JPH0329624B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a deceleration sensing type hydraulic pressure control valve used in a hydraulic brake system of an automobile or the like.

A car's hydraulic brake system brakes the front and rear wheels simultaneously using the master cylinder hydraulic pressure generated by pressing the brake pedal, but if the rear wheels lock before the front wheels, the car will perform a dangerous behavior called skid. . Therefore, in consideration of the fact that the weight of the vehicle is biased toward the front during braking, and the rear wheels are more likely to lock up than the front wheels, the rear brake system is equipped with a hydraulic pressure control valve that limits the increase in master cylinder hydraulic pressure while supplying it to the rear wheels. Insert.

This type of hydraulic pressure control valve responds to the master cylinder hydraulic pressure (inlet hydraulic pressure) against a spring, and when the hydraulic pressure exceeds a certain value, it limits the increase in rear wheel brake hydraulic pressure ( Control valves such as proportioning valves and limiting valves are known. However, in all control valves, the constant master cylinder hydraulic pressure value (critical hydraulic pressure) at which the rear wheel brake hydraulic pressure starts to increase and limit remains unchanged, and the front and rear wheel brake force distribution characteristics are constant. However, the ideal front and rear brake force distribution characteristics, in which the front and rear wheels lock simultaneously, change as the vehicle weight increases so that the rear wheel brake force increases, and therefore the critical hydraulic pressure increases as the vehicle weight increases. There is a need.

Therefore, by sealing the master cylinder hydraulic pressure (which increases as the vehicle weight increases) when it closes when the vehicle decelerates above a certain level and generates this constant deceleration in a containment chamber, this containment pressure (vehicle weight) can be reduced. A deceleration sensing type in which a deceleration sensing valve is added to the control valve, which assists the spring of the control valve with a corresponding force to increase the critical fluid pressure determined by the spring force of the spring and its assisting force as the weight of the vehicle increases. Hydraulic pressure control valves are in practical use.

This deceleration sensing type hydraulic pressure control valve has a distribution characteristic of front and rear wheel brake force (front and rear wheel brake fluid pressure) as shown by a-b-c (critical hydraulic pressure Ps ₁ ) in Fig. 3 when the vehicle is empty. , a-b'- in the same figure in a certain loading state
The aim is to limit the increase in rear wheel brake fluid pressure so that the front and rear brake force distribution characteristics approximate the ideal characteristics under any vehicle weight, as shown by c′ (critical hydraulic pressure Ps ₂ ). It is something.

Therefore, the occurrence of vehicle deceleration in response to an increase in master cylinder hydraulic pressure is caused by the occurrence of vehicle deceleration in response to an increase in master cylinder hydraulic pressure. There is a delay as shown by β in the figure. Therefore, if the deceleration sensing valve supplies the master cylinder hydraulic pressure as it is to the containment chamber of the control valve, when the vehicle deceleration reaches the above-mentioned certain value and the deceleration sensing valve closes, it will be contained in the containment chamber. The containment pressure does not correspond to the weight of the vehicle and becomes too high. Therefore, in this case, the deceleration sensing type hydraulic pressure control valve raises the critical hydraulic pressure higher than the target value as shown by Ps ₁ and Ps ₂ in Fig. 3, and the split points are originally at points b and b'. This causes these points to rise to points d and e, where they should be, and it is impossible to control the hydraulic pressure as intended.

In order to solve this problem, a pressure reducing valve is inserted into the inlet hydraulic pressure passage toward the containment chamber, so that the inlet hydraulic pressure is not supplied to the containment chamber as it is, but is maintained at a constant value (pressure reducing valve Supplying a hydraulic pressure δ lower by γ (determined by the operating pressure of ) to the containment chamber,
Conventionally, a measure has been taken to increase this hydraulic pressure with a delay relative to the master cylinder hydraulic pressure α, similar to the delay t in the occurrence of vehicle deceleration.

However, with this measure, the purpose is achieved only when the rate of increase in master cylinder hydraulic pressure is as indicated by α in FIG. If it is fast as shown by α'' in Figure 6, the objective cannot be achieved. That is,
In these cases, the vehicle deceleration also depends on the master cylinder hydraulic pressure α', α'' as shown by β', β'' in Figures 5 and 6.
This occurs with a certain time delay t, and the pressure reducing valve lowers the master cylinder hydraulic pressure α', α'' by the same constant value γ, as shown by δ', δ'' in Figures 5 and 6. Since low hydraulic pressure continues to be supplied to the containment chamber, the delay in the rise of the hydraulic pressures δ', δ'' does not match the delay t in the occurrence of the vehicle decelerations β', β''. Therefore, with a conventional pressure reducing valve, it is not possible to accurately match the containment pressure to the vehicle weight at any rate of increase in master cylinder fluid pressure, and it is not possible to make the confinement pressure correspond to the vehicle weight accurately, although it is not as good as when the pressure reducing valve is not provided. However, the reality was that it was not possible to obtain the desired hydraulic pressure control characteristics.

Into the inlet hydraulic passageway towards the containment chamber, the present invention provides:
By inserting a differential pressure valve that opens in response to the inlet fluid pressure against the set load in place of the conventional pressure reducing valve, and providing an actuator that generates a force according to the rate of increase in the inlet fluid pressure and adds it to the set load. , the hydraulic pressure toward the containment chamber can be reduced relative to the inlet hydraulic pressure according to the rate of increase in master cylinder hydraulic pressure, and therefore the hydraulic pressure toward the containment chamber can be reduced under any rate of increase in inlet hydraulic pressure. We propose here a deceleration sensing type hydraulic pressure control valve characterized by this configuration, from the viewpoint that it is possible to increase the inlet hydraulic pressure with a delay corresponding to the delay in speed generation, and solve the above-mentioned problems. It is something to do.

Hereinafter, the present invention will be explained in detail with reference to illustrated embodiments.

Fig. 1 shows an embodiment of the deceleration sensing type hydraulic control valve of the present invention, in which a control valve CV (proportioning valve in the illustrated example), a deceleration sensing valve GV, and a differential pressure valve DV are installed in the valve body 1. Contain and configure.

The control valve CV has a plunger 2,
This is slidably fitted into the valve body 1 and the plug 4 while being guided by the retainer 3 to define chambers 5 and 6. A blind hole 2a is formed in the end face of the plunger 2 facing the chamber 6, and this blind hole is communicated with the chamber 5 through a horizontal hole 2b. The poppet valve body 7 is stored in the blind hole 2a while being biased toward the valve closing direction by the spring 8, and the valve seat 9 for the poppet valve body 7 is fitted into the open end of the blind hole 2a. The valve stem of the poppet valve body 7 has a length such that the plunger 2 is pushed in by the plug 4 at the illustrated limit position, and the poppet valve body 7 is placed in the open position away from the valve seat 9.

The valve body 1 is further provided with a piston 11 that is slidably fitted into the plug 10 to form a containment chamber 12.
A spring 15 is compressed between the piston 11 and the plunger 2 via spring seats 13 and 14, and the spring seat 13 is also pressed against the piston 11 by another spring 16.

The deceleration sensing valve GV includes a G ball 17 and a ball valve body 18, which are integrally connected by a rod 19 and slidably fitted into a ball holder 20, which is installed in the valve body 1. The ball holder 20 has a valve seat 2 for the ball valve body 18.
0a and a passage 20b that communicates the valve hole with the chamber 21, and the valve hole of the valve seat 20a further communicates with a hydraulic inlet port 23 formed in the plug 22.

The differential pressure valve DV includes a differential pressure valve body 24 and an actuator 25. The differential pressure valve body 24 is slidably fitted into the valve body 1, and the actuator 25 is a piston having a small diameter at both ends, and these small diameter ends are connected to the valve body 1 and the actuator 25, respectively. It is slidably fitted into the plug 26. A spring 27 is provided between the valve body 24 and the actuator 25 to elastically support the valve body 24 and the actuator 25 at the position shown in the figure, which is the farthest distance between them. , the valve body 24 is the spring 2
It is assumed that when the hole 28 moves to the left under the force that overcomes the set load caused by the actuator 7, the hole 28 communicates with the chamber 29 between the valve body 24 and the actuator 25 through the outer circumferential longitudinal groove 24a of the valve body 24.

The chamber 29 communicates with the containment chamber 12 through a passage 30 formed in the valve body 1 and the horizontal hole 10a of the plug 10, and the chamber 31 on the right side of the actuator 25 in the figure communicates with the chamber 5 through a passage 32 formed in the valve body 1. . Also, the chamber 3 on the left side of the actuator 25 in the figure
3 communicates with the hydraulic inlet port 23 through a passage 34 formed in the valve body 1, and communicates with the chamber 3 through a communication orifice 25a formed in the actuator 25.
1, and chamber 3 of this communication orifice 25a.
A bimetal 35 is provided oppositely to the open end close to 1. The bimetal 35 reduces the opening degree of the communicating orifice 25a as the temperature rises, so that the throttling effect of the orifice 25a does not change even if the viscosity of the working fluid changes due to temperature changes.

When the hydraulic pressure control valve of the present invention having the above-mentioned structure is used in a hydraulic brake system of a vehicle, the hydraulic pressure control valve of the present invention has a hydraulic pressure inlet port 2.
3 to one hydraulic outlet of the tandem master cylinder 36, and connect the plug 4 to communicate with the chamber 6.
The hydraulic outlet port 37 formed in the rear wheel cylinder 38 is connected to both rear wheel cylinders 38 for practical use. Note that the other hydraulic pressure outlet of the tandem master cylinder 36 is connected to both front wheel cylinders 39 . In the hydraulic control valve of the present invention, under normal conditions, the G ball 17 is brought to the rightmost position as shown in the figure due to gravity, and the ball valve body 18 is moved to the valve seat 2.
Horizontal surface H so that it is in the open position away from 0a
The G-ball 17 is attached to the vehicle body so that it is inclined by θ relative to the vehicle body, and is oriented so that the G-ball 17 receives a force to the left in the figure due to vehicle deceleration during braking.

The operation of the hydraulic pressure control valve of the present invention will be explained below.
The drawing shows its inactive state. When the master cylinder 36 is actuated by depressing the brake pedal 40, the same master cylinder hydraulic pressure Pm is simultaneously output from both hydraulic pressure outlets. One master cylinder hydraulic pressure Pm is front wheel cylinder 3
9, and the other master cylinder hydraulic pressure Pm is supplied from port 23 to passage 34, chamber 33,
Communication orifice 25a, passage 32, chamber 5, horizontal hole 2
b, the blind hole 2a, the gap between the valve body 7 and the valve seat 9, and the port 37, and are initially supplied to the rear wheel cylinder 38 as they are. Therefore, the rear wheel brake fluid pressure Pr toward the rear wheel cylinder 38 is initially equal to the master cylinder fluid pressure (front wheel brake fluid pressure) Pm, and increases with the characteristics shown by a-b in FIG. 3.

The balance equation of the force acting on the plunger 2 during this time is expressed by the following equation, where A ₂ is the cross-sectional area of the plunger 2 that fits into the retainer 3, and F is the spring force of the spring 15.

Pm・A ₂ ≦F After that, by further depressing the brake pedal 40,
When the master cylinder hydraulic pressure Pm further increases, the value of the left term in the above equation becomes larger than the value of the right term, the plunger 2 moves to the left in the figure against the spring 15, and the valve body 7 is pressed against the valve seat 9 by the spring 8. The valve is moved toward the valve seat, and finally seats itself on this valve seat and closes itself. From this point on, the rear wheel brake fluid pressure Pr is limited from increasing with respect to the master cylinder fluid pressure Pm as shown below, but the fluid pressure at this time, that is, the critical fluid pressure Ps ₁ (see Figure 3), is calculated from the above equation. It can be found as shown in the following formula.

Ps ₁ = F/A ₂ ... (1) When the poppet valve body 7 closes itself as described above, the master cylinder hydraulic pressure Pm changes the cross-sectional area of the sliding part of the plunger 2 with respect to the plug 4 to A ₁ (however, A ₁ > A ₂ ), the force of Pm (A ₁ − A ₂ ) will push the plunger 2 in the opposite direction, that is, to the right in the figure, and the rear wheel brake fluid pressure Pr in the chamber 6 will be pushed against the plunger 2. 2 is opposed to the force Pr・A ₁ directed to the left in the figure. here
When the brake pedal 40 is further depressed so that Pm>Ps ₁ , the above-mentioned force due to the master cylinder hydraulic pressure, together with the spring force F of the spring 15, moves the plunger 2 to the right in the figure, and the poppet valve body 7 is opened again. As a result, the rear wheel brake fluid pressure Pr increases, but as the poppet valve body 7 opens, the master cylinder fluid pressure Pm again pushes the plunger 2 to the left in the figure.
The poppet valve body 77 immediately closes itself. By repeating this action, the rear wheel brake fluid pressure Pr increases while being limited by the increase in the master cylinder fluid pressure Pm.

During this period, that is, when Pm>Ps ₁ , the balance equation of the force acting on the plunger 2 is as clear from the above, Pr・A ₁ =Pm(A ₁ −A ₂ )+F (2) From this equation, the rear wheel brake fluid pressure Pr is expressed by the following equation.

Pr=A ₁ −A ₂ /A ₁ Pm+F/A ₁ ...(3) As is clear from this equation, rear wheel brake fluid pressure Pr
is Pm>Ps _1, and as shown by b-c in Fig. 3, the slope is smaller than the slope 1 so far (a-b in Fig. 3).
A ₁ −A ₂ /A ₁ is maintained, and the front and rear wheel brake force distribution characteristics can be set as desired when the vehicle weight is light, such as when the vehicle is empty.

By the way, the master cylinder hydraulic pressure Pm that has reached the port 23 reaches the hole 28 via the valve hole of the valve seat 20a, the passage 20b and the chamber 21. However, valve body 2
4 closes the hole 28, the master cylinder hydraulic pressure Pm acts on the right end surface of the valve body 24. When the master cylinder hydraulic pressure Pm rises to the operating pressure of the differential pressure valve DV determined by the set load from the spring 27, the valve body 24 is activated by the spring 27 due to the master cylinder hydraulic pressure Pm.
The hole 28 is moved to the left in the figure against the set load caused by the
open. At this time, the master cylinder hydraulic pressure Pm is vertical groove 2
4a, chamber 29, and passage 30 to reach containment chamber 12. However, at this time, the master cylinder hydraulic pressure Pm
acts on both end surfaces of the valve body 24,
The valve body 24 is immediately pushed back to the closed position by the spring 27. By repeating this action, the differential valve pressure DV becomes the hydraulic pressure expressed by the following formula, where A ₃ is the pressure receiving area of the valve body 24, and F' is the spring force (set load) of the spring 27.
Pf is being supplied to containment room 12.

Pf=Pm−F′/A ₃ (4) As is clear from this equation, the hydraulic pressure Pf supplied to the containment chamber 12 is determined by the spring force F′ of the spring 27.
The value is lower than the master cylinder hydraulic pressure Pm by F'/A ₃ .

When the vehicle deceleration reaches a certain value or more due to the braking, the G ball 17 is moved to the left in the figure along with the rod 19 and the ball valve body 18 due to the deceleration, and the ball valve body 18 is seated on the valve seat 20a. Close that valve hole. Therefore, from the master cylinder hydraulic pressure Pm when the above constant deceleration occurs, the above value F′/A ₃
The deceleration sensing valve GV and the differential pressure valve DV confine the reduced hydraulic pressure Pf in the chamber 12. However, in order to generate the same constant deceleration mentioned above, the brake pedal depression force (master cylinder hydraulic pressure
Pm) increases as the vehicle weight increases, and therefore the containment pressure Pf increases as the vehicle weight increases.
When the vehicle weight is light, such as when the vehicle is empty, the containment pressure Pf moves the piston 11 through the spring 15,
16, the piston 11 remains in the position shown and maintains the spring force F of the spring 15 at the set load. Therefore, when the car is empty, the front and rear wheel brake force distribution characteristics become the third due to the above action.
It is possible to control the rear wheel brake fluid pressure Pr such that the desired characteristics shown by a-b-c in the figure are achieved.

On the other hand, as the weight of the vehicle increases due to the weight of the loaded vehicle, the confinement pressure Pf within the chamber 12 rises.As the weight of the vehicle increases, this confinement pressure causes the piston 11 to move against the springs 15 and 16 to the right in the figure. to increase the spring force F of the spring 15. As a result, the critical hydraulic pressure determined as in equation (1) above is increased from Ps ₁ to Ps ₂ in Fig. 3 in a certain loading state, and
The rear wheel brake fluid pressure Pr determined as shown in the equation can be controlled as intended as indicated by a-b'-c' in FIG.

By the way, since the master cylinder hydraulic pressure Pm directed to the control valve CV passes through the communication orifice 25a on the way, the communication orifice provides a flow resistance to the hydraulic fluid due to its throttling effect, and the flow is caused to flow between the chambers 31 and 31 before and after the communication orifice 25a. 33 (the pressure in chamber 33 is higher than the pressure in chamber 31). This differential pressure is the master cylinder fluid pressure
As the pressure increase rate of Pm (working fluid flow rate) increases, the actuator 25 generates a force directed to the right in the figure in accordance with the pressure increase rate of the master cylinder liquid pressure. However, if the pressure increase rate of the master cylinder hydraulic pressure Pm is slow as shown by α' in FIG. Keep spring 27 at set load. Therefore, the operating pressure of the differential pressure valve DV determined by the spring force of the spring 27 is low, and the fluid pressure Pf to the containment chamber 12, which is determined by equation (4) above, changes as shown by ε in FIG. 5 in this case. , the difference γ' from the master cylinder hydraulic pressure can be made smaller than the conventional one.

When the rate of increase in master cylinder hydraulic pressure Pm is fast as shown by α in Fig. 4, the communication orifice 25a
The differential pressure between the front and rear increases accordingly, and the actuator 25 is moved from the illustrated position to the right in the figure against the spring 27 by an amount commensurate with the rate of increase in the master cylinder hydraulic pressure. Thus, the spring force F' of the spring 27 increases, the operating pressure of the differential pressure valve DV determined by this spring force increases, and the hydraulic pressure Pf to the containment chamber 12, which is determined by the above equation (4), becomes As shown by δ in the figure, the change occurs as before.

If the pressure increase rate of the master cylinder hydraulic pressure Pm is faster as shown by α'' in FIG. As a result, the spring force F' of the spring 27 becomes even larger, and the operating pressure of the differential pressure valve DV determined by this spring force further increases, and the hydraulic pressure to the containment chamber 12, which is determined as in equation (4) above, increases. In this case, Pf changes as shown by ε' in FIG. 6, and the difference γ'' from the master cylinder hydraulic pressure can be made larger than the conventional value γ.

As a result of the above, the hydraulic pressure Pf toward the containment chamber 12 is the master cylinder hydraulic pressure as shown in FIGS. 4 to 6.
Under any pressure increase rate α, α′, α″ of Pm,
Vehicle deceleration occurs later than the master cylinder hydraulic pressure by a time corresponding to the vehicle deceleration onset delay t, and when the deceleration sensing valve GV is closed as described above, chamber 1
The confinement pressure contained within the cylinder 2 can be made to correspond accurately to the weight of the vehicle under any pressure increase rate of the master cylinder hydraulic pressure, and the hydraulic pressure control can be executed as desired.

Thus, the deceleration-sensing hydraulic control valve of the present invention is configured to provide an inlet hydraulic passageway to the containment chamber 12 as described above.
Differential pressure valve DV that opens in response to the inlet hydraulic pressure (master cylinder hydraulic pressure) against the set load of the elastic members 27, 27'
is inserted into the communication orifice 25a, 2 which forms part of the inlet hydraulic passage toward the control valve CV.
Actuators 25 and 25' are provided which generate a force according to the rate of increase in inlet fluid pressure passing through this communication orifice, and this actuator biases the differential pressure valve DV via elastic members 27 and 27'. Therefore, as explained above, the hydraulic pressure Pf toward the containment chamber 12 can be increased with a delay from the inlet hydraulic pressure by a time corresponding to the deceleration generation delay t under any pressure increase rate of the inlet hydraulic pressure. Therefore, the confinement pressure in the chamber 12 when the deceleration sensing valve GV is closed can always accurately correspond to the vehicle weight, and the pressure can be adjusted to a target value for each vehicle weight under any rate of increase in inlet fluid pressure. It has an excellent functional feature that the hydraulic pressure control is achieved.

In addition, if the bimetal 35 is provided opposite to the communication orifice 25a as shown in the illustrated example, the communication orifice 2
Since the throttling effect of 5a is kept constant, the above effects can be reliably achieved under any temperature conditions, which is advantageous.

FIG. 2 shows another example of the deceleration sensing type hydraulic control valve of the present invention, in which the control valve CV is the same proportioning valve as described above but has a different configuration, and the control valve has a different configuration. Except for the provision of the hydraulic containment part PF, the arrangement of parts is different from the example described above, but the structure is almost the same. Therefore, parts that function in the same manner as in the above-mentioned example are simply illustrated using the same reference numerals with a dash even if the shape and arrangement are different, and detailed explanation thereof will be omitted here.

The control valve CV includes a plunger 41 which is slidably fitted into the valve body 1' while also being guided by a retainer 42, defining chambers 43, 44 on both sides of the retainer 42. The chamber 44 is closed by a plug 45, a spring 47 is compressed between the plug and a spring seat 46 fixed to the plunger 41, and the plunger 41 is brought into contact with the plug 48,
A chamber 49 is defined between the plug 48 and the plunger 41. The chamber 44 also communicates with the passageway 32';
Chamber 49 communicates with hydraulic outlet port 37';
A hollow hole 41a is formed in the plunger 41 so as to communicate between the plunger 4 and the plunger 41.

The opening end of the hollow hole 41a on the right side in the figure acts as a valve seat, and a poppet valve body 50 is disposed opposite thereto. The poppet valve body 50 is a cage 5 fixed to the plug 45.
At the same time, it is biased toward the plunger 41 by a spring 52 and elastically supported at a position partially protruding from the cage 51.

The hydraulic containment section PF includes a containment pressure responsive piston 53 that is slidably fitted within the valve body 1' to define a containment chamber 54 communicating with the passageway 30'; It communicates with the chamber 43 via a passage 55. Then, the springs 58 and 59 are applied to the piston 53 via the spring seats 56 and 57,
These springs are seated in plug 60.

In the hydraulic pressure control valve of this example, the master cylinder hydraulic pressure Pm generated by depressing the brake pedal 40 in the non-operating state shown in the figure is routed through the same route as in the previous example, that is, from the port 23' to the passage 34' and the chamber 3.
3' communication orifice 25'a, chamber 31', passage 3
2' leads to the chamber 44 of the control valve CV, which functions as follows. That is, the master cylinder hydraulic pressure reaching chamber 44
Pm passes through the gap between the poppet valve body 50 and the plunger 41, the plunger hollow hole 41a, the chamber 49 and the port 37', and then the rear wheel brake fluid pressure Pr remains unchanged.
is output as

During this time, the master cylinder hydraulic pressure Pm acts on both ends of the plunger 41, and since the pressure receiving area is larger on the left side, the plunger 41 receives a force directed to the right in the figure. This force is the master cylinder hydraulic pressure Pm
increases as the pressure rises, and overcomes the spring force of the spring 47 and the force due to the containment pressure exerted on the chamber 43 as described later, the plunger 41 moves to the right in the figure, and the hollow hole 4
The right opening end of 1a is closed by a poppet valve body 50 to cut off the above-mentioned hydraulic pressure passage. At this time, the master cylinder hydraulic pressure Pm acts only on the right side of the plunger 41 and exerts a force in the opposite direction to the above, so that the plunger 41 is returned to the left when the master cylinder hydraulic pressure Pm increases. , open the hydraulic passage again. By repeating this action, the control valve CV can control the rear wheel brake fluid pressure in the same manner as in the above example.

During this time, the master cylinder hydraulic pressure Pm from the port 23' is reduced by a value corresponding to the rate of increase in the master cylinder hydraulic pressure due to the action of the differential pressure valve DV, and reaches the containment chamber 54, so that the vehicle deceleration remains constant. When the value is reached, the deceleration sensing valve GV closes due to the above action, and the differential pressure valve DV at this time is closed in the chamber 54.
Contains the hydraulic pressure from. This confinement pressure is stored in the confinement chamber 54 by compressing the spring 58 or the spring 59 through the piston 53, and is stored in the confinement chamber 54 through the passage 55.
The spring 47 reaches the chamber 43 and acts on the plunger 41 in a direction that supports the spring 47. By the way, since the containment pressure corresponds to the vehicle weight as described above, the control valve CV can perform targeted hydraulic pressure control for each vehicle weight.

In this example as well, a differential pressure valve DV similar to the above-mentioned example is inserted into the inlet hydraulic pressure passage (master cylinder hydraulic pressure passage) toward the containment chamber 54, and its set load is applied to the actuator 25' similar to the above-mentioned example. Because the structure is configured to change the inlet hydraulic pressure according to the rate of increase in inlet hydraulic pressure, the hydraulic pressure toward the containment chamber 54 lags behind the inlet hydraulic pressure by a time equivalent to the delay in vehicle deceleration, no matter what rate of increase in inlet hydraulic pressure. The confinement pressure in the chamber 54 can always be made to accurately correspond to the weight of the vehicle, and the objective of the present invention, which is to execute hydraulic pressure control as desired for each vehicle weight, can be achieved. .

[Brief explanation of drawings]

FIG. 1 is a longitudinal sectional view showing an example of the hydraulic pressure control valve of the present invention, FIG. 2 is a longitudinal sectional side view similar to FIG. 1 showing another example of the present invention, and FIG. 3 is a longitudinal sectional view of the hydraulic pressure control valve of the present invention. 4 to 6 show the delay in the occurrence of vehicle deceleration for each pressure increase rate of the master cylinder hydraulic pressure, and the confinement pressure by the conventional pressure reducing valve and the confinement pressure by the differential pressure valve provided according to the present invention. It is a diagram shown together with change characteristics. 1, 1'... Valve body, CV... Control valve, 15, 47... Spring, GV... Deceleration sensing valve, 12, 54... Containment chamber, DV... Differential pressure valve, 24, 24'... Differential pressure valve body, 24a, 24'a
... Vertical groove, 25, 25' ... Actuator, 2
5a, 25'a...Communication orifice, 27,2
7'... Spring, 35, 35'... Bimetal.

Claims (1)

[Scope of Claims] 1. A control valve that responds to inlet hydraulic pressure against a spring and controls the hydraulic pressure so that the inlet hydraulic pressure is limited while maintaining the outlet hydraulic pressure, and a control valve that closes at a deceleration above a certain level. A deceleration sensing type hydraulic control valve comprising a deceleration sensing valve that assists the spring with a force corresponding to the containment pressure by confining the inlet liquid pressure when the constant deceleration occurs in a containment chamber. A differential pressure valve that opens in response to inlet hydraulic pressure against a set load of an elastic material is inserted into the inlet hydraulic passageway toward the containment chamber, and forms a part of the inlet hydraulic passageway toward the control valve. An actuator having a communicating orifice and generating a force according to the rate of increase in inlet liquid pressure passing through the communicating orifice is provided, and the differential pressure valve is configured and arranged so that the actuator biases the differential pressure valve via the elastic material. Deceleration sensing type hydraulic control valve.