JPS6215400B2 - - Google Patents
Info
- Publication number
- JPS6215400B2 JPS6215400B2 JP24678585A JP24678585A JPS6215400B2 JP S6215400 B2 JPS6215400 B2 JP S6215400B2 JP 24678585 A JP24678585 A JP 24678585A JP 24678585 A JP24678585 A JP 24678585A JP S6215400 B2 JPS6215400 B2 JP S6215400B2
- Authority
- JP
- Japan
- Prior art keywords
- master cylinder
- brake
- wheel cylinder
- cylinder
- return
- 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.)
- Expired
Links
- 238000001514 detection method Methods 0.000 claims description 5
- 239000012530 fluid Substances 0.000 description 14
- 230000006866 deterioration Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
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
- B60T8/321—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 deceleration
- B60T8/3225—Systems specially adapted for single-track vehicles, e.g. motorcycles
-
- 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)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
Description
【発明の詳細な説明】
本発明は、車輌用アンチスキツドブレーキ、殊
にアンチスキツド作動時にホイールシリンダ内の
作動液を排出する戻し路に排出作動液を加圧して
ブレーキマスターシリンダ側へ戻す戻しポンプが
設けられた形式のアンチスキツドブレーキに関す
る。DETAILED DESCRIPTION OF THE INVENTION The present invention provides an anti-skid brake for a vehicle, particularly a return pump which pressurizes discharged hydraulic fluid into a return path for discharging hydraulic fluid in a wheel cylinder during anti-skid operation and returns it to the brake master cylinder side. The present invention relates to an anti-skid brake of the type provided with.
従来、この種のアンチスキツドブレーキにおい
ては、特公昭49―28307号公報に示される如く、
戻しポンプは、ブレーキマスターシリンダをホイ
ールシリンダに接続する給油路に並設された戻り
路内に配置され、適当な手段により駆動される。
戻り路と給油路との間には、これらの一方を選択
的にホイールシリンダに接続する制御弁が設けら
れ、この制御弁は、常時は給油路をホイールシリ
ンダに接続するが、スキツド発生時にホイールシ
リンダを戻し路に接続するように作動する。した
がつて、スキツド発生時にはホイールシリンダ内
の作動液は戻しポンプ側に排出され、ブレーキ圧
力が低下させられる。戻しポンプはホイールシリ
ンダから排出された作動液を加圧して給油路のマ
スターシリンダ側に戻し、スキツド消去後、すな
わち車輪回転速度が再び上昇し制御弁が正常位置
に戻つたときに、この加圧された作動液を再びホ
イールシリンダに送り込むように働らく。 Conventionally, in this type of anti-skid brake, as shown in Japanese Patent Publication No. 49-28307,
The return pump is arranged in a return path parallel to the oil supply path connecting the brake master cylinder to the wheel cylinder and is driven by suitable means.
A control valve is provided between the return path and the oil supply path to selectively connect one of them to the wheel cylinder.This control valve normally connects the oil supply path to the wheel cylinder, but when a skid occurs, the control valve connects the oil supply path to the wheel cylinder. Operates to connect the cylinder to the return path. Therefore, when a skid occurs, the working fluid in the wheel cylinder is discharged to the return pump side, reducing the brake pressure. The return pump pressurizes the hydraulic fluid discharged from the wheel cylinder and returns it to the master cylinder side of the oil supply path, and this pressurization is applied after the skid is eliminated, that is, when the wheel rotation speed increases again and the control valve returns to its normal position. It works to send the hydraulic fluid that has been removed to the wheel cylinder again.
しかし、従来のこの構成によれば、アンチスキ
ツド作動時に戻りポンプから吐出される作動液の
圧力は、そのままブレーキマスターシリンダへ伝
わり、ブレーキ操作子に断続的な反力を与える。
このため、運転者に与えられる制動感が悪くな
り、操縦安定性を損なう恐れがある。 However, with this conventional configuration, the pressure of the hydraulic fluid discharged from the return pump during anti-skid operation is directly transmitted to the brake master cylinder, giving an intermittent reaction force to the brake operator.
For this reason, the braking feeling given to the driver may be deteriorated, and there is a risk that steering stability may be impaired.
このため、従来のアンチスキツドブレーキにお
けるこのような問題を除去することを目的とし
て、戻しポンプの吐出口とブレーキマスターシリ
ンダとの間に、該マスターシリンダからの流れの
みを許容する逆止弁を設け、さらに、アンチスキ
ツド作動時に戻しポンプから吐出される作動液圧
力を蓄える蓄圧器を、該ポンプの吐出口と前記逆
止弁との間に設け、この蓄圧器に蓄えられた圧力
がスキツド解除時に再びホイールシリンダに送り
込まれるようにすることが考えられるが、上記の
逆止弁を設けると、マスターシリンダからホイー
ルシリンダに送り込んだ作動液をマスターシリン
ダ側に戻すことができなくなる。 Therefore, in order to eliminate this problem with conventional anti-skid brakes, a check valve that only allows flow from the master cylinder is installed between the discharge port of the return pump and the brake master cylinder. Furthermore, a pressure accumulator is provided between the discharge port of the pump and the check valve to store the pressure of the hydraulic fluid discharged from the return pump when the anti-skid is activated, and the pressure stored in this pressure accumulator is used when the skid is released. It is conceivable to send the hydraulic fluid to the wheel cylinder again, but if the above-mentioned check valve is provided, the hydraulic fluid sent from the master cylinder to the wheel cylinder cannot be returned to the master cylinder side.
このため、前記逆止弁とは別に、ホイールシリ
ンダから前記マスターシリンダへの流れを許容す
る弁を設けることが考えられるが、この弁を設け
たとしても単に弁ばねで弁体を弁座に向つて着座
するようにしたものでは、弁ばねの付勢力に基く
残圧がホイールシリンダ側に生ずることとなる。 For this reason, it is conceivable to provide a valve that allows the flow from the wheel cylinder to the master cylinder separately from the check valve, but even if this valve is provided, the valve spring will simply move the valve body toward the valve seat. If the vehicle is seated with the vehicle upright, residual pressure will be generated on the wheel cylinder side due to the biasing force of the valve spring.
本発明は、戻しポンプからの断続的な反力がマ
スターシリンダ側に与えられることによる制動感
が悪くなることを防止するとともに、ホイールシ
リンダ側に残圧を生ずることなくブレーキを解除
できるようにすることを目的とするもので、マス
ターシリンダ側の圧力低下を検知してホイールシ
リンダとマスターシリンダとを連絡させる検知装
置を設けるようにしている。 The present invention prevents deterioration of braking feeling due to intermittent reaction force from the return pump being applied to the master cylinder side, and also makes it possible to release the brake without creating residual pressure on the wheel cylinder side. This purpose is to provide a detection device that detects a pressure drop on the master cylinder side and connects the wheel cylinder and the master cylinder.
以下、本発明の実施例を図について説明する
と、第１図において、ブレーキマスターシリンダ
１は、これを操作するためのブレーキ操作子２に
組合わされ、その吐出口１ａは給油路３に接続さ
れている。給油路３には、制限オリフイス１０４
および電磁制御弁５が配置され、その末端はブレ
ーキホイールシリンダ６に接続されている。さら
に、給油路３には、マスターシリンダ１からの流
れのみを許容する逆止弁７が配置されている。ま
た、マスターシリンダ１とホイールシリンダ６と
の間には、給油路３に並設して側路８が設けら
れ、この側路８にはパイロツト式切換弁１０９が
設けられ、通常はばね１０９ａによりマスターシ
リンダ１側とホイールシリンダ６側とを連絡する
ようにされているが、マスターシリンダ１側に圧
力が発生しパイロツト圧力に達すると、マスター
シリンダ１側とホイールシリンダ６側との連通を
遮断する位置に切換えられる。 Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In FIG. 1, a brake master cylinder 1 is combined with a brake operator 2 for operating the brake master cylinder 1, and its discharge port 1a is connected to an oil supply path 3. There is. A restriction orifice 104 is provided in the oil supply path 3.
and an electromagnetic control valve 5, the end of which is connected to a brake wheel cylinder 6. Furthermore, a check valve 7 that only allows flow from the master cylinder 1 is arranged in the oil supply path 3 . Further, between the master cylinder 1 and the wheel cylinder 6, a side passage 8 is provided parallel to the oil supply passage 3, and a pilot type switching valve 109 is provided in this side passage 8, and is normally operated by a spring 109a. The master cylinder 1 side and the wheel cylinder 6 side are connected, but when pressure is generated on the master cylinder 1 side and reaches the pilot pressure, communication between the master cylinder 1 side and the wheel cylinder 6 side is cut off. The position can be switched.
さらに、逆止弁７と制御弁５との間において、
給油路３に並列に戻し路１０が設けられている。
この戻し路１０は、一端が給油路への流れのみを
許す逆止弁１１を介して逆止弁７の下流側におい
て給油路３に接続され、他端は制御弁５に接続さ
れており、中間部には戻しポンプ１２が配置され
ている。この戻しポンプ１２は、車輪（図示せ
ず）に連動して連続回転するポンプ作動カム１３
と、このカムにより作動させられる一対のプラン
ジヤポンプ要素１４ａ，１４ｂとを包含し、これ
らプランジヤポンプ要素１４ａ，１４ｂの吐出口
は、戻し路１０に設けた分岐路１０ａ，１０ｂに
それぞれ接続されている。各分岐路１０ａ，１０
ｂの両端部には、逆止弁１１への流れのみを許す
逆止弁１５，１６が配置され、逆止弁１５と制御
弁５との間には制限オリフイス１７が設けられて
いる。また、戻し路１０には逆止弁１１と逆止弁
１６との間において蓄圧器１８が設けられてい
る。 Furthermore, between the check valve 7 and the control valve 5,
A return path 10 is provided in parallel to the oil supply path 3.
This return path 10 has one end connected to the oil supply path 3 on the downstream side of the check valve 7 via a check valve 11 that only allows flow to the oil supply path, and the other end connected to the control valve 5. A return pump 12 is arranged in the middle part. This return pump 12 has a pump operating cam 13 that continuously rotates in conjunction with wheels (not shown).
and a pair of plunger pump elements 14a, 14b operated by this cam, the discharge ports of these plunger pump elements 14a, 14b are connected to branch passages 10a, 10b provided in the return passage 10, respectively. . Each branch road 10a, 10
Check valves 15 and 16 that allow flow only to the check valve 11 are arranged at both ends of b, and a restriction orifice 17 is provided between the check valve 15 and the control valve 5. Further, a pressure accumulator 18 is provided in the return path 10 between the check valve 11 and the check valve 16.
電磁制御弁５は、給油路３をホイールシリンダ
６に接続し戻し路１０とホイールシリンダ６との
連通を断つ第１の位置と、戻し路１０をホイール
シリンダ６に接続し給油路３とホイールシリンダ
６との連通を断つ第２の位置とを有し、通常はバ
ネ５ａにより第１の位置に保持されているが、車
輪と一体に回転する刻歯部材１９、該部材１９に
対応する速度検出器２０および電子制御回路２１
からなるスキツド検出装置によりスキツドの発生
が検出されたとき、ソレノイド５ｂが励磁されて
第２の位置に切換えられ、戻し路１０をホイール
シリンダ６に接続する。 The electromagnetic control valve 5 has a first position where the oil supply passage 3 is connected to the wheel cylinder 6 and a return passage 10 is disconnected from the wheel cylinder 6, and a first position where the return passage 10 is connected to the wheel cylinder 6 and the oil supply passage 3 is disconnected from the wheel cylinder 6. A toothed member 19, which is normally held in the first position by a spring 5a and rotates integrally with the wheel, and a speed detection device corresponding to the member 19. device 20 and electronic control circuit 21
When the occurrence of a skid is detected by the skid detection device, the solenoid 5b is energized and switched to the second position, connecting the return path 10 to the wheel cylinder 6.
作動においては、ブレーキ操作部材２を操作す
ると、マスターシリンダ１に発生した作動液圧力
は、給油路３の逆止弁７から制限オリフイス１０
４、弁５を経てホイールシリンダ６に伝えられ、
ブレーキを作動させるとともに、パイロツト式切
換弁１０９が、マスターシリンダ１とホイールシ
リンダ６との連通を遮断する位置に切換わる。 In operation, when the brake operating member 2 is operated, the hydraulic fluid pressure generated in the master cylinder 1 is transferred from the check valve 7 of the oil supply path 3 to the restriction orifice 10.
4, transmitted to the wheel cylinder 6 via the valve 5,
When the brake is activated, the pilot type switching valve 109 is switched to a position where communication between the master cylinder 1 and the wheel cylinder 6 is cut off.
ブレーキ作動中に路面条件等により車輪がロツ
クされてスキツド状態が生じると、前述のように
電子制御回路２１によりスキツド信号が形成さ
れ、弁５のソレノイド５ｂが励磁されるため、弁
５が切換えられて給油路３とホイールシリンダ６
との連通を断ち、戻し路１０をホイールシリンダ
６に接続する。したがつて、ホイールシリンダ６
内の高圧作動液はオリフイス１７を経て逆止弁１
５に至り、該逆止弁１５を開いて分岐路１０ａ，
１０ｂに入り、カム１３の作用を受けるポンプ要
素１４ａ，１４ｂにより逆止弁１６を開いて圧送
され、蓄圧器１８に入る。 When the wheels are locked due to road conditions and a skid condition occurs during brake operation, the electronic control circuit 21 generates a skid signal as described above, and the solenoid 5b of the valve 5 is energized, so that the valve 5 is switched. oil supply path 3 and wheel cylinder 6
The return path 10 is connected to the wheel cylinder 6. Therefore, wheel cylinder 6
The high pressure hydraulic fluid inside passes through the orifice 17 and reaches the check valve 1.
5, the check valve 15 is opened and the branch paths 10a,
10b, the check valve 16 is opened by the pump elements 14a and 14b under the action of the cam 13, and the air is pumped into the pressure accumulator 18.
ホイールシリンダ６内の高圧作動液がこのよう
にして抜かれることにより、ブレーキ力が弱めら
れ、車輪はロツク状態から解放されて再び回転を
始める。車輪の回転が上昇すると、制御弁５の励
磁が断たれて該制御弁５は第１の位置に戻され
る。そこで、蓄圧器１８内の圧力およびマスター
シリンダ１からの圧力は制限オリフイス１０４、
弁５を経てホイールシリンダ６に伝えられる。こ
のとき、制限オリフイス１０４により、ホイール
シリンダ６内の圧力上昇速度は、緩かに行なわれ
る。その後は、車輪のロツク状態が検出される度
ごとに上述の作動が繰り返される。 By draining the high-pressure hydraulic fluid in the wheel cylinder 6 in this manner, the braking force is weakened, and the wheel is released from the locked state and starts rotating again. When the rotation of the wheel increases, the excitation of the control valve 5 is cut off and the control valve 5 is returned to the first position. Therefore, the pressure in the pressure accumulator 18 and the pressure from the master cylinder 1 are controlled by the limiting orifice 104,
It is transmitted to the wheel cylinder 6 via the valve 5. At this time, the pressure in the wheel cylinder 6 increases slowly due to the restriction orifice 104. Thereafter, the above-described operation is repeated each time a locked state of the wheels is detected.
ブレーキ操作部材２が釈放されると、ホイール
シリンダ６内の作動液は、マスターシリンダ１側
の圧力低下によつて連通位置に切換えられたパイ
ロツト式切換弁１０９を通して迅速かつ残圧が生
じることなく、マスターシリンダ１に戻され、ブ
レーキは完全に解放される。 When the brake operating member 2 is released, the hydraulic fluid in the wheel cylinder 6 is quickly and without residual pressure generated through the pilot type switching valve 109 which is switched to the communicating position due to the pressure drop on the master cylinder 1 side. It is returned to the master cylinder 1 and the brake is completely released.
本発明においては、戻しポンプ１２から吐出さ
れた作動液の圧力は逆止弁７により阻止されてマ
スターシリンダ１に伝えられることがないので、
アンチスキツド作動時にブレーキ操作子２に戻し
ポンプ１２の圧力が作用して、ブレーキ操作力に
影響を与える恐れがなくなる。また蓄圧器１８が
設けられているため、アンチスキツド作動中に給
油路３内の圧力が異常に増加する危険はなくな
る。 In the present invention, the pressure of the hydraulic fluid discharged from the return pump 12 is blocked by the check valve 7 and is not transmitted to the master cylinder 1.
There is no possibility that the pressure of the return pump 12 will act on the brake operating element 2 during anti-skid operation and affect the brake operating force. Further, since the pressure accumulator 18 is provided, there is no danger that the pressure in the oil supply passage 3 will increase abnormally during the anti-skid operation.
また、マスターシリンダ１とホイールシリンダ
６との間には、ホイールシリンダ６からマスター
シリンダ１への流れを許容する弁と、マスターシ
リンダ１側の圧力低下を検知してホイールシリン
ダ６とマスターシリンダ１とを連絡させる検知装
置を、上記実施例では、パイロツト式切換弁１０
９として、設けているので、逆止弁７を設けてい
ても、ブレーキ解放を残圧を生ずることなく完全
に行えるものである。 Additionally, between the master cylinder 1 and the wheel cylinder 6, there is a valve that allows flow from the wheel cylinder 6 to the master cylinder 1, and a valve that detects a pressure drop on the master cylinder 1 side and connects the wheel cylinder 6 and the master cylinder 1. In the above embodiment, the detection device for communicating is the pilot type switching valve 10.
9, so that even if the check valve 7 is provided, the brake can be completely released without generating residual pressure.
なお、図示の実施例では、ブレーキ適用時のブ
レーキ圧力上昇速度が、アンチスキツド作動後の
ブレーキ圧力回復時における圧力上昇速度より急
速に行われるようにする制限オリフイス１０４を
設けているが、これを、蓄圧器１８内の圧力で非
制限位置から制限位置に切換えられるパイロツト
式切換弁を用いて、アンチスキツド作動後におい
てのみ絞り効果を得るようにしてもよい。また、
残圧を生じないようにブレーキ解放を行う具体的
例として、パイロツト型切換弁を用いているが、
これに限定されないことは、容易に理解されるで
あろう。 In the illustrated embodiment, a limiting orifice 104 is provided so that the brake pressure increases faster when the brake is applied than when the brake pressure is restored after anti-skid operation. It is also possible to use a pilot operated switching valve which is switched from a non-limiting position to a limiting position by the pressure in the pressure accumulator 18, so that the throttling effect is obtained only after anti-skid operation. Also,
A pilot type switching valve is used as a specific example of releasing the brake without creating residual pressure.
It will be easily understood that the invention is not limited to this.
第１図は本発明の一実施例を示すブレーキ系統
の回路図である。
１…マスターシリンダ、２…操作子、３…給油
路、５…制御弁、６…ホイールシリンダ、７…逆
止弁、１０…戻し路、１２…戻しポンプ、１８…
蓄圧器、１０９…パイロツト式切換弁。
FIG. 1 is a circuit diagram of a brake system showing one embodiment of the present invention. DESCRIPTION OF SYMBOLS 1... Master cylinder, 2... Operator, 3... Oil supply path, 5... Control valve, 6... Wheel cylinder, 7... Check valve, 10... Return path, 12... Return pump, 18...
Pressure accumulator, 109...Pilot type switching valve.
Claims (1)
マスターシリンダと、前記マスターシリンダの吐
出口をブレーキホイールシリンダに接続する給油
路と、前記給油路に並設された戻し路と、前記戻
し路に設けられる戻しポンプと、前記給油路と戻
し路との間に配置され、これらの一つを選択的に
前記ホイールシリンダに接続する制御弁と、前記
戻しポンプの吐出口と前記マスターシリンダとの
間に設けられ、前記マスターシリンダからの流れ
のみを許容する逆止弁と、前記戻しポンプの吐出
口と前記逆止弁との間に設けられた蓄圧器と、前
記ホイールシリンダから前記マスターシリンダへ
の流れを許容する弁と、前記マスターシリンダ側
の圧力低下を検知して前記ホイールシリンダと前
記マスターシリンダとを連絡させる検知装置とを
包含する車輌用アンチスキツドブレーキ。1. A brake master cylinder operated by a brake operator, an oil supply passage connecting the discharge port of the master cylinder to the brake wheel cylinder, a return passage provided in parallel with the oil supply passage, and a return passage provided in the return passage. a return pump, a control valve disposed between the oil supply passage and the return passage and selectively connecting one of them to the wheel cylinder, and a control valve disposed between the discharge port of the return pump and the master cylinder. a check valve that allows flow only from the master cylinder; a pressure accumulator provided between the discharge port of the return pump and the check valve; and a pressure accumulator that allows flow from the wheel cylinder to the master cylinder. An anti-skid brake for a vehicle, comprising: a valve for permitting skidding; and a detection device for detecting a pressure drop on the master cylinder side and communicating the wheel cylinder and the master cylinder.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24678585A JPS61113545A (en) | 1985-11-01 | 1985-11-01 | Antiskid brake for car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24678585A JPS61113545A (en) | 1985-11-01 | 1985-11-01 | Antiskid brake for car |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8136975A Division JPS5912497B2 (en) | 1975-07-01 | 1975-07-01 | Anti skid brake for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61113545A JPS61113545A (en) | 1986-05-31 |
| JPS6215400B2 true JPS6215400B2 (en) | 1987-04-07 |
Family
ID=17153631
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24678585A Granted JPS61113545A (en) | 1985-11-01 | 1985-11-01 | Antiskid brake for car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61113545A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0498861B1 (en) * | 1990-08-31 | 1995-10-04 | ITT Automotive Europe GmbH | Hydraulic brake system with brake and/or drive slip control device |
| DE102007016948B3 (en) | 2007-04-05 | 2008-08-28 | Fte Automotive Gmbh | Anti-lock hydraulic braking system, particularly for two wheeler rider, has wheel braking circuit with main braking cylinder, wheel braking cylinder and shifting valve |
| JP7041016B2 (en) * | 2018-07-18 | 2022-03-23 | 株式会社シマノ | Equipment for human-powered vehicles |
-
1985
- 1985-11-01 JP JP24678585A patent/JPS61113545A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61113545A (en) | 1986-05-31 |
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