JPH0237651Y2 - - Google Patents

Description

[Detailed description of the invention] (Field of industrial application) This invention relates to a deceleration-sensing hydraulic pressure control valve that properly distributes braking force between the front and rear wheels of an automobile when it is empty and when it is loaded. This invention relates to a deceleration sensing type hydraulic control valve that stabilizes operation and improves reliability.

(Prior art) Generally, when a braking force is applied to a moving vehicle,
A load shift occurs in the front-rear direction, causing the front wheel load to increase and the rear wheel load to decrease. Therefore, if equal braking force is applied to the front and rear wheels during braking, the rear wheels may lock up. This type of locking of the rear wheels causes the vehicle to spin and deteriorates isodirectional stability. Therefore, a deceleration-sensing hydraulic pressure control valve is installed in the hydraulic circuit of the vehicle's brake system to prevent the vehicle from being loaded. The braking force applied to the front and rear wheels is adjusted according to the weight.

Conventionally, such deceleration sensing type hydraulic pressure control valves as shown in FIGS. 5 and 6, for example, are known. As shown in the figure, this deceleration sensing type hydraulic pressure control valve 11 is connected to a master cylinder 1.
2, and an outlet port 15 connected to the wheel cylinder _14R of the rear wheel brake.
A proportioning valve 17 and a deceleration sensing valve 18 are housed within the housing 16. Note that the other hydraulic pressure outlet of the master cylinder 12 is connected to the wheel cylinder 1 of the front wheel brake.
4 _F has been contacted.

The proportioning valve 17 has a plunger 19 housed in the housing 16 that responds to a pressure difference between the hydraulic pressure at the inlet port 13 (inlet hydraulic pressure) and the hydraulic pressure at the outlet port 15 (outlet hydraulic pressure). 13 and the outlet port 15, and the fluid pressure of the outlet port 15 is regulated. In other words, this proportioning valve 17 has a constant inlet fluid pressure (so-called split point).
The pressure liquid in the inlet port 15 is allowed to flow directly to the outlet port 17 while the split point is not reached, but when the inlet liquid pressure rises above the split point, the inlet liquid pressure is reduced at a predetermined pressure reduction ratio to become the outlet liquid pressure. In addition, this proportioning valve 17 has its plunger 1
9, the hydraulic pressure (containment pressure) in the containment chamber 20 defined on the left side of the housing 16 in the figure is transmitted via the transmission piston 21 and the spring 22, and the split point changes according to the confinement pressure. do.

The deceleration sensing valve 18 is a hollow sleeve 2 housed within the housing 16 and shown in detail in FIG.
3 defines a ball chamber 24, and the ball chamber 2
A ball 25 is housed in the sleeve 23 so as to be able to roll on the inner circumferential surface (rolling surface) 23a of the sleeve 23. The sleeve 23, as shown in detail in FIG.
A plurality of grooves 23c extending in the direction of the central axis C are formed in the groove 3a, a groove 23d defining a substantially annular gap 16a with the housing 16 is formed on the outer peripheral surface, and a liquid supply path described later is formed. A ball seat 26 is provided in the open end wall. Ball room 24
communicates with the inlet port 13 via a communication hole 23b formed in the sleeve 23, the gap 16a, and a communication hole 16b formed in the housing 16,
Further, the above-mentioned containment chamber 2
Connected to 0. The ball 25 rolls on the rolling surface 23a according to the deceleration of the vehicle, and the ball seat 2
6 to block or communicate between the inlet port 13 and the containment chamber. Note that the housing 16 is attached to the vehicle body of the automobile so that the central axis C of the rolling surface 23a forms a predetermined angle θ with the horizontal plane H.

In such a deceleration sensing type hydraulic pressure control valve 11, the deceleration sensing valve 18 determines the split point, that is, the containment pressure based on the deceleration of the vehicle,
This containment pressure is transmitted by the transmission piston 21 to the plunger 19 of the proportioning valve 17 to adjust the braking force of the front and rear wheels.

(Problems to be solved by this invention) However, in such a conventional deceleration sensing type hydraulic control valve 11, the communicating hole 16b opens into the gap 16a from a direction perpendicular to the outer circumferential wall of the sleeve 23. However, since the cross-sectional area of the gap 16a as a flow path is larger than that of the communication hole 16b, the pressure liquid flowing from the inlet port 13 through the communication hole 16b into the gap 16a forms a vortex flow or a spiral flow around the sleeve 23. There was a problem that this caused the flow to become unstable. As a result, the flow rate of the pressurized fluid flowing from the gap 16a to the ball 25 via the communication hole 23b is not constant, and the fluid pressure (resistance) acting on the ball 25 also varies depending on the flow velocity, so it always responds to the deceleration of the vehicle. It was not possible to obtain a constant containment pressure, and the braking force of the rear wheels became unstable.

(Means for Solving the Problems) In order to solve the above problems, this invention includes a housing having an inlet port communicating with a master cylinder and an outlet port communicating with a wheel cylinder, and a plunger housed in the housing. A proportioning valve that responds to the pressure difference between the inlet port's hydraulic pressure and the outlet port's hydraulic pressure by reducing the inlet port's hydraulic pressure at a fixed ratio to the outlet port's hydraulic pressure, and a proportioning valve housed in the housing. The sleeve defines a ball chamber that communicates with the inlet port through the communication hole formed in the housing, the gap defined between the housing and the sleeve, and the communication hole formed in the sleeve, and is stored in the ball chamber. a deceleration sensing valve that seals hydraulic pressure in the containment chamber by communicating or blocking a containment chamber defined in the housing with a ball that responds to the deceleration of the vehicle; a transmission piston that transmits hydraulic pressure to a plunger of a proportioning valve; and a deceleration sensing type hydraulic control valve comprising: a transmission piston that extends in the circumferential direction and protrudes into the gap in the sleeve of the deceleration sensing valve. A convex portion is provided.

(Function) According to this deceleration sensing type hydraulic pressure control valve, the pressure liquid flowing into the ball chamber from the inlet port through the communication hole, the liquid path, and the communication hole is rectified by the convex part in the liquid path. The flow does not become unstable, and the braking force of the rear wheels against vehicle deceleration can always maintain a constant value.

(Example) Hereinafter, an example of this invention will be described based on the drawings.

FIGS. 1 and 2 are diagrams showing a first embodiment of this invention.

First, the configuration will be explained. In Figure 1, 31
shows the deceleration sensing type hydraulic control valve as a whole,
The deceleration sensing type hydraulic pressure control valve 31 is located at the left and right two in the figure.
It has a housing 32 consisting of two combined parts 32a, 32b, in which one hydraulic outlet 33a of a tandem master cylinder 33 is provided.
An inlet port 34i connected to the wheel cylinder 35R of the rear wheel brake and an outlet port 34o connected to the wheel cylinder _35R of the rear wheel brake are formed. This housing 32
In the right part 32a in the figure, there is a first storage hole 36 communicating with the inlet port 34i and the outlet port 34o.
and a second storage hole 38 communicating with the inlet port 34i via the communication hole 37 are formed in parallel. The plunger 40 of the proportioning valve 39 is slidably inserted into the upper first storage hole 36, and the first storage hole 36 is connected to the inlet chamber 36a and the outlet by the enlarged diameter portion at the approximate center of the plunger 40. Room 3
6b. This inlet chamber 36a is connected to the tandem master cylinder 3 via an inlet port 34i.
3, and is also connected to the hydraulic pressure outlet 33a of the outlet chamber 3.
6b is connected to a wheel cylinder _35R of the rear brake through an outlet port 34o. In addition,
41 is a back-up spring that slidably supports the plunger 40; 42 is a back-up spring 41;
A snap spring 43 holds the entrance chamber 36a.
A cup seal made of a rubber-like elastic material that maintains liquid tightness.

A hole 40a communicating between the inlet chamber 36a and the outlet chamber 36b is formed inside the plunger 40, and a poppet-shaped valve body 45 biased rightward in the figure by a spring 44 is housed in the hole 40a. There is. When this poppet-shaped valve body 45 is seated on a valve seat 46 provided on the wall surface of the right end of the hole 40a in the drawing, it is biased by a spring 44, and the inlet chamber 36a and the outlet chamber 36 are seated.
When the stem portion of the valve body 45 is pushed to the left in the figure by the side wall of the outlet chamber 36b against the spring 44, it separates from the valve seat 46 and separates the inlet chamber 36a and the outlet chamber 36b. communicate.

As shown in detail in FIG. 2, the second storage hole 38 houses a sleeve 47 having a hollow hole 47b in which the hollow shaft C forms a predetermined angle θ with the horizontal plane H. A ball chamber 50 in which the ball 49 of the deceleration sensing valve 48 is housed by 47b.
is defined. This sleeve 47 has a groove 47 extending in the direction of the central axis C on the inner peripheral wall of the hollow hole 47b.
d, on which the ball 49 is rotatably mounted, and a ball 49 extending in the circumferential direction of the sleeve 47 on the outer peripheral wall.
Three protrusions 47e, 47f, and 47g are formed. The protrusions 47e and 47g on both sides are the housing 32
It comes into contact with the inner circumferential wall of the second storage hole 38 to define a substantially annular gap 51, and a central protrusion (protrusion) 47f projects into this gap 51. This central protrusion 47
As will be described later, f rectifies the pressure liquid flowing within the gap 51 to prevent the generation of eddy currents or spiral flows. Note that 55a and 55b are O-rings that maintain the liquid tightness of the gap 51.

The ball chamber 50 communicates with the inlet port 34i via a communication hole 47a formed in the sleeve 47, the aforementioned gap 51, and the communication hole 37, and also communicates with the first hydraulic pressure supply hole 53a formed in the sleeve 47 and the housing 32. The housing 32 is supplied through the second hydraulic pressure supply hole 53b formed in the left portion 32b of the
A containment room 52, which will be described later, is defined on the left side of the figure.
is connected to. The communication hole 37 opens into the gap 51 from a direction perpendicular to the outer peripheral wall of the sleeve 47, and the communication hole 47a opens into the ball chamber 50 toward the center of the ball 49 in contact with the right end surface of the housing 32. There is. The ball 49 rolls in the ball chamber 50 in accordance with the deceleration of the vehicle, and when it comes into contact with the ball seat 57 provided at the opening of the first hydraulic pressure supply hole 53a in the left end wall of the sleeve 47 in the figure. , seals off the fluid pressure in the containment chamber 52 by blocking the ball chamber 50 and the containment chamber 52;
When separated from 7, ball room 50 and containment room 5
2 and communicate with each other.

In the left part 32b of the housing 32 in the figure,
Along with the second hydraulic pressure supply hole 53b described above, a hole 58 coaxial with the first storage hole 36 described above, and the hole 58
A hard hole 59 is formed at the left end in the drawing of both the second hydraulic pressure supply hole 53b and the second hydraulic pressure supply hole 53b. The hole 58 has a small diameter portion 58a and a medium diameter portion 58b.
A transmission piston 60 is fitted into the small diameter portion 58a so as to be movable in the left-right direction in the figure, and defines the aforementioned containment chamber 52 within the hard hole 59. The transmission piston 60 has a large diameter portion 60a slidably fitted into the small diameter portion 58a of the hole 58, a medium diameter portion 60b located within the medium diameter portion 58b of the hole 58, and a large diameter portion 60c located within the large diameter portion 58c of the hole 58. Small diameter part 6
It has 0c. The medium diameter portion 60b of the transmission piston 60 has a small diameter portion 58a of the hole 58 and a medium diameter portion 5 of the hole 58.
A first spring retainer 61 that can be engaged with both the stepped surface between the transmission piston 60 and the stepped surface between the large-diameter portion 60a and the medium-diameter portion 60b of the transmission piston 60 is slidably inserted into the outside. Small diameter part 6
0c includes a medium diameter portion 58b and a large diameter portion 58c of the hole 58.
The stepped surface and the middle diameter portion 60 of the transmission piston 60
A second spring retainer 62 that can be engaged with both the stepped surfaces of the small diameter portion 60c and the second spring retainer 62 is slidably inserted. A spring 63 is compressed between the first spring retainer 61 and the second spring retainer 62, a spring 63 is compressed between the second spring retainer 62, and the second spring retainer 62 is compressed. and housing 3
An outer spring 64 is compressed between the second spring retainer 62 and the left end surface of the right side portion 32a of the second spring retainer 62, and a spring retainer 65 provided at the left end of the plunger 40 described above in the figure. The inner spring 66 is compressed. The transmission piston 60 has its left end surface exposed in the containment chamber 52 and responds to the hydraulic pressure (containment pressure) within the containment chamber 52, and transmits the containment pressure to the plunger 40 via the inner spring 66. 67 is a piston seal provided in the large diameter portion 60a of the transmission piston 60, and 68 is a containment chamber 54.
It is a bleeder installed on the top of the.

Note that the other hydraulic pressure outlet 33b of the tandem master cylinder 33 is connected to the wheel cylinder _35F of the front wheel brake. 69 is a brake pedal.

Such a deceleration sensing type hydraulic pressure control valve 31 operates as follows.

First, when the brake pedal 69 is depressed and hydraulic pressure P is generated in the tandem master cylinder 33, the hydraulic pressure P is directly transmitted from the hydraulic pressure outlet 33b of the tandem master cylinder 33 to the wheel cylinder _35F of the front wheel brake, and braking is performed. However, the hydraulic pressure P output from the hydraulic pressure outlet _33a of the tandem master cylinder 33 is reduced in the wheel cylinder 35R of the rear brake by the deceleration sensing type hydraulic pressure control valve 31 according to the loading condition of the vehicle. The braking force is then transmitted to the front and rear wheels, and the distribution of braking force between the front and rear wheels is controlled to an appropriate value.

To explain in detail, tandem master cylinder 3
When the hydraulic pressure P is transmitted from the hydraulic pressure outlet 33a of No. 3 to the inlet port 34i of the deceleration sensing type hydraulic pressure control valve 31, the following equation (1) is applied to the plunger 40 of the proportioning valve 39 in the right direction in the figure. A force Fr expressed by is applied, and a force Fl expressed by the following equation (2) is applied toward the left in the figure.

Fr=(A ₁ −A ₂ −a ₁ )・P+F ……(1) Fl=(A ₁ −a ₁ )×P ……(2) However, A ₁ and A ₂ are shown in the diagram of the plunger 40 The cross-sectional area _a1 of the portion is the cross-sectional area of the hole 40a, and F represents the spring force of the inner spring 66.

As is clear from the above equations (1) and (2), while the hydraulic pressure P is small, the force Fr in the right direction is larger than the force Fl in the left direction, so the plunger 40 is pushed to the right in the figure, The stem of the poppet-type valve body 45 is pressed against the end wall, so that the inlet chamber 36a and the outlet chamber 36b communicate with each other. As a result, the hydraulic pressure P generated in the master cylinder 33 is directly transmitted to the wheel cylinder _35R of the rear wheel brake, and the rear wheel brake performs braking with the same braking force as the front brake.

Next, as the hydraulic pressure P increases, the plunger 40
moves to the left in the figure, and the force in the left and right direction
When Fl and Fr become equal, the poppet-type valve body 45 is seated on the valve seat 46, and the inlet chamber 36a and outlet chamber 36b
to close the gap between the two. The value Po of the fluid pressure at this time is called the split point, and from the relationship of the following equation (3), the following equation (4)
holds true.

Fr=Fl...(3) Po=F/A ₂ ...(4) After this, the plunger 40 will open the inlet chamber 3 equal to the hydraulic pressure P generated by the master cylinder 33.
Acts on the plunger 40 in response to the differential pressure ΔP (ΔP=P−Pr) between the hydraulic pressure P in the outlet chamber 6a and the hydraulic pressure Pr in the outlet chamber _36b , which is the hydraulic pressure transmitted to the wheel cylinder 35R of the rear wheel brake. The hydraulic pressure Pr in the outlet chamber 36b is controlled so that the left and right forces Fr and Fl are equal.
That is, after reaching the split point Po, the hydraulic pressure Pr in the outlet chamber 36b (the hydraulic pressure transmitted to the wheel cylinder _35R of the rear wheel brake)
is the hydraulic pressure P of the inlet chamber 36a (master cylinder 33
The pressure is reduced to a value Pr (Pr=P×R+Po), which is obtained by multiplying the hydraulic pressure (hydraulic pressure generated by) by the reducing ratio R shown in the following equation (5).

R=(A ₁ −A ₂ −a ₁ )/(A ₁ −A ₂ ) ……(5) Therefore, the braking force generated by the rear wheel brake is smaller than the braking force of the front wheel brake, and the vehicle braking This prevents the rear wheels from locking in response to an increase in front wheel load and a decrease in rear wheel load.

Further, the value of the split point Po is controlled so that the value of the split point Po becomes larger when the vehicle is loaded than when the vehicle is empty, by the ball 49 of the deceleration sensing valve 48 responding to the deceleration of the vehicle. In other words, a split point Po where the rate of increase in the hydraulic pressure Pr transmitted to the wheel cylinder _35R of the rear brake is lower than the rate of increase in the hydraulic pressure P transmitted to the wheel cylinder _35F of the front brake. Then, the split point Po at which the pressure reduction of the hydraulic pressure Pr starts will be higher when the vehicle is loaded than when the vehicle is empty, and the braking force of the rear wheels when the vehicle is loaded is ensured.

To explain in detail, when the vehicle is empty, the vehicle is braked by a relatively small master cylinder hydraulic pressure P, and the deceleration of the vehicle increases. When the deceleration of the vehicle exceeds a predetermined value, the deceleration sensing valve 48
The ball 49 rolls on the inner peripheral surface of the hollow hole 47b of the sleeve 47 against gravity and comes into contact with the ball seat 57, thereby sealing the current hydraulic pressure P of the master cylinder 33 in the containment chamber 52. That is, the pressure fluid in the master cylinder 33 flows from the inlet port 34i through the communication hole 37, the gap 51, and the communication hole 47a into the ball chamber 50, and from this ball chamber 50 into the containment chamber 52, but when the deceleration is at a predetermined level. When the pressure exceeds the value, the ball 49 comes into contact with the ball seat 57 to cut off the containment chamber 52 and the ball chamber 50, and confine the hydraulic pressure P of the master cylinder 53 within the containment chamber 52. At this time, the flow of the pressure fluid flowing into the ball chamber 50 from the inlet port 34i is rectified by the protrusion 47f formed on the outer peripheral wall of the sleeve 47 in the gap 51. For this reason,
The flow of this pressure liquid is stable within the gap 51 without creating a vortex or spiral flow, and the flow rate of the pressure liquid jetted from the communication hole 47a into the ball chamber 50 toward the ball 49 is constant. ball 49
The force exerted on the deceleration does not change, and the confinement pressure always takes a value that corresponds to the deceleration. This containment pressure is transmitted to the transmission piston 60 to compress the inner spring 66 and is transmitted as a spring force F to the plunger 40 of the proportioning valve 39.

On the other hand, when the vehicle is loaded, the vehicle will not be braked unless the master cylinder hydraulic pressure P reaches a relatively large value. Therefore, when the vehicle deceleration reaches a predetermined value or more, the hydraulic pressure P of the master cylinder 33 will be lower than when the vehicle is empty. growing. Therefore, the containment pressure that the ball 49 of the deceleration sensing valve 48 seals in the containment chamber 52 in response to the deceleration of the vehicle becomes greater than when the vehicle is empty, and the proportion is increased via the transmission piston 60 and the inner spring 66. Since the force applied to the plunger 40 of the running valve 39 becomes larger, the split point Po (Po=F/A ₂ ) also becomes larger than when the vehicle is empty. In this way, the value of the split point Po changes between when the vehicle is empty and when the vehicle is loaded, and the braking force is appropriately distributed between the front and rear wheels. In addition, even during this loading, the inlet port 3
The flow of the pressure liquid flowing into the ball chamber 50 from 4i is rectified by the protrusion 47f within the gap 51, so that
Fluctuations in confinement pressure are also eliminated.

On the other hand, the transmission piston 60 of the deceleration sensing type hydraulic pressure control valve 31 is slightly displaced when the containment pressure is relatively low, presses the first spring retainer 61 and compresses the spring 63, and then the second spring retainer 61 is compressed. Since the spring retainer 62 is pressed to compress the inner spring 66 and the spring force F acting on the plunger 40 is increased, good characteristics can be obtained at the initial stage.

In this way, this deceleration sensing type hydraulic pressure control valve 31
In this case, the sleeve 47 is provided with a protrusion 47f that protrudes into the gap 51 between the housing 32 and the sleeve 47 and extends in the circumferential direction. The pressure fluid flowing into the ball chamber 50 can be stabilized by once rectifying it in the circumferential direction of the sleeve 47, and the ball chamber 50 can flow from the communication hole 47a formed in the sleeve 47.
It is possible to prevent the flow velocity of the pressurized liquid that is ejected and collides with the ball 49 from fluctuating, and the drag force acting on the ball 49 can be kept constant. As a result, it is possible to prevent fluctuations in the fluid pressure within the containment chamber 52 due to the rolling of the ball 49, and it is possible to prevent fluctuations in the slip point, that is, fluctuations in the braking force of the rear wheel brake.

Figures 3a and 3b show a second embodiment of this invention.

As shown in the figure, in this second embodiment, a protrusion (protrusion) 71 extending in the circumferential direction of the sleeve 47 and having a substantially crescent-shaped cross section is integrally formed on the outer peripheral wall of the sleeve 47. 71 is made to protrude into a part of the gap 51. This protrusion 71 closes a portion of the gap 51 in the circumferential direction and rectifies the flow of the pressurized liquid flowing into the ball chamber 50 from the inlet port 54i.

Even in this second embodiment, the pressure fluid flowing into the ball chamber 50 is rectified and there is no variation in flow velocity, so it is possible to always obtain a constant split point with respect to the live load, and the rear wheel brake It is possible to prevent the braking force from fluctuating. Note that the other configurations and operations are the same as those of the first embodiment described above, and their explanations will be omitted.

Figures 4a and 4b show a third embodiment of this invention. Note that the same parts as in each of the embodiments described above are given the same reference numerals, and the description thereof will be omitted.

In this third embodiment, six substantially fan-shaped protrusions (projections) 72 extending in the circumferential direction of the sleeve 47 are integrally formed on the outer peripheral wall of the sleeve 47 at equal intervals in the circumferential direction.
This protrusion 72 is made to protrude into the gap 51 to prevent the pressurized liquid from generating a vortex or a spiral flow.

Even in this third embodiment, since the flow velocity of the pressure fluid that flows into the ball chamber 50 and collides with the ball 49 is constant, there is no variation in the braking force of the rear wheel brake with respect to the loaded load.

(Effects of the invention) As explained above, the deceleration sensing type hydraulic control valve according to the invention rectifies the flow of pressure fluid flowing into the ball chamber housing the ball of the deceleration sensing valve. Since fluctuations in the flow velocity of the pressurized fluid colliding with the ball are prevented, variations in the braking force of the rear wheel brake can be prevented.

[Brief explanation of the drawing]

FIGS. 1 and 2 are diagrams showing a first embodiment of the deceleration sensing type hydraulic control valve according to this invention,
FIG. 1 is an overall sectional view, and FIG. 2 is a partial sectional view of important parts. 3a and 3b are diagrams showing a second embodiment of the deceleration sensing type hydraulic pressure control valve according to this invention,
FIG. 3a is a partially sectional front view of the main part, and FIG. 3b is a sectional view taken along the - line in FIG. 3a. Figure 4a,
4b is a diagram showing a third embodiment of the deceleration sensing type hydraulic pressure control valve according to this invention, and FIGS. 4a and 4b are diagrams showing a third embodiment of the deceleration sensing type hydraulic pressure control valve according to this invention. FIG. 4a is a partially sectional front view of a main part, and FIG. 4b is a sectional view taken along the line arrow - in FIG. 4a. 5 and 6 are diagrams showing a conventional deceleration sensing type hydraulic pressure control valve, with FIG. 5 being an overall sectional view, and FIG. 6 being a partial sectional view of a main part. 31... Deceleration sensing type hydraulic control valve, 32... Housing, 33... Tandem master cylinder, 3
4i...Inlet port, 34o...Outlet port, 3
5 _R ...Wheel cylinder, 37...Communication hole, 3
9... Proportioning valve, 40... Plunger, 47... Sleeve, 47a... Communication hole,
47f... Projection (convex portion), 48... Deceleration sensing valve, 49... Ball, 50... Ball chamber, 51
...Gap, 52...Containment chamber, 60...Transmission piston, 66...Inner spring (spring), 71...Protrusion (protrusion), 72...Protrusion (protrusion).

Claims (1)

[Scope of Claim for Utility Model Registration] A housing having an inlet port connected to a master cylinder and an outlet port connected to a wheel cylinder, and a plunger housed in the housing, are arranged so that the pressure between the hydraulic pressure of the inlet port and the hydraulic pressure of the outlet port is increased. A proportioning valve that responds to the difference by reducing the fluid pressure at the inlet port at a fixed ratio to create the fluid pressure at the outlet port, a sleeve housed in the housing, a communication hole formed in the housing, and a connecting hole between the housing and the sleeve. A ball chamber is defined in communication with the inlet port through a gap defined between the two and a communication hole formed in the sleeve, and a ball accommodated in the ball chamber and responsive to deceleration of the vehicle is disposed within the housing. a deceleration sensing valve that communicates with or isolates the defined containment chamber to confine liquid pressure within the containment chamber; a transmission piston that transmits the liquid pressure confined within the containment chamber to the plunger of the proportioning valve; A deceleration sensing type hydraulic pressure control valve comprising: a sleeve of the deceleration sensing valve is provided with a convex portion that protrudes into the gap and extends in the circumferential direction. valve.