JPS5984651A - Anti-skid device - Google Patents
Anti-skid deviceInfo
- Publication number
- JPS5984651A JPS5984651A JP19430582A JP19430582A JPS5984651A JP S5984651 A JPS5984651 A JP S5984651A JP 19430582 A JP19430582 A JP 19430582A JP 19430582 A JP19430582 A JP 19430582A JP S5984651 A JPS5984651 A JP S5984651A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- brake
- independent
- wheel brake
- rear wheel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
- B60T8/92—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action
- B60T8/94—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action on a fluid pressure regulator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/343—Systems characterised by their lay-out
- B60T8/344—Hydraulic systems
- B60T8/346—2 Channel systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/42—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
- B60T8/4275—Pump-back systems
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は車両ブレーキ系に用いるアンチスキッド装置の
改良に関し、詳しくは、独立２系統型とした車両ブレー
キ液圧伝達系の車輪ブレーキ液圧を、１つの液圧降下機
構を用いて同時に降下できるようにしたアンチスキッド
装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement of an anti-skid device used in a vehicle brake system, and more specifically, the present invention relates to an anti-skid device used in a vehicle brake system. This invention relates to an anti-skid device that allows simultaneous descent using
既知の如く、車両制動時における後輪ロックの発生は、
車両走行の方向性を失なわせることから特にその防止が
望まれ、後輪ロックの発生（ないしその発生の前段階）
に際して後輪（又は前後輪共に）ブレーキ液圧を急速降
下させる所謂アンチスキッド装置が従来より種々提案さ
れている。As is known, the occurrence of rear wheel lock during vehicle braking is
It is especially desirable to prevent this from occurring as it causes the vehicle to lose its direction of travel, and prevents the occurrence of rear wheel lock (or the stage before its occurrence).
Various so-called anti-skid devices have been proposed in the past that rapidly reduce the brake fluid pressure of the rear wheels (or both front and rear wheels).
このアンチスキッド装置の基本構成は、大略３つの部分
からなっており、その一つはマスクシリンダおら後輪ブ
レーキ装置への液圧伝達を遮断する機構（以−トシャッ
トオフバルブと称する）であり、他の一つは後輪ブレー
キ装置内の圧液をリザーバに逃がしてブレーキ液圧を降
下させる機構（ブレーキ液圧減圧機構）、更に他の一つ
はリザーバに逃げた圧液を後輪ブレーキ装置に戻して後
輪ブレーキ液圧を回復再上昇させる機構（液還流機構）
であり、これらが空圧作動機構を用いて形成されたシ、
あるいは電磁弁として形成されたりしている。The basic structure of this anti-skid device consists of roughly three parts, one of which is a mechanism (hereinafter referred to as a shut-off valve) that shuts off the transmission of hydraulic pressure from the mask cylinder to the rear wheel brake system. The other one is a mechanism that releases the pressure fluid in the rear wheel brake system to a reservoir to lower the brake fluid pressure (brake fluid pressure reduction mechanism), and the other one is a mechanism that releases the pressure fluid that escaped to the reservoir to reduce the brake fluid pressure. A mechanism that restores and raises the rear wheel brake fluid pressure again by returning it to the device (liquid recirculation mechanism)
and these are formed using a pneumatic actuation mechanism,
Alternatively, it may be formed as a solenoid valve.
ところで、近時における車両（４輪車、２輪車等）のブ
レーキ系は、その安全性の確保の上からブレーキ液圧系
を独立２系統に区分させるのが普通であシ、前述したア
ンチスキッド装置を用いるには各独立系について夫々同
装置を装備させることが必要になる。By the way, in modern brake systems of vehicles (four-wheeled vehicles, two-wheeled vehicles, etc.), the brake hydraulic system is usually divided into two independent systems in order to ensure safety. To use a skid device, it is necessary to equip each independent system with the same device.
しかし、仮りに前記した各独立系毎のアンチスキッド装
置を、その機能を阻害することなく一部でも共用化でき
れば構造上、又組立て作業上有利となることは飄う１で
もなく、本発明はこのような観点からなされたものであ
る−すなわち、前記アンチスキッド装置は、機構上ブレ
ーキ液圧減圧機構および液還流機構が比較的大型七なり
部品点数も多くなるから、これを各独立系について共用
できれば極めて有効である。そこでこれらの機構の作用
につき詳細に考えると、ブレーキ液圧減圧機構は決する
にブレーキ液を導入する室の容積を大きくさせることで
液圧を降下させる機能を持つものであり、したがって各
独立系の間で両系の液圧をバランスさせる手段を設けて
おき、一方の系にブレーキ液圧減圧機構を設ければ、こ
の一つのブレーキ液圧減圧機構によって両系のｔｌを圧
を共に減圧させることが可能となる。However, if it were possible to share even a part of the anti-skid devices for each of the independent systems described above without interfering with their functions, it would be advantageous in terms of structure and assembly work, and the present invention The anti-skid device was designed from this point of view; mechanically speaking, the brake fluid pressure reduction mechanism and fluid recirculation mechanism are relatively large and have a large number of parts; If possible, it would be extremely effective. Therefore, if we consider the functions of these mechanisms in detail, the brake fluid pressure reducing mechanism has the function of lowering the fluid pressure by increasing the volume of the chamber into which brake fluid is introduced, and therefore the function of each independent system is If a means for balancing the hydraulic pressures of both systems is provided between the two systems, and a brake fluid pressure reducing mechanism is provided in one system, it is possible to reduce the tl pressure of both systems by this one brake fluid pressure reducing mechanism. becomes possible.
本発明はこのような知見に基つきなされたもので、その
発明の装置は、沖両の４１論ブレーキ装置をクロス配管
型の独立２系統に設けると共に、マスクシリンダから前
記２系統のプレーチ装置に至る液伝達配管に夫々アンチ
スキッド制御時に弁開口を閉じるシャツトオフノくルフ
゛を介設し、このシャツトオフノ（ルブから車輪）゛レ
ーキ装置の間において各独立系の配管を接続して両者の
液圧を均衡させる液圧ノ〈ランス機構を設け、唄に前記
シャツトオフノ（ルブから車輪）゛レーキ装置の間にお
けるいずれか一方の独立系配管に、アンチスキッド制御
時に動作するブレーキ液圧減圧機構および液還流機構を
設けたことを特徴とするアンチスキッド装置にある。The present invention has been made based on such knowledge, and the device of the invention is to provide the Oki Ryo 41 theory brake equipment in two independent cross-piped systems, and to connect the mask cylinder to the brake equipment of the two systems. A shirt-off valve that closes the valve opening during anti-skid control is installed in each of the liquid transmission pipes leading to the shaft, and each independent system of pipes is connected between the shirt-off valve (from the valve to the wheel) and the rake device to balance the fluid pressure between the two. A brake fluid pressure reducing mechanism and a fluid recirculation mechanism that operate during anti-skid control are installed in either independent piping between the above-mentioned brake device (from the brake to the wheels) and the rake device. An anti-skid device is provided.
以下本発明を図面に示す実施例に基づいて説明する。The present invention will be described below based on embodiments shown in the drawings.
図において１はタンデム型のマスクシリンダであシ、ブ
レーキペダル２への路下によってΣ出立２系の液圧室に
夫々同液圧の圧力を生ずる○そして一方の系（第１系と
する）の液圧室は一方の前輪側ブレーキ装置３ａに接続
され、またシャットオフバルブ９ａを介して一方の後輪
１μｍｊブレーブレーキ液圧接続されている０また他方
の糸（第２系とする）の液圧室は、同様にイ［ロガの前
輪側ブレーキ装置３ｂおよび後輪側ブレーキ装置４ｂに
接続されており、これらの関係において、各独立系の配
管は、車両全体からみてクロス型となっている。なお５
．６および７．８はいずれもブレーキ液圧伝達配管（以
下単に配管とする）である。In the figure, 1 is a tandem type mask cylinder, which generates the same hydraulic pressure in the hydraulic pressure chambers of the two Σ departure systems by the passage to the brake pedal 2. ) is connected to one front wheel side brake device 3a, and is also connected to one rear wheel brake 1 μm j brake hydraulic pressure chamber via a shut-off valve 9a, and the other string (referred to as the second system) The hydraulic pressure chamber is similarly connected to the front wheel brake device 3b and the rear wheel brake device 4b of the Iloga, and in these relationships, the piping of each independent system is a cross type when viewed from the vehicle as a whole. ing. Note 5
．． 6 and 7.8 are both brake fluid pressure transmission pipes (hereinafter simply referred to as pipes).
まだ前記したンヤットオフバルプ９ａ（別系のシャット
オフバルブは９ｂとする）は、弁体１０がセットスプリ
ング１１によって偏倚されることによシ通常は弁開口を
開く常１ポ型をなし、ソレノイド１２の励磁により弁開
口を閉じる電磁作動弁をなしている。The above-mentioned shut-off valve 9a (another type of shut-off valve is designated as 9b) is a one-pot type in which the valve opening is normally opened by the valve body 10 being biased by the set spring 11. It is an electromagnetically operated valve that closes the valve opening by energizing the solenoid 12.
なおこの７ヤノトオフバルブ９ａ、 ｇｂは、図示しな
い電気制御回路に接続され、この′電気制御回路が制動
時において後輪の滑走が検昶されたときにバルブ作動信
号を発し、後輪滑走が検知されなくなった後、一定時間
あるいは後輪ブレーキ液圧が充分回復したときにバルブ
作動信号を停止するように動作することによってｆｔｊ
ｌｌ イ８されるものであり、この電気制御回路の構成
は既知のものでよい。The 7-way off valves 9a, gb are connected to an electric control circuit (not shown), and this electric control circuit issues a valve activation signal when rear wheel skidding is detected during braking, and when rear wheel skidding is detected. By operating to stop the valve operation signal for a certain period of time or when the rear wheel brake fluid pressure has fully recovered after the ftj
The configuration of this electric control circuit may be a known one.
１３は各独立系の後輪ブレーキ液圧をバランスさせるバ
ランス機構であり、配管６．８０両者に連通されたシリ
ンダ１４内にバランスピストン１５が収容され、後記す
る液圧減圧機構の接続される側の系（本例では第１系）
に対してシリンダ１４内の容積を減少する方向に移動で
きるように設けられている。通常はホールドスプリング
１６により第２系側の静止位置に偏倚係止されている。13 is a balance mechanism that balances the rear wheel brake fluid pressure of each independent system, and a balance piston 15 is housed in a cylinder 14 that communicates with both pipes 6 and 80, and the side to which the hydraulic pressure reducing mechanism described later is connected system (in this example, the first system)
The cylinder 14 is provided so that it can be moved in a direction that reduces the volume within the cylinder 14. Normally, the hold spring 16 biases and locks the second system at a rest position.
１７はソールリングである。17 is a sole ring.
そして前記第１系側の配管６には更にブレーキ液圧減圧
機構および液還流機構が接続されている。A brake fluid pressure reducing mechanism and a fluid recirculation mechanism are further connected to the first system side piping 6.
すなわち配管６は、常閉型のディケイバルブ１８を介し
てリザーバ２２に接続されており、これらがブレーキ液
圧減圧機構を構成している。That is, the pipe 6 is connected to the reservoir 22 via a normally closed decay valve 18, and these constitute a brake fluid pressure reduction mechanism.
ディケイバルブ１８は弁体１９がセットスプリング２０
によって通常弁開【コを閉じ、ソレノイド２１の励磁に
よって弁開口を開くように動作する電磁作動弁であり、
このソレノイド２１の作動は例えば前記した電気制御回
路によって、後輪の滑走検知時にバルブ作動１ぎ号を受
け、後輪の滑走解消によってバルブ作動信号の入力がな
くなるように設けられているものである。The decay valve 18 has a valve body 19 with a set spring 20
It is an electromagnetically operated valve that normally closes the valve open by energizing the solenoid 21 and opens the valve opening by energizing the solenoid 21.
The solenoid 21 is operated by, for example, the above-mentioned electric control circuit, so that when the rear wheel is detected to be skidding, the solenoid 21 receives a valve activation signal, and when the rear wheel is no longer skidding, the valve activation signal is no longer input. .
リザーバ２２は、リザーバシリンダ２３内に滑合されて
いるリザーバピストン２４が、通常はリターンスプリン
グ２５によって室内容積を酸小とする方向に偏倚係止さ
れ、前記ディケイバルブ１８の作動に手ってブレーキ液
圧が導入されたときには、この液圧を受けてリザーバピ
ストン２４がリターンスプリング２５に抗して移動する
ことにより室内容積を増すように設けられている。なお
２６はシールリングである。In the reservoir 22, a reservoir piston 24, which is slidably fitted into a reservoir cylinder 23, is normally biased and locked by a return spring 25 in a direction to reduce the interior volume of the chamber. When hydraulic pressure is introduced, the reservoir piston 24 moves against the return spring 25 in response to this hydraulic pressure, thereby increasing the chamber volume. Note that 26 is a seal ring.
以上の構成をなすブレーキ液圧減圧機構により第１系の
後輪ブレーキ液圧は、リザーバ２２に流れ込んで減圧さ
れることになり、またこれに伴イハランス磯構１３のバ
ランスピストン１５が第１系側に移動することで、第２
系のブレーキ液圧も減圧されることになる。Due to the brake fluid pressure reduction mechanism configured as described above, the rear wheel brake fluid pressure of the first system flows into the reservoir 22 and is reduced in pressure. By moving to the side, the second
The brake fluid pressure in the system will also be reduced.
次に液還流機構につき説明すると、本例のこれは既知の
一対のチェック弁２７．２８およびプランジャポンプ２
９を併用した型のものであり、プランジャポンプ２９の
往復動プランジャ３０が往復動するに伴いチェック弁２
７と２８が交互に弁開口を開き、このことによってリザ
ーバ２２室内の液を配管６側に漸次汲み上げるように動
作するものである。Next, the liquid reflux mechanism will be explained. In this example, a pair of known check valves 27 and 28 and a plunger pump 2 are used.
9, and as the reciprocating plunger 30 of the plunger pump 29 reciprocates, the check valve 2
7 and 28 open the valve openings alternately, thereby operating so that the liquid in the reservoir 22 is gradually pumped up to the piping 6 side.
なお３１は回転する偏心カムである。Note that 31 is a rotating eccentric cam.
以上の構成をなすアンチスキッド装置の動作について説
明すると、通常の制動時はシャットオフバルブ９ａ、９
ｂが常開し、ディケイバルブ１８が常閉しでいるだめマ
スクシリンダ１に発生した液圧は各ブレーキ装置に伝え
られ正常なブレーキ動作が行なわれる。To explain the operation of the anti-skid device having the above configuration, during normal braking, the shut-off valves 9a and 9
b is normally open and the decay valve 18 is normally closed, the hydraulic pressure generated in the mask cylinder 1 is transmitted to each brake device and normal braking operation is performed.
車両の制動時に仮りに第１系の後輪４ｂにおいて滑走が
生ずると、このことによって前述した電気制御回路がシ
ャットオフバルブ９ａ、 ９ｂおよびディケイバルブ１
８のバルブ作動信号を発する。If skidding occurs in the rear wheels 4b of the first system during braking of the vehicle, this causes the electric control circuit described above to shut off the shutoff valves 9a, 9b and the decay valve 1.
8 valve actuation signals are issued.
このため第１系のブレーキ液はリザーバ２２に流れ込む
。これに伴いバランス機構１３のバランスピストン１５
が第１系側に移動し、第２系側のブレーキ液圧は第１系
側と同液圧状態を保ちつつ減圧降下する。Therefore, the brake fluid of the first system flows into the reservoir 22. Along with this, the balance piston 15 of the balance mechanism 13
moves to the first system side, and the brake fluid pressure on the second system side decreases while maintaining the same hydraulic pressure state as the first system side.
このような動作により車両の後輪滑走が解消すれば、デ
ィケイバルブ１８のバルブ作動信号は停止され、液還流
機構によって第１系のブレーキ液圧は漸次回復再上昇ｌ
〜、第２系もバランス機構１３によって同様に液圧が回
復再上昇する。そして液圧が充分に回復すれば、シャッ
トオフバルブ９ａ、９ｂのバルブ作動信号も停止された
正常時の状態に復帰し、再び後輪の滑走が検知されれば
以上の動作を再び繰り返すことになる。When the rear wheel skidding of the vehicle is resolved by such an operation, the valve operation signal of the decay valve 18 is stopped, and the brake fluid pressure in the first system is gradually recovered and raised again by the fluid recirculation mechanism.
~, the hydraulic pressure of the second system is similarly restored and raised again by the balance mechanism 13. When the hydraulic pressure recovers sufficiently, the valve operation signals for the shutoff valves 9a and 9b will also return to their normal state where they are stopped, and if rear wheel skidding is detected again, the above operation will be repeated again. Become.
このように、本発明によれば、各独立系の間ニハランス
機構を設けることにより、ブレーキ液圧機構および液還
流機構を一つのみで両系に共用できることになり、構造
上等棟々の陰れた利点が得られることになる。As described above, according to the present invention, by providing a Nihalance mechanism between each independent system, only one brake fluid pressure mechanism and one fluid recirculation mechanism can be used in common for both systems. This means that you will be able to gain the benefits that you deserve.
なお本発明は以上説明した実施例のみに限定されるもの
ではなく、後輪側ブレーキ装置への液圧伝達配管の途中
にプロポーショニッグ型等の液圧制御装置を介設しても
よいし、シャットオフパルプの構造、あるいはブレーキ
液圧装置、液還流機構の構成も、図示の場合に限定され
るものでもなく、要は後輪又は前・後輪の各独立系の間
に両系の液圧をバランスさせるバランス機構を設け、こ
のことによって一方の系にはブレーキ液圧減圧機構およ
び液還流機構を不要としたものであればよいのである。Note that the present invention is not limited to the embodiments described above, and a hydraulic pressure control device such as a proportioning type may be interposed in the middle of the hydraulic pressure transmission piping to the rear wheel brake device. The structure of the shut-off pulp, the structure of the brake hydraulic system, and the liquid recirculation mechanism are not limited to those shown in the diagram. It is sufficient to provide a balance mechanism that balances the pressures, thereby eliminating the need for a brake fluid pressure reduction mechanism and a fluid recirculation mechanism in one system.
図面は本発明の一実施例を示すアンチスキッド装置の概
要構成図である。
１・・・マスクシリンダ ２・・・ブレーキペダル３
ａ 、 ３ ｂ ・・前輪０１１１ブレーキ装置４ａ
、４ｂ・・・後輪側ブレーキ装置
５．６．７．８・・・配管
ｇａ、 ｇｂ・・・シャットオフバルブ１０・・・弁体
１１・・・セットスプリング１２・・・ソレ
ノイド １３・・・バランス機構１４・・・シリンダ
１５・・・バランスピストン１６川ホールドスフ
リング １７・・・ソールリング１８・・・ディケイバ
ルブ １９・・・弁体２０・・・セットスプリング ２
１・・・ソレノイド２２・・・ＩＪ サ−ハ２３・・・
リザーバシリンダ２４・・・リザーバピストン ２５・
・リターンスプリング２６・・・シールリング ２７．
２８・・・チェック弁２９・・・プランジャポンプ ３
ｏ・・・プランジャ３１・・・カム。
１’；、−；１１
岸 １） 正 Ａ論
新部興飴、゛・（
１１，１
（′−８山：」The drawing is a schematic configuration diagram of an anti-skid device showing an embodiment of the present invention. 1...Mask cylinder 2...Brake pedal 3
a, 3 b...Front wheel 0111 brake device 4a
, 4b... Rear wheel brake device 5.6.7.8... Piping ga, gb... Shutoff valve 10... Valve body 11... Set spring 12... Solenoid 13...・Balance mechanism 14... Cylinder 15... Balance piston 16 River hold spring 17... Sole ring 18... Decay valve 19... Valve body 20... Set spring 2
1... Solenoid 22... IJ Saha 23...
Reservoir cylinder 24...Reservoir piston 25.
・Return spring 26...Seal ring 27.
28...Check valve 29...Plunger pump 3
o... Plunger 31... Cam. 1';, -;11 Kishi 1) Correct Theory A Shinbu Koame, ゛・( 11,1 ('-8 mountain:''
Claims (1)
統に設けると共に、マスクシリンダから前記２系統のブ
レーキ装置に至る液伝達配管に夫々アンチスキッド制御
時に弁開口を閉じるシャットオフパルプを介設し、この
シャットオフパルプから車輪ブレーキ装置の間において
各独立系の配管を接続して両者の液圧を均衡させる液圧
バランス機構を設け、更に前記シャットオフパルプから
車輪ブレーキ装置の間におけるいずれか一方の独立系配
管に、アンチスキッド制御時に動作するブレーキ液圧減
圧機構および液還流機構を設けたことを特徴とするアン
チスキッド装置。 ２ ノヤットオフバルブをマスクシリンダから各独立系
の前・後輪ブレーキ装置に至る液伝達配管に介設したこ
とを特徴とする特許請求の範囲第１項に記載したアンチ
スキッド装置。 ３ シャットオフパルプをマスクシリンダから各独立系
の後輪ブレーキ装置に至る液伝達配管に介設したことを
特徴とする特許請求の範囲第１項に記載したアンチスキ
ッド装置。[Scope of Claims] 1. The four-wheel brake system of the vehicle is provided in two independent cross-piped systems, and a shut is provided in each of the fluid transmission pipes from the mask cylinder to the two brake systems to close valve openings during anti-skid control. An off-pulp is interposed between the shut-off pulp and the wheel brake device, and a hydraulic pressure balance mechanism is provided to balance the hydraulic pressure between the two by connecting each independent pipe between the shut-off pulp and the wheel brake device. An anti-skid device characterized in that a brake fluid pressure reduction mechanism and a fluid recirculation mechanism that operate during anti-skid control are provided in one of the independent pipes between the two. 2. The anti-skid device as set forth in claim 1, characterized in that a no-yat-off valve is interposed in the fluid transmission piping from the mask cylinder to each independent front and rear wheel brake device. 3. The anti-skid device according to claim 1, characterized in that a shut-off pulp is interposed in a liquid transmission pipe extending from the mask cylinder to each independent rear wheel brake device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19430582A JPS5984651A (en) | 1982-11-05 | 1982-11-05 | Anti-skid device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19430582A JPS5984651A (en) | 1982-11-05 | 1982-11-05 | Anti-skid device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5984651A true JPS5984651A (en) | 1984-05-16 |
Family
ID=16322386
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19430582A Pending JPS5984651A (en) | 1982-11-05 | 1982-11-05 | Anti-skid device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5984651A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60248467A (en) * | 1984-05-23 | 1985-12-09 | Akebono Brake Ind Co Ltd | Anti-skid control device for car |
| JPH02136359A (en) * | 1988-11-18 | 1990-05-24 | Tokico Ltd | Hydraulic controller for skid preventing device |
-
1982
- 1982-11-05 JP JP19430582A patent/JPS5984651A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60248467A (en) * | 1984-05-23 | 1985-12-09 | Akebono Brake Ind Co Ltd | Anti-skid control device for car |
| JPH02136359A (en) * | 1988-11-18 | 1990-05-24 | Tokico Ltd | Hydraulic controller for skid preventing device |
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