JPS5928933Y2 - Valve for automobile fluid pressure brake system - Google Patents

Description

[Detailed description of the invention] The present invention relates to a valve for a fluid pressure braking system of an automobile, which operates when the automobile turns a curve and reduces the fluid pressure supplied to the side brake or brake group near the center of cornering. It particularly relates to valves controlled by suspension systems of motor vehicles such as the above.

Automotive fluid suspension systems are well known.

A strut is provided between the suspension component that moves with the vertical movement of the road wheels and the body of the vehicle, and the loads of the vehicle transferred to the road wheels by the struts are carried by the struts, and the load within the struts is Fluid pressure is the direct load carried by the strut! It's supposed to be proportional.

Usually the amount of fluid is varied so that the suspension automatically adjusts the height.

When the fluid is air or other gas, it also acts as a suspension spring.

When the fluid is oil or other liquid, an accumulator, usually in the form of a gas spring, doubles as the strut or is coupled to the strut to provide a suspension spring arrangement.

The object of the invention is to provide a valve for a hydraulic brake system of a motor vehicle, such as the one described here, which can be controlled by a fluid suspension system.

According to the present invention, a valve for a hydraulic brake system of an automobile includes (a) a housing; (b) first and second inlets for connection to a fluid pressure source controlled by a driver; (e) a first discharge port connected to one brake or group of brakes on one side of the vehicle; and (e) a second discharge port connected to one brake or group of brakes on the other side of the vehicle. a first check valve capable of blocking communication from the first suction port to the first discharge port; (f) capable of blocking communication from the second suction port to the second discharge port; (g) a first chamber in the housing that is connected to the first inlet through the first check valve and communicates with the first outlet; ) a second chamber within the housing connected to the second inlet and in communication with the second outlet through a second check valve; and (a) a first movable wall of the first chamber. a first plunger comprising: a first plunger configured to operate in either a forward direction to open a valve seat of the first check valve and a reverse direction to close the first check valve and increase the volume of the first chamber; a first plunger movably guided within the housing; a second plunger operatively associated with the first plunger and including a second movable wall of the second chamber; A second valve is movably guided within the housing in either a forward direction, which opens the valve seat of the second check valve, and a reverse direction, which closes the second check valve and increases the volume of the second chamber. A control port for communicating with the second pusher and the first fluid suspension strut on one side of the QO vehicle so that fluid pressure is applied by the strut in proportion to the load experienced by the road wheels on the same side. (2) a control port for communicating with a second fluid suspension strut on the other side of the vehicle, the load being experienced by the road wheels on the same side! a second control port for generating a proportional fluid pressure by the strut; a third movable wall for deflecting the first plunger in a direction to open the seat; a fourth movable wall that biases the second plunger in the direction of opening the valve seat of the second check valve; and if the pressure in both control ports is the same, the first and second check valves Both check valves are in the normal position where the valve seats are open, but when the pressure in the second control port is higher than the pressure in the first control port, the first plunger When the check valve is closed and the volume of the first chamber is increased, and the pressure in the first control port is higher than the pressure in the second control port, the second plunger The second check valve is closed and the volume of the second chamber is increased.

In some devices, particularly when the brake operating fluid is a gas such as air, first and second exhaust valves may be provided, the first exhaust valve being in a position beyond the closed position of the first check valve. First
The second discharge valve is arranged to further move the plunger in the direction of closing the check valve of the first chamber, thereby reducing the brake operating pressure in the first chamber, and the second discharge valve The brake operating pressure in the second chamber may be lowered by further moving the second plunger in the direction of closing the second check valve beyond the closing position of the check valve. good.

When the brake operating fluid is a liquid, the compressibility of the brake system as a whole, including the piping and hoses connecting the brake system to the valve, is determined by a slight movement of the first and second movable walls. Care is taken to increase the volume of the pump to a sufficient extent to reduce the pressure operating pressure by the necessary amount without the need for a discharge valve.

An embodiment of the present invention will now be described with reference to the accompanying drawings showing, by way of example, a cross section of a valve according to the present invention.

Valve 11 consists of a housing containing two castings 12 and 13 having stepped through holes closed at their outer ends with end plugs 14 and 15, respectively.

The end plug 14 includes a first inlet 16 and a first check valve 11 therein, and the end cap 15 includes a second inlet 18 and a second check valve 19 therein.

The end plug 14 forms the wall of a first cylindrical chamber 21 , which in turn forms a wall of a first check valve 17 .
A first discharge port 2 communicating with the first suction port 16 through the
It communicates with 2.

Similarly, the end plug 15 forms the wall of a second cylindrical chamber 23 which communicates with the second inlet 18 through a second check valve 19 and with the second outlet. It communicates with the exit 24.

A first stepped plunger 25 slidable within the stepped bore of the casting 12 has a projecting end 26 at its end proximal to the end plug 14.
The projecting end serves to release the ball of the first check valve 11 from the valve seat.

A second stepped plunger 27 , which is likewise slidable within a stepped bore in the casting 13 , has a projecting end 28 at its end proximal to the end plug 15 , thereby allowing the ball of the second check valve 19 to The function is to release the valve from the valve seat.

The end of the first stepped plunger 25, which includes the protruding end 26, acts as the first movable wall of the first chamber 21, and the end of the second stepped plunger 21, which also includes the protruding end 28, acts as a first movable wall of the first chamber 21. It acts as a second movable wall of the second chamber 23.

Each stepped plunger 25, 27 has two effective diameter sections, the smaller diameter section being sealed by annular seals 29.3N (at the plunger 25) and 32.33 (at the plunger 27), and the larger diameter section are sealed by annular seals 34 (at plunger 25) and 35 (at plunger 27).

The annular portion formed by the step between the smaller and larger effective diameters of the second stepped plunger 27 serves as a third movable wall, and the pressure in the first control port 36 in the casting 13 is act.

The pressure acting on the third movable wall biases the second stepped plunger 27 away from the end plug 15 and impacts the first stepped plunger and the second stepped plunger 27. Because of the contact, it operatively engages the first stepped plunger 25 and biases the first stepped plunger 25 in the same direction.

Similarly, a fourth movable portion is formed by the portion between the smaller and larger effective diameters of the first stepped plunger 25, and this fourth movable wall is connected to the pressure of the second control port 37. act.

The pressure acting on the fourth movable wall is transferred from the end plug 14 to the first movable wall.
biases the stepped plunger 25 away from the first end plug 14 and abuts the second stepped plunger 27 so that the second stepped plunger 27 is not operatively engaged. and also biases the second stepped plunger 27 in the same direction.

Plungers 25 and 27 are dimensioned so that in their normal central positions, the valve seats of both check valves 17 and 19 are open.

Centering of the plungers 25, 27 is aided by preloaded springs 38 and 39 located within the first chamber 21 and second chamber 23, respectively.

These springs each act on a washer 41 so that as the pusher 25 moves beyond the center position toward the end plug 14, the spring 38 is compressed and the plunger 27 moves beyond the center position toward the end plug. When moving towards the inner plug 15, another spring 39 is compressed.

When the valve 11 is installed in a car, there are two intake ports 1
6.18 is connected to the driver's brake hydraulic master cylinder or equivalent device, and the outlet 22 is connected to the front brake on one side of the vehicle and the outlet 24
is connected to the front brake on the other side of the vehicle.

The control port 36 is connected to the outlet 22 for connection to a hydro-pneumatic suspension strut 42 (shown schematically) that supports the weight acting on the vehicle wheel on the same side as the actuated brake. It is something.

Similarly, the control port 37 is for connection to a hydro-pneumatic suspension strut 43 (also shown schematically) which supports the weight acting on the corresponding wheel on the other side of the vehicle.

Each suspension strut 42°43 (each control bow)
A pressure is generated at 36.37, which pressure is proportional to the weight supported by each wheel.

When the pressures at the control ports 36 and 37 are the same, i.e. when the vehicle is stationary or traveling in a straight line, the deflection loads on each plunger 25 and 27 are the same and opposite in direction. Since then, plungers 25 and 27 maintain their centered positions.

The brake pressure at the inlets 16 and 18 is transmitted without resistance to the outlet ports 21 and 23, and since the pressures in the chambers 21 and 23 are the same, the plungers 25 and 27 remain centered no matter how much the brake pressure changes. maintain.

When the car makes a sharp turn and the struts 43 are compressed and the struts 42 are expanded, the load borne by the wheels associated with the brakes connected to the discharge ports 22 and activated decreases, and the brakes connected to the discharge ports 24 are activated. The load borne by the wheels associated with the brakes increases.

If you don't press the brakes when your car makes a sharp turn,
The pressure in the control port 37 is relatively greater than the pressure in the control port 36, so that the plunger 25
and 27 move away from the end plug 14 to close the valve seat of the check valve 17, and the communication from the first suction port 16 to the first discharge port 22 is cut off, and the volume of the first chamber 21 is reduced. increase

Even if the driver steps on the brake, the direct effect is only to transmit pressure from the second inlet 18 to the second outlet 24 and from the first inlet 16 to the first outlet 22. There's nothing to do.

This condition occurs when plungers 25 and 27 are caused by an imbalance in suspension pressure across control ports 36 and 37.
is counteracted by the opposite deflection caused by the imbalance of brake pressures in chambers 21 and 23, opening the seat of first check valve 17 and allowing the required amount of fluid to flow to first outlet 22. Continue with l, which will make you want to do something.

Subsequently, as the pressure in the first chamber 21 increases, the plungers 25 and 21 are deflected away from the terminal plug 14, closing the valve seat of the check valve 17 and thus causing the master cylinder at the inlets 16 and 18 to close. As the pressure of plunger 25 increases steadily
and 27 reciprocate back and forth to close and open the valve seat of the first check valve 17 to maintain force balance.

When the brakes are applied before the vehicle makes a sharp turn, the increase in pressure in control port 37 over the pressure in control port 36 causes plungers 25 and 27 to move away from end plug 14 in the same manner as described above.

However, after the valve seat of the first check valve 17 is closed, the plunger 25 continues to move away from the end plug 14 and the volume of the first chamber 21 increases, so that the first discharge port The brake pressure at 22 decreases.

This condition continues until the force balance of both plungers is restored.

Since the valve 11 has a symmetrical shape, when making a sharp turn in the opposite direction, it operates in exactly the same manner as described when making a sharp turn in the previously mentioned direction.

Although in the embodiment described, the first plunger 25 and the second plunger 27 are separate parts for ease of manufacture and assembly, they may be joined together as one piece or may be assembled as one piece if desired. May be manufactured.

[Brief explanation of drawings]

The attached figure is a sectional view of the valve according to the present invention, and the suspension device that supports the weight acting on both wheels is shown as a model valve...11.
Housing...12, 13, first intake port...16
, first check valve...11, second suction port...18,
Second check valve...19, first chamber...21
．． First discharge port...22, second chamber...2
3. Second discharge port... 24. First plunger...
・25, the protruding end of the first plunger...26, the second
plunger...27, second plunger protruding end...28, first control port...36, second control port...37, spring...38, 39 , 1st
fluid suspension strut...42, second fluid suspension strut...43°

Claims (5)

[Scope of utility model registration request] (1) In a valve for a hydraulic brake system of an automobile, (
b) a housing; (b) first and second inlets for connection to a fluid pressure source controlled by the driver; and a first discharge for connection to a brake on one side of the vehicle. an outlet; a second outlet connected to the brake on the other side of the vehicle; and a first check valve capable of blocking communication from the first inlet to the first outlet. (→ a second check valve capable of blocking communication from the second suction port to the second discharge port; a first chamber in the housing in communication with and to the first outlet; and (to) in communication with the second inlet and in communication with the second outlet via a second check valve. a second chamber within the housing; (a) defining a first movable wall of the first chamber;
a first check valve guided for movement within the housing either in a direction to open the valve seat of the first check valve or in an opposite direction to close the first check valve and increase the volume of the first chamber; 0) closing a second check valve defining a second movable wall of the second chamber and also housing a valve seat of the second check valve in the direction of opening the valve seat of the second check valve; a second plunger guided to move within the housing in either of the opposite directions increasing the volume of the chamber 7 of QL) controlling the wheel on the side closer to the center of cornering when the vehicle takes a curve; a plunger control device that controls a pusher to reduce the operating pressure of a brake that controls a wheel on a side far from the center of cornering than the operating pressure of a brake that controls a wheel on a side far from the center of cornering; In the valve for a hydraulic brake system of an automobile, the second check valve is disposed so as to be normally open, and the Pussinger control device further includes: a first control port that communicates with and is subject to a first fluid suspension strut that generates a pressure that is substantially proportional to the load experienced by the road wheel; In operation, the third plunger is pressurized by the pressure of the first control port so as to be connected to the first plunger and bias the first plunger in the direction of opening the valve seat of the first check valve. movable wall and (2) a second control port located on the other side of the vehicle and communicating with and subject to a second fluid suspension strut that generates a pressure substantially proportional to the load experienced by the road wheels on the same side; and a second pusher in communication with the second control port and operatively connected to the second plunger to bias the second pusher in a direction to open the valve seat of the second check valve. a fourth movable wall that is pressurized by the pressure of the control port I; The first discharge valve is arranged such that when the first plunger attempts to move further in the direction of closing the first check valve, the first discharge valve is operated to reduce the brake operating pressure in the first chamber, and the second discharge valve is operated so as to reduce the brake operating pressure in the first chamber. If the second plunger attempts to move further in the direction of closing the second check valve beyond the closing position of the second check valve, the brake operation pressure in the second chamber will be reduced. The valve according to claim 1 of the utility model registration, characterized in that a second discharge valve is provided. (3) the second plunger is disposed with a third movable wall, the first plunger is disposed with a fourth movable wall, and in use the first plunger is disposed with a third movable wall; Second
A utility model registration claim characterized in that the second plunger is deflected by the suspension pressure of the control port of the first control port and is deflected in the opposite direction by the suspension pressure of the first control port. The valve described in paragraph 1 or paragraph 2. (4) The first plunger has a protrusion that opens the valve seat of the first check valve, and the second plunger has a protrusion that opens the valve seat of the second check valve. A valve according to any one of claims 1 to 3 of the utility model registration claims, characterized in that: (5) A center position biasing spring is provided in each of the first and second chambers, and only one of the center position biasing springs is activated when the plunger moves from the normal position. A valve recited in any one of claims 1 to 4 of the claims for utility model registration.