JPS6015497B2 - Brake hydraulic control valve device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a two-system brake hydraulic control valve device for vehicles, particularly four-wheeled vehicles.

Accordingly, as such a device, the output hydraulic pressure of the first and second output boats is connected to each independent oil passage connecting the first and second output boats of the master cylinder and the left and right rear wheel brakes. The first and second pressure reducing valves are used to proportionally reduce and transmit the pressure to the left and right rear wheel brakes, respectively, to prevent rear wheel locking caused by a decrease in rear wheel load due to braking. In this system, when braking when both hydraulic circuits are normal, it is necessary to always balance the pressures at which the pressure reducing action starts from both pressure reducing valves in order to stabilize the braking posture of the vehicle. It is necessary, and it is desirable to stop the pressure reducing function of the pressure reducing valve in the normal system during braking when one system of hydraulic circuits breaks down, in order to prevent a shortage of braking force due to the above-mentioned fault.

The present invention satisfies all of the above requirements, and has a simple and compact configuration that allows the driver to quickly confirm and determine if a failure occurs in either of the two oil passages. The purpose is to provide equipment.

Hereinafter, embodiments of the present invention will be explained with reference to the drawings.
First, in FIG. 1, M denotes a known tandem master cylinder, Bf, , Bf2, which is operated by a brake pedal 1.
Br, , Br2 indicate left and right front wheel brakes, and Br2 indicate left and right rear wheel brakes, respectively.

In addition, 2 is a valve box (not shown) that is fixed to a proper place on the vehicle body.
On the outside thereof, the first output boat P of the master cylinder M,
and the first inlet 3 connected via the oil passage L, and the oil passage L.
The first and second outlets 4 and 42 are respectively connected to the left front brake Bf and the right rear wheel brake Br2 via the oil passage Lr and the second output boat P2 of the master cylinder M, and the oil passage - The second inlet 32 is connected to the right front wheel brake Bf via the oil passage Lf and the oil abbreviation -r.
2 and the third connected to the left rear wheel brake, respectively.
and fourth outlets 43, 44 are opened. 1st entrance 3,
, the first and second pressure reducing valves 5, 52 are provided in parallel in the valve case 2 to control the passage between the second outlet 42 and the second inlet 32 and the fourth outlet 44, respectively. The first pressure reducing valve 5 has an input hydraulic chamber 6 and an output hydraulic chamber 7 communicating with the first inlet 3 and the second outlet 42, respectively, and an elastic member such as rubber installed between the two hydraulic chambers 6 and 7. Valve seat 8
and a valve body 9 that cooperates with the valve seat 8 to allow and shut off communication between the two hydraulic chambers 6 and 7, and a valve body 9 that is contracted between the valve seat 8 and the valve body 9 and holds the valve seat 8. It is composed of a coil spring Sp.

The valve body 9 has a pressure receiving piston 11 integrally formed in the middle part of a valve punch 10 which passes through the valve hole of the valve seat 8 and both hydraulic chambers 6 and 7 and is slidably supported at both ends in the valve case 2. The pressure receiving piston 11 is opposed to the valve seat 8 in the output hydraulic chamber 7, and the input hydraulic chamber 6 side portion of the valve punch 10 and the output hydraulic chamber 7 side portion are separated in diameter by the pressure receiving piston 11 as a boundary. The former is made larger, so that the area of the pressure receiving surface B on the opposite side is made larger than that of the pressure receiving surface A facing the valve seat 8 of the pressure receiving piston 11 (ie, A<B). Second pressure reducing valve 5
2 has the same configuration as the first pressure reducing valve 5 described above, except that the input and output hydraulic chambers 6 and 7 communicate with the second inlet 32 and the fourth outlet 44, respectively. valve 5,
Corresponding parts are given the same reference numerals. Front wheel brake B
The first and third outlets 4, 43 connected to f, , Bf2 are connected to the input hydraulic chambers 6, 6 of the first and second pressure reducing valves 5, 52, respectively. Further, the valve case 2 has a substantially cylindrical lever housing 12 adjacent to the input hydraulic chambers 6, 6 of the first and second pressure reducing valves 5, 52.
2 includes a balance lever 13 that supports the pressure reducing valves 5, 52 so as to bridge one end of the two valve holes 10, 10, and presses it toward the valve holes 10, 10. 'Mimi 14' is accommodated.

The tips of the valve punches 10, 10 that come into contact with the balance lever 13 are formed into spherical shapes 15, 15.

The balance lever 13 has a cup shape, and has spherical surfaces 16, 16 formed on the outer bottom surface of the cup to serve as a punch support surface, and the length 12 of the outer peripheral surface is 12/1, 111/1, relative to the outer diameter 1. 2
It is formed in the relationship of The balance lever 13 is mounted on the lever housing 12 so as to form a constant gap S between its outer peripheral surface and the inner wall surface of the lever housing 12 facing thereto.
This gap S allows the balance lever 13 to move if there is an error in the actuation timing and actuation stroke of both valve bodies 9 during normal braking, but the - The size is determined so that the bar 13 is balanced at the time of braking when the bar 13 fails and the movement of the bar 13 is suppressed at a certain angle of inclination. Valve bodies 9, 9 of the bar housing 12 mentioned above
An elliptical viewing window 17 is formed on one side wall along the parallel direction so that the side surface of the balance lever 13 can be viewed from the outside at all times.
The viewing window 17 is covered with a transparent plastic cover 18.
is iron-clad.

The cover 18 has four locking protrusions 19.Using their elasticity, each protrusion 19 of the viewing window 17 is ironed, and the gourd part 20 provided at the tip of each protrusion 19 is attached to the viewing window 17. It is locked in an annular groove 21 formed on the inner periphery. The cover 18 also has an oval recess 22 and an index m with a chevron-shaped cross section located on the major axis of the recess 22, so that the oil passages of the two systems are normal and the output oil pressure of the master cylinder M is "0", that is, the braking operation is not performed. When the recess 22 is not opened, the index m of the recess 22 and the mouth edge 23 of the balance lever 13 are arranged to substantially match (FIG. 5a). Next, to explain the operation of this embodiment, when the brake pedal 1 is depressed while the vehicle is running and the master cylinder M is actuated, and hydraulic pressure is output from the first and second output boats P, P2, the first The output oil pressure of the 1-output boat P is oil lines L, Lf,
The output oil pressure of the second output boat P2 is transmitted to the left front brake Bf and the right rear wheel brake Br2 through the oil passage Lr having the first pressure reducing valve 5 and the first pressure reducing valve 5, respectively, to operate them. L2f and the oil passage Lr having the second pressure reducing valve 52 are transmitted to the right front wheel brake Bf2 and the left rear wheel brake Br, respectively, to operate them. Then, the first and second output ports P, , of the master cylinder M,
When the output oil pressure of P2 rises above a predetermined value, the first and second
Rear wheel brakes Br, Br to which pressure reducing valves 5, 52 correspond
The operation of the first pressure reducing valve 5 starts to be controlled, but since their functions are the same, only the function of the first pressure reducing valve 5 will be explained.
That is, due to the increase in the output oil pressure of the first output boat P, the first
When the oil pressure in the input oil pressure chamber 6 of the pressure reducing valve 5 reaches a predetermined value,
In the figure, the pressing force due to the rightward hydraulic pressure acting on the pressure receiving piston 11 due to the above-mentioned area difference between the pressure receiving surfaces A and B of the pressure receiving piston 11 is equal to 1'2 of the set load of the spring 14 (spring 1
The set load of No. 4 is applied to both valve bodies 9, 9 via the balance lever 13.
The valve body 9 is moved to the right in the figure by overcoming the force (which is acting equally on the Cut off.

After that, when the output oil pressure of the first output boat P further increases, the oil pressure in the input oil pressure chamber 6 acting on the pressure receiving surface A of the pressure receiving piston 11 also increases, so that oil pressure moves the valve body 9 to the left in the figure. The pressure is pushed back and separated from the valve seat 8, and the input and output hydraulic chambers 6 and 7 are again communicated, increasing the pressure in the output hydraulic chamber 7. As the pressure increases, the area difference between the pressure receiving surfaces A and B of the pressure receiving piston 11 increases. Due to this, the pressing force to the right due to the hydraulic pressure immediately increases, and the valve body 9 is moved to the right again and engaged with the valve seat 8.
Thereafter, similar operations are repeated as the output of the first output boat P increases. As a result, once the valve body 9 is activated, the hydraulic pressure in the input hydraulic chamber 6 can be proportionally reduced and transmitted to the output hydraulic chamber 7, and thus to the right rear wheel brake Br2. In this case, the depressurization start pressure of the output hydraulic chamber 7 is determined by the area difference between the pressure receiving surfaces A and B of the pressure receiving piston 11 and the spring 14.
The pressure reduction ratio is determined by the area ratio of the pressure receiving surfaces A and B.

On the other hand, when the output oil pressure of the second output boat P2 rises to a predetermined value or more, the second pressure reducing valve 52, in the same way as the first pressure reducing valve 5, applies the output oil pressure proportionally to the left rear wheel brake Br. Reduce pressure and transmit.

By the way, when both pressure reducing valves 5, 52 are operated, each valve body 9, 9
Although there are generally slight errors in the operating timing and operating stroke of the valve, the balance lever 13 works within the range of the gap S to apply the elastic force of the spring 14 to both valve bodies 9, 9 according to these errors. The pressure is transmitted equally, so that the pressure reduction start pressures of both pressure reducing valves 5, 52 can always be balanced.

When the oil passage of one system is normal as described above, after the start of the decompression action, the lip 23 of the balance lever 13 moves in parallel to the right side of the index m of the recess 22 as shown in FIG. The condition is visually checked through the cover 18.

There is no failure in the hydraulic circuit, and all brakes BL, B
This is a case where f2 and Br, Br2 operate normally, but now, hypothetically, a failure occurs only in the oil system of the first output boat P, and the left front wheel brake Bf and right rear wheel brake Br2 are inoperable. , the first pressure reducing valve 5 becomes inoperable during braking, while the second pressure reducing valve 5 becomes inoperable.
2 can be activated, and as described above, when the hydraulic pressure that moves the valve body 9 to the right in the figure acts due to the rise in the output hydraulic pressure of the second output boat P2 of the master cylinder M, the balance lever 13 is acted upon. The pressing force becomes unbalanced, and the balance lever 13 moves to the left as shown in FIG. Deterrence with counterfeiting.

Therefore, the valve body 9 of the second pressure reducing valve 52 is immediately prevented from stone movement and maintains the input and output hydraulic chambers 6 and 7 in a fully balanced state, so the second pressure reducing valve 52 stops its pressure reducing function and brakes the left rear wheel. B
", directly receives the output hydraulic pressure of the second output boat P2 and exerts the braking force to the maximum. When the first pressure reducing valve 5 is inoperable, the opening 23 of the balance lever 13 is cover 1 by moving to the left with respect to the index m.
Visually observed through 8.

Moreover, if the second pressure reducing valve 52 becomes inoperable, the balance lever 1
The mouth rim 23 of No. 3 is bent to the right of the index m as shown in Fig. 5 d. A failure occurred in the oil passages of both systems, and both pressure reducing valves 5, 5
2 becomes inoperable, the situation is similar to that shown in FIG. This can be confirmed by a brake test. It is convenient to dispose the lever housing 12 on the driver's seat, for example on the dashboard, since this allows the occupant to visually determine whether the conditions of the two oil passages are appropriate.

As described above, according to the present invention, a balance lever is bridged between the two parallel valve bodies of the first and second pressure reducing valves, and both the balance levers are inserted into the lever housing that accommodates the balance lever. A spring is installed vertically that springs the valve body in the direction of the valve to determine the pressure at which the pressure reduction action of both pressure reducing valves starts. A clearance was provided to allow forehead movement, and at the same time to prevent the movement of the balance lever at a certain angle of inclination during braking in the event of a failure in either of the oil passages.
During braking when both oil passages in the system are normal, even if there is an error in the operating timing and stroke of the valve bodies of both pressure reducing valves, the elastic force of the spring is applied equally to both valve bodies by the oscillation of the balance lever. Therefore, it is possible to always balance the pressure at which both pressure reducing valves start reducing the pressure, and even the left and right rear wheel brakes, which have different hydraulic systems, can equally distribute the braking force to each other, thereby stabilizing the braking posture of the vehicle. can.

In addition, when braking when one of the oil passages breaks down, the movement of the balance lever can be inhibited at a certain angle of inclination, so the pressure reducing function of the pressure reducing valve in the normal system is immediately stopped, and the pressure reducing function of the pressure reducing valve in the normal system is stopped. The braking hydraulic pressure of the wheel brakes can be matched with that of the front wheel brakes, and as a result, the braking force of the rear wheel brakes in the normal system can be significantly increased, and the shortage of braking caused by the above-mentioned failure can be prevented. can. Moreover, since the mechanism for regulating the movement of the balance lever as described above is extremely simple, simply setting the play between the balance lever and the bar housing, the overall structure of the device is simple and compact. It is easy to manufacture and can contribute to cost reduction, and it is also easy to assemble and maintain. Furthermore, a viewing window is provided on one side wall of the lever housing along the parallel direction of the valve bodies, through which the side surface of the balancing lever can be viewed from the outside at all times, and the viewing window is provided with a viewing window that allows the balancing lever to be viewed when the balancing lever is not braking. Since we have provided an index to determine the level of tension and movement in the axial direction of the valve body from the set position, you can simply look at the side of the balance lever from the viewing window using the index as a reference. , the degree of double action and the degree of movement of the valve body in all directions from the set position when braking is not applied can be easily and quickly determined. If the boiling points move by a predetermined amount in the axial direction, both boilers are in a normal state, and if they move significantly in one direction or the other with respect to the same index, one or the other of the oil passages is in a faulty state, and furthermore, the set If the oil passages do not move at all from their positions, it is possible to accurately identify and confirm that both oil passages are in a failure state before the vehicle starts. The danger of driving the vehicle can be eliminated.

Moreover, since the failure confirmation means of the present invention has an extremely simple structure that only requires the observation window with the index at a predetermined position of the lever housing, there is only a slight increase in cost and there is no risk of failure.

[Brief explanation of the drawing]

Fig. 1 is a longitudinal sectional front view of an embodiment of the present invention, Fig. 2 is a front view of main parts, Fig. 3 is a sectional view taken along the line m-m in Fig. 2, Fig. 4 is a front view of the cover, and Fig. 5 is a front view of the main part. Figures a to d are explanatory diagrams showing the relationship between the various states of the oil passages of the two systems and the covers, and Fig. 6 is a longitudinal sectional front view of the main parts when one oil passage fails. M...Master cylinder, P,...1st output port, P2
...Second output boat, Br. ...Left rear wheel brake, Br2...Right rear wheel brake, L2, L
f, L, r, -, L2f, L2r... oil path, 2
・・・・・・Benbako, 5. ...First pressure reducing valve, 62...
・...Second pressure reducing valve, 9...Valve body, 12...Lever housing, 13...Balance lever, 14...Spring, 17...Peephole, m... ·index. Figure 3 Figure 4 Figure 1 Figure 2 Figure 5 Figure 6

Claims (1)

[Claims] 1 The first and second output ports of the master cylinder and the left
A first oil passage capable of proportionally reducing and transmitting the output hydraulic pressure of the first and second output ports to the left and right rear wheel brakes, respectively, to each independent oil passage connecting the right rear wheel brake. In the one in which the first and second pressure reducing valves are respectively interposed,
A balance lever is bridged between the two parallel valve bodies of both the pressure reducing valves, and the both valve bodies are elastically moved in the valve opening direction via the balance lever into a lever housing that accommodates the balance lever. A spring that determines the pressure at which the pressure reducing valve starts reducing the pressure is compressed, and is provided between the balance lever and the lever housing to allow the balance lever to tilt during braking when both the oil passages are normal; A clearance is provided to prevent the movement of the balance lever at a certain angle of inclination during braking when either one of the oil passages is out of order. A viewing window is provided on the side wall so that the side surface of the balance lever can be viewed from the outside at all times, and the viewing window shows how the balance lever tilts from the set position when not braking and how it moves in the axial direction of the valve body. A hydraulic control valve device for a vehicle brake, characterized in that an index is provided for determining.