of innovative hardware design to avoid the impact of rebound phenomenon of the pressing handle during braking on the driving safety is a problem that developers and related researchers of related industries such as motorcycle carrier and the like need to continuously strive to overcome and solve.
SUMMERY OF THE UTILITY MODEL
The technical problem to be solved by the utility model is to provide a pressure control valve and a brake system, which can reduce the pressure difference in a cylinder body so as to avoid the rebound phenomenon of a pressing handle during braking.
The technical means adopted by the utility model are as follows: a pressure control valve is proposed, comprising: a cylinder body, a first containing area and a second containing area which are mutually connected and communicated are formed in the cylinder body; and the piston is arranged in the cylinder body and comprises a first sub-piston and a second sub-piston, wherein the first sub-piston is arranged in the first accommodating area, the second sub-piston is arranged in the second accommodating area and is connected with the first sub-piston, and the ratio of the cross sectional area of the first sub-piston to the cross sectional area of the second accommodating area minus the difference of the cross sectional area of the second sub-piston is 0-2.
According to the above technical feature, the difference between the cross-sectional area of the second accommodation area minus the cross-sectional area of the second sub-piston is equal to the cross-sectional area of the first sub-piston.
According to the above technical feature, a difference between the cross-sectional area of the first accommodation area and the cross-sectional area of the first sub-piston approaches zero.
According to the above technical features, one end of the cylinder body is provided with an opening connected and communicated with the second accommodating area, the cylinder body is provided with a positioning bolt in the opening in a threaded manner, one end of the positioning bolt is in an inverted U shape or U shape and is annularly arranged at the outer edge of the other end of the second sub-piston opposite to the end connected with the first sub-piston, and a buffer air chamber is formed between the positioning bolt and the second sub-piston.
According to the above technical features, the cylinder further includes a first oil inlet, a second oil inlet and an oil outlet, the first oil inlet is located at the opposite end of the cylinder where the opening is located, the first oil inlet is connected and communicated with the first accommodating area, and the second oil inlet and the oil outlet are located at a side surface of the cylinder and communicated with the second accommodating area.
According to the above technical feature, a ratio of a cross-sectional area of the first sub-piston to a cross-sectional area of the second accommodation area minus a cross-sectional area of the second sub-piston is between 1:0.5 and 1: 2.
According to another aspect of the present invention, a braking system for a two-wheeled or three-wheeled mobile vehicle is provided, the braking system comprising: a pressure control valve comprising: a cylinder body, a first containing area and a second containing area which are mutually connected and communicated are formed in the cylinder body, a first oil inlet which is connected and communicated with the first containing area is arranged at one end of the cylinder body, and a second oil inlet and an oil outlet which are communicated with the second containing area are arranged at one side surface of the cylinder body; the piston is arranged in the cylinder body and comprises a first sub-piston and a second sub-piston, wherein the first sub-piston is arranged in the first accommodating area, the second sub-piston is arranged in the second accommodating area and is connected with the first sub-piston, and the ratio of the cross section area of the first sub-piston to the cross section area of the second accommodating area minus the cross section area of the second sub-piston is 0-2; a rear wheel brake assembly, comprising a left handle, a rear wheel brake master cylinder, a rear wheel oil pipe and a rear wheel disc brake mechanism, wherein the rear wheel brake master cylinder is connected with the left handle, and the rear wheel oil pipe is connected with the rear wheel brake master cylinder, the rear wheel disc brake mechanism and the first oil inlet of the cylinder body of the pressure control valve; and a front wheel brake assembly, contain a right hand handle, a front wheel brake master cylinder, a first front wheel oil pipe, a second front wheel oil pipe and a front wheel dish mechanism of stopping, this front wheel brake master cylinder connects this right hand handle, this first front wheel oil pipe connection this front wheel brake master cylinder and this second oil inlet of this cylinder body of this pressure control valve, this second front wheel oil pipe connection this front wheel dish mechanism of stopping and this oil-out of this cylinder body of this pressure control valve.
According to the above technical feature, a ratio of a cross-sectional area of the first sub-piston to a cross-sectional area of the second accommodation area minus a cross-sectional area of the second sub-piston is between 1:0.5 and 1: 2.
The utility model has the advantages that the area configuration of the inner space of the cylinder body of the pressure control valve and the area of the piston is improved, so that the difference between the cross section area of the second accommodating area of the cylinder body of the pressure control valve, which is subtracted from the cross section area of the second sub-piston, and the cross section area difference of the first sub-piston approaches to zero, and according to a pressure formula, when the piston acts in the cylinder body, the pressure difference between the first accommodating area and the second accommodating area is reduced, thereby preventing the press handle from rebounding during braking, and improving the driving safety and comfort. In addition, a buffer air chamber is formed between the piston and the positioning bolt, which can effectively lead the brake oil in the cylinder body to have extra space which can be more gently released to reduce the flowing pressure, thereby reliably avoiding the handle bounce generated when a rider brakes a two-wheel or three-wheel mobile carrier.
Drawings
FIG. 1: a first schematic of the pressure control valve of the present invention.
FIG. 2 is a schematic diagram: a second schematic of the pressure control valve of the present invention.
FIG. 3: is a third schematic of the pressure control valve of the present invention.
FIG. 4: is a fourth schematic of the pressure control valve of the present invention.
FIG. 5: is a fifth schematic view of the pressure control valve of the present invention.
FIG. 6: is a sixth schematic view of the pressure control valve of the present invention.
FIG. 7: a first schematic view of the braking system of the present invention.
FIG. 8: a second schematic view of the braking system of the present invention.
Description of the figure numbers:
100: pressure control valve
10: cylinder body
11: a first accommodating area
12: the second accommodating area
13: opening of the container
14: buffer air chamber
15: first oil inlet
16: second oil inlet
17: oil outlet
20: piston
21: first sub-piston
22: second sub-piston
30: positioning bolt
200: rear wheel brake assembly
201: left handle
202: rear wheel brake master cylinder
203: rear wheel oil pipe
204: rear wheel disc brake mechanism
300: front wheel brake assembly
301: right handle
302: front wheel brake master cylinder
303: first front wheel oil pipe
304: second front wheel oil pipe
305: front wheel disc brake mechanism
A. B, C: cross sectional area.
Detailed Description
The pressure control valve and the braking system can be applied to two-wheel or three-wheel mobile vehicles, and mainly aim to avoid the phenomenon that a rider presses a handle to bounce when riding the mobile vehicle and braking so as to influence the driving safety. Referring to fig. 1 to 4, which are first to fourth schematic views of a pressure control valve of the present invention, as shown in the drawings, a pressure control valve 100 of the present invention at least includes a cylinder 10, a piston 20 and a positioning bolt 30.
A first accommodating area 11 and a second accommodating area 12 which are mutually connected and communicated are formed inside the cylinder body 10, an opening 13 is formed at one end of the cylinder body 10, and the opening 13 is connected and communicated with the second accommodating area 12; furthermore, the cylinder 10 further includes a first oil inlet 15, a second oil inlet 16 and an oil outlet 17; the first oil inlet 15 is located at the opposite end of the cylinder 10 where the opening 13 is located, the first oil inlet 15 is connected and communicated with the first receiving area 11, and the second oil inlet 16 and the oil outlet 17 are located at one side of the cylinder 10 and communicated with the second receiving area 12.
The piston 20 is disposed inside the cylinder 10, and the piston 20 includes a first sub-piston 21 and a second sub-piston 22, the first sub-piston 21 is disposed in the first accommodation area 11 of the cylinder 10, and the second sub-piston 22 is disposed in the second accommodation area 12 of the cylinder 10 and connected to the first sub-piston 21.
The positioning bolt 30 is disposed at the opening 13 of the cylinder 10, wherein one end of the positioning bolt 30 is n-shaped or U-shaped and is disposed around the outer edge of the opposite end of the second sub-piston 22 connected to the first sub-piston 21, and a buffer air chamber 14 is formed between the positioning bolt 30 and the second sub-piston 22.
As shown in fig. 4, when the piston 20 moves toward the positioning bolt 30, brake oil can enter through the first oil inlet 15 and pass through the first receiving area 11 to the second receiving area 12, the second oil inlet 16 can also provide brake oil to be injected into the second receiving area 12, and brake oil in the second receiving area 12 can be output to the outside of the cylinder 10 through the oil outlet 17.
Fig. 5 and 6 are a fifth schematic view and a sixth schematic view of the pressure control valve according to the present invention, respectively. The main technical feature of the present invention is that the ratio of the cross-sectional area a of the first sub-piston 21 to the cross-sectional area C of the second receiving area 12 minus the cross-sectional area B of the second sub-piston 22 of the cylinder 10 is 0 to 2, so that the pressure difference between the first receiving area 11 and the second receiving area 12 can be reduced when the piston 20 moves in the cylinder 10 according to the pressure formula, thereby preventing the occurrence of handle pressing bounce phenomenon during braking from affecting the driving safety and comfort of the driver. In a preferred embodiment, the difference between the cross-sectional area C of the second housing area 12 of the cylinder 10 and the cross-sectional area B of the second sub-piston 22 is equal to the cross-sectional area a of the first sub-piston 21, i.e. the ratio of a to C-B is 0. In other words, the ratio of the cross-sectional area a of the first sub-piston 21 to the cross-sectional area C of the second receiving area 12 minus the cross-sectional area B of the second sub-piston 22 is between 1:0.5 and 1:2, so that the pressure difference between the first receiving area 11 and the second receiving area 12 can be reduced when the piston 20 moves in the cylinder 10, thereby preventing the occurrence of handle bounce phenomenon during braking from affecting the driving safety and comfort of the driver.
In the above, the difference between the cross-sectional area of the first accommodation area 11 of the cylinder 10 and the cross-sectional area a of the first sub-piston 21 is close to zero.
Another technical feature of the present invention is that when the piston 20 swings back and forth in the cylinder 10, the buffer air chamber 14 formed between the piston 20 and the positioning bolt 30 can effectively make the brake fluid have extra space to be released more gently to reduce the flowing pressure, so as to prevent the rider from generating handle bounce when braking to affect the driving safety and comfort.
Please refer to fig. 7 and 8, which are a first schematic view and a second schematic view of the braking system of the present invention, respectively. The braking system of the present invention includes the pressure control valve 100, a rear wheel brake assembly 200, and a front wheel brake assembly 300 as described above.
The rear wheel brake assembly 200 comprises a left handle 201, a rear wheel brake master cylinder 202, a rear wheel oil pipe 203 and a rear wheel disc brake mechanism 204; the rear wheel master cylinder 202 is connected to the left handle 201, and the rear wheel oil pipe 203 is connected to the rear wheel master cylinder 202, the rear wheel disc brake mechanism 204, and the first oil inlet 15 of the cylinder 10 of the pressure control valve 100.
The front wheel brake assembly 300 includes a right handle 301, a front wheel brake master cylinder 302, a first front wheel oil pipe 303, a second front wheel oil pipe 304 and a front wheel disc brake mechanism 305, the front wheel brake master cylinder 302 is connected to the right handle 301, the first front wheel oil pipe 303 is connected to the front wheel brake master cylinder 302 and the second oil inlet 16 of the cylinder body 10 of the pressure control valve 100, and the second front wheel oil pipe 304 is connected to the front wheel disc brake mechanism 305 and the oil outlet 17 of the cylinder body 10 of the pressure control valve 100.
As shown in fig. 8, when a rider presses the left handle 201, the brake oil in the rear wheel master cylinder 202 can enter the first oil inlet 15 of the cylinder 10 through the rear wheel oil pipe 203, and at this time, the piston 20 is pushed to move toward the positioning bolt 30, so that the brake oil can pass through the first receiving area 11 of the cylinder 10 and enter the second receiving area 12, and since the rear wheel oil pipe 203 is also connected to the rear wheel disc brake mechanism 204, the rear wheel disc brake mechanism 204 can be activated to perform the braking action of the rear wheel. When a rider presses the right handle 301, brake oil in the front wheel master cylinder 302 can enter the second accommodation area 12 through the first front wheel oil pipe 303 and the second oil inlet 16 of the cylinder 10 to push the piston 20, so that the piston 20 can move toward the direction of the positioning bolt 30; the brake oil entering from the first oil inlet 15 and the second oil inlet 16 can be communicated to the front wheel disc brake mechanism 305 through the oil outlet 17 and the second front wheel oil pipe 304, so as to start the front wheel disc brake mechanism 305 to perform the braking operation of the front wheel.
In summary, the pressure control valve and the brake system of the present invention have the following features:
1. when the difference between the cross section area of the second containing area minus the cross section area of the second sub-piston and the cross section area of the first sub-piston approaches zero, the pressure difference between the first containing area and the second containing area can be reduced when the piston acts in the cylinder body according to a pressure formula, and therefore the phenomenon that a press handle rebounds when braking can be avoided, and driving safety and comfort are improved.
2. A buffer air chamber is formed between the piston and the positioning bolt, which can effectively lead the brake oil in the cylinder body to have extra space to be more gently discharged so as to reduce the flowing pressure, thereby really avoiding the phenomenon that the rider generates handle bounce force to influence the driving safety and the comfort when riding the two-wheel or three-wheel mobile carrier for braking.
Claims (15)
1. A pressure control valve, comprising:
a cylinder body (10) in which a first accommodation area (11) and a second accommodation area (12) are formed, which are connected and communicated with each other; and
the piston (20) is arranged inside the cylinder body (10), and the piston (20) comprises a first sub-piston (21) which is arranged in the first accommodating area (11) and a second sub-piston (22) which is arranged in the second accommodating area (12) and is connected with the first sub-piston (21), wherein the ratio of the difference value of the cross section area (A) of the first sub-piston (21) and the difference value of the cross section area (C) of the second accommodating area (12) minus the cross section area (B) of the second sub-piston (22) is 0-2.
2. The pressure control valve according to claim 1, wherein a difference of the cross-sectional area (C) of the second housing area (12) minus the cross-sectional area (B) of the second sub-piston (22) is equal to the cross-sectional area (a) of the first sub-piston (21).
3. The pressure control valve according to claim 1, wherein a difference between a cross-sectional area of the first housing area (11) minus a cross-sectional area (a) of the first sub-piston (21) approaches zero.
4. A pressure control valve according to claim 1 wherein the cylinder (10) is provided at one end with an opening (13) which engages and communicates with the second receiving region (12).
5. The pressure control valve according to claim 4, wherein the cylinder (10) is threaded with a positioning bolt (30) at the opening (13), and one end of the positioning bolt (30) is inverted U-shaped or U-shaped and is disposed around the outer edge of the second sub-piston (22) at the opposite end connected with the first sub-piston (21).
6. The pressure control valve according to claim 5, wherein a cushion air chamber (14) is formed between the positioning bolt (30) and the second sub-piston (22).
7. The pressure control valve according to claim 4, wherein the cylinder (10) further comprises a first oil inlet (15), a second oil inlet (16) and an oil outlet (17), the first oil inlet (15) is located at the opposite end of the cylinder (10) where the opening (13) is located, the first oil inlet (15) is connected and communicated with the first receiving area (11), and the second oil inlet (16) and the oil outlet (17) are located at one side of the cylinder (10) and communicated with the second receiving area (12).
8. The pressure control valve according to claim 1, wherein the ratio of the cross-sectional area (a) of the first sub-piston (21) to the cross-sectional area (C) of the second receiving area (12) minus the cross-sectional area (B) of the second sub-piston (22) is between 1:0.5 and 1: 2.
9. A braking system for a two-wheeled or three-wheeled mobile vehicle, the braking system comprising:
a pressure control valve (100), comprising: a cylinder body (10) which is internally provided with a first accommodating area (11) and a second accommodating area (12) which are mutually connected and communicated, one end of the cylinder body (10) is provided with a first oil inlet (15) which is connected and communicated with the first accommodating area (11), and one side surface of the cylinder body (10) is provided with a second oil inlet (16) and an oil outlet (17) which are communicated with the second accommodating area (12); and a piston (20) disposed inside the cylinder (10), wherein the piston (20) includes a first sub-piston (21) disposed in the first accommodation region (11) and a second sub-piston (22) disposed in the second accommodation region (12) and connected to the first sub-piston (21), wherein a ratio of a difference between a cross-sectional area (a) of the first sub-piston (21) and a cross-sectional area (C) of the second accommodation region (12) minus a cross-sectional area (B) of the second sub-piston (22) is 0 to 2;
a rear wheel brake assembly (200) comprising a left handle (201), a rear wheel master cylinder (202), a rear wheel oil pipe (203) and a rear wheel disc brake mechanism (204), wherein the rear wheel master cylinder (202) is connected with the left handle (201), the rear wheel oil pipe (203) is connected with the rear wheel master cylinder (202), the rear wheel disc brake mechanism (204) and the first oil inlet (15) of the cylinder body (10) of the pressure control valve (100); and
a front wheel brake assembly (300), contain a right hand handle (301), a front wheel brake master cylinder (302), a first front wheel oil pipe (303), a second front wheel oil pipe (304) and a front wheel dish mechanism (305) of stopping, this right hand handle (301) is connected in this front wheel brake master cylinder (302), this front wheel brake master cylinder (302) and this second oil inlet (16) of this cylinder body (10) of this pressure control valve (100) are connected in this first front wheel oil pipe (303), this front wheel dish is stopped mechanism (305) and this oil-out (17) of this cylinder body (10) of this pressure control valve (100) are connected in this second front wheel oil pipe (304).
10. The braking system of claim 9, wherein the difference between the cross-sectional area (C) of the second receiving area (12) minus the cross-sectional area (B) of the second sub-piston (22) is equal to the cross-sectional area (a) of the first sub-piston (21).
11. A braking system according to claim 9, wherein the difference between the cross-sectional area of the first housing area (11) minus the cross-sectional area (a) of the first sub-piston (21) is approximately zero.
12. A braking system as claimed in claim 9, wherein the opposite end of the cylinder (10) to which the first inlet port (15) is provided with an opening (13) which engages and communicates with the second receiving region (12).
13. The brake system according to claim 12, wherein a positioning bolt (30) is screwed into the opening (13) of the cylinder (10), one end of the positioning bolt (30) is inverted-U-shaped or U-shaped and is disposed around the outer edge of the second sub-piston (22) at the opposite end connected to the first sub-piston (21), and a buffer air chamber (14) is formed between the positioning bolt (30) and the second sub-piston (22).
14. The braking system of claim 12, wherein the cylinder (10) further includes a first oil inlet (15), a second oil inlet (16) and an oil outlet (17), the first oil inlet (15) is located at the opposite end of the cylinder (10) where the opening (13) is located, the first oil inlet (15) is connected to and communicated with the first receiving area (11), and the second oil inlet (16) and the oil outlet (17) are located at one side of the cylinder (10) and communicated with the second receiving area (12).
15. The braking system of claim 14, wherein the ratio of the cross-sectional area (a) of the first sub-piston (21) to the cross-sectional area (C) of the second receiving area (12) minus the cross-sectional area (B) of the second sub-piston (22) is between 1:0.5 and 1: 2.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202123430453.2U CN216994728U (en) | 2021-12-30 | 2021-12-30 | Pressure control valve and braking system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202123430453.2U CN216994728U (en) | 2021-12-30 | 2021-12-30 | Pressure control valve and braking system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN216994728U true CN216994728U (en) | 2022-07-19 |
Family
ID=82388237
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202123430453.2U Active CN216994728U (en) | 2021-12-30 | 2021-12-30 | Pressure control valve and braking system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN216994728U (en) |
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2021
- 2021-12-30 CN CN202123430453.2U patent/CN216994728U/en active Active
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