JPH0683532U - Control valve in fluid pressure controller - Google Patents

Abstract

(57) [Summary] [Purpose] Reliably eliminate residual pressure when not operating after operation without deteriorating the control feeling. [Composition] When the brake is released after normal braking, the compressed air in the brake booster 5 is discharged to the atmosphere through the outlet chamber 22, the holding opening / closing valve 24, and the inlet chamber 21. In that case, since the holding on-off valve 24 is a normally open valve, the compressed air in the outlet chamber 22 and the brake booster 5 is completely discharged. As a result, residual pressure does not occur. Solenoid valve 26 for holding during ABS control
Is switched to, the compressed air in the air tank 2 is introduced into the instruction pressure chamber 28, and the holding on-off valve 24 is closed. Also, AB
When the brake release operation is performed while the S control is held, the compressed air in the outlet chamber 22 and the brake booster 5 is quickly discharged through the exhaust check valve 38. This allows
Delay of operation release is prevented.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a control valve in a fluid pressure control device such as an ABS control device for performing anti-skid brake (hereinafter, also referred to as ABS) control during braking of a vehicle, for example.

[0002]

[Prior art]

 When the vehicle is being braked, the braking wheels may lock up, resulting in unstable steering and longer braking distances. For this reason, ABS control is performed when the tendency to lock the braking wheels is conventionally detected. Various anti-skid brake control devices have been proposed. When this ABS control detects that a wheel tends to lock during braking, the braking force of the wheel is weakened to eliminate the lock tendency, and then the braking force is increased again to control the vehicle. The brake is controlled so that the braking distance is as short as possible while stabilizing.

[0003] Various ABS control devices for performing such ABS control have been conventionally applied to air brake devices that perform a brake operation by air pressure. Among the conventional ABS control devices in the air brake device, there is an ABS control device having an ABS control modulator without a relay valve, which has been proposed, for example, in Japanese Patent Laid-Open No. 50-96773.

FIG. 4 is a diagram schematically showing an example of an ABS control device in a conventional air brake device of this type. As shown in FIG. 4, an ABS control device 1 in an air brake device controls an air tank 2 that stores compressed air, a brake valve 3 that outputs a brake signal by the compressed air in the air tank 2, and the brake valve 3. The brake pedal 3a, the relay valve 4 that controls the supply and discharge of the compressed air in the air tank 2 to the brake booster 5, which will be described later, and the pneumatic pressure that generates the braking hydraulic pressure by the air pressure of the compressed air sent through the relay valve 4. -Brake booster 5 which is a hydraulic pressure conversion brake booster and a drive means of the present invention, a brake cylinder 6 which introduces the hydraulic pressure converted by this brake booster 5 to brake wheels, and a control from a controller (not shown) It operates based on the signal and the compressed air for the brake booster 5 is Supply and discharge, etc. by performing holding, and a modulator 9 for adjusting the air pressure to be introduced into the brake booster 5.

The modulator 9 corresponds to a control valve in the fluid pressure control device of the present invention. As an example, the modulator 9 is provided in the modulator body 9a as shown in FIG. An inlet chamber 21 that is connected through a passage 9e and is supplied with compressed air from the air tank 2 through the relay valve 4 when the brake valve 3 is operating, and an outlet that is connected to the brake booster 5 through an outlet-side air flow passage 9b. The chamber 22, an exhaust chamber 23 communicating with the atmosphere, a normally-closed holding on-off valve 24 for communicating and blocking the inlet chamber 21 and the outlet chamber 22, and an outlet chamber 22 between the outlet chamber 22 and the exhaust chamber 23. A normally-closed exhaust on-off valve 25 for communication and shutoff, a holding solenoid valve 26 for switching communication between the indicator pressure chamber 28 of the holding on-off valve 24 and the inlet chamber 21 or the atmosphere, and an exhaust valve An exhaust electromagnetic valve 27 is provided for switching communication between the instruction pressure chamber 29 of the opening / closing valve 25 and the inlet chamber 21 or the exhaust chamber 23. The solenoids of the holding solenoid valve 26 and the exhaust solenoid valve 27 are both connected to a controller (not shown).

As shown in detail in FIG. 5, the holding solenoid valve 26 is a valve 26 a for connecting and disconnecting the indicator pressure chamber 28 and the inlet chamber 21 via the passage 32 in response to a control signal from the controller. And a valve 26b for connecting and disconnecting the indicator pressure chamber 28 and the chamber 30 communicating with the atmosphere via the passage 33. When not operating, the valve 26a is closed and the valve 26b is opened. The indicator pressure chamber 28 communicates with the atmosphere.

On the other hand, the exhaust electromagnetic valve 27 is controlled by a control signal from the controller so that the valve 27 a for connecting and disconnecting the indicator pressure chamber 29 and the exhaust chamber 23 via the passage 34 and the passage 35 are provided. A valve 27b for communicating and shutting off the communication between the indicator pressure chamber 29 and the chamber 31 which is always in communication with the inlet chamber 21 is provided. When not operating, the valve 27a is closed and the valve 27b is opened. The indicator pressure chamber 29 communicates with the inlet chamber 21.

As shown in FIG. 6, the brake booster 5 includes a hydraulic piston 5 a that generates booster pressure to be supplied to the brake cylinder 6, and a reservoir (not shown) and a brake cylinder 6 that are provided in the hydraulic piston 5 a. 5b that controls the disconnection of the air, an air piston 5c that operates the hydraulic piston 5a by receiving the air pressure from the modulator 9, and a return spring 5d that constantly biases the air piston 5c toward the non-operation position. It has and.

During braking, by depressing the brake pedal 3a to operate the brake valve 3, a brake signal is sent to the relay valve 4 and the relay valve 4 operates. As a result, the compressed air in the air tank 2 is supplied to the inlet chamber 21 through the relay valve 4. Then, since the indicator pressure chamber 28 communicates with the atmosphere, the holding on-off valve 24 is opened by the input pressure of the compressed air supplied to the inlet chamber 21, and the brake valve 3 supplied to the inlet chamber 21 is opened. The compressed air is supplied to the brake booster 5 through the outlet chamber 22 and the outlet side air passage 9b. As a result, the air piston 5c and the hydraulic piston 5a are actuated, the valve 5b is closed, and the brake booster 5 generates braking hydraulic pressure. At this time, since the indicator pressure chamber 29 is in communication with the inlet chamber 21, the pressure of the inlet chamber 21 is introduced into the indicator pressure chamber 29, and the exhaust on-off valve 25 remains closed. The braking hydraulic pressure generated in the brake booster 5 is introduced into the brake cylinder 6, and the brake cylinder 6 operates the brake.

When the brake pedal 3a is released to bring the brake valve 3 to the inoperative position in order to release the braking, the brake signal is released and the relay valve 4 is in the inoperative position. Therefore, the compressed air supplied to the inlet chamber 21 is discharged to the atmosphere through the relay valve 4. Then, the compressed air supplied to the brake booster 5 is also exhausted to the atmosphere through the outlet chamber 22, the holding opening / closing valve 24, the inlet chamber 21, and the relay valve 4. As a result, the air piston 5c and the hydraulic piston 5a of the brake booster 5 move toward the non-actuated position, so that the brake pressure of the brake cylinder 6 decreases and the brake is released.

During braking, when the controller determines that the wheels are in the lock tendency based on the wheel speed signal from the wheel speed sensor (not shown), the controller holds the electromagnetic waves for holding the modulator 9 corresponding to the wheels in the lock tendency. Actuate valve 26.

As a result, the valve 26b is closed and the valve 26a is opened. Then, the input pressure of the inlet chamber 21 is introduced into the indicator pressure chamber 28, and the holding on-off valve 24 is closed by the pressure of the indicator pressure chamber 28, and the brake holding state is established. However, if the lock tendency has not been eliminated yet, then the exhaust solenoid valve 27 is activated. As a result, the valve 27b is closed and the valve 27a is opened. Then, the indicator pressure chamber 29 communicates with the exhaust chamber 23, the input pressure of the indicator pressure chamber 29 is discharged, and the exhaust on-off valve 25 is opened. As a result, the compressed air supplied to the brake booster 5 is exhausted through the exhaust chamber 23, and the brake pressure is reduced.

When the wheel lock tendency is eliminated, the holding solenoid valve 26 and the exhaust solenoid valve 27 are deactivated by the control signal from the controller. Then, the valve 27a is closed, the valve 27b is opened, the pressure of the inlet chamber 21 is introduced into the instruction pressure chamber 29, the exhaust on-off valve 25 is closed, the valve 26a is closed, and the valve 26b is opened. The pressure in the indicator pressure chamber 28 is discharged to the atmosphere, and the holding on-off valve 24 opens. As a result, compressed air is supplied to the brake booster 5 again, and the brake pressure is increased.

As described above, the holding electromagnetic valve 26 and the exhaust electromagnetic valve 27 operate according to the control signal from the controller, and control the pressure reduction, the holding, or the pressure increase with respect to the supply air pressure of the brake booster 5. Are repeated as appropriate, and anti-skid brake control is performed to eliminate the tendency of the wheels to lock.

[0015]

[Problems to be solved by the device]

 By the way, in the ABS control device 1 in this conventional air brake device, the diaphragm valve body 24a of the holding on-off valve 24 and the diaphragm valve body 25a of the exhaust gas on-off valve 25 in the modulator 9 are the spring force of the spring 24b and It is always urged in the closing direction by the spring force of the spring 25b corresponding to the urging means of the present invention. Therefore, the holding on-off valve 24 and the exhaust on-off valve 25 are designed to be held in the closed state when the valve bodies 24a and 25a are seated on the valve seats 9c and 9d, respectively, when they are not operated. In the closed state of the holding on-off valve 24 and the exhaust on-off valve 25, the outlet chamber 22 completely shuts off from the inlet chamber 21 and the exhaust chamber 23.

As described above, when the valve bodies 24a and 25a are constantly urged in the closing direction by the spring force of the springs 24b and 25b, the pressure in the outlet chamber 22 at the time of releasing the brake, that is, the holding on-off valve 24 or When the opening pressure of the exhaust on-off valve 25 becomes lower than the opening pressure, the holding on-off valve 24 and the exhaust on-off valve 25 are closed by the spring force of the springs 24b, 25b. Therefore, residual pressure is generated in the outlet chamber 22. That is, the input / output characteristics of the modulator 9 in the ABS control device 1 are such that a predetermined residual pressure is generated when the brake is released, as shown in FIG.

However, since the residual pressure is generated in the outlet chamber 22 when the brake is released in this way, the residual pressure is also generated in the brake booster 5 communicating with the outlet chamber 22. When a residual pressure is generated in the brake booster 5, the hydraulic piston 5a of the brake booster 5 cannot completely return to the non-actuated position, and the valve 5b provided in this hydraulic piston 5a is closed. Will be held in. As a result, residual pressure is also generated in the brake cylinder 6, and there is a possibility that brake drag may occur depending on the magnitude of this residual pressure.

Further, since the valve 5b of the hydraulic piston 5a is held in the closed state, there is a problem that the air in the oil pipe between the brake booster 5 and the brake cylinder 6 cannot be removed.

As a measure to solve these problems, the set load of the return spring 5d for urging the air piston 5c of the brake booster 5 shown in FIG. It is conceivable that pressure should not occur. However, when the set load of the return spring 5d is increased, the operation starting pressure of the brake booster 5 rises, so that there is a problem that the brake feeling deteriorates.

The present invention has been made in view of such a problem, and an object thereof is to reliably eliminate residual pressure when the engine is not operated and is not operated, without deteriorating the control feeling. To provide a control valve in a fluid pressure control device.

[0021]

[Means for Solving the Problems]

 In order to solve the above-mentioned problems, the invention of claim 1 provides an inlet chamber to which an operating pressure fluid input pressure is supplied from an operating fluid pressure source and an inactive inlet pressure is discharged, and a drive means. An outlet chamber connected to the outlet chamber, a discharge passage connected to the outlet chamber for discharging the working pressure fluid of the outlet chamber to the outside, and a predetermined pressure of the working pressure fluid from the fluid pressure source introduced at a predetermined time A first indicator pressure chamber, a second indicator pressure chamber into which the input pressure of the inlet chamber is introduced at a predetermined time, and a second indicator pressure chamber disposed between the inlet chamber and the outlet chamber, and closed by the pressure of the first indicator pressure chamber. Is disposed between the outlet chamber and the discharge passage, and a normally open holding on-off valve that is biased in the opening direction by the pressure in the inlet chamber and the pressure in the outlet chamber. , Is always biased in the valve closing direction by the biasing means, and the pressure in the second pressure chamber is increased. Ri is urged in the closing direction, it is characterized in that it further comprises a discharge-off valve is biased in the opening direction by the pressure of the outlet chamber.

According to a second aspect of the present invention, the valve element of the holding on-off valve is composed of a diaphragm valve, and when not operating, the valve element of the holding on-off valve is opened by the elastic force of the diaphragm. It is characterized by being held. Further, the invention of claim 3 is further provided with a passage communicating between the inlet chamber and the outlet chamber, and a pressure difference between the pressure of the outlet chamber and the pressure of the inlet chamber is provided in the passage. A discharge check valve is provided, which opens when a predetermined value or more is reached and permits only the flow of compressed air from the outlet chamber toward the inlet chamber.

Further, the invention of claim 4 is characterized in that the working pressure fluid is a brake working pressure fluid, and the driving means is a brake booster. Further, the invention of claim 5 is characterized in that the brake working pressure fluid is compressed air and the brake booster is a pneumatic-hydraulic conversion brake booster.

Further, in the invention of claim 6, a holding electromagnetic valve for controlling compressed air supplied to the first indicator pressure chamber and a discharge solenoid valve for controlling input pressure supplied to the second indicator pressure chamber. A solenoid valve is provided, and it is a modulator that adjusts the brake pressure in anti-skid brake control by driving and controlling the holding solenoid valve and the discharge solenoid valve when the wheel lock tendency is detected. It has a feature.

[0025]

[Action]

 In the control valve of the fluid pressure control device according to the present invention having such a configuration, since the holding on-off valve is a normally open valve, the inlet chamber and the outlet chamber are in communication when not operating. Therefore, when the control valve is deactuated, the pressure of the working fluid in the outlet chamber is completely discharged through the inlet chamber. This ensures that residual pressure is prevented from occurring in the outlet chamber. Further, since the residual pressure is surely prevented from being generated in the outlet chamber, it is not necessary to change the set load of the return biasing means of the drive means, so that the control feeling is surely deteriorated. Will be prevented.

In particular, according to the third aspect of the present invention, when the operation releasing operation is performed in the pressure holding state of the outlet chamber, the discharge check valve opens even if the holding opening / closing valve does not open immediately. Therefore, the working pressure fluid in the outlet chamber is quickly discharged through the check valve for discharge and the inlet chamber. This prevents a release delay in the operation release operation in the pressure holding state of the outlet chamber.

Further, in the inventions of claims 4 to 6, since the brake is completely released when the brake is released, the drag of the brake can be reliably prevented. Further, in the invention of claim 5, when the brake is released, the hydraulic piston of the pneumatic-hydraulic conversion brake booster is completely returned to the non-actuated position and the valve in the hydraulic piston is surely opened. You will be able to do it.

[0028]

【Example】

 Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a circuit diagram of an ABS control device having a modulator to which an embodiment of a control valve in a fluid pressure control device according to the present invention is applied, and FIG. 2 is an enlarged detailed sectional view of the modulator in this embodiment. . Most of the ABS control device of the present embodiment has the same configuration as the above-described conventional ABS control device, and therefore only different parts of the configuration will be described, and the same parts will be denoted by the same reference numerals as the conventional ABS control device. The detailed description is omitted by adding.

Although the conventional modulator 9 described above is provided with the spring 24b that constantly urges the diaphragm valve body 24a of the holding on-off valve 24 in the closing direction, in the present embodiment, FIG. 1 and FIG. As shown in (4), no spring is provided for constantly urging the diaphragm valve body 24a in the valve closing direction. When not operating, the valve body 24a is separated from the valve seat 9c by the elastic force of the diaphragm, so that the holding on-off valve 24 is normally open.

Further, in the present embodiment, the valve body 26 a of the holding electromagnetic valve 26 connects and disconnects the indicator pressure chamber 28 of the holding opening / closing valve 24 and the air tank 2 via the air flow passage 36. I am trying to do it.

Further, the main body 9 a is provided with a passage 37 that directly communicates the inlet chamber 21 and the outlet chamber 22 with bypassing the holding on-off valve 24, and the passage 37 is connected to the inlet chamber 21 and the outlet chamber 22. An exhaust check valve 38 is provided which allows only the flow of compressed air toward 21. This exhaust check valve 38 opens against the spring force of the spring when the pressure difference between the pressure in the outlet chamber 22 and the pressure in the inlet chamber 21 exceeds a predetermined value, and this causes the outlet valve to open. Compressed air flows from the chamber 22 to the inlet chamber 21. The other structure of the modulator 9 of this embodiment is exactly the same as that of the conventional modulator 9 shown in FIG.

The ABS control device of the present embodiment configured as described above performs most of the same actions as the above-described conventional ABS control device, but differs only partially in action. Therefore, only the operation of this different part will be described, and the description of the same part will be omitted.

During normal braking, when the brake pedal 3a is depressed to operate the brake valve 3, compressed air is supplied from the air tank 2 to the inlet chamber 21 through the relay valve 4, but the holding on-off valve 24 is open. The compressed air is further supplied to the brake booster 5 through the outlet chamber 22 and the outlet side air flow passage 9b, and the brake is operated.

On the other hand, when the brake pedal 3a is released to deactivate the brake valve 3 for releasing the brake, the brake signal is released and the relay valve 4 is deactivated. Therefore, similarly to the above-described conventional ABS control device, the compressed air of the brake booster 5 passes through the outlet side air flow passage 9b, the outlet chamber 22, the open holding opening / closing valve 24, the inlet chamber 21 and the relay valve 4. Through which it is discharged to the atmosphere. In that case, since the holding on-off valve 24 is a normally open valve, the compressed air in the outlet chamber 22 and the brake booster 5 is completely discharged.

As a result, the air piston 5c and the hydraulic piston 5a of the brake booster 5 are completely returned to the non-operating position, and the valve 5b of the brake booster 5 is completely opened, so that the brake fluid pressure becomes completely zero. The brake fluid in the brake cylinder 6 is discharged to the reservoir. As a result, the brake booster 5, the brake cylinder 6, and the modulator 9 are completely deactivated, and the brake is completely released. Therefore, no residual pressure is generated in the outlet chamber 22, the brake booster 5, and the brake cylinder 6 when the brake is released. In this way, the modulator 9 of the ABS control device of the present embodiment has the input / output characteristic as shown in FIG. 3 in which residual pressure does not occur.

During ABS control, when the holding solenoid valve 26 is actuated by the control signal from the controller, the valve 26a opens and the valve 26b closes, so compressed air from the air tank 2 is supplied to the instruction pressure chamber 28. To be done. The compressed air in the indicator pressure chamber 28 acts as an indicator pressure on the diaphragm valve element 24a, so that the valve element 24a moves to the right and seats on the valve seat 9c. That is, the holding on-off valve 24 is closed and the inlet chamber 21 and the outlet chamber 22 are shut off from each other. When the holding electromagnetic valve 26 is deactivated, the valve 26a is closed and the valve 26b is opened, so that the compressed air in the indicator pressure chamber 28 is discharged. As a result, due to the pressure of the inlet chamber 21 and the outlet chamber 22 on the right side of the valve body 24a and the elasticity of the diaphragm, the valve body 24a moves leftward and separates from the valve seat 9c. As a result, the holding on-off valve 24 opens and the inlet chamber 21 and the outlet chamber 22 communicate with each other.

When the brake pressure is reduced and held in the ABS control, the holding solenoid valve 26 is set in the operating state, so that the holding on-off valve 24 is set in the closed state as described above. Therefore, in the ABS pressure-decreasing and holding state of the brake pressure, the compressed air supplied from the air tank 2 through the relay valve 4 is not supplied from the input chamber 21 to the outlet chamber 22 and hence to the brake booster 5. The holding on-off valve 24 is set and held in the closed state while the compressed air is supplied to the instruction pressure chamber 28.

In addition, when the brake pressure is re-increased under the ABS control, the holding solenoid valve 26 is set in the non-operating state, so the compressed air in the indicator pressure chamber 28 is discharged and the holding on-off valve 24 is opened. Is set to. When the holding on-off valve 24 is open, the compressed air supplied from the air tank 2 is supplied to the brake booster 5 from the input chamber 21 through the outlet chamber 22 and the outlet-side air flow passage 9b.

Further, when the ABS control is released, the holding electromagnetic valve 26 is deactivated, so that the compressed air in the instruction pressure chamber 28 is discharged and the holding opening / closing valve 24 opens to open the inlet chamber 21 and the outlet chamber as described above. 22 communicates. Therefore, no residual pressure is generated in the outlet chamber 22 when the brake is released after the ABS control is released.

By the way, when the brake pedal 3a is returned while the brake pressure is being held in the ABS control, the holding on-off valve 24 does not open immediately, and the compressed air in the outlet chamber 22 and the brake booster 5 is not discharged quickly. Therefore, the brake release may be delayed. However, in this embodiment, when the pressure in the inlet chamber 21 decreases and the pressure difference between the pressure in the outlet chamber 22 and the pressure in the inlet chamber 21 exceeds a predetermined value, the exhaust check valve 38 opens, so the outlet Compressed air in the chamber 22 and the brake booster 5 is discharged through the exhaust check valve 38. After that, the holding on-off valve 24 is opened, so that the pressure difference between the pressure in the outlet chamber 22 and the pressure in the inlet chamber 21 becomes smaller than a predetermined value due to the pressure drop in the outlet chamber 22, and the exhaust check valve 38 is closed. However, the compressed air in the outlet chamber 22 and the brake booster 5 is discharged through the holding on-off valve 24. Thus, even if the brake release operation is performed while the brake pressure is being maintained in the ABS control, the brake can be released quickly.

As described above, in this embodiment, no residual pressure is generated in the brake cylinder 6 when the brake is released, so that the brake is completely released and the drag of the brake is reliably prevented. Further, since the valve 5b in the hydraulic piston 5a is opened when the brake is released, the air bleeding work can be reliably performed.

Furthermore, since it is not necessary to increase the spring force of the return spring 5d of the brake booster 5, it is possible to reliably prevent the control feeling of the brake booster 5, that is, the control feeling of the normal brake control and the ABS control, from deteriorating. it can.

In the above-described embodiment, the case where the present invention is applied to the modulator used in the anti-skid brake control device of the braking device using compressed air has been described, but the present invention is not necessarily limited to this. Instead, it can be applied to any control valve as long as it is a control valve in fluid pressure control.

[0044]

[Effect of device]

 As is clear from the above description, according to the control valve in the fluid pressure control device of the present invention, the holding on-off valve is a normally open valve, so that the pressure of the working fluid is completely removed when the control valve is inactive after the operation. Since it is possible to discharge the residual pressure in the outlet chamber, it is possible to reliably prevent generation of residual pressure in the outlet chamber.

Further, since the residual pressure is surely prevented from being generated in the outlet chamber, it is not necessary to change the set load of the return urging means of the drive means, so that the control feeling is deteriorated. Will be reliably prevented. Particularly, in the invention of claim 3, when the operation releasing operation is performed in the pressure holding state of the outlet chamber, the release delay can be reliably prevented.

Further, according to the inventions of claims 4 to 6, since the brake can be completely released when the brake is released, the drag of the brake can be reliably prevented. As a result, it is possible to reduce the wear of the brakes, prevent the braking force from decreasing due to overheating of the brakes, and further improve the running fuel consumption.

Further, according to the invention of claim 5, when the brake is released, the hydraulic piston of the pneumatic-hydraulic conversion brake booster is completely returned to the non-actuated position and the valve in the hydraulic piston is surely opened. Work can be performed reliably and in a short time.

[Brief description of drawings]

FIG. 1 is an ABS equipped with a modulator to which an embodiment of a control valve in a fluid pressure control device according to the present invention is applied.
It is a circuit diagram of a control device.

FIG. 2 is a sectional view of a modulator according to this embodiment.

FIG. 3 is a diagram showing the input / output characteristics of the control valve of the present invention.

FIG. 4 is a circuit diagram showing an example of a conventional anti-skid brake control device for a braking device using compressed air.

FIG. 5 is a sectional view of a conventional modulator for an anti-skid brake control device.

FIG. 6 is a cross-sectional view showing a brake booster in this conventional braking device using compressed air.

FIG. 7 is a diagram showing input / output characteristics of the conventional modulator for an anti-skid brake control device.

[Explanation of symbols]

1 ... ABS control device, 2 ... air tank, 3 ... brake valve, 3a ... brake pedal, 4 ... relay valve, 5 ...
Brake booster, 5a ... Hydraulic piston, 5
b ... valve, 5c ... air piston, 5d ... return spring, 6 ... brake cylinder, 9 ... modulator, 9a ...
Modulator body, 9b ... outlet side air flow passage, 9c, 9
d ... valve seat, 9e ... inlet side air flow passage, 21 ... inlet chamber, 2
2 ... Exit chamber, 23 ... Exhaust chamber, 24 ... Holding on-off valve, 24
a ... Diaphragm valve body, 25 ... Exhaust on-off valve, 25a ...
Diaphragm valve body, 25b ... Spring, 26 ... Holding solenoid valve, 27 ... Exhaust solenoid valve, 28, 29 ... Indicating pressure chamber,
30, 31 ... Chamber, 32, 33, 34, 35, 36, 37 ... Passage, 38 ... Exhaust check valve

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[Procedure amendment]

[Submission date] May 18, 1993

[Procedure Amendment 1]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 1

[Correction method] Change

[Correction content]

[Figure 1]

[Procedure Amendment 2]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 2

[Correction method] Change

[Correction content]

[Fig. 2]

[Procedure 3]

[Document name to be corrected] Drawing

[Name of item to be corrected] Figure 4

[Correction method] Change

[Correction content]

[Figure 4]

Claims (6)

[Scope of utility model registration request] 1. An inlet chamber to which an operating pressure fluid input pressure from an operating fluid pressure source is supplied and an inactive inlet pressure is discharged, an outlet chamber connected to a driving means, and the outlet chamber. A discharge passage that is connected and discharges the working pressure fluid in the outlet chamber to the outside, a first indicating pressure chamber into which the indicating pressure of the working pressure fluid from the fluid pressure source is introduced at a predetermined time, and an inlet chamber at the predetermined time It is arranged between a second indicator pressure chamber into which the input pressure is introduced and the inlet chamber and the outlet chamber, and is biased in the valve closing direction by the pressure of the first indicator pressure chamber. A normally open holding on-off valve that is urged in the valve opening direction by the pressure of the outlet chamber, and is disposed between the outlet chamber and the discharge passage, and is always urged in the valve closing direction by the urging means. The pressure in the second indicator pressure chamber urges the valve in the valve closing direction, and A control valve in a fluid pressure control device, comprising: a discharge on-off valve that is biased in a valve opening direction by pressure. 2. A valve body of the holding on-off valve is composed of a diaphragm valve, and when not operated, the valve body of the holding on-off valve is held in an open state by the elastic force of the diaphragm. The control valve in the fluid pressure control device according to claim 1. 3. Further, a passage is provided which communicates between the inlet chamber and the outlet chamber, and the pressure difference between the pressure in the outlet chamber and the pressure in the inlet chamber is equal to or more than a predetermined value in the passage. 3. The fluid pressure control device according to claim 1, further comprising a discharge check valve which is opened when the discharge pressure is increased and allows only the flow of compressed air from the outlet chamber toward the inlet chamber. Control valve in. 4. The control valve in a fluid control device according to claim 1, wherein the working pressure fluid is a brake working pressure fluid, and the driving means is a brake booster. 5. The control valve according to claim 4, wherein the brake actuation pressure fluid is compressed air, and the brake booster is a pneumatic-hydraulic conversion brake booster. 6. A holding solenoid valve for controlling compressed air supplied to the first indicator pressure chamber, and a discharge solenoid valve for controlling input pressure supplied to the second indicator pressure chamber are provided. 6. A modulator that adjusts the brake pressure in anti-skid brake control by drivingly controlling the holding solenoid valve and the discharge solenoid valve when a wheel locking tendency is detected. Control valve in the fluid pressure control device of.