KR100941556B1 - Load sensing proportioning valve installation structure for brake force of vehicles - Google Patents

Load sensing proportioning valve installation structure for brake force of vehicles Download PDF

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Publication number
KR100941556B1
KR100941556B1 KR1020040106043A KR20040106043A KR100941556B1 KR 100941556 B1 KR100941556 B1 KR 100941556B1 KR 1020040106043 A KR1020040106043 A KR 1020040106043A KR 20040106043 A KR20040106043 A KR 20040106043A KR 100941556 B1 KR100941556 B1 KR 100941556B1
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South Korea
Prior art keywords
spring
auxiliary spring
proportioning valve
connector
load
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KR1020040106043A
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Korean (ko)
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KR20060068094A (en
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박건선
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기아자동차주식회사
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    • 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
    • B60T8/18—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 vehicle weight or load, e.g. load distribution
    • 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
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • 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
    • B60T8/18—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 vehicle weight or load, e.g. load distribution
    • B60T8/1837—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 vehicle weight or load, e.g. load distribution characterised by the load-detecting arrangements
    • B60T8/185—Arrangements for detecting vehicle level
    • 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
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • B60T8/30—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels responsive to load
    • B60T8/306—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels responsive to load using hydraulic valves

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Control Valves For Brake Systems (AREA)

Abstract

본 발명은 차량의 제동력 설정을 위한 로드센싱프로포셔닝 밸브 스프링 설치구조에 관한 것이다.The present invention relates to a rod sensing proportioning valve spring installation structure for setting a braking force of a vehicle.

본 발명은 차체에 설치된 로드센싱프로포셔닝 밸브의 레버와 리어액슬의 지지대 사이를 연결하는 스프링 설치구조에 있어서, 양단에 걸림부가 형성되고 양단의 길이가 상기 스프링(40)의 길이보다 짧은 동형의 보조스프링(50)을 구비하여 상기 스프링(40)에 대하여 대향되게 위치시키되, 상기 스프링(40)과 보조스프링(50)의 양측을 컨넥터(60)로 동시에 고정하는 한편, 보조스프링(50)은 일단에 여유간격(52)을 두고 컨넥터(60)에 결합된 상태로 신축 가능하게 이동될 수 있도록 하는 것을 특징으로 한다.The present invention is a spring installation structure for connecting between the lever of the load-sensing proportioning valve installed in the vehicle body and the support of the rear axle, the engaging portion is formed on both ends and the length of both ends is shorter than the length of the spring 40 The auxiliary spring 50 is positioned to face the spring 40, and both sides of the spring 40 and the auxiliary spring 50 are simultaneously fixed with the connector 60, while the auxiliary spring 50 is It is characterized in that it can be moved in a stretched state in a state coupled to the connector 60 with a clearance gap 52 at one end.

본 발명은 정적재시와 경적재시의 리어센싱프로포셔닝 밸브(Load Sensing Proportioning Valve) 스프링과 컨넥터로 동시에 고정된 보조스프링의 상수를 다르게 하여 정적재시에는 뒷바퀴 선락 방지를 위해 뒷바퀴 제동력을 낮게 설정할 수 있도록 하고 경적재시에는 뒷바퀴에서 낼 수 있는 제동력을 최대한 높일 수 있는 매우 유용한 발명이다.The present invention is to change the constant of the auxiliary spring fixed at the same time by the spring and the connector of the load and forward load in the static and horn ashes to make the rear wheel braking force low to prevent the rear wheels in static ashes And horn is a very useful invention that can maximize the braking force that can be produced from the rear wheel.

Description

차량의 제동력 설정을 위한 로드센싱프로포셔닝 밸브 스프링 설치구조{Load sensing proportioning valve installation structure for brake force of vehicles}Load sensing proportioning valve installation structure for brake force of vehicles}

도 1은 본 발명의 설치상태를 나타낸 사시도1 is a perspective view showing an installation of the present invention

도 2는 본 발명의 요부발췌 사시도2 is a perspective view of the main portion of the present invention

도 3은 본 발명의 변위를 그래프3 is a graph of the displacement of the present invention

도 4는 종래 밸브 스프링 설치구조를 나타낸 사시도4 is a perspective view showing a conventional valve spring installation structure

도 5는 종래 밸브에 유압라인이 연결된 상태를 나타낸 사시도5 is a perspective view showing a state in which a hydraulic line is connected to a conventional valve

도 6은 종래 밸브 스프링 변위에 따른 절점액압의 변화를 나타낸 그래프6 is a graph showing the change in the nodal fluid pressure according to the conventional valve spring displacement

도 7은 종래 밸브특성을 나타낸 그래프7 is a graph showing the conventional valve characteristics

도 8는 종래 밸브의 단면구성도8 is a cross-sectional view of a conventional valve

도 9a는 종래 밸브 정상작동시 입출력특성을 나타낸 그래프Figure 9a is a graph showing the input and output characteristics in the normal operation of the conventional valve

도 9b는 종래 밸브 바이패스작동시 입출력특성을 나타낸 그래프Figure 9b is a graph showing the input and output characteristics during the conventional valve bypass operation

<도면의 주요부분에 대한 부호의 설명><Description of the symbols for the main parts of the drawings>

10 : 차체 20 : 밸브(LSPV)10: Body 20: Valve (LSPV)

30 : 리어액슬 40 : 스프링30: rear axle 40: spring

50 : 보조스프링 60 : 컨넥터50: auxiliary spring 60: connector

본 발명은 차량의 제동력 설정을 위한 로드센싱프로포셔닝 밸브 스프링 설치구조에 관한 것이다.The present invention relates to a rod sensing proportioning valve spring installation structure for setting a braking force of a vehicle.

본 발명은 정적재시와 경적재시의 리어센싱프로포셔닝 밸브(Load Sensing Proportioning Valve) 스프링과 컨넥터로 동시에 고정된 보조스프링의 상수를 다르게 하여 정적재시에는 뒷바퀴 선락 방지를 위해 뒷바퀴 제동력을 낮게 설정할 수 있도록 하고 경적재시에는 뒷바퀴에서 낼 수 있는 제동력을 최대한 높일 수 있도록 한 것이다.The present invention is to change the constant of the auxiliary spring fixed at the same time by the spring and the connector of the load and forward load in the static and horn ashes to make the rear wheel braking force low to prevent the rear wheels in static ashes And when the horn is to increase the braking power that can be produced from the rear wheel to the maximum.

일반적으로 리어 선락 방지를 위하여 어느 일정 브레이크 액압에서 기울기(0.2~0.4)를 가지도록 하여 앞바퀴 액압보다 뒷바퀴 액압을 떨어뜨리기 위해 사용되는 프로포셔닝 밸브(Proportioning Valve)의 일종인 리어센싱프로포셔닝 밸브(Load Sensing Proportioning Valve)를 차량 중량이 증가함에 따른 절점이 올라가도록 하기 위한 목적으로 입력부와 출력부 그리고 액압비교판단부를 가지고 앞바퀴 액압과 뒷바퀴 액압을 비교하여 프론트 브레이크 파이프 FAIL 여부를 판단하며 프론트 브레이크 파이프 FAIL시, 뒷바퀴 액압만으로라도 제동시키기 위하여 뒷바퀴 액압을 절점없이 밸브측 입력값과 동일한 액압을 뒷바퀴에 전달하기 위한 BY-PASS 기능을 목적으로 차체에 설치하고 있다. In general, the rear sensing proportioning valve is a kind of a proportioning valve used to lower the rear wheel hydraulic pressure than the front wheel hydraulic pressure by having a slope (0.2 to 0.4) at a certain brake hydraulic pressure to prevent rear margin. The front brake pipe FAIL is judged by comparing the front wheel hydraulic pressure with the rear wheel hydraulic pressure with the input part, the output part and the hydraulic comparison judgment part for the purpose of raising the node as the weight of the vehicle increases as the Load Sensing Proportioning Valve. In case of FAIL, in order to brake by the rear wheel hydraulic pressure only, the rear wheel hydraulic pressure is installed in the vehicle body for the purpose of the BY-PASS function to deliver the same hydraulic pressure to the rear wheel without the node.

이에 리어센싱프로포셔닝 밸브에 대하여 도 8을 기준으로 좀더 구체적으로 설명하면 다음과 같다. The rear sensing proportioning valve will be described in more detail with reference to FIG. 8 as follows.

절점 생성 액압(pf)은, Node generation hydraulic pressure (pf)

플런저를 오른쪽으로 미는 힘 : F(스프링 힘) + (B-A)*pf, Force pushing the plunger to the right: F (spring force) + (B-A) * pf,

플런저를 왼쪽으로 미는 힘 : B*pf, Force pushing the plunger to the left: B * pf,

여기에서 스프링 힘 (F)는 스프링 변위*스프링상수*레버비를 나타낸다.Here the spring force (F) represents the spring displacement * spring constant * lever ratio.

상기 절점이 발생하는 액압은 위 두힘이 같아지는 순간이며 스프링이 누르는 힘(F)/입력측 면적(A)임으로 스프링이 누르는 힘이 클수록 절점 액압은 상승하게 되고 플런저를 오른쪽으로 미는 힘이 큰 경우에는 유압이 뒤바퀴측으로 100% 전달되지만 플런저를 왼쪽으로 미는 힘이 큰 경우에는 도면중 (X)표시부가 막혀서 뒤쪽으로 전달되지 않는다.The pressure generated by the node is the moment when the above two forces are equal, and the spring presses the force (F) / input area (A), so the greater the spring presses, the higher the nodal pressure and the greater the force pushing the plunger to the right. If 100% of the hydraulic pressure is delivered to the rear wheel, but the force pushing the plunger to the left is large, the (X) mark in the figure is blocked and is not transmitted to the rear.

또한 입력측 액압이 낮을 경우에는 위의 흐름으로 리어측 출력 액압이 입력 액압과 동일하지만 입력액압이 절점액압(F/A)이 되는 순간 플런저가 왼쪽으로 이동하여 링밸브와 접촉됨으로서 유압이 뒤쪽으로 전달되지 않아 끓어졌다가 액압이 조금 증가하게 되면 플런저가 오른쪽으로 이동하여 출력측으로 전달되는 상기 과정을 반복하면서 기울기를 생성하게 되는 것이다. If the input hydraulic pressure is low, the output of the rear output is the same as the input hydraulic pressure, but the plunger moves to the left to contact the ring valve as soon as the input hydraulic pressure becomes the nodal pressure (F / A). If it does not boil until the pressure increases a little, the plunger moves to the right and generates a slope while repeating the above-described process delivered to the output side.

또한, 차량 중량이 증가함에 따라 차체가 아래로 처짐으로 인해 스프링 길이가 늘어나 더 큰 하중을 밸브에 전달하여 밸브의 절점을 증가시키기 위한 목적으로 밸브의 레버와 리어액슬의 지지대 사이에 스프링을 설치하고 있다. In addition, as the weight of the vehicle increases, the spring length increases due to the deflection of the vehicle body, and a spring is installed between the lever of the valve and the support of the rear axle for the purpose of transmitting a greater load to the valve to increase the node's node. have.

그러나 차량 정적시(스프링 변위 0~10mm)에는 뒷바퀴 선락 방지를 위하여 절점액압 상승 기울기를 낮게하고 경적시(스프링 변위 10mm 이상)에는 뒤바퀴에서 발 생하는 제동력을 최대한 키우기 위해서 절점액압 상승 기울기를 높게할 필요성이 있지만, 스프링이 늘어나는 길이에 따라 일정한 기울기로 절점 액압이 증가하기 때문에 특히 화물차에서는 경적재시에는 화물칸에 짐이 없어 절점액압이 낮게하거나 또는 경적재시 뒷바퀴에서 낼 수 있는 제동력이 커짐으로 인해 절점액압을 최대한 높일 수 없는 문제점이 있다. However, when the vehicle is stationary (spring displacement 0 ~ 10mm), the nodal pressure rise slope is lowered to prevent rear wheel declination, and when horned (spring displacement more than 10mm), the nodal pressure rise slope is increased to maximize the braking force generated from the rear wheel. Although there is a need to do this, the node hydraulic pressure increases with a constant inclination along the length of the spring extension, especially in a truck, because there is no load in the cargo compartment, so the node hydraulic pressure is low or the braking force that can be released from the rear wheel is increased. There is a problem that can not increase the nodal pressure as much as possible.

본 발명은 정적재시와 경적재시의 리어센싱프로포셔닝 밸브(Load Sensing Proportioning Valve) 스프링과 컨넥터로 동시에 고정된 보조스프링의 상수를 다르게 하여 정적재시에는 뒷바퀴 선락 방지를 위해 뒷바퀴 제동력을 낮게 설정할 수 있도록 하고 경적재시에는 뒷바퀴에서 낼 수 있는 제동력을 최대한 높일 수 있도록 함을 목적으로 한다. The present invention is to change the constant of the auxiliary spring fixed at the same time by the spring and the connector of the load and forward load in the static and horn ashes to make the rear wheel braking force low to prevent the rear wheels in static ashes The purpose of the horn is to maximize the braking force that can be produced from the rear wheel.

이를 위해 본 발명은 차체에 설치된 로드센싱프로포셔닝 밸브의 레버와 리어액슬의 지지대 사이를 연결하는 스프링 설치구조에 있어서, 양단에 걸림부가 형성되고 양단의 길이가 상기 스프링의 길이보다 짧은 동형의 보조스프링을 구비하여 상기 스프링에 대하여 대향되게 위치시키되, 상기 스프링과 보조스프링의 양측을 컨넥터로 동시에 고정하는 한편, 보조스프링은 그 일단에 여유폭을 두고 컨넥터에 결합된 상태로 신축 가능하게 이동될 수 있도록 하는 것을 특징으로 하는 차량의 제동력 설정을 위한 로드센싱프로포셔닝 밸브 스프링 설치구조를 제공함으로서 상기 목적을 달성하고자 한다.To this end, the present invention in the spring installation structure for connecting between the lever of the load-sensing proportioning valve installed on the vehicle body and the support of the rear axle, the engaging portion is formed at both ends and the length of both ends is shorter than the length of the spring A spring is positioned opposite to the spring, and both sides of the spring and the auxiliary spring are fixed at the same time with the connector, while the auxiliary spring is elastically moved in a state coupled to the connector with an allowable width at one end thereof. In order to achieve the above object by providing a load-sensing proportioning valve spring installation structure for setting the braking force of the vehicle, characterized in that.

본 발명은 차체에 설치된 로드센싱프로포셔닝 밸브의 레버와 리어액슬의 지지대 사이를 연결하는 스프링 설치구조에 있어서, 양단에 걸림부가 형성되고 양단의 길이가 상기 스프링(40)의 길이보다 짧은 동형의 보조스프링(50)을 구비하여 상기 스프링(40)에 대하여 대향되게 위치시키되, 상기 스프링(40)과 보조스프링(50)의 양측을 컨넥터(60)로 동시에 고정하는 한편, 보조스프링(50)은 일단에 여유간격(52)을 두고 컨넥터(60)에 결합된 상태로 신축 가능하게 이동될 수 있도록 하는 것을 특징으로 한다.The present invention is a spring installation structure for connecting between the lever of the load-sensing proportioning valve installed in the vehicle body and the support of the rear axle, the engaging portion is formed on both ends and the length of both ends is shorter than the length of the spring 40 The auxiliary spring 50 is positioned to face the spring 40, and both sides of the spring 40 and the auxiliary spring 50 are simultaneously fixed with the connector 60, while the auxiliary spring 50 is It is characterized in that it can be moved in a stretched state in a state coupled to the connector 60 with a clearance gap 52 at one end.

상기 보조스프링(50)의 일단에 마련된 여유간격(52)은 약 10㎜ 미만의 범위를 갖도록 하는 것이 바람직하다.Preferably, the clearance gap 52 provided at one end of the auxiliary spring 50 has a range of less than about 10 mm.

상기 보조스프링(50)의 여유간격(52)이 마련되는 일측 컨넥터(60)의 홀은 스프링(40)이 여유간격(52) 이상으로 확장될 때 보조스프링(50)도 동시에 확장 안내될 수 있도록 보조스프링(50)의 직경보다 크게 형성하는 것이 바람직하다.The hole of one side connector 60, in which the clearance gap 52 of the auxiliary spring 50 is provided, is extended so that the auxiliary spring 50 can be simultaneously extended when the spring 40 is extended beyond the clearance gap 52. It is preferable to form larger than the diameter of the auxiliary spring (50).

이하 본 발명의 작용을 상세히 설명하면 다음과 같다.Hereinafter, the operation of the present invention will be described in detail.

본 발명은 정적재시와 경적재시의 리어센싱프로포셔닝 밸브(20)(Load Sensing Proportioning Valve) 스프링(40)과 컨넥터(60)로 동시에 고정된 보조스프링(50)의 상수를 다르게 하여 정적재시에는 뒷바퀴 선락 방지를 위해 뒷바퀴 제동력을 낮게 설정할 수 있도록 하고 경적재시에는 뒷바퀴에서 낼 수 있는 제동력을 최대한 높일 수 있도록 하고 있는 것이다.The present invention is different from the constant of the auxiliary spring (50) fixed at the same time by the spring (40) and the connector (60) of the rear sensing proportioning valve (20) in static and horn ash The rear wheel braking force can be set low to prevent rear wheel selection, and in the case of a horn, it is possible to maximize the braking force that can be provided by the rear wheel.

본 발명은 차체(10)에 설치된 로드센싱프로포셔닝 밸브(20)의 레버(21)와 리어액슬(30)의 지지대(31) 사이에 스프링(40)을 연결 설치하게 됨은 종래와 같다. 도 1에 있어서 미설명 부호 22는 출력부이고, 23은 액압비교판단부이다. According to the present invention, the spring 40 is connected and installed between the lever 21 of the load sensing proportioning valve 20 installed on the vehicle body 10 and the support 31 of the rear axle 30. In Fig. 1, reference numeral 22 denotes an output portion, and 23 denotes a hydraulic pressure comparison determination portion.

다만 본 발명은 상기 스프링(40)에 대하여 양단에 걸림부(51)가 형성되고 양단의 길이가 상기 스프링(40)의 길이보다 짧은 동형의 보조스프링(50) 대향되게 위치하여 이를 컨넥터(60)로 동시에 고정하고 있는 것이다. However, in the present invention, the engaging portions 51 are formed at both ends with respect to the spring 40, and the length of both ends thereof is opposite to the auxiliary spring 50 of the same type shorter than the length of the spring 40 and the connector 60 is connected thereto. It is fixed at the same time.

이와 같은 구조로 설치되는 본 발명은 밸브(20)의 레버와 리어액슬(30)의 지지대(31) 사이에 연결되는 스프링(40)에 보조스프링(50)을 컨넥터(60)로 동시에 연결하여 스프링 변위가 적을 경우에는 절점액압 상승 기울기가 낮출 수 있고 변위가 클경우에는 절점액압 상승 기울기가 높일 수 있게 된다. The present invention, which is installed in such a structure, simultaneously connects the auxiliary spring 50 to the spring 60 connected between the lever of the valve 20 and the support 31 of the rear axle 30 by the connector 60 to the spring. If the displacement is small, the nodal pressure rise slope can be lowered. If the displacement is large, the nodal pressure rise slope can be increased.

즉, 스프링 변위가 10mm 미만에서는 스프링(40)만 작동되도록 하고 대향되게 설치된 보조스프링(50)은 컨넥터(60)에서 슬라이딩되어 스프링 상수가 낮고 10mm 이상에서는 스프링(40)과 보조스프링(50)이 동시에 작용토록 하여 스프링 상수를 키울수 있게 되는 것이다.That is, when the spring displacement is less than 10mm, only the spring 40 is operated, and the auxiliary spring 50 installed oppositely slides at the connector 60 so that the spring constant is low and at least 10mm, the spring 40 and the auxiliary spring 50 are At the same time, the spring constant can be raised.

이는 도 3에서와 같이 스프링 변위가 적을 경우에는 절점액압 상승 기울기가 낮지만 변위가 클경우에는 절점액압 상승 기울기가 높아지게 되는 것을 말한다.This means that when the spring displacement is small as in FIG. 3, the nodal pressure rise slope is low, but when the displacement is large, the nodal pressure rise slope is increased.

예컨대, 종래에는 적차시에 절점액압이 통상 60bar이지만 본 발명을 적용함으로서 차량중량이 적을 경우에는(스프링 변위가 적음) 리어 선락방지를 위하여 기존과 동일한 절점을 가지지만 적차시(스프링 변위가 클경우)는 종래보다 더큰 100bar의 절점을 가질 수 있게 되는 것이며 여기에서 스프링(40) 상수 값Kgf/mm) : 0.16, 보조스프링(50) 상수 값 : 0.20, 레버비 : 4.57, 플런저 입력측 면적(㎤) A : 0.25이고 변위 10mm에서의 절점액압은 스프링(40) 상수 값(0.19) × 스프링 변위(10mm) × 레버비 /PLUNGER 입력측 면적(0.25) = 29bar 이므로 정적재시와 경적재시의 제동력이 용이하게 설정될 수 있게 되는 것이다. For example, in the case of conventional loading, the nodal fluid pressure is usually 60 bar, but when the vehicle weight is small by applying the present invention (the spring displacement is small), it has the same node as the conventional one to prevent the rear landing, but when the loading (the spring displacement is large) ) Can have a node of 100 bar larger than the conventional one, where the spring (40) constant value Kgf / mm): 0.16, the auxiliary spring (50) constant value: 0.20, lever ratio: 4.57, plunger input side area (cm3) A: 0.25 and the nodal pressure at 10mm displacement is the constant value of spring 40 (0.19) × spring displacement (10mm) × lever ratio / PLUNGER input side area (0.25) = 29bar, so the braking force for static and horn loading is easily set. It will be possible.

이상에서는 본 발명의 바람직한 실시예에 대하여 도시하고 설명하였으나 본 발명은 상기한 실시예에 한정되지 아니하며 청구범위에서 청구하는 본 발명의 요지를 벗어남이 없이 당해 본 발명이 속하는 분야에서 통상의 지식을 가진 자라면 누구든지 다양한 변형 실시가 가능한 것은 물론이고 그와 같은 변경은 기재된 청구범위 내에 있게 된다.Although the above has been illustrated and described with respect to the preferred embodiment of the present invention, the present invention is not limited to the above-described embodiment without departing from the gist of the present invention claimed in the claims, having ordinary skill in the art to which the present invention pertains. Anyone can make various modifications as well as such changes are within the scope of the appended claims.

본 발명은 정적재시와 경적재시의 리어센싱프로포셔닝 밸브(Load Sensing Proportioning Valve) 스프링과 컨넥터로 동시에 고정된 보조스프링의 상수를 다르게 하여 정적재시에는 뒷바퀴 선락 방지를 위해 뒷바퀴 제동력을 낮게 설정할 수 있도록 하고 경적재시에는 뒷바퀴에서 낼 수 있는 제동력을 최대한 높일 수 있는 매우 유용한 발명이다.







The present invention is to change the constant of the auxiliary spring fixed at the same time by the spring and the connector of the load and forward load of the static ash and horn ash, so that the rear wheel braking force can be set low to prevent the rear wheels in static ash And horn is a very useful invention that can maximize the braking force that can be produced from the rear wheel.







Claims (3)

삭제delete 차체에 설치된 로드센싱프로포셔닝 밸브의 레버와 리어액슬의 지지대 사이를 연결하는 스프링 설치구조에 있어서, 양단에 걸림부가 형성되고 양단의 길이가 상기 스프링(40)의 길이보다 짧은 동형의 보조스프링(50)을 구비하여 상기 스프링(40)에 대하여 대향되게 위치시키되, 상기 스프링(40)과 보조스프링(50)의 양측을 컨넥터(60)로 동시에 고정하는 한편, 보조스프링(50)은 일단에 여유간격(52)을 두고 컨넥터(60)에 결합된 상태로 신축 가능하게 이동될 수 있도록 하며, 상기 보조스프링(50)의 일단에 마련된 여유간격(52)은 약 10㎜ 미만의 범위를 갖도록 하는 것을 특징으로 하는 차량의 제동력 설정을 위한 로드센싱프로포셔닝 밸브 스프링 설치구조.In the spring installation structure for connecting between the lever of the load-sensing proportioning valve installed on the vehicle body and the support of the rear axle, the engaging portion is formed at both ends and both ends of the same type of auxiliary spring (shorter than the length of the spring 40) 50 and positioned opposite to the spring 40, while simultaneously fixing both sides of the spring 40 and the auxiliary spring 50 with the connector 60, while the auxiliary spring 50 is left at one end It can be moved in a stretched state coupled to the connector 60 at intervals 52, and the clearance gap 52 provided at one end of the auxiliary spring 50 to have a range of less than about 10mm A load-sensing proportioning valve spring mounting structure for setting braking force of a vehicle. 제2항에 있어서, 상기 보조스프링(50)의 여유간격(52)이 마련되는 일측 컨넥터(60)의 홀은 스프링(40)이 여유간격(52) 이상으로 확장될 때 보조스프링(50)도 동시에 확장 안내될 수 있도록 보조스프링(50)의 직경보다 크게 형성하는 것을 특징으로 하는 차량의 제동력 설정을 위한 로드센싱프로포셔닝 밸브 스프링 설치구조.According to claim 2, wherein the hole of one side connector 60 is provided with the clearance gap 52 of the auxiliary spring 50, the auxiliary spring 50 also when the spring 40 is extended beyond the clearance gap 52 The rod sensing proportioning valve spring installation structure for setting the braking force of the vehicle, characterized in that formed to be larger than the diameter of the auxiliary spring (50) to be extended and guided at the same time.
KR1020040106043A 2004-12-15 2004-12-15 Load sensing proportioning valve installation structure for brake force of vehicles KR100941556B1 (en)

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KR100857355B1 (en) * 2007-11-30 2008-09-05 현대자동차주식회사 A brake load sensing proportioning valve supporting structure

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4851942U (en) 1971-10-26 1973-07-06
JPH057565U (en) * 1991-07-12 1993-02-02 自動車機器株式会社 Load-responsive braking hydraulic pressure control device
KR960031195U (en) * 1995-03-28 1996-10-22 Structure of automobile road sensing potential valve brake
KR19980043854A (en) * 1996-12-05 1998-09-05 박병재 Automotive Load Sensing Valves

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4851942U (en) 1971-10-26 1973-07-06
JPH057565U (en) * 1991-07-12 1993-02-02 自動車機器株式会社 Load-responsive braking hydraulic pressure control device
KR960031195U (en) * 1995-03-28 1996-10-22 Structure of automobile road sensing potential valve brake
KR19980043854A (en) * 1996-12-05 1998-09-05 박병재 Automotive Load Sensing Valves

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