JPH05254407A - Hydraulic brake apparatus - Google Patents

Abstract

PURPOSE: To simplify a pressure control apparatus to be unified in an anti-skid system by disposing a valve closing member on a master brake cylinder side concentrically with respect to a vertical axis of the valve and disposing a first valve seat on a wheel brake cylinder side. CONSTITUTION: A pressure control apparatus 30 is disposed within a brake conduit 6 mounted between a master brake cylinder 3 and wheel brake cylinders 4 and 5. The pressure control apparatus 30 comprises a solenoid valve 32, a proportional pressure adjusting valve 34 and a spring load stop valve 35. When pressure exceeds a predetermined pressure value, the pressure control apparatus operates to decrease outlet pressure of the wheel brake cylinders 4 and 5. Further the pressure apparatus allows a pressure medium to return from the wheel brake cylinders 4 and 5 to assure escape of pressure of the wheel brake cylinders. A valve closing member of a pressure control apparatus 30 is disposed concentrically with respect to a vertical axis of the valve and a first valve seat which disconnects a bypass of the proportional pressure adjusting valve 34 is disposed on a side of wheel brake cylinders 4 and 5 whereby the structure can be small-sized.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic brake system with an antiskid device of the type described in the preamble of the first claim, especially for motor vehicles.

[0002]

PRIOR ART German Patent Publication No. 37421
No. 73 already discloses a hydraulic brake system with a pressure control device provided in the rear axle brake circuit of a motor vehicle as a proportional pressure regulating valve bypassed by a bypass conduit. The proportional pressure regulating valve reduces the brake pressure in the rear wheel brake cylinder by a fixed ratio to the pressure on the master brake cylinder side of the pressure medium in the event of a failure of the anti-skid device and thus locks the front wheel of the vehicle. Prevents the rear wheels from being locked before being locked.

However, the drawback of this pressure control device is that
The structure is complicated, expensive to install and requires a large construction volume, so that this pressure control device cannot be integrated, for example, in the so-called hydro unit of the antiskid device of the braking device. Furthermore, the known pressure control devices require high manufacturing costs.

[0004]

The object of the present invention is to avoid the above-mentioned drawbacks.

[0005]

The above-mentioned problems have been solved by the brake device according to the present invention having the structure described in the characterizing part of the first claim.

[0006]

An advantage of the braking device according to the invention is that the structure of the pressure control device is simple and compact, and the pressure control device can be integrated without difficulty, for example in an antiskid device of the braking device. Furthermore, the pressure control device is simple and inexpensive to manufacture.

The pressure control device acts as a proportional pressure control valve when the anti-skid device fails, and this proportional pressure control valve is provided on the master brake cylinder side when the pressure value specific to the proportional pressure control valve is exceeded. The outlet pressure of the pressure medium on the wheel brake cylinder side is reduced by a proportional pressure regulating valve configuration with respect to the inlet pressure and a fixed ratio related to the inlet pressure.

Such a proportional pressure regulating valve is preferably assigned to the rear axle braking circuit of the motor vehicle. This is because the proportional pressure regulating valve reduces the braking action of the rear axle by a certain value when high pressures are used in the braking system and thus locks the rear wheels of the vehicle before the front wheels of the vehicle are locked. This will prevent it from happening.

Advantageous configurations and improvements of the hydraulic brake system according to claim 1 are obtained by the features of the invention according to the other claims.

In this case, it is particularly advantageous if the pressure control device acts as a spring-loaded check valve which opens in the direction of the master brake cylinder when the pressure in the wheel brake cylinder is released. In this way, a spring-loaded check valve, which makes it possible to reverse the flow of pressure medium in the direction of the master brake cylinder via the pressure control device during depressurization in the wheel brake cylinder, is simple and space-saving. You can

In order to make the pressure control device simple and compact, the bypass conduit is at least partially
It is particularly advantageous if it is constructed in a valve seat body with a valve seat and the bypass conduit extends concentrically with respect to the valve longitudinal axis.

In order to ensure that the rear wheels of the motor vehicle are not locked before the front wheels are locked in the event of a failure of the anti-skid device, the bypass conduit is closed by the valve closure in the de-energized state of the magnetic coil. Is advantageous.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A hydraulic vehicle brake system 1 shown in FIG. 1 equipped with an anti-skid system has a master brake cylinder 3 which is operated by pedals, and the master brake cylinder 3 has two brakes. The circuits I and II are connected. For example, the illustration of the brake circuit I acting on the front wheel brakes of an automobile is omitted in FIG. That is, the brake circuit I is constructed in a known manner.

The brake circuit II comprises a brake conduit 6 guided from the master brake cylinder 3 to the wheel brake cylinders 4, 5. Brake conduit 6 is at connection point 7
Then, it branches into a first branch brake conduit 9 and a second branch brake conduit 10 which respectively belong to the wheel brake cylinders 4 or 5. In each of the branch brake conduits 9 and 10, one inflow valve 11 and 12 is provided as a 2-port 2-position directional control solenoid valve that is opened in a non-energized state for controlling the brake pressure of the wheel brake cylinder 4 or 5. It is arranged.

From the branch brake conduits 9 and 10, the connection point 1 is located on the wheel brake cylinder side of the inflow valves 11 and 12.
At 5 and 17, one branch return conduit 14 and 16 respectively branch. In each of the branch return conduits 14 and 16, for example, 2-port 2-position direction control is performed to reduce the pressure in the wheel brake cylinders 4 and 5 and to be closed in a non-energized state.
One outflow valve 18, 19 is arranged as a solenoid valve. Opposite the wheel brake cylinders 4, 5 the branch return conduits 14, 16 are integrated into a common return conduit 21 at the connection point 20 behind the outlet valves 18, 19 in the return flow direction.

The return conduit 21 is located between the connection point 7 and the inflow valve 11 at a connection point 24, and the first branch brake conduit 9 is connected.
It is connected to the. In the return conduit 21, a pressure accumulator chamber 25, a return pump 26, a buffer chamber 27, and a throttle 28 are arranged in front of and behind each other in the return flow direction with respect to the connection point 24.

When the master brake cylinder 3 is operated, the brake pressure is generated in the wheel brake cylinders 4, 5 by pushing the amount of pressure medium through the brake conduit 6. During the pressure build-up stage in which the pressure is built up in the wheel brake cylinders 4, 5, the inflow valves 11, 12 occupy a flow-through position and the outflow valves 18, 19 occupy a blocking position.

In the event that at least one of the wheels is in danger of locking during braking, the inflow valves 11, 12 and the outflow valves 18, 19 of the anti-skid device are electronically controlled (according to known suitable adjustment algorithms). (Not shown) is controlled in the wheel brake cylinders 4, 5 so that the best brake pressure correction is performed in accordance with the braking conditions.

For example, in order to prevent the rear wheels from locking,
When the pressure of the pressure medium in the wheel brake cylinders 4, 5 is reduced, the inflow valves 11, 12 are closed and the outflow valves 18, 19 are opened, so that the pressure medium flows into the pressure accumulating chamber 25. In addition, rapid pressure reduction is performed in the wheel brake cylinders 4, 5. In other words, in this depressurization stage,
The inflow valves 11 and 12 occupy the shut-off position and the outflow valves 18 and 19 occupy the flow-through position.

The return pump 26 is connected throughout the anti-skid action and conveys the pressure medium from the accumulator chamber 25 arranged on the suction side of the return pump 26, for example into the first branch brake conduit 9. The buffer chamber 27 on the discharge side of the return pump 26 is used as a hydraulic buffer in association with the throttle 28. In the pressure-holding phase in which the pressure of the pressure medium is constantly maintained in the wheel brake cylinders 4 and 5, the inflow valves 11 and 12 and the outflow valves 18 and 19 occupy blocking positions.

In the brake conduit 6, a pressure control device 30 is arranged, for example, between the master brake cylinder 3 and the connection point 7, by means of which the pressure medium in the wheel brake cylinders 4, 5 is For example, the pressure of commercially available brake fluid is affected. The pressure control device 30 includes a solenoid valve 32 occupying a shut-off position which is operated by a spring in a non-energized state, a proportional pressure adjusting valve 34 arranged in parallel to the solenoid valve, an electromagnetic valve 32 and a proportional pressure adjusting valve 34
And a spring-loaded check valve 35 arranged in parallel with the.

In this case, when the proportional pressure adjusting valve 34 exceeds a predetermined pressure value peculiar to the proportional pressure adjusting valve, the proportional pressure adjusting valve configuration and the master brake cylinder are set with respect to the inlet pressure on the master brake cylinder side. The outlet pressure on the wheel brake cylinder side of the pressure control device 30 is reduced by a fixed ratio related to the inlet pressure on the side. Further, when the check valve is in the flow-through position and the pressure of the pressure medium on the wheel brake cylinder side is larger than the pressure on the master brake cylinder side by a predetermined value, from the wheel brake cylinder side via the pressure control device 30, the master valve is operated. Allows the return of the pressure medium in the direction of the brake cylinder.

The check valve 35 thus ensures a quick and reliable pressure relief of the wheel brake cylinders 4, 5 and thus a reliable release of the rear wheel brakes of the vehicle even if the antiskid device fails.

The pressure control device 30 has a function of preventing the rear wheels of the vehicle from being locked before the front wheels of the vehicle are locked when the anti-skid device fails.
In this case, the pressure in the wheel brake cylinders 4, 5 is reduced by a fixed ratio when it exceeds a predetermined pressure value.

In a normal state, that is, when the antiskid device normally operates, the solenoid valve 32 which is closed when the pressure control device 30 is not energized is a solenoid valve which acts as a 2-port 2-position directional control solenoid valve. 32 in the flow-through position and the pressure control device 30 allows the wheel brake cylinder 4,
So that it does not affect the pressure of the pressure medium in 5,
Supply voltage is applied. Therefore, the pressure control device 30 does not function as an anti-skid device.

Unlike the hydraulic circuit diagram of the vehicle brake system 1 shown in FIG. 1, one pressure control device 3 is provided for each.
0 for the wheel brake cylinders 4, 5 of the rear wheels of the car
And the connection point 1 of each of the branch brake conduits 9 and 10.
5 or 17, or between the inlet valves 11 and 12 and the respective connection points 15 and 17, respectively. Such an arrangement is required in the wheel brake cylinders of the rear wheels in order to maintain the running stability of the vehicle when the brake system is operated when the anti-skid system fails.

If the anti-skid device of the hydraulic brake system 1 fails, the pressure control device 30 prevents the rear wheels of the vehicle from locking earlier than the front wheels of the vehicle, and thus the vehicle during braking. Used to maintain driving stability. In the event of a failure of the anti-skid device, therefore, the current supply to the pressure control device 30 is interrupted and this causes the spring-operated shut-off position of the solenoid valve 32 to act.

When the master brake cylinder 3 is operated, the amount of pressure medium is pushed into the pressure control device 30 via the brake line 6. If the pressure of the pressure medium exceeds the preset specific pressure value of the proportional pressure regulating valve 34, the proportional pressure regulating valve 34 and thus the pressure control device 3
The zero wheel brake cylinder side outlet pressure is reduced relative to the master brake cylinder side inlet pressure by a fixed ratio related to the proportional pressure regulating valve 34 design and the master brake cylinder side inlet pressure. The proportional pressure regulating valve 34 is also considered as a brake pressure reducing device or pressure reducing valve.

In FIG. 2, the action of the 2-port 2-position directional control / solenoid valve 32 which is closed in the non-energized state, the action of the proportional pressure regulating valve 34 arranged in parallel to this solenoid valve and the solenoid valve 32 are shown. Also, a first embodiment of a pressure control device 30 having the action of a check valve 35 arranged in parallel with the proportional pressure regulating valve 34 is shown.

The pressure control device 30 is arranged, for example, in the stepped receiving hole 38 of the casing block 39 of the hydro unit of the antiskid device of the motor vehicle braking system 1 and of the receiving hole 38 in the direction of the valve longitudinal axis 40. Partially surrounded by walls.

A vertically long tubular casing component 42 is arranged in the receiving hole 38 of the casing block 39, and a holding flange 43 radially outward is formed at one end of the casing component. The holding flange 43 causes the casing component to contact the upper end surface 44 of the casing block 39 and extend into the receiving hole 38.

In the stepped vertical hole 46 of the casing component 42 extending concentrically with respect to the valve longitudinal axis 40, the valve longitudinal axis 4
A valve seat 48 having a stepped flow hole 49 extending concentrically to 0 is arranged and is non-rotatably fixed, for example by a press-fit connection. The vertical hole 46 of the casing component 42 is provided at the end opposite to the holding flange 43.
A tubular guide component 51 with a guide hole 52 extending concentrically to the valve longitudinal axis 40 is arranged therein.

The guide component 51 is held in the vertical hole 46 by, for example, press fitting connection. The guide hole 52 is
It is used to guide the stepped valve piston 54 arranged in the guide hole 52. The valve piston 54 is at the end of the casing component 42 opposite the holding flange 43 and is guided in a guide hole 52 of the guide component 51 in a guide segment 55.
A small diameter flow section 56 connected to this guide section on the side facing the holding flange 43, a frustoconically enlarged closed section 57 facing the holding flange 43, and a large section adjacent to this closed section. And a cylindrical section 58 of diameter.

The valve seat body 48 starts from the upper end face 60 at the end opposite to the guide component 51 and narrows toward the guide component 51 in a frustoconical shape. 61, the valve seat 61 forms one end of the flow hole 49. Cooperating with the first valve seat 61 is a valve closing body 63, for example in the form of a sphere, which is closed directly on the armature 64 arranged concentrically to the valve longitudinal axis 40, for example by welding or brazing. They are joined together by contact or press-fitting.

The mover 64 projects into the vertical hole 46 of the tubular casing member 42, for example, and is guided in the axial direction through the casing member. Valve closing body 63
On the side opposite to the axial direction, the armature 64 is partly surrounded by a covering portion 66 of a cup-shaped receiving sleeve 67. The end surface 6 of the mover 64 on the side opposite to the valve closing body 63
9 is in contact with a first compression spring 70, which is arranged in a concentric arrangement with respect to the valve longitudinal axis 40.
It is supported in the second bag hole 71.

The first compression spring 70 allows the mover 64 to move.
The valve closing body 63 is then moved towards the valve seat 61 and the seat valve thus formed by the valve closing body 63 and the first valve seat 61 is brought into the closed position.

The inner pole 72 is, for example, completely surrounded by an axially cup-shaped receiving portion 67 of the receiving sleeve 67 and by a radial bottom portion 73 of the cup-shaped receiving sleeve 67. At the end opposite the bottom part 73, the receiving sleeve 67 has a radially outwardly facing retaining flange 75, by means of which the receiving sleeve 67 is connected to the casing component 42 via a threaded connection 77. Be combined.

The threaded connection member 77 is formed by a fixing screw 79 which contacts the retaining flange 75 of the receiving sleeve 67, which fixing screw 79 is provided by an external thread 80 on the threaded section 82 of the longitudinal bore 46 of the housing component 42. It is screwed into the inner thread 81.

In the circumferential direction of the receiving sleeve 67, the mover 64
And a magnetic coil 84 having, for example, two electrical connection plugs, which partially covers the inner pole 72.
The magnetic coil 84 is surrounded by a covering portion 88 of an axially cup-shaped casing sleeve 90 and by a bottom portion 89 of the radially cup-shaped casing sleeve 90 opposite the upper end surface 44 of the casing block 39. It is surrounded.

The pressure control device 30 is connected to the casing block 39 of the hydro unit of the antiskid device by, for example, a screw connection member (not shown).

At the end opposite to the holding flange 43, a cup-shaped spring receiving bush 92 is fixed to the peripheral surface of the vertically long casing component 42 by, for example, a collar connection 93. The cover portion 94 of the cup-shaped spring receiving bush 92 extends in the direction opposite to the valve seat 48 and, following this cover portion, has a radially extending bottom portion 95 with ventilation holes 96. .. This ventilation hole 96 allows the amount of leakage caused by the pressure medium to flow out, for example, via a ventilation passage 97 of the casing block 39 which is formed concentrically with respect to the valve longitudinal axis 40.

Within the spring receiving bush 92 is located a second compression spring 98 which is supported at one end by the bottom portion 95. The other end of the second compression spring is in contact with the spring disc 100. The spring disc 100 has a blind hole-shaped receiving hole 101 on the side facing the casing component 42.
In 01, a guide section end of the valve piston 54 opposite the cylindrical section 58 is axially supported.

The end of the guide component opposite to the spring disc 100 has an upper end surface which cooperates with the closing section 57 of the stepped valve piston 54 formed by one end of the guide hole 52. A second valve seat 104 is provided. Adjacent to the second valve seat 104, the guide hole 52 of the guide component 51 has a large diameter cylindrical valve seat section 105 starting from the upper end face.

The second compression spring 98 moves the closing section 57 of the valve piston 54 in the direction towards the armature 64 and thus the closing section 5 of the valve piston 54.
The seat valve formed by 7 and the second valve seat 104 is held in the flow-through position.

The vertically long casing component 42 extends in the range between the armature 64 and the valve seat 48 when viewed in the axial direction. For example, two casing components 42 that penetrate the wall of the casing component 42 perpendicularly to the valve longitudinal axis 40 are provided. It has a first through hole 106. In the range of the first through hole 106, the casing component 42
Are surrounded by a filter element 107 that covers both through holes.

A first vertical groove 109 is formed on the circumferential surface of the valve seat body 48, and the vertical groove 109 is formed on the upper end surface 6 of the valve seat body 48.
Starting from 0, it extends to the lower end face 110. A notch 111 in the valve seat body 48 that extends radially through the wall of the valve seat body 48 and is formed starting from the lower end surface 110.
And a second through hole 113 penetrating the wall of the guide component 51.
Through the first vertical groove 109 to the casing component 4
Second first through hole 106 and the guide hole 5 of the guide component member 51.
Connect with 2.

The inlet passage 115 on the master brake cylinder side in the casing block 39 at the height of the first through hole 106 in the axial direction, for example, perpendicular to the valve longitudinal axis 40.
The inlet passage 115 forms the section of the brake conduit 6 on the master brake cylinder side and connects the master brake cylinder 3 and the pressure control device 30.

In the cylinder block 39, there is an outlet passage 116 on the side of the wheel cylinder which extends substantially perpendicularly to the valve longitudinal axis 40 at the height of the second through hole 113 of the guide component 51 when viewed in the axial direction. Has been formed. This outlet passage 116 forms the section of the brake conduit 6 on the wheel brake cylinder side and connects the pressure control device 30 with the wheel brake cylinders 4, 5.

An annular groove 117 is provided on the peripheral surface of the casing-constituting member 42 in the area of the outlet passage as viewed in the axial direction. In the casing component 42, in the area of the annular groove 117, the third through hole 1 penetrating the wall of the casing component 1.
18 is formed. Third through hole 11 when viewed in the circumferential direction
A second vertical groove 119 is formed on the circumferential surface of the valve seat 48 in the range of 8, and the vertical groove 119 starts from the lower end surface 110 and extends toward the upper end surface 60.

The end face 10 of the guide component 51 when viewed in the axial direction.
A third through hole 120 starting from the second vertical groove 119 and penetrating the wall of the valve seat body 48 is provided between the third valve seat 61 and the first valve seat 61.
The through hole allows the pressure medium to flow from the flow hole 49 of the valve seat 48 through the third through hole 118 towards the outlet passage 116.

On the peripheral surface of the vertically long casing component 42, a first seal ring 122 is provided between the holding flange 43 and the filter element 107 in the axial direction, and between the filter element 107 and the outlet passage 116. Second
A second sealing ring 123 and a third sealing ring 124 between the outlet passage 116 and the spring receiving bush 92, these sealing rings being in intimate contact with the wall of the receiving hole 38 of the casing block 39.

The fourth seal ring 126, which comes into close contact with the wall of the vertical hole 46 of the casing component 42, is arranged in the annular groove 127 on the circumferential surface of the guide component 51. A fifth sealing ring 129 is arranged in the enlarged receiving section 128 of the guide hole 52 at the end of the guiding component facing the spring disc, which sealing ring 129 is, for example, locking in the receiving section 128. Securing ring 130 fixed with
Held in close contact with the peripheral surface of the guide section 55 of the valve piston 54.

The mode of operation of the pressure control device will be described with reference to FIG.

During normal operation, that is, when the antiskid device works normally, the voltage is constantly applied to the electrical connection plug 86 of the pressure control device 30, so that the magnetic coil 8
4 is excited and the valve closing body 63 resists the spring force of the first compression spring 70 acting in the direction of the first valve seat 61,
Of the valve seat 61 and of the valve closing body 63 and the first valve seat 61 occupy the flow-through position.

Therefore, the pressure medium is not obstructed in the pressure increasing stage,
From the inlet passage 115 to the valve seat 6 of the flow hole 49 of the valve seat body 48.
1 can pass through the first valve seat 61 and into the outlet passage 116 via the bypass conduit 134 of the pressure control device formed by the bore section 132 adjacent to the pressure section in the other side depressurization stage. Flows in the opposite direction.

When the anti-skid device fails, the current supply to the magnetic coil 84 is interrupted and the magnetic field disappears. The spring force of the first compression spring 70 bypasses the proportional pressure regulating valve 34 formed by the valve piston 54, the second valve seat 104 and the second compression spring 98, and the bypass conduit 13
4, the valve closing body 63 is pressed against the first valve seat 71 by the spring force of the first compression spring 70 and thus thus the valve closing body 63 and the first valve seat 71. The first seat valve constituted by 61 and occupies the shut-off position. That is, the solenoid valve 32 is closed in the non-energized state.

Due to the spring force of the second compression spring 98 acting on the valve piston 54, the closing section 57 of the valve piston 54.
Is lifted from the second valve seat 104, so that the proportional pressure regulating valve 34 occupies the flow-through position with the maximum flow cross-section. When the master brake cylinder 3 is operated during braking, the amount of pressure medium is reduced by the brake conduit 6 and the inlet passage 11.
It is pushed into the pressure control device 30 via 5.

Unless the pressure peculiar to the pressure medium is exceeded, the pressure medium does not hinder the vertical groove 109 and the notch 11.
The first and second through-holes 113 and flow through the annular chamber 136 formed between the circumferential surface of the flow section 56 of the valve piston 54 and the wall of the guide hole 52 of the guide component 51, and further to the valve seat 10.
4 through the fourth through hole 120, the second vertical groove 119, and the third through hole 118.
Into the outlet passage 116 of the.

The pressure of the pressure medium acts on a first working surface on the side of the annular master brake cylinder formed in the closed section 57 of the valve piston 54, which working surface is radially outward on the second valve seat. Limited by the diameter of 104 and radially inwardly by the diameter of the guide section 55 of the valve piston 54.

In the opposite direction, the pressure of the pressure medium is in the direction of the second valve seat 104 and a second action on the side of the wheel brake cylinder formed on the upper end surface 137 of the valve piston 54 opposite the guide section 55. Acting on a surface, which is radially limited by the diameter of the second valve seat 104. In this case, the second working surface on the wheel brake cylinder side is the first working surface of the valve piston 54 on the master brake cylinder side.
Is formed to be significantly larger than the working surface of.

If the pressure of the pressure medium exceeds a specific value given in advance by the magnitude of the first and second working surfaces and by the magnitude of the spring force of the second compression spring 98, the valve The pressure on the wheel brake cylinder side of the pressure medium acting on the second working surface of the piston 54 acts on the spring force of the second compression spring 98 acting in the opposite direction and on the first working surface on the master brake cylinder side. It is larger than the sum of the pressure of the pressure medium and the pressure.

In this case, the closing section 57 of the valve piston 54
The second valve seat 104 against the spring force of the second compression spring 98.
In the direction facing to and thus blocking the free-flow cross section between the second valve seat 104 and the closed section 57 of the valve piston 54.

If the pressure on the master brake cylinder side is increased further, the closing section 57 of the valve piston 54 is closed by the second section.
Of the pressure medium that is lifted from the valve seat 104 of the second compression spring 98 and that acts on the second working surface on the wheel brake cylinder side is the spring force of the second compression spring 98 and the pressure medium that acts on the first working surface. The cross section of the pressure control device is exceeded and the cross section of the pressure control device is closed again.

In this way, the outlet pressure on the wheel brake cylinder side is different from the inlet pressure on the master brake cylinder side by the spring force of the second compression spring 98 and the first and second pressures.
By a pre-adjusted ratio related to the size of the working surface of the.

The pre-set characteristic pressure value of the pressure control device 30 is, for example, approximately 30 to 50 bar.
The proportional pressure regulating valve 34 is considered as a brake pressure reducer or pressure reducing valve.

In order to enable the rear wheel brake of the automobile to be released by the pressure reduction in the wheel brake cylinders 4 and 5 even if the anti-skid device fails, the pressure control device 30 includes a solenoid valve 32 and a proportional pressure control valve 34. It has the function of a spring-loaded check valve 35 connected in parallel to it. The check valve 35 includes a valve closing body 63, a first valve seat 61, and a first compression spring 70.

The pressure on the wheel brake cylinder side of the pressure medium that acts against the spring force of the first compression spring 70, which exerts a pressing force on the valve closing body 63, is the same as that of the first compression spring. Acting on the mover 64 in the direction of the valve seat 61 of 1,
When the pressure medium exceeds the pressing force generated by the pressure on the master brake cylinder side, the valve closing body 63 is lifted from the first valve seat 61 and passes from the wheel brake cylinders 4, 5 through the valve seat 61. The flow path for the pressure medium in the direction of the master brake cylinder 3 is opened.

Due to the pressure drop on the side of the wheel brake cylinder, the closing section 57 of the valve piston 54 is lifted from the second valve seat 104 by the spring force of the second compression spring 98 and along the second valve seat 104. By opening the flow passage, the pressure is released from the wheel brake cylinders 4, 5.

In the second embodiment of the pressure control device shown in FIG. 3, the same components are designated by the same reference numerals as in FIG. This second embodiment is almost the same as the first embodiment,
Only the configuration of the valve piston 54 and the arrangement of the outlet passage 116 differ.

A through hole 140 is formed in the valve piston 54 concentrically with the valve longitudinal axis 40. The vertically long casing component 42 extends axially beyond the valve piston 54 on the side opposite to the retaining flange 43. A filter element 141 is arranged in the vertical hole 46 at the end of the casing component 42 that forms one end of the pressure control device 30 on the side opposite to the holding flange 43.

Following this filter element 141, an outlet passage 116 is formed as a receiving bore section in the receiving bore 38 of the casing block 39 so as to extend concentrically to the valve longitudinal axis 40, for example. Valve piston 5 narrowed in a frustoconical shape in the direction of the filter element 141
The four closed sections 57 cooperate with the second valve seat 104.

A radially extending support section 142 is formed on the circumferential surface of the valve piston 54.
2, in the direction of the closed section 57, a spring plate 100 is supported in a guide hole 143 used to center the spring plate. A second compression spring 98 is in contact with the spring disc 100 on the side opposite to the second valve seat 104, the compression spring 98 at the other end facing the filter element 141 having a vertical hole 46 in the casing component 42. It is supported by a stationary support sleeve 145 that is press-fitted inside.

The compression spring 98 causes the closing section 57 of the valve piston 54 to move in the opposite direction to the second valve seat 104 and thus the closing section 5 of the valve piston 54.
The seat valve consisting of 7 and the second valve seat 104 is held in the flow-through position.

On the circumferential surface of the valve piston 54, the valve piston 54 is pressed in the axial direction in the vertical hole 46 of the casing member 42 between the guide member 51 and the spring disc 100. A fourth sealing ring 126 is arranged between itself and a guide bush 147 used for guiding the valve, and this sealing ring 126 is in close contact with the wall of the longitudinal hole 46 and the peripheral surface of the valve piston 54. There is.

The guide bush 147 and the spring disc 1 as viewed in the axial direction
A ventilation hole 96 is formed in the casing component 42 at a height between 0 and 00, for example extending perpendicularly to the valve longitudinal axis 40 and through the wall of the casing component 42,
A ventilation passage 97 is connected to the ventilation hole 96 in the casing block 39.

A fifth seal ring 129 is arranged at a height between the support sleeve 145 and the filter element 141 when viewed in the axial direction, and this seal ring 129 is disposed.
Is in close contact with the wall of the longitudinal bore 46 of the casing component 42 and the circumferential surface of the valve piston 54 and is prevented from axial movement by the retaining ring 130 in the direction of the filter element 141.

On the peripheral surface of the valve seat body 48 which partially surrounds the guide constituting member 51, the upper end surface 60 to the lower end surface 11 are provided.
For example, two first vertical grooves 109 extending to 0 are provided. Starting from the lower end face 110, the valve seat body 48 is
It has, for example, two notches 111 extending radially through the wall of the valve seat 48.

In the area of the cutout 111, for example, two second through holes 113 penetrating the wall of the guide constituting member 51 are formed in the guide constituting member 51.
13 forms in the radial direction a connection to an annular chamber 136 formed between the flow section 56 of the valve piston 54 and the wall of the guide hole 52 of the guide component 51.

The mode of operation of the pressure control device according to the second embodiment corresponds to the mode of operation of the pressure control device according to the first embodiment.

By the through hole 140 of the valve piston 54,
The pressure medium can flow from the bypass conduit 134 of the valve seat body 48 or from the proportional pressure regulating valve 34 formed by the valve piston 54 and the second valve seat 104 towards the outlet passage 116 of the casing component 42. ..

Valve piston 5 formed in closed section 57
4, the first working surface on the master brake cylinder side is radially limited by the diameter of the second valve seat 104 and the diameter of the guide section 55 and is formed on the upper end surface 137 of the valve piston 54. The second working surface of the wheel brake cylinder side of the second valve seat 10 is the diameter of the through hole 140.
And a diameter of four.

In the third embodiment of the pressure control device shown in FIG. 4, the same components are given the same reference numerals as in FIGS. 2 and 3. This third embodiment differs from the first embodiment shown in FIG. 2 only in the construction of the casing component 42, the valve seat 48 and the guide component 51.

The casing-constituting member 42 into which the valve seat body 48 having a circular peripheral surface is press-fitted extends to the lower end surface 110 of the valve seat body 48 on the side opposite to the holding flange 43. The casing block 39 in the direction opposite to the retaining flange 43.
In the receiving hole 38 of the guide member 51, for example, by press fitting, the receiving hole 3 is axially provided between the lower end surface 110 of the valve seat 48 and the upper end surface 103 of the guide member 51.
A pressure medium chamber 15 radially limited by the peripheral surface of 8
It is fixed so that 0 is formed.

Departing from the pressure medium chamber 150, for example, is an outlet passage 116 which extends in the housing block 39 perpendicular to the valve longitudinal axis 40 and which forms a section of the brake conduit 6 on the wheel brake cylinder side.

The guide component 51 starts from an annular chamber 136 formed radially between the circumferential surface of the flow section 56 of the valve piston 54 and the guide hole 52 and is perpendicular to the valve longitudinal axis 40. For example, two second through holes 113 that extend through the wall of the guide component member 51 are provided.
13 is an annular groove 15 provided on the peripheral surface of the guide component member 51.
Connected to 2.

In the region of the annular groove 152, for example, the inlet passage 115, which extends in the casing block 39 perpendicularly to the valve longitudinal axis 40, has a receiving hole 3 in the casing block 39.
8 is connected. From the inlet passage 115 is branched a first section 154 of a branched inlet passage 155 which extends in the casing block 39 parallel to the valve longitudinal axis 40.

This first section 154 is, for example, the valve longitudinal axis 4
It is connected to a second section 156 of the branch inlet passage 155 extending perpendicular to 0, which section 156 is, for example, two first through-holes 106 of the casing component 42 and the peripheral surface of the casing component 42. In the region of the arranged filter element 107, it communicates with the receiving hole 38 of the casing block 39.

The branch inlet passage 155 cooperates with the flow hole 49 of the valve seat 48 to form a bypass conduit 134 that bypasses the proportional pressure regulating valve 34, which bypass conduit 134 is provided by the first compression spring 70. Due to the valve closing body 63 acting in the direction of the first valve seat 61, the first valve seat 61 of the valve seat body 48 is
Can be shut off at.

The proportional pressure adjusting valve 34 is a stepped valve piston 5
4 and the second valve seat 104 of the guide component 51 and the second compression spring 98.

The description of the mode of operation of the pressure control device according to FIG. 4 corresponds to the mode of operation of the pressure control device shown in FIG. 2 of the first embodiment and is therefore omitted.

In the fourth embodiment of the pressure control device shown in FIG. 5, the same components are designated by the same reference numerals as in FIGS. 2 to 4. This fourth embodiment differs from the third embodiment shown in FIG. 4 only in the construction of the valve piston 54 and the second valve seat 104.

The stepped valve piston 54 has, for example, a stepped through hole 140 concentric with the valve longitudinal axis 40.
At the end facing the casing component 42 the valve piston 5
The stepped through-hole 140 of FIG. 4 has an enlarged section 160 which axially forms a part of the pressure medium chamber 150 formed between the valve seat 48 and the valve piston 54. is doing.

In the range of the expanded section 160, the valve piston 54
Has at least one flow hole 162 through the wall of the valve piston, which flows axially away from the valve seat 48, for example starting from the upper end surface 137 of the valve piston 54. Extends to. Due to said flow holes 162, the pressure medium extends from the pressure medium chamber 150 in the region of the flow holes 162 in the axial direction, even if the upper end surface 137 of the valve piston 54 contacts the casing component 42. It can flow towards the outlet passage 116 on the brake cylinder side.

The valve piston 54 is the casing component 42.
It has a first guide section 164 on the circumferential surface at the end facing toward which the valve piston 54 is guided through the wall of the receiving hole 38 of the casing block 39. An upper end surface 137 is provided on the peripheral surface of the first guide section 164.
A third seal ring 124 is arranged on the side opposite to and in intimate contact with the wall of the receiving hole 38.

In the opposite direction to the casing component 42, the guide component 51 is mounted in the blind hole-shaped receiving hole 38 of the casing block 39, for example by press fitting. The upper end face 103 of the guide component 51 in the axial direction
A second compression spring 98 is arranged between the holding step 165 of the and the lower contact surface 166 of the radially extending valve piston 54 facing the guide component 51. The valve piston 54 is moved in the direction toward the casing component 42.

The ventilation passage 97 is formed in the region of the second compression spring 98 starting from the receiving hole 38 and extending in the housing block 39, for example perpendicularly to the valve longitudinal axis 40.

In the axial direction, the lower end face 168 of the guide component 51 opposite to the upper end face 103 and the stepped blind hole of the casing block 39 in the radial direction facing the guide component 51. The retaining ring 130 is fastened between the contact ring 169 facing inward. This securing ring 13
0 prevents movement of the sealing rings 126, 129 arranged on the guide component 51 in the direction opposite to the second compression spring 98.

The fourth seal ring 126, which comes into contact with the peripheral surface of the guide component 51, is arranged so as to come into close contact with the receiving hole 38 and comes into contact with the wall of the guide hole 52 of the guide component 51. The seal ring 129 of the valve piston 54
Are arranged so as to be in close contact with the peripheral surface of the.

The valve piston 54 is guided through the guide hole 52 of the guide component 51 in the region of the second guide section 170 formed at the end opposite the first guide section 164.

The receiving hole 38 has a blind hole section 172 following the contact step 169 at the end of the casing block 39 opposite the upper end surface 44. A cup-shaped valve member receiving member 174 is disposed in the blind hole section 172, a bottom portion 175 of the valve member receiving member 174 is provided opposite the valve piston 54, and a covering portion 176 is a bottom portion. Starting from 175, it extends in the direction of the valve piston 54.

Within the covering portion 176 is the valve member receiving member 1.
Starting from the upper end surface 178 facing the retaining ring 130 of 74, at least one flow-through notch 179 is formed, which flow-through notch 179 extends radially through the covering part 176. . Blind hole section 17 of receiving hole 38
2 at the end of the valve piston 54 that rushes into the lower end face 18
A valve closing edge portion 181 is formed at one end of the through hole 140 in FIG.

In the blind hole 180 of the valve member receiving member 174 formed by the covering portion 176 and the bottom portion 175, the spherical valve member 182 forming the second valve seat 104 is, for example, press-fitted, brazed or brazed. It is fixed by welding. The second valve seat 104 of the valve member 182 cooperates with the valve closing edge 181 of the valve piston 54 which projects into the blind hole 180 of the valve member receiving member 174.

In the axial direction, the bottom portion 175 of the valve member receiving member 174 and the blind hole-shaped receiving hole 38 of the casing block 39.
A third compression spring 186 is disposed between the bottom portion 184 of the valve member 18 and the bottom portion 184 of the valve member 184.
The second valve member receiving member 174 is moved towards the valve piston 54 and thus toward the valve closing edge 181.

Movement of the valve member receiving member 174 in the direction of the valve piston 54 is limited by the abutment of the upper end surface 178 of the valve member receiving member 174 with the tightened retaining ring 130.

In the normal case, that is, when the anti-skid device operates normally, the voltage is applied to the magnetic coil 84, which causes the valve closing body 63 to move to the first compression spring 70.
Against the spring force of the first valve seat 61 and thus in the branch inlet passage 1 of the casing block 39.
The bypass conduit 134 consisting of 55 and the flow hole 49 of the valve seat 48 is opened. This allows the pressure medium to flow from the master brake cylinder 3 via the pressure control device 30 in the direction of the wheel brake cylinders 4, 5 without any hindrance or in the opposite direction.

If the anti-skid device does not work properly, the current supply to the magnetic coil 84 is interrupted and the bypass conduit 134 is directed toward the first valve seat 61 in the valve closing body 63.
The spring force of the first compression spring 70 acting on the first
The valve seat 61 is shut off.

When the master brake cylinder 3 is operated during braking, the amount of pressure medium is pushed into the receiving hole 38 of the pressure control device 30 via the brake conduit 6 and the inlet passage 115. The spring force of the second compression spring 98 acting on the valve piston 54 lifts the valve closing edge 181 of the valve piston 54 from the second valve seat 104 of the valve member 182, which causes the valve piston 54 and the second Compression spring 9
8 and the valve member 182 occupy the flow-through position and the pressure medium passes through the second valve seat 104 without hindrance via the through hole 140 of the valve piston 54 and the wheel brake cylinder 4, It can flow in five directions.

The pressure of the pressure medium is directed toward the valve seat 48,
The lower end surface 18 of the valve piston 54 facing the valve member 182
Of the valve piston 54 formed on the master brake cylinder side of the valve piston 54, which acts radially on the inside by the diameter of the valve closing edge 181 and on the outside in the radial direction. It is bounded by the peripheral surface of the second guide section 170 of the piston 54.

In the opposite direction towards the valve member 182, the pressure of the pressure medium acts on the second working surface of the valve piston 54 on the wheel brake cylinder side, which working surface is radially inward of the valve piston 54. It is bounded by the narrow cross section of the through hole 140 and radially outwardly by the peripheral surface of the valve piston 54 of the upper end surface 137 in the region of the first guide section 164.

In this case, the second working surface of the valve piston 54 on the wheel brake cylinder side is formed to be significantly larger than the first working surface of the valve piston 54 on the master brake cylinder side.

The pressure of the pressure medium is the first of the valve piston 54.
And a wheel brake of the pressure medium acting on the second working surface when the specific value preliminarily defined by the size of the second working surface and the spring force of the second compression spring 98 is exceeded. The pressing force on the cylinder side becomes larger than the sum of the spring force of the second compression spring 98 acting in the opposite direction and the pressure of the pressure medium acting on the first acting surface on the master brake cylinder side.

In this case, the valve closing edge 181 of the valve piston
Moves against the spring force of the second compression spring 98 in the direction of the second valve seat 104 of the valve member 182 and in this way the flow-through cross section is blocked at the second valve seat 104.

When the pressure on the master brake cylinder side acting on the first working surface on the master brake cylinder side further increases, the valve closing edge 181 of the valve piston 54 is lifted from the second valve seat 104, In addition, the pressure of the pressure medium acting on the second action surface on the wheel brake cylinder side is equal to the pressure force of the second compression spring 98 and the pressure force of the pressure medium acting on the first action surface on the master brake cylinder side. Above the valve and in the direction of the second valve seat 54
The flow passage for the pressure medium is opened until the flow passage is closed again at the second valve seat 104 by the movement of.

In this way, when the anti-skid device fails to exceed the specific pressure value adjusted in advance when it fails,
The outlet pressure of the pressure medium on the wheel brake cylinder side is reduced relative to the master brake cylinder side inlet pressure by a pre-adjusted ratio related to the master brake cylinder side inlet pressure. The proportional pressure regulating valve 34 also serves as a brake pressure reducer or a pressure reducing valve.

The spring-loaded check valve 35 connected in parallel to the solenoid valve 32 and the proportional pressure regulating valve 34 comprises a valve member 182 of the second valve seat 104, a third compression spring 186 and a valve piston 54. And a valve closing edge 181.

When the valve piston 54 comes into contact with the valve member 182, the pressure on the wheel brake cylinder side of the pressure medium acting against the spring force of the third compression spring 186 exerting a pressing force on the valve member is equal to the third pressure. If the pressing force acting on the valve member receiving member 174, which is generated by the spring force of the compression spring 186 and the pressure of the pressure medium on the master brake cylinder side, is exceeded, the valve member 182 causes the valve piston 54 to move.
From the valve closing edge 181 and of the wheel brake cylinders 4, 5 via the second valve seat 104 in the direction of the master brake cylinder 3 to open the passage of the pressure medium.

As the pressure on the wheel brake cylinder side is reduced, the valve closing edge 181 of the valve piston 54 is moved by the spring force of the second compression spring 98 to the second valve seat 104.
Is released from the wheel brake cylinders 4 and 5 as it is lifted from the wheel brake cylinders and opens the flow passage at the second valve seat 104.

2-port 2-position direction control / solenoid valve 32, proportional pressure regulating valve 34 arranged in parallel with this solenoid valve
And a pressure control device 30 having the function of a check valve 35 connected in parallel to the solenoid valve and the proportional pressure regulating valve.
Has a very simple and compact structure and can be manufactured simply and inexpensively, in which case the valve closing body 63 is arranged on the master brake cylinder side and concentrically with respect to the valve longitudinal axis 40 and The seat 61 is arranged on the wheel brake cylinder side.

[Brief description of drawings]

FIG. 1 is a hydraulic type equipped with a pressure control device including a solenoid valve, a proportional pressure regulating valve arranged in parallel to the solenoid valve, and a check valve connected in parallel to the solenoid valve. Schematic of a brake device.

FIG. 2 is a first embodiment of a pressure control device according to the present invention.

FIG. 3 is a diagram of a second embodiment of the pressure control device according to the present invention.

FIG. 4 is a third embodiment of the pressure control device according to the present invention.

FIG. 5 is a diagram of a fourth embodiment of the pressure control device according to the present invention.

[Explanation of symbols]

 3 Master Brake Cylinders 4,5 Wheel Brake Cylinders 30 Pressure Control Valves 34 Proportional Pressure Control Valves 35 Check Valves 40 Vertical Axis 41 Guide Components 42 Casing Components 46 Vertical Holes 48 Valve Seats 52 Guide Holes 54 Valve Pistons 61 1st Valve seat 84 magnetic coil 98,186 compression spring 104 second valve seat 134 bypass conduit 140 through hole 181 valve closing edge 182 valve member

Claims (10)

[Claims] 1. A hydraulic brake system, especially for motor vehicles, equipped with an anti-skid device, for guiding a pressure medium extending between a master brake cylinder and a wheel brake cylinder, as well as in this conduit. A pressure control device arranged at the pressure control device, the pressure control device being configured as a proportional pressure control valve which is bypassed by a solenoid valve via a bypass conduit which can be shut off or opened. The outlet pressure on the wheel brake cylinder side is reduced by a fixed ratio with respect to the pressure on the master brake cylinder side, and the pressure control device has a valve closing body, which is movable. A first valve seat of a valve seat body operable via a magnetic circuit composed of a child and a magnetic coil and forming at the valve closure body one end of a bypass conduit In the direction of the first compression spring, and the pressure control device further comprises a stepped valve piston spring-loaded by a second compression spring arranged concentrically to the valve longitudinal axis. The valve closing body (63) is arranged concentrically to the valve longitudinal axis (40) on the master brake cylinder side and has a first valve seat (6).
1) is disposed on the wheel brake cylinder side, and is a hydraulic brake device. 2. The pressure control device (30) acts as a spring-loaded check valve (35) which opens in the direction of the master brake cylinder (3) during the pressure relief of the wheel brake cylinders (4,5). The brake device according to claim 1. 3. The pressure control device (30) comprises a vertical hole (46).
A tubular casing component (42) for receiving a tubular valve seat (48) therein, and a tubular guide component (4).
1), the valve piston (54) is guided in the guide hole (52) of the guide component (41), and the valve piston (54) controls the proportional pressure regulating valve of the pressure control device (30). Brake arrangement according to claim 1 or 2, characterized in that the second valve seat (104) of (34) can be shut off. 4. A brake system according to claim 1, wherein the bypass conduit (134) is at least partially formed in the valve seat body (48). 5. The pressure of the pressure medium applied to the valve piston (54) by the spring force of the second compression spring (98) and the master brake cylinder (3) in the direction of opening the proportional pressure regulating valve (34). The brake system according to claim 1, characterized in that the pressure of the pressure medium in the wheel brake cylinders (4, 5) is acting in the direction of closing the proportional pressure regulating valve (34). 6. The bypass conduit (134) has a valve longitudinal axis (4).
0) The braking device according to claim 1, which extends concentrically with respect to 0). 7. The valve piston (54) has a valve longitudinal axis (40).
A vertical hole (140) extending concentrically with respect to
The brake device according to claim 1. 8. A brake system according to claim 1, wherein the bypass conduit (134) is closed by the valve closure (63) in the de-energized state of the magnetic coil (84). 9. A brake system according to claim 3, wherein one end of the valve piston (54) projects into the flow hole (49) of the tubular valve seat (48). 10. A vertical hole (1) for a tubular valve piston (54).
40) can be shut off at one end with a valve closing edge (181) by a valve member (182) which is closed by a third compression spring (186).
8. The braking device according to claim 7, which is spring-loaded in the direction 1).