JPS60110556A - Brake fluid pressure retaining device - Google Patents

Abstract

PURPOSE:To make the return of the brake fluid pressure proper by providing a fluid pressure retaining valve, which closes the passage of a brake fluid pressure transmitting system during the time from the stoppage to the following starting of a car, and a velocity regulating valve, which suppresses the return velocity of a brake fluid from a brake device to an input equipment. CONSTITUTION:When brake fluid pressure is transmitted from a master cylinder on the upper part to a velocity regulating valve by means of a braking action, a valve body 3 is lowered compressing a hold spring 5. Accordingly, the pressure fluid is immediately transmitted to a brake device side on the lower part, through a gap created between the valve body 3 and a valve seat 2. On the other hand, when the brake fluid pressure returns from the brake device side to the master cylinder side by releasing the brake, the valve body 3 is pressed against the valve seat 2, and the pressure fluid is circumferentially separated and gently returns only through more than one groove 4 in the direction of a bus. Thereby, any shocking return, etc. of a brake pedal on releasing a fluid pressure retaining valve, can be suppressed, by appropriately setting the throttling degree, in the return direction, of the pressrure fluid.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a brake fluid pressure holding device for a vehicle, and more particularly to a flow rate regulating valve that suppresses the flow of brake fluid when the hydraulic pressure is stopped being maintained.

In general vehicle driving operations, when a vehicle has stopped due to braking, it is necessary to keep pressing the brake pedal to secure braking force, release the brake pedal and leave it alone, or even stop the vehicle on a slope etc. As is often done, the parking brake system is operated to ensure a secure stop or to maintain the L state, but this is done selectively depending on the situation at the time, the driver's habits, etc. It's normal. However, since it is not desirable for a stopped vehicle to suddenly move, it is generally desirable to operate the parking brake device described above or continue to depress the brake pedal.

However, such an operation is complicated, and since the parking brake is often not used except on slopes, there is a risk that a stopped vehicle will be in a state where no braking is applied at all, leading to unexpected movement.

Therefore, Motoyama [one person performs the braking operation of a vehicle with a hydraulically actuated braking mechanism, that is, after the vehicle has stopped by operating the brakes, the next operation for moving the vehicle forward (or backward),
In other words, until the clutch is engaged and an operation such as starting is performed, the mask cylinder, etc. input is For example, an electromagnetically actuated hydraulic pressure retaining valve is interposed in the hydraulic path connecting the equipment to the foil cylinder, and the hydraulic pressure retaining pulp is maintained between the vehicle stopping operation (braking operation) and the next vehicle starting operation. We have developed a system that maintains the brake fluid pressure inside the boil cylinder.

This basically has the following configuration.

That is, in the brake fluid pressure transmission system of the vehicle, an input fluid chamber on the master stand cylinder side and an output fluid chamber on the brake device 4 side,
Furthermore, it is equipped with a normally open type hydraulic pressure retaining pulp that can open and close the communication between these, and an actuation mechanism that moves this hydraulic pressure retaining pulp to a closed state by movement by an armature's electromagnetic force or mechanically. The switching valve is maintained in a closed state by the operation of the electromagnetic actuating mechanism when the vehicle is stopped.

By the way, such hydraulic pressure retaining pulp (hereinafter referred to as Autos I)
- Regarding the brake fluid pressure transmission system that uses a knob valve (referred to as a knob valve), the following points were found to need improvement in actual use. In other words, considering the situation when the hydraulic pressure sealed in the brake system is returned to an input device such as a mask cylinder (hereinafter referred to as a mask cylinder) when the vehicle starts the next time, this is because the auto stop valve is electromagnetically activated. As a result of unclosing the path,
High hydraulic pressure within the brake system is instantaneously transmitted to the mask cylinder, which often causes the brake pedal to return to its original position with an impact, placing a large burden on input devices due to vibrations, or This can cause liver abnormalities and may also give unexpected shocks to the driver. This problem becomes particularly acute when high brake fluid pressure is contained.

The present invention solves the difficulty of installing such an auto-stop valve, and makes it possible to return the brake fluid pressure when the contained fluid pressure is released in a state as gentle as that normally done by stepping on the brake fluid. The object of the present invention is to provide a brake fluid pressure holding device having a flow rate regulating valve. However, it goes without saying that the flow rate adjustment valve must not suppress the transmission of hydraulic pressure to the brake system during braking, and in this sense, conventionally, the flow rate adjustment valve must not suppress the transmission of hydraulic pressure to the brake system when braking. It can be said that this is a flow rate regulating valve that provides a return state of the brake fluid pressure that approximately matches the above.

Therefore, the gist of the present invention to achieve such an object is to provide a brake fluid pressure transmission system which is installed in the brake fluid pressure transmission system, and which is capable of controlling the brake fluid pressure from the time of the intermediate stop to the next intermediate forward movement, and from the time of the intermediate stop to the next intermediate forward movement until 14:00. an auto-stop pulp that closes the transmission system path and maintains the hydraulic pressure in the brake equipment (6); and an iAt that is interposed in the transmission system and suppresses the speed at which brake fluid is returned from the brake equipment to the input device. A brake fluid pressure holding device characterized by comprising a speed adjustment valve.

The present invention will be explained below based on the drawings.

Fig. 1 shows an example of a flow rate regulating valve according to the present invention. The upper part of the figure is connected to the mask cylinder side, the lower part of the figure is connected to the brake device side, and the auto stop valve (not shown) is connected to the mask cylinder side. It may be located either upstream or downstream. In the figure, reference numeral 1 denotes a valve seat, which has a small-diameter stepped flow path inside, and the large-diameter portion is located on the downstream side.

The small diameter stepped shoulder forms the valve seat 2. Reference numeral 3 denotes a valve body disposed within the large-diameter flow path, which is brought into contact with the valve seat 2 by a lightly loaded hold spring 5. Incidentally, on the circumferential surface of the valve body, generatrix direction grooves 4 which communicate the large and small diameter channels when seated on the valve seat of the valve body are provided in the circumferential direction at a distance (a plurality of grooves (in this example, 4 grooves) with a negative sign). It is being

To explain the function of the flow rate adjustment valve with such a configuration, when brake fluid pressure is transmitted from the upper side of the figure from the mask cylinder due to brake operation, the valve body 3 compresses the lightly loaded hold spring 5 due to the fluid pressure action. and then moved downward. Therefore, the pressure fluid is quickly transmitted to the brake device *111I (lower part of the figure) through the spaced gap between the valve body and the valve seat. This state is indicated by a double-lined arrow in the figure. On the other hand, when we consider the case where the brake fluid pressure returns from the brake device side to the mask cylinder side when the brake is released, the valve body 3 is strongly pressed against the valve seat 2 by the hydraulic action, and therefore the flow of pressure fluid passes through the groove 4. It will slowly return to the mask cylinder side. This state is indicated by a single-claw arrow in the figure.

In this way, the flow rate adjustment valve shown in Fig. 1 is a one-way throttle valve that suppresses the DtL flow of the fluid in the return direction of the pressure fluid. If the pressure fluid is set to the same level as the general pressure fluid return when releasing the brake on the road, there will be no strange feeling when the brake is released, and the brake pedal pressure will be lower when the auto stop valve is released. This means that the shocking return of

FIG. 2 shows another example of the flow rate regulating valve. In this example, a cylindrical body 10 made of Nicom is used to restrict the flow of pressure fluid in one direction.
is used. This rubber cylindrical body 10 has a shape shown in the cross-sectional view of FIG. The nozzle portion 13 has a flat nozzle portion 13 extending from one end side of the cylindrical portion J1, and a slit 14 extending from the inside of the cylindrical portion J1 to the tip of the nozzle portion is bored in the nozzle portion 13. Normally (natural state), this nozzle part 13 closes the slit 14 due to its own shape retention (see FIG. 3 (b)), and the ml
The slit 14 is provided so that it can be expanded when pressure is applied from inside the shaped portion 11 (Fig. 3 (c)).
reference).

Then, such a rubber cylinder 1o is assembled to the stepped portion 15 of the path using a set spring 16 as shown in FIG. The pressure fluid is allowed to flow quickly, but the flow in the opposite direction is suppressed.

It goes without saying that the degree of suppression of the pressure fluid can be appropriately selected depending on the shape of the groove 12 and the like.

Fig. 4 shows an example in which the flow rate regulating valve shown in Fig. 1 is integrated into the input boat portion A of the auto stop valve 21, and Fig. 5 shows the same flow velocity regulating valve as the auto stop valve. An example is shown in which it is connected separately to a human-powered boat.

Although the internal structure of the auto stop valve in this case is not particularly shown, in short, in response to the vehicle stop, the internal flow path passing through the input boat and output ports 1-A and B is connected to an electromagnetic switching type normally open valve. By closing the a
Any known type that maintains l pressure may be used.

FIGS. 6 and 7 show a case in which a flow rate regulating valve is installed not only on the input boat A side but also on the output boat B side in addition to those in FIGS. 4 and 5, respectively. Such a configuration is used to achieve a purpose such as providing a large throttling effect or preventing blockage of the flow path by dividing the throttling part into two parts and reducing the throttling ratio for each part. be. Therefore, it is natural that the flow rate regulating valve may be mounted on the tool for this purpose.

As described above, the brake pressure holding device according to the present invention suitably overcomes the difficulties that arise in the practical implementation of this device, and its practical benefits are significant.

[Brief explanation of drawings]

Figures 1 and 2 are diagrams showing the structure of the flow rate regulating valve used in the present invention, respectively, and Figures 3 (a), (b), and (c) are views of the rubber cylinder shown in Figure 2. The figures for explaining the shape, construction, and function, and FIGS. 4 to 7 are views showing examples of the assembly position of the flow rate regulating valve shown in FIG. 1, respectively. 1...Valve seat 2...Valve seat 3...Valve body 4...Groove 5...Hold spring 10...Cylinder body 11...
- Cylindrical part 12...Groove 13...Nozzle part 14...Slit 15...Stepped part 16...Set spring 21.22...Auto stop valve. Figure 1 3 4 (a) θ

Claims (1)

[Claims] a hydraulic pressure retaining pulp that is interposed in a brake fluid pressure transmission system and closes the transmission system path and maintains the fluid pressure in the brake device from the time the vehicle stops until the next time the vehicle moves forward or backward; What is claimed is: 1. A brake fluid pressure holding device, comprising: a flow rate regulating valve that is interposed in a brake system and suppresses the return speed of brake fluid from a brake device to an input device.