JP3542220B2 - Anti-lock brake device for vehicles - Google Patents

Anti-lock brake device for vehicles Download PDF

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Publication number
JP3542220B2
JP3542220B2 JP02654696A JP2654696A JP3542220B2 JP 3542220 B2 JP3542220 B2 JP 3542220B2 JP 02654696 A JP02654696 A JP 02654696A JP 2654696 A JP2654696 A JP 2654696A JP 3542220 B2 JP3542220 B2 JP 3542220B2
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Prior art keywords
hydraulic
cylinder
valve
hydraulic chamber
housing hole
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JP02654696A
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JPH09216548A (en
Inventor
史紀 窪谷
光宣 山浦
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Nissin Kogyo Co Ltd
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Nissin Kogyo Co Ltd
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    • 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
    • B60T8/3225—Systems specially adapted for single-track vehicles, e.g. motorcycles
    • 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
    • B60T8/34—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 having a fluid pressure regulator responsive to a speed condition
    • B60T8/42—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 having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems

Description

【０００１】
【発明の属する技術分野】
本発明は、自動二輪車や自動車に適用される車両用アンチロックブレーキ装置に関し、特に、マスタシリンダのシリンダ本体に形成されたシリンダ孔にピストンを嵌装してその前部に油圧室を画成し、この油圧室及び車輪ブレーキ間を結ぶ主油路に常開型の入口弁を介装し、この入口弁を迂回して主油路に接続される還流路に常閉型の出口弁を介装し、制動中、車輪ブレーキの制動油圧を減ずべく入口弁を閉じると共に出口弁を開いたとき、該制動油圧を吸収する油圧リザーバを還流路に接続してなるものゝ改良に関する。
【０００２】
【従来の技術】
かゝるアンチロックブレーキ装置は、例えば特開平５−５８２６０号公報に開示されているように、既に知られている。
【０００３】
【発明が解決しようとする課題】
従来のかゝるアンチロックブレーキ装置では、入口弁、出口弁及び油圧リザーバを、マスタシリンダとは別個に設置されるモジュレータの支持基体に取付けていたので、部品点数が多い上、還流路等のための配管及びコネクタが必要であり、このためコスト低減が困難であった。
【０００４】
本発明は、かゝる事情に鑑みてなされたもので、部品点数が少なく、また配管及びコネクタを著しく減少させ得て、安価な前記車両用アンチロックブレーキ装置を提供することを目的とする。
【０００５】
【課題を解決するための手段】
上記目的を達成するために、本発明は、マスタシリンダのシリンダ本体に、主油路の上流部を構成する出力ポート、この出力ポートに介入する第１ハウジング孔、この第１ハウジング孔を迂回して出力ポートを油圧室に連通する還流路、この還流路に介入する第２ハウジング、及び還流路に連通する第３ハウジング孔を形成し、第１及び第２ハウジング孔に入口弁及び出口弁をそれぞれ装着し、また第３ハウジング孔にはリザーブピストンを嵌装して油圧リザーバを構成し、さらにシリンダ本体内には、還流路において油圧室へ向う流体の流れを許容すべく油圧リザーバ及び油圧室の区間に介装されるチェック弁を設け、油圧リザーバで吸収された制動油圧をチェック弁を介して油圧室側へ戻すようにしたことを第１の特徴とする。
【０００６】
また本発明は、上記特徴に加えて、前記第３ハウジング孔を前記シリンダ本体のシリンダ孔と同軸上に配置したことを第２の特徴とする。
【０００７】
【発明の実施の形態】
本発明の実施の形態を、添付図面に示す本発明の実施例に基づいて以下に説明する。
【０００８】
図１及び２において、符号Ｍは、自動二輪車の操向ハンドルに付設されてブレーキレバー１により作動されるマスタシリンダを示す。このマスタシリンダＭは、そのシリンダ本体２の上面に作動油Ｆを貯留するオイルリザーブタンク３を、またその前面にブレーキレバー１を軸支するレバーホルダ４を一体に有している。 シリンダ本体２のシリンダ孔２ａには、ブレーキレバー１により前進駆動されるピストン５が摺動自在に嵌装される。このピストン５の外周には、その軸方向に間隔をあけて並ぶ前後一対のカップシール６，７が装着されており、両カップシール６，７はシリンダ孔２ａの内周面に摺動自在に密接する。その前部カップシール６とシリンダ孔２ａの前端壁とは、それらの間に油圧室８を画成し、この油圧室８にピストン５を後退方向へ付勢する戻しばね９が縮設される。
【０００９】
また両カップシール６，７間において、ピストン５の外周には環状の補給油室１０が形成される。
【００１０】
シリンダ本体２には、ピストン５が後退限に位置するとき、前部カップシール６の直前で油圧室８及びオイルリザーブタンク３間を連通するリリーフポート１１と、ピストン５の前後動に拘らず常に補給油室１０及びオイルリザーブタンク３間を連通するサプライポート１２とが設けられる。したがって、ピストン５が後退限に位置するときは、油圧室８の圧力はリリーフポート１１を介してオイルリザーブタンク３内に解放されているが、ブレーキレバー１の操作によりピストン５が前進駆動され、前部カップシール６がリリーフポート１１を前方へ横切ると、油圧室８に油圧を発生させることができる。また、ピストン５の後退時に油圧室８が補給油室１０の圧力以下に減圧すると、両室の圧力差により前部カップシール６の外周リップ部が収縮し、ピストン５の前端部外周部を通して補給油室１０から油圧室８へ作動油の補給が行われる。
【００１１】
またシリンダ本体２には、油圧室８に通ずると共にシリンダ本体２の一端面に開口する出力ポート１３と、この出力ポート１３に介入する第１ハウジング孔Ｈ1 と、この第１ハウジング孔Ｈ1 を迂回して出力ポート１３及び油圧室８間を連通する還流路１４と、この還流路１４に介入する第２ハウジング孔Ｈ2 と、この第２ハウジング孔Ｈ2 及び油圧室８間で還流路１４に通ずる第３ハウジング孔Ｈ3 とが形成される。その際、第１及び第２ハウジング孔Ｈ1 ，Ｈ2 は、互いに平行に隣接し、且つ前記シリンダ孔２ａの軸線と直交するように配置される。また第３ハウジング孔Ｈ3 は、前記シリンダ孔２ａと同軸線上に、且つ一端がシリンダ本体２外方に開口するように配置される。
【００１２】
第１ハウジング孔Ｈ1 には、常開型の電磁弁からなる入口弁１５の弁部１５ａが装着され、その弁部１５ａの作動により出力ポート１３が開閉される。また第２ハウジング孔Ｈ2 には、常閉型電磁弁から出口弁１６の弁部１６ａが装着され、この弁部１６ａの作動により還流路１４が開閉される。上記入口弁１５及び出口弁１６の電磁作動部１５ｂ，１６ｂはシリンダ本体２の一側面から突出するように配置され、これら電磁作動部１５ｂ，１６ｂを覆って支持する共通の合成樹脂製支持体１８がシリンダ本体２に固着される。
【００１３】
出力ポート１３の下流端には、自動二輪車の前輪や後輪等の車輪ブレーキＢ（図４参照）に連なる油圧導管１７が接続され、これら出力ポート１３及び油圧導管１７により主油路Ｌが構成される。
【００１４】
図３に示すように、入口弁１５の弁部１５ａにおいて、弁体２０により開閉される弁孔２１はオリフィスに形成されると共に、このオリフィス２１を迂回するバイパス２２に第１チェック弁２３が介装される。該チェック弁２３は、バイパス２２において油圧室８に向う流体の流れを許容する。
【００１５】
再び図１及び図２において、第３ハウジング孔Ｈ3 に油圧リザーバ２４が構成される。即ち、第３ハウジング孔Ｈ3 にはリザーブピストン２９がシールリング２６を介して摺動自在に嵌装され、これにより第３ハウジング孔Ｈ3 の内部は還流路１４に通ずる油圧吸収室２７と、リザーブピストン２９を油圧吸収室２７側へ弾発するばね３０を収納するばね室２８とに区画される。そのばね室２８は、シリンダ本体２に係止されるキャップ３１により覆われるが、そのキャップ３１にあけられた小孔３２を通して大気と連通している。
【００１６】
また還流路１４には、油圧リザーバ２４及び油圧室８の区間で第２チェック弁３３が介装される。該チェック弁３３は、還流路１４において油圧室８へ向う流体の流れを許容する。
【００１７】
而して、前記入口弁１５、出口弁１６及び油圧リザーバ２４は、車輪ブレーキＢの制動油圧を調整するモジュレータ３４を構成する。
【００１８】
こうして構成される自動二輪車用アンチロックブレーキ装置の等価油圧回路を図４に示す。
【００１９】
次に、この実施例の作用について説明する。
【００２０】
ブレーキレバー１によりマスタシリンダＭを作動すれば、油圧室８で発生させた制動油圧が主油路Ｌ、即ち出力ポート１３及び油圧導管１７を通して車輪ブレーキＢに供給され、対応する車輪に制動力を加えることができる。
【００２１】
このような制動中に、車輪がロックしそうになると、図示しない制御ユニットからの指令により入口弁１５が開から閉へ、出口弁１６が閉から開へと切換えられるため、主油路Ｌが遮断されると同時に還流路１４が導通し、車輪ブレーキＢの制動油圧が還流油路１４を通して油圧リザーバ２４の油圧吸収室２７に吸収され、減圧する。このとき、リザーブピストン２９はばね３０を圧縮させつゝ油圧吸収室２７の容積を拡大させるように後退する。その結果、制動力が弱められ、車輪のロックが回避される。すると、制御ユニットの別の指令により入口弁１５及び出口弁１６は図示の通常状態に復帰し、マスタシリンダＭの発生油圧がオリフィス２１により供給速度を調整されつゝ車輪ブレーキＢに再供給され、車輪に対する制動力が回復する。
【００２２】
次にマスタシリンダＭからブレーキレバー１の操作力を解除すれば、車輪ブレーキＢの制動油圧は、バイパス２２及び第１チェック弁２３を経て油圧室８へ、更にリリーフポート１１を経てオイルリザーブタンク３へ解放され、車輪ブレーキＢは素早く不作動状態に戻る。一方、油圧リザーバ２４の油圧吸収室２７に一時吸収された油圧は、ばね３０の弾発力をもってリザーブピストン２９により還流路１４へ押し出され、第２チェック弁３３、油圧室８及びリリーフポート１１を介してオイルリザーブタンク３に戻される。
【００２３】
ところで、アンチロック制御用のモジュレータ３４を構成する入口弁１５、出口弁１６及び油圧リザーバ２４は全てマスタシリンダＭのシリンダ本体２に組込まれるので、そのシリンダ本体２がモジュレータ３４の支持基体を兼用することになる。またマスタシリンダＭを車体に取付ければ、モジュレータ３４自体を車体に取付ける必要もなくなる。以上によりアンチロックブレーキ装置の構造の簡素化、及び車体への取付作業の簡略化を図ることができる。
【００２４】
また還流路１４、並びにそれと連通する主油路Ｌの上流部、即ち出力ポート１３は上記シリンダ本体２に形成されるので、還流路１４のための配管、並びに主油路Ｌ及び還流路１４の連通のためのコネクタが不要となり、アンチロックブレーキ装置の構造の更なる簡素化を図ることができる。
【００２５】
さらに油圧リザーバ２４を構成するための第３ハウジングＨ3 は、シリンダ孔２ａと同軸上に配置されるので、これらの同軸加工が可能となり、加工費の低減を図ることができる。
【００２６】
本発明は、上記実施例に限定されるものではなく、その要旨の範囲を逸脱することなく、種々の設計変更が可能である。例えば、これを自動車用アンチロックブレーキ装置に適用することもできる。
【００２７】
【発明の効果】
以上のように本発明の第１の特徴によれば、マスタシリンダのシリンダ本体に、主油路の上流部を構成する出力ポート、この出力ポートに介入する第１ハウジング孔、この第１ハウジング孔を迂回して出力ポートを油圧室に連通する還流路、この還流路に介入する第２ハウジング、及び還流路に連通する第３ハウジング孔を形成し、第１及び第２ハウジング孔に入口弁及び出口弁をそれぞれ装着し、また第３ハウジング孔にはリザーブピストンを嵌装して油圧リザーバを構成し、さらにシリンダ本体内には、還流路において油圧室へ向う流体の流れを許容すべく油圧リザーバ及び油圧室の区間に介装されるチェック弁を設け、油圧リザーバで吸収された制動油圧をチェック弁を介して油圧室側へ戻すようにしたので、マスタシリンダのシリンダ本体がモジュレータの支持基体を兼ねると共に、モジュレータ自体の車体への取付けが不要となり、また還流路のための配管も、主油路及び還流路の連通のためのコネクタも不要となり、これにより構造の簡素化、車体取付作業の簡略化、並びに配管及びコネクタの減少が図られ、コストの低減に大いに寄与し得る。
【００２８】
また本発明の第２の特徴によれば、前記第３ハウジング孔を前記シリンダ本体のシリンダ孔と同軸上に配置したので、シリンダ孔及び第３ハウジング孔の同軸加工が可能となり、加工費、延いてはコストの低減に更に寄与し得る。
【図面の簡単な説明】
【図１】本発明の一実施例に係る自動二輪車用アンチロックブレーキ装置のマスタシリンダの縦断平面図
【図２】図１の２−２線断面図
【図３】図１の要部拡大縦断面図
【図４】上記アンチロックブレーキ装置の等価油圧回路図
【符号の説明】
Ｂ 車輪ブレーキ
Ｍ マスタシリンダ
Ｌ 主油路
２ シリンダ本体
２ａ シリンダ孔
５ ピストン
８ 油圧室
１３ 出力ポート
１４ 還流路
１５ 入口弁
１６ 出口弁
２４ 油圧リザーバ
２９ リザーブピストン
３４ モジュレータ[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an anti-lock brake device for a vehicle applied to a motorcycle or an automobile, and in particular, a piston is fitted in a cylinder hole formed in a cylinder body of a master cylinder to define a hydraulic chamber at a front portion thereof. A normally open inlet valve is interposed in the main oil passage connecting the hydraulic chamber and the wheel brake, and a normally closed outlet valve is interposed in the return passage connected to the main oil passage bypassing the inlet valve. The present invention relates to an improvement in which a hydraulic reservoir for absorbing the brake hydraulic pressure is connected to a return path when the inlet valve is closed and the outlet valve is opened to reduce the brake hydraulic pressure of the wheel brake during braking.
[0002]
[Prior art]
Such an anti-lock brake device is already known, for example, as disclosed in Japanese Patent Application Laid-Open No. 5-58260.
[0003]
[Problems to be solved by the invention]
In such a conventional anti-lock brake device, the inlet valve, the outlet valve, and the hydraulic reservoir are mounted on the support base of the modulator which is installed separately from the master cylinder, so that the number of parts is large, and because of the recirculation path, etc. Therefore, it was difficult to reduce the cost.
[0004]
The present invention has been made in view of such circumstances, and has as its object to provide an inexpensive antilock brake device for a vehicle, which can reduce the number of parts and can significantly reduce piping and connectors.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides a cylinder body of a master cylinder having an output port constituting an upstream portion of a main oil passage, a first housing hole interposed in the output port, and bypassing the first housing hole. A return passage communicating the output port with the hydraulic chamber, a second housing intervening in the return passage, and a third housing hole communicating with the return passage. An inlet valve and an outlet valve are formed in the first and second housing holes. A hydraulic reservoir is formed by mounting a reserve piston in the third housing hole, and a hydraulic reservoir and a hydraulic chamber are provided in the cylinder body so as to allow the flow of fluid toward the hydraulic chamber in the return passage. The first feature is that a check valve is provided in the section (2), and the brake oil pressure absorbed by the hydraulic reservoir is returned to the hydraulic chamber side via the check valve .
[0006]
According to a second feature of the present invention, in addition to the above features, the third housing hole is arranged coaxially with the cylinder hole of the cylinder body.
[0007]
BEST MODE FOR CARRYING OUT THE INVENTION
Embodiments of the present invention will be described below based on embodiments of the present invention shown in the accompanying drawings.
[0008]
1 and 2, reference symbol M denotes a master cylinder attached to a steering wheel of a motorcycle and operated by a brake lever 1. The master cylinder M has an oil reserve tank 3 for storing hydraulic oil F on the upper surface of a cylinder body 2 and a lever holder 4 for supporting the brake lever 1 on the front surface thereof. A piston 5 driven forward by the brake lever 1 is slidably fitted in the cylinder hole 2a of the cylinder body 2. A pair of front and rear cup seals 6, 7 arranged at an interval in the axial direction are mounted on the outer periphery of the piston 5, and the two cup seals 6, 7 are slidable on the inner peripheral surface of the cylinder hole 2a. Be close. The front cup seal 6 and the front end wall of the cylinder hole 2a define a hydraulic chamber 8 therebetween, and a return spring 9 for urging the piston 5 in the backward direction is contracted in the hydraulic chamber 8. .
[0009]
Between the cup seals 6 and 7, an annular refill oil chamber 10 is formed on the outer periphery of the piston 5.
[0010]
When the piston 5 is located at the retreat limit in the cylinder body 2, the relief port 11 communicating between the hydraulic chamber 8 and the oil reserve tank 3 immediately before the front cup seal 6 and the piston 5 always move regardless of the longitudinal movement of the piston 5. A supply port 12 communicating between the replenishing oil chamber 10 and the oil reserve tank 3 is provided. Therefore, when the piston 5 is located at the retreat limit, the pressure in the hydraulic chamber 8 is released into the oil reserve tank 3 via the relief port 11, but the piston 5 is driven forward by the operation of the brake lever 1, When the front cup seal 6 crosses the relief port 11 forward, hydraulic pressure can be generated in the hydraulic chamber 8. Further, when the pressure in the hydraulic chamber 8 is reduced below the pressure of the replenishing oil chamber 10 when the piston 5 retreats, the outer peripheral lip of the front cup seal 6 contracts due to the pressure difference between the two chambers, and is supplied through the outer peripheral part of the front end of the piston 5. Hydraulic oil is supplied from the oil chamber 10 to the hydraulic chamber 8.
[0011]
Further, the cylinder body 2 has an output port 13 communicating with the hydraulic chamber 8 and opening at one end surface of the cylinder body 2, a first housing hole H 1 interposed in the output port 13, and a first housing hole H 1 . A return path 14 that bypasses and communicates between the output port 13 and the hydraulic chamber 8, a second housing hole H 2 that intervenes in the return path 14, and a return path 14 between the second housing hole H 2 and the hydraulic chamber 8. a third housing hole H 3 leading to is formed. At that time, the first and second housing holes H 1 and H 2 are arranged so as to be adjacent to each other in parallel and perpendicular to the axis of the cylinder hole 2a. The third housing hole H 3 is on the cylinder bore 2a and coaxially, and one end is arranged so as to open the cylinder body 2 outward.
[0012]
The first housing hole H 1, a normally open valve portion 15a of the inlet valve 15 comprising a solenoid valve is mounted, the output port 13 is opened and closed by the operation of the valve portion 15a. Also in the second housing hole H 2, the valve portion 16a of the outlet valve 16 from the normally closed solenoid valve is mounted, return passage 14 is opened and closed by the operation of the valve portion 16a. The electromagnetic operating portions 15b, 16b of the inlet valve 15 and the outlet valve 16 are arranged so as to protrude from one side surface of the cylinder body 2, and a common synthetic resin support 18 covering and supporting the electromagnetic operating portions 15b, 16b. Is fixed to the cylinder body 2.
[0013]
At a downstream end of the output port 13, a hydraulic conduit 17 connected to a wheel brake B (see FIG. 4) such as a front wheel or a rear wheel of the motorcycle is connected, and the output port 13 and the hydraulic conduit 17 constitute a main oil passage L. Is done.
[0014]
As shown in FIG. 3, in a valve portion 15 a of the inlet valve 15, a valve hole 21 opened and closed by a valve body 20 is formed in an orifice, and a first check valve 23 is interposed in a bypass 22 that bypasses the orifice 21. Be mounted. The check valve 23 allows the fluid to flow toward the hydraulic chamber 8 in the bypass 22.
[0015]
1 and 2 again, the hydraulic reservoir 24 is formed in the third housing hole H 3. That is, the third reserve piston 29 in the housing hole H 3 is fitted slidably through the seal ring 26, thereby the hydraulic pressure absorbing chamber 27 inside the third housing hole H 3 is leading to recirculation passage 14, It is partitioned into a spring chamber 28 that houses a spring 30 that repels the reserve piston 29 toward the hydraulic absorption chamber 27 side. The spring chamber 28 is covered by a cap 31 engaged with the cylinder body 2, and communicates with the atmosphere through a small hole 32 formed in the cap 31.
[0016]
A second check valve 33 is interposed in the return passage 14 in a section between the hydraulic reservoir 24 and the hydraulic chamber 8. The check valve 33 allows the flow of the fluid toward the hydraulic chamber 8 in the return path 14.
[0017]
Thus, the inlet valve 15, the outlet valve 16 and the hydraulic reservoir 24 constitute a modulator 34 for adjusting the brake hydraulic pressure of the wheel brake B.
[0018]
FIG. 4 shows an equivalent hydraulic circuit of the anti-lock brake device for a motorcycle configured as described above.
[0019]
Next, the operation of this embodiment will be described.
[0020]
When the master cylinder M is actuated by the brake lever 1, the braking oil pressure generated in the hydraulic chamber 8 is supplied to the wheel brake B through the main oil passage L, that is, the output port 13 and the hydraulic conduit 17, and the braking force is applied to the corresponding wheel. Can be added.
[0021]
If the wheels are likely to lock during such braking, the inlet valve 15 is switched from open to closed and the outlet valve 16 is switched from closed to open in response to a command from a control unit (not shown). At the same time, the return path 14 is conducted, and the braking oil pressure of the wheel brake B is absorbed by the hydraulic absorption chamber 27 of the hydraulic reservoir 24 through the return oil path 14 to reduce the pressure. At this time, the reserve piston 29 retreats so as to compress the spring 30 and increase the volume of the hydraulic absorption chamber 27. As a result, the braking force is weakened and the locking of the wheels is avoided. Then, according to another command from the control unit, the inlet valve 15 and the outlet valve 16 return to the normal state shown in the figure, and the hydraulic pressure generated by the master cylinder M is adjusted to the supply speed by the orifice 21 and is again supplied to the wheel brake B. The braking force on the wheels recovers.
[0022]
Next, when the operating force of the brake lever 1 is released from the master cylinder M, the braking oil pressure of the wheel brake B is supplied to the hydraulic chamber 8 via the bypass 22 and the first check valve 23, and further to the oil reserve tank 3 via the relief port 11. And the wheel brake B quickly returns to the inoperative state. On the other hand, the oil pressure temporarily absorbed by the oil pressure absorption chamber 27 of the oil pressure reservoir 24 is pushed out to the return path 14 by the reserve piston 29 with the elastic force of the spring 30, and the second check valve 33, the oil pressure chamber 8, and the relief port 11 are discharged. The oil is then returned to the oil reserve tank 3.
[0023]
By the way, since the inlet valve 15, the outlet valve 16 and the hydraulic reservoir 24 constituting the modulator 34 for antilock control are all incorporated in the cylinder body 2 of the master cylinder M, the cylinder body 2 also serves as a support base of the modulator 34. Will be. If the master cylinder M is mounted on the vehicle body, it is not necessary to mount the modulator 34 itself on the vehicle body. As described above, the structure of the antilock brake device can be simplified, and the work of attaching the antilock brake device to the vehicle body can be simplified.
[0024]
In addition, since the return path 14 and the upstream portion of the main oil path L communicating therewith, that is, the output port 13, are formed in the cylinder body 2, the piping for the return path 14, and the main oil path L and the return path 14 A connector for communication is not required, and the structure of the antilock brake device can be further simplified.
[0025]
Third housing H 3 for constituting the hydraulic reservoir 24 further since it is disposed on the cylinder bore 2a coaxially, can these coaxial machining is possible, reduce the processing costs.
[0026]
The present invention is not limited to the above-described embodiment, and various design changes can be made without departing from the scope of the gist. For example, this can be applied to an anti-lock brake device for a vehicle.
[0027]
【The invention's effect】
As described above, according to the first aspect of the present invention, an output port constituting an upstream portion of a main oil passage, a first housing hole interposed in the output port, and a first housing hole are provided in a cylinder body of a master cylinder. A return path that communicates the output port with the hydraulic chamber by bypassing the second port, a second housing that intervenes in the return path, and a third housing hole that communicates with the return path. An inlet valve and a first valve are formed in the first and second housing holes. An outlet valve is mounted, and a reservoir piston is fitted in the third housing hole to constitute a hydraulic reservoir . Further, a hydraulic reservoir is provided in the cylinder body so as to allow a flow of fluid toward the hydraulic chamber in the return passage. and a check valve interposed in a section of the hydraulic chamber is provided, since the back to the hydraulic chamber side via a check valve the braking hydraulic pressure is absorbed by the hydraulic reservoir, the master cylinder cylinder The main body also serves as a support base for the modulator, and the modulator itself does not need to be mounted on the vehicle body.In addition, piping for the return path and connectors for communicating the main oil path and the return path are not required. The simplification, the simplification of the body mounting work, and the reduction of piping and connectors are achieved, which can greatly contribute to cost reduction.
[0028]
According to the second aspect of the present invention, since the third housing hole is arranged coaxially with the cylinder hole of the cylinder body, coaxial processing of the cylinder hole and the third housing hole becomes possible, and processing cost and elongation are reduced. This can further contribute to cost reduction.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional plan view of a master cylinder of an anti-lock brake device for a motorcycle according to one embodiment of the present invention. FIG. 2 is a sectional view taken along line 2-2 of FIG. 1. FIG. [Figure 4] Equivalent hydraulic circuit diagram of the above anti-lock brake device [Description of symbols]
B Wheel brake M Master cylinder L Main oil passage 2 Cylinder main body 2a Cylinder hole 5 Piston 8 Hydraulic chamber 13 Output port 14 Reflux passage 15 Inlet valve 16 Outlet valve 24 Hydraulic reservoir 29 Reserve piston 34 Modulator

Claims (2)

マスタシリンダ（Ｍ）のシリンダ本体（２）に形成されたシリンダ孔（２ａ）にピストン（５）を嵌装してその前部に油圧室（８）を画成し、この油圧室（８）及び車輪ブレーキ（Ｂ）間を結ぶ主油路（Ｌ）に常開型の入口弁（１５）を介装し、この入口弁（１５）を迂回して主油路（Ｌ）に接続される還流路（１４）に常閉型の出口弁（１６）を介装し、制動中、車輪ブレーキ（Ｂ）の制動油圧を減ずべく入口弁（１５）を閉じると共に出口弁（１６）を開いたとき、該制動油圧を吸収する油圧リザーバ（２４）を還流路（１４）に接続してなる車両用アンチロックブレーキ装置において、
マスタシリンダ（Ｍ）のシリンダ本体（２）に、主油路（Ｌ）の上流部を構成する出力ポート（１３）、この出力ポート（１３）に介入する第１ハウジング孔（Ｈ1 ）、この第１ハウジング孔（Ｈ1 ）を迂回して出力ポート（１３）を油圧室（８）に連通する還流路（１４）、この還流路（１４）に介入する第２ハウジング（Ｈ2 ）、及び還流路（１４）に連通する第３ハウジング孔（Ｈ3 ）を形成し、第１及び第２ハウジング孔（Ｈ1 ，Ｈ2 ）に入口弁（１５）及び出口弁（１６）をそれぞれ装着し、また第３ハウジング孔（Ｈ3 ）にはリザーブピストン（２９）を嵌装して油圧リザーバ（２４）を構成し、さらにシリンダ本体（２）内には、還流路（１４）において油圧室（８）へ向う流体の流れを許容すべく油圧リザーバ（２４）及び油圧室（８）の区間に介装されるチェック弁（３３）を設け、油圧リザーバ（２４）で吸収された制動油圧をチェック弁（３３）を介して油圧室（８）側へ戻すようにしたことを特徴とする、車両用アンチロックブレーキ装置。A piston (5) is fitted into a cylinder hole (2a) formed in the cylinder body (2) of the master cylinder (M) to define a hydraulic chamber (8) at the front thereof, and this hydraulic chamber (8) A normally open inlet valve (15) is interposed in the main oil passage (L) connecting between the wheel brake (B), and is connected to the main oil passage (L) bypassing the inlet valve (15). A normally closed outlet valve (16) is interposed in the return line (14). During braking, the inlet valve (15) is closed and the outlet valve (16) is opened to reduce the braking oil pressure of the wheel brake (B). The anti-lock brake device for a vehicle, wherein a hydraulic reservoir (24) for absorbing the braking hydraulic pressure is connected to the return path (14).
In the cylinder body (2) of the master cylinder (M), an output port (13) constituting the upstream part of the main oil passage (L), a first housing hole (H 1 ) interposed in the output port (13), reflux path communicating the first housing hole (H 1), bypassing the output port (13) to the hydraulic chamber (8) (14), a second housing to intervene in the return passage (14) (H 2), and A third housing hole (H 3 ) communicating with the return path (14) is formed, and an inlet valve (15) and an outlet valve (16) are mounted in the first and second housing holes (H 1 , H 2 ), respectively. A reserve piston (29) is fitted in the third housing hole (H 3 ) to form a hydraulic reservoir (24) . Further, in the cylinder body (2), a hydraulic chamber ( 8) a hydraulic reservoir (24) to allow fluid flow to A check valve (33) provided in the section of the pressure chamber (8) is provided so that the braking oil pressure absorbed by the hydraulic reservoir (24) is returned to the hydraulic chamber (8) through the check valve (33). and wherein the the anti-lock brake system for a vehicle. 請求項１記載のものにおいて、
前記第３ハウジング孔（Ｈ3 ）を前記シリンダ孔（２ａ）と同軸上に配置したことを特徴とする、車両用アンチロックブレーキ装置。Claim 1 wherein:
An anti-lock brake device for a vehicle, wherein the third housing hole (H 3 ) is arranged coaxially with the cylinder hole (2a).
JP02654696A 1996-02-14 1996-02-14 Anti-lock brake device for vehicles Expired - Lifetime JP3542220B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP02654696A JP3542220B2 (en) 1996-02-14 1996-02-14 Anti-lock brake device for vehicles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP02654696A JP3542220B2 (en) 1996-02-14 1996-02-14 Anti-lock brake device for vehicles

Publications (2)

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JPH09216548A JPH09216548A (en) 1997-08-19
JP3542220B2 true JP3542220B2 (en) 2004-07-14

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