JPH0848236A - Brake operation device - Google Patents

Abstract

PURPOSE:To provide a brake operation position which prevents surely the intrusion of water or the like into a solenoid valve, by connecting the exhaust opening of the solenoid valve to the output opening of a brake valve, in the case of a brake device which makes a check valve mechanism retreat and return from a brake operation system. CONSTITUTION:A brake operation device operates a solenoid valve 20 on the basis of a signal from a controller 46 and feeds the compressed air of an air tank 43 into the signal pressure chamber of a fluid pressure operation check valve 10 through the solenoid valve 20 and makes a check valve mechanism interpose at a brake operation system and operate and at the time of brake release, releases the operation of the solenoid valve 20 on the basis of the signal of the controller 46 and discharges the compressed air of the signal pressure chamber through an exhaust opening 34 and makes the check valve mechanism retreat and return from the brake operation system, and connects the exhaust opening 34 of the solenoid valve 20 to the output opening 41a of a brake valve 41. As a result, exhaust at the solenoid valve 20 is discharged to the outside from the exhaust opening 41d of the brake valve 41 together with the exhaust of the brake operation system through the brake operation system.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake operating device for an automobile, which normally allows a free flow of a brake working fluid, and a signal pressure by a fluid pressure is introduced in a specific brake working state. The present invention relates to a brake operating device having a fluid pressure operated check valve which functions as a check valve and is automatically opened by a backflow pressure of a predetermined pressure or more.

[0002]

2. Description of the Related Art In large vehicles such as trucks and trailers, a brake valve is attached to a brake pedal. In such a brake operating device, by depressing the brake pedal, compressed air in the air tank is supplied to the brake actuator via the brake valve, and the hydraulic pressure generated by the brake actuator is applied to the wheel cylinder, whereby the brake is applied. It is working. Then, when the brake pedal is released, the brake is released.

In the above-mentioned conventional brake operating device, when temporarily stopping on a slope or the like, it is necessary to operate such as pulling a side brake, and when starting on an uphill road, the side brake is applied. It required very skilled operation such as operating the accelerator and clutch while releasing. For this reason, the driving operation is complicated, and there is a risk that the engine stalls or the vehicle retreats when starting on an uphill road.

Therefore, the applicant first provided a brake operating device which solved the above-mentioned problems (Japanese Patent Publication No. 6-45334).
(See the official gazette).

As shown in FIG. 4, in this brake operating device, when the brake pedal 1a is depressed, the brake valve 1 enters the supply mode, and the compressed air in the air tank 2a via the brake valve 1 operates as a fluid pressure operation check valve. 3 is supplied to the input port 3a of the check valve 3 and passes through the output pressure chamber of the check valve 3 to the output port 3a.
It is supplied to the brake actuator 4 from b. Then, the brake actuator 4 is operated and the working fluid is supplied to the wheel cylinders 5. Further, when the brake pedal 1a is released, the brake valve 1 enters the exhaust mode, and the compressed air in the brake actuator 4 is discharged to the outside from the exhaust port 1b of the brake valve 1 via the fluid pressure check valve 3. Therefore, the brake is released.
Such operation is no different from that of the conventional brake operating device.

In this brake operating device, when the brake pedal 1a is continuously depressed while the vehicle is stopped, this state is detected by the controller 6, and the solenoid valve 7 is actuated after a lapse of a predetermined time (for example, 1 second). Then, the compressed air in the air tank 2b is introduced into the signal pressure chamber of the fluid pressure check valve 3. The compressed air urges the piston having the valve element in the fluid pressure check valve 3. When the brake pedal 1a is released to reduce the pressure in the output pressure chamber to the pressure in the signal pressure chamber, the piston is moved by the pressure in the signal pressure chamber and the inlet 3a is closed by the valve body. Therefore, the compressed air inside the brake actuator 4 is retained as it is, and the brake operating state is maintained.

Therefore, even if the vehicle is temporarily stopped on a slope or the like and the brake pedal 1a is released, the vehicle does not start to move naturally, and the trouble of pulling the side brakes one by one is eliminated. When the brake pedal 1a is strongly depressed again in this stopped state, only the valve body moves due to the pressure in the inlet 3a, the inlet 3a is opened, and the brake actuator 4 is replenished with compressed air. Therefore, a desired braking force according to the degree of inclination of a slope or the like can be easily obtained.
Further, the pressure in the output pressure chamber is balanced with the pressure in the signal pressure chamber and is relatively low (for example, 1/3 to 1 of the maximum brake pressure).
/ 4), even if the brake is operated for a long period of time, an excessive pressure does not act on the pipe line and the durability thereof can be improved.

Next, when the vehicle is ready to start by operating the accelerator, clutch, etc., the controller 6 detects this and demagnetizes the solenoid valve 7. Then, the compressed air in the signal pressure chamber is discharged to the outside from the exhaust port 7a, and the piston is returned to its original state by the biasing force of the spring. At this time, if the brake pedal 1a is released, the compressed air in the brake actuator 4 will be in the brake valve 1
The vehicle is exhausted to the outside from the exhaust port 1b, the brake is released, and the vehicle can start. Therefore, particularly when starting on an uphill road, it is not necessary to perform a skilled operation such as operating an accelerator or a clutch while loosening a side brake as in the conventional case, and a smooth start is possible without causing a stall or a vehicle retreat.

[0009]

By the way, in the solenoid valve 7 in the above-mentioned brake operating device, a hose 7b is connected to the exhaust port 7a so that water or the like does not enter from the exhaust port 7a, and compressed air in the signal pressure chamber is connected. Is discharged to the outside through the hose 7b.

However, when water is vigorously applied to the opening of the hose 7b as when washing the car, there is a risk that water will enter the solenoid valve 7 through the hose 7b.

Therefore, an object of the present invention is to provide a brake operating device that reliably prevents water and the like from entering the solenoid valve.

[0012]

In a brake operating device of the present invention, a fluid pressure operation check valve is interposed in a brake operation system between a brake valve and a brake actuator, and a brake operation system is based on a signal from a controller. To actuate the solenoid valve, and supply compressed air from the air tank to the signal pressure chamber of the fluid pressure operated check valve via the solenoid valve, thereby actuating the check valve mechanism to intervene in the brake operation system, and to brake. Upon release, the solenoid valve is deactivated based on the signal from the controller, and the compressed air in the signal pressure chamber is discharged to the outside through the exhaust port, which causes the check valve mechanism to exit and return from the brake operation system. In the brake operating device, the exhaust port of the solenoid valve is connected to the output port of the brake valve.

[0013]

In the brake operating device of the present invention, the exhaust gas from the solenoid valve is discharged to the outside from the exhaust port of the brake valve together with the exhaust gas of the brake operating system via the brake operating system.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows a schematic structure of a brake operating device according to the present invention. In this brake operating device, the fluid pressure operated check valve 10 shown in FIGS. 2 and 3 is adopted.

The housing 11 of the fluid pressure operated check valve 10 has an input port 11a and an output port 11b. A piston 12 is arranged in the housing 11, and the piston 12 is divided into an output pressure chamber 13 and a signal pressure chamber 14. The input port 11a and the output port 11b are the output pressure chamber 1
It opens to 3. At the front end of piston 12, pin 1
A valve element 16 is attached at 5. And piston 1
2 is a return spring 17 arranged in the output pressure chamber 13.
Is always energized to the left. Further, the valve element 16 is constantly urged by the spring 18 in the right direction in FIG. Since the pin 15 is loosely fitted into the piston 12 and the valve body 16, the valve body 16 can be moved to the left and right in FIG.

The fluid pressure check valve 10 includes a solenoid valve 2
0 is attached. In this solenoid valve 20, valve chambers 22 and 23 are formed below a plunger 21, and the valve chambers 22 and 23 are connected to each other by a passage 24.
Valve bodies 25 and 26 are arranged in the valve chambers 22 and 23, respectively, and these valve bodies 25 and 26 are connected to each other by a rod 27a. Further, the valve body 25,
26 is connected to the plunger 21 via a rod 27b. Then, when the plunger 21 moves up and down, the pair of valve seats 28, 29 formed at both upper and lower ends of the passage 24.
The valve bodies 25 and 26 are configured to come into contact with and separate from each other. The valve bodies 25 and 26 are biased upward by a spring 30 in FIG.

The valve chamber 23 communicates with the pressure introducing port 31, and the intermediate portion of the passage 24 communicates with the signal pressure chamber 14 of the fluid pressure check valve 10 via the passage 32. Valve chamber 2
2 communicates with an exhaust port 34 via a passage 33. The atmosphere chamber 19 of the fluid pressure check valve 10 communicates with the valve chamber 22 via a passage 35.

As shown in FIG. 1, the input port 11a of the fluid pressure operated check valve 10 is connected to the output port 41a of the brake valve 41 via the conduit 40a, and the output port 11b is connected to the output port 11b. It is connected to the input port 42a of the brake actuator 42 via a pipe 40b. The pressure inlet 31 of the solenoid valve 20 is connected to the air tank 43 via the pipe 40c, and the exhaust port 34 is connected to the pipe 40a via the pipe 40d. And the conduit 40
A check valve 36 is interposed in d.

Further, in FIG. 1, the brake valve 41
The input port 41b of the air tank 4 is connected via the conduit 40e.
4 and the output port 4 of the brake actuator 42
2b is connected to the wheel cylinder 45 via a pipe 40f. Further, the solenoid valve 20 is connected to the controller 46.
Controlled by. The controller 46 has a brake,
Information about the operating state of the accelerator and clutch and the vehicle speed is input.

The brake operating device is constructed as described above, the solenoid 37 of the solenoid valve 20 is demagnetized when the vehicle is running, and the pair of valve bodies 25 and 26 are provided with the spring 3.
At 0, it is pushed upward as shown in FIG. Therefore, the upper valve body 25 is separated from the valve seat 28, and the lower valve body 2
6 is in contact with the valve seat 29. Therefore, compressed air is not introduced into the signal pressure chamber 14 of the fluid pressure operation check valve 10, and the piston 12 is returned by the return spring 17 as shown in FIG. Input port 11a is open.

When the brake pedal 41c is depressed in this state, the brake valve 41 enters the supply mode, and compressed air is supplied to the input port 11a of the fluid pressure check valve 10 via the brake valve 41. The compressed air is discharged from the output port 11b through the output pressure chamber 13 and supplied to the brake actuator 42, and the brake actuator 4
Turn on 2. Then, the brake actuator 42
From this, a hydraulic pressure corresponding to the pressure of the compressed air is generated, and the wheel cylinder 45 is operated by the hydraulic pressure. Further, when the brake pedal 41c is released, the brake valve 41 enters the exhaust mode and the brake actuator 42
The compressed air inside passes through the fluid pressure operated check valve 10 and is discharged to the outside from the exhaust port 41d of the brake valve 41. Therefore, the hydraulic pressure acting on the wheel cylinder 45 disappears and the brake is released.

Next, when the brake pedal 41c is continuously depressed while the vehicle is stopped, this state is detected by the controller 46, and the solenoid 37 of the solenoid valve 20 is excited after a lapse of a predetermined time (for example, 1 second). . When the solenoid 37 is excited, the plunger 21 moves downward as shown in FIG. 3 against the urging force of the spring 30, the valve body 25 contacts the upper valve seat 28, and the valve body 26 moves downward. It is separated from the valve seat hole 29. Therefore, the signal pressure chamber 1 of the fluid pressure check valve 10
Compressed air is introduced into the cylinder 4 through the passage 32. And
When the brake pedal 41c is released and the pressure in the output pressure chamber 13 drops until it balances with the pressure in the signal pressure chamber 14,
As shown in FIG. 3, the piston 12 moves rightward against the urging force of the return spring 17 by the pressure of the signal pressure chamber 14,
The input port 11a is closed by the valve body 16. Therefore, the compressed air inside the brake actuator 42 is retained as it is, and the wheel cylinder 45 continues the brake operation. Therefore, even if the vehicle is temporarily stopped on a slope or the like and the brake pedal 41c is released, the vehicle does not start to move naturally and there is no need to bother pulling the side brakes one by one. In this stopped state, the brake pedal 4
When 1c is strongly depressed again, the pressure in the input port 11a causes only the valve element 16 to move leftward in FIG.
Is released, and the brake actuator 42 is replenished with compressed air. Therefore, a desired braking force according to the degree of inclination of a slope or the like can be easily obtained. Further, since the pressure of the output pressure chamber 13 is balanced with the pressure of the signal pressure chamber 14 and is maintained at a relatively low pressure (for example, 1/3 to 1/4 of the maximum brake pressure), the brake operation is performed for a long time. Even in the state, the pressure is not applied to the pipe 40b and the like, and the durability can be improved.

Next, when the vehicle is ready to start by operating the accelerator, the clutch or the like, the controller 46 detects this and the solenoid 37 of the solenoid valve 20 is demagnetized. When the solenoid 37 is demagnetized, the valve bodies 25 and 26 are locked by the spring 30.
Is moved upward by the urging force of, and as shown in FIG.
The valve body 25 separates from the valve seat 28, and the valve body 26 contacts the valve seat 29. Therefore, the compressed air in the signal pressure chamber 14 of the fluid pressure operation check valve 10 passes through the passages 32 and 24, the valve chamber 22, the passage 33, the exhaust port 34, and the conduit 40d, and the brake valve 4
It is discharged to the outside from the first exhaust port 41d. Further, the compressed air in the brake actuator 42 is the brake valve 4
It is discharged from the exhaust port 41d of No. 1 to the outside, the brake is released, and the vehicle can start. Therefore, particularly when starting on an uphill road, there is no need for a skilled operation such as operating the accelerator and the clutch while loosening the side brake as in the conventional case, and a smooth start is possible without causing engine stall or vehicle retreat.

Although one embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications can be made. For example, in the above embodiment, a fluid integrally provided with the solenoid valve 20 is provided. Although the pressure check valve 10 is shown, the solenoid valve 20 may be configured separately.

In the above embodiment, the exhaust port 34 is communicated with the conduit 40a via the conduit 40d.
0d instead of the passage 33 and the input port 1 in the housing 11.
A passage communicating with 1a may be formed.

Further, although one fluid pressure operated check valve 10 is used in the above embodiment, as shown in FIG. 4, two fluid pressure operated check valves 10 are symmetrically arranged to form a pneumatic system. It may be two lines. Since such a fluid pressure operation check valve 10 has one exhaust port, the exhaust port may be connected to the output port of the brake pedal.

Furthermore, in the above embodiment, the conduit 40c is provided.
The check valve 36 is interposed between the two. This is to prevent compressed air from the brake valve 41 from flowing into the exhaust system of the solenoid valve 20 and leaking from the exhaust system during a brake operation even if the exhaust system of the solenoid valve 20 is not completely sealed. This is because Therefore, the check valve 36 is not necessary if the exhaust system of the solenoid valve is completely sealed. Check valve 3
When 6 is eliminated, the compressed air from the brake valve 41 flows into the signal pressure chamber 14 and the atmospheric chamber 19 via the pipe 40d at the time of brake operation, but at the same time, the output pressure chamber 1
Since the compressed air from the brake valve 41 also flows into 3, the piston 12 does not move from the non-actuated position.

[0028]

As described above, in the brake operating device according to the present invention, the exhaust port of the solenoid valve is not directly opened to the outside. Therefore, there is no possibility that water or the like will enter the solenoid valve from the outside.

[Brief description of drawings]

FIG. 1 is a piping diagram conceptually showing a brake operating device according to the present invention.

FIG. 2 is a sectional view showing a non-actuated state of a fluid pressure operated check valve employed in the brake operating device according to the present invention shown in FIG.

FIG. 3 is a cross-sectional view showing an operating state of a fluid pressure operated check valve used in the brake operating device according to the present invention shown in FIG.

FIG. 4 is a sectional front view showing another fluid pressure operated check valve adopted in the brake operating device according to the present invention.

5 is a cross-sectional side view of the fluid pressure operated check valve shown in FIG.

FIG. 6 is a piping diagram conceptually showing a conventional brake operating device.

[Explanation of symbols]

 10 Fluid Pressure Check Valve 11 Housing 11a Input Port 11b Output Port 12 Piston 13 Output Pressure Chamber 14 Signal Pressure Chamber 16 Valve Body 17,18 Spring 20 Solenoid Valve 21 Plunger 22,23 Valve Chamber 25,26 Valve Body 28,29 Valve seat 30 Spring 31 Pressure introduction port 32, 33 Passage 34 Exhaust port 36 Check valve 37 Solenoid 41 Brake valve 41a Output port 41c Brake pedal 41d Exhaust port 42 Brake actuator 42a Input port 43,44 Air tank 45 Wheel cylinder 46 Controller

Claims (2)

[Claims] 1. A fluid pressure operation check valve is interposed in a brake operation system between a brake valve and a brake actuator, and a solenoid valve is actuated based on a signal from a controller when a brake operation is performed. To supply the compressed air from the air tank to the signal pressure chamber of the fluid pressure check valve, thereby causing the check valve mechanism to intervene in the brake operation system, and when releasing the brake, the solenoid valve is operated based on the signal from the controller. In the brake operating device for releasing the compressed air in the signal pressure chamber to the outside through the exhaust port, and thereby returning the check valve mechanism from the brake operating system to return, the exhaust of the solenoid valve is released. A brake operating device having an opening connected to an output opening of the brake valve. 2. A check valve that allows only a flow in the direction from the exhaust port of the solenoid valve to the output port of the brake valve in a pipe line connecting the exhaust port of the solenoid valve and the output port of the brake valve. The brake operating device according to claim 2, wherein the brake operating device is interposed.