JPH0356219B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention regulates the supply of hydraulic fluid from a source to a motor vehicle brake by a regulator assembly in accordance with a skid signal from a skid sensing means and, after skid correction, re-applies the brake fluid. A type of hydraulic anti-skid brake system for automobiles that includes a built-in output source to adjust the pressure.

British Patent A No. 2029914 (Japanese Unexamined Patent Publication No. 55-36187 or Japanese Patent Publication No. 1-27901) and A No. 206940
In the device disclosed in Japanese Patent Application Laid-Open No. 56-128256 or Japanese Patent Publication No. 1-21024, the foot valve moves between a completely open position and a completely closed position to release the amount of trapped fluid. or the space is sealed so that fluid is again confined within the space and the piston can return to its operative forward position. The pressure in the space is usually equal to the pressure acting on the brake.

When stopping at high speeds or in any case where the brakes are applied excessively, the brake pressure is e.g.
High pressure of 1500 to 1800 psi (105 to 126 kg/cm ² ) is achieved. If no pressure drop adjustment means other than the foot valve itself is provided, when the braked wheel begins to slip under high brake pressure, the trapped fluid volume will be released, and the brake pressure will therefore be reduced to the minimum pressure. descend rapidly. Depending on the power of the output source,
Disadvantages arise if re-braking has to be applied at the desired pressure and within a limited time.

According to the invention, in a hydraulic brake system of the type described above, the regulator assembly comprises a bore in which a deboost piston operates and cooperates with a regulating valve assembly; , the communication between the hydraulic fluid and the brake can be adjusted.
The position of the deboost piston is determined by the amount of fluid confined within the space by the foot valve and is positioned at that position by the power source. Throttle valve means are included to reduce the amount of brake fluid released when the foot valve opens in response to a skid signal at a pressure greater than at least a predetermined value.

By providing a throttle valve means for reducing the discharge flow rate when the pressure is above a predetermined pressure, the time of each untask cycle can be shortened. The power source no longer needs to pressurize the brake from zero to maximum pressure, but only from an intermediate pressure.

Therefore, the amount of energy consumed during re-braking can be reduced.

When the throttling means is inoperative at a pressure below a predetermined pressure, the amount of pressure discharged from the brake can be reduced by increasing the area or volume of the foot valve itself, compared to known foot valves with a smaller degree of throttling. and can be increased. This is particularly advantageous when the vehicle is traveling on a surface with a small coefficient of friction, since the brake pressure can be released more rapidly than before. By decreasing the exhaust flow rate at pressures above a predetermined pressure and increasing the exhaust flow rate at pressures below a predetermined pressure, it is possible to increase the unlock frequency of the device.

The throttle valve means includes a throttle valve capable of limiting the release of fluid from the brake itself at a pressure above a predetermined pressure when the foot valve is opened.

Alternatively, the restrictor means may be arranged to limit the release by the foot valve of fluid trapped in the space at a pressure above a predetermined pressure.

In the above arrangement, the output from the power source, suitably a pump, can be connected either upstream or downstream of the throttle valve means. When connected downstream of the throttle means, the action of the throttle valve is independent of the wheel speed.

The throttle valve means can be built into the regulator assembly itself, or can be separate from the assembly and connected thereto by an external connection.

Preferably, the throttle valve means is provided with a pressure sensitive member, suitably a spool or piston, movable within the bore and capable of reaching the actuating means, which reduces the amount of fluid released from the brake.

If the pressure sensitive means includes a spool, the spool can be biased into the land neck to limit release from the brake.

If a pressure sensitive means piston is provided, the piston allows the valve member to be adjusted. The valve member moves in a direction to narrow the passage area of the fluid, or
It engages a valve seat so that it is then possible to throttle the amount of fluid through the valve seat or the valve member itself.

The spool or piston itself acts within the bore of the spool, which is manually displaceable within the housing, against a spring that loads and biases the deboost piston to its advanced position to bleed the device.

Some embodiments of the invention are illustrated in the accompanying drawings.

The assembly shown in the accompanying drawings comprises a housing 1 with a regulator assembly 2, a hydraulic pump assembly 3 and a foot valve 4. Housing 1
A shaft 5 extending longitudinally from both ends through is connected at one end to the wheel to be braked and at the other end skid sensing means ( (not shown) is provided.

The foot valve 4 and skid sensing means may be of any type disclosed in GB A 2029914, and the pump assembly 3 may be of any type disclosed in GB A 2029914.
This is the same as disclosed in No. 2069640. Except that the pump 3 is driven in one direction by an eccentric 5a on the shaft 5 and in the opposite direction by pressure from a foot-operated master cylinder 15 acting on the working piston 3a. , there is no need to further explain the above mechanism. The area or volume of the foot valve 4 can be increased, and the foot valve 4 operates in conjunction with a throttle valve 40, which will be explained in more detail below.

Regulator assembly 2 extends from foot valve 4 and includes a bore 8 within which a deboost piston 9 operates. The piston 9 is normally driven by a spring 12 into an inoperative position against a stop, which stops against a wall 10 at the closed end of a generally cup-shaped sleeve 11.
The sleeve 11 is connected to the bore 8 by means of a seal 13 for the end of the bore 8 remote from the foot valve 4.
held within.

The control valve assembly 14 housed within the sleeve 11 has a bore 8 between the piston 9 and the control valve assembly 14 itself.
The communication between the foot-operated master cylinder 15 and the wheel brakes 16 is regulated via an expansion chamber formed therein.

The control valve assembly 14 includes a continuously operated first valve 1
8 and a second valve 19.

The first valve 18 has an intermediate diameter portion which operates within the bore of the sleeve 11 and a maximum diameter outer portion which operates within the closure body 13.
A first of the stepped piston type, which operates in a blind bore 21 of the piston, whose inner part of smaller diameter carries an annular seal 22 forming the valve bed, and whose innermost part of smallest diameter extends into a circular hole 23 in the wall 10. A valve member 20 is provided. The valve bed 22 is engageable with a valve seat 29 having a ring in the wall surrounding the circular hole 23. Normally, the valve head 22 is spaced apart from the valve seat 24 by a spring 25 acting between the wall 10 and the shoulder 26 at the step between the medium diameter and small diameter portions of the piston 20.

The piston 20 has a stepped, longitudinally extending, open end bore 27 having a second valve 19 housed therein. The second valve 19 includes a ball-shaped valve member 28 engageable with a valve seat 29 formed by a shoulder in the diameter of the bore 27 . The ball 2
8 is normally urged away from the valve seat 29 by a groping needle 30. The piston 9 cooperates with the groping needle 30 against the force of a light compression spring 31.

In the normal inoperative position shown, the foot valve 4 is closed, so that the piston 9 is held in the forward inoperative position, in which the second piston 19 is inserted into the searching needle 3.
0, the first valve remains open due to the spring 25
It remains open.

When the master cylinder 15 is actuated to apply the brake, hydraulic fluid is supplied to the brake through the radial hole 33 in the wall of the sleeve 11 and also to the expansion chamber 17 through the first valve 18. . At the same time, fluid also enters the through-bore 27 through the hole 32 in the wall of the piston 20 and into the open second
Through valve 19 it can flow into the expansion chamber.
In this way, fluid flows to the brake almost unimpeded.

Fluid from the master cylinder acts on the valve head 22 and the stepped diameter shoulder 26 on the outer end of the wide area piston 20. Master cylinder 15
The pressure acting on the end of the widest area causes the force acting on the piston 20 to be equal to the force of the spring 25 and the pressure acting on the shoulder 26 and the valve head 22. The relationship will continue indefinitely until it is defeated. The first valve 18 is then closed, after which only a small pressure increase occurs due to the fluid passing through the unrestrained passage with the air gap between the valve seats 29.

When the skid signal is received, foot valve 4 opens to release the trapped fluid volume in bore 8.
Piston 9 can be moved back against the force of spring 12. Since the pressure at which the skid signal is generated is higher than the pressure that closes the first valve 18, the first valve is already closed and the second valve 19 can be closed. As a result, communication between the master cylinder 15 and the brake 16 is cut off, the piston 9 continues to retreat, and the effective volume of the expansion chamber 17 continues to increase, thus releasing the pressure acting on the brake 16. I can do it. When foot valve 4 is opened, pump 3
becomes unbalanced and the fluid is forced into the bore 8 in a closed circuit from the returning reservoir 32 through the foot valve 4. Since communication between the piston 3a and the master cylinder 15 is not restricted, the pump 3 can operate freely.

When the skid signal ends, the foot valve 4 closes, isolating the bore 8 from the reservoir 32 and shutting down the pump 3.
is operating, increasing the pressure inside bore 8,
As a result, the piston 9 is driven into its inactive forward position. An initial movement of the piston 9 in this direction pressurizes the trapped fluid volume in the expansion chamber 17 and reapplies the brake 16, and a subsequent movement causes the second valve 19 to open. , fluid can flow unrestricted from the master cylinder to the expansion chamber 17 through the gap between the ball 28 and the valve seat 29. In this way, the first valve 18
Closes at a predetermined pressure regardless of the movement of the 2nd valve 1
9 closes when the piston 9 leaves the stopper 10 of the sleeve 11, and opens when the piston 9 moves in the direction of the stopper 10. When the pressure from the master cylinder 15 drops below a predetermined pressure, the first valve 18 reopens and fluid can flow freely and unrestricted between the master cylinder 15 and the brake 16.

The foot valve 4 works together with a throttle valve 40, which is shown in detail in FIGS. 3 and 4, and which is combined with a bleed device.

As shown, the outer spool 42 operates within a stepped bore 43 of the housing 1 and includes three seals 44, 45 and 46a spaced axially in three sections of increasing diameter. is carried. Seals 44 and 46 always seal corresponding parts of the bore 43, and seal 45 seals the middle part of the bore, separating the passage 46 leading to the pump 3 from the passage 47 leading to the atmosphere and the two passages 46, 47 is movable between positions within the portion of bore 43 that is of maximum diameter. Normally, spool 42 is biased into the position shown by a spring.

The spool 42 has an axial throughbore 48;
The inner end of the bore 48 has a diameter equal to the space 5 within the bore 8.
It reaches into the neck 49 of the truncated conical profile increasing towards 0.

Inner spool 51 operates through bore 48;
Its outer end operates through a seal 52 fitted within a groove in the outer end of the outer spool 42. Spool 5
1 is a land portion 54 and 5 arranged at a distance from each other.
5 is built in, and its land portion 54 is always connected to the bore 48.
has been introduced within. A spring 56 acts between the inner ends of the two spools 42 and 51 and typically biases the inner spool 51 in a direction such that the land portion 55 is spaced apart from the outer end of the neck portion 49. . As a result, the spool 50 and the foot valve 4
The passages 46 that reach this point can freely communicate with each other.

During normal braking, the foot valve 4 is closed, retaining the support fluid volume within the space 50, and piston 9
is held in its forward position. The pressure in space 50 is equal to the pressure acting on the brake.

When stopping at high speeds or in any case where the brakes are applied excessively, the brake pressure is e.g.
High pressure of 1500 to 1800 psi (105 to 126 kg/cm ² ) is achieved. If no pressure drop adjustment means is provided other than the foot valve itself, when the braked wheel begins to slip under high brake pressure, the trapped fluid volume will be released and the brake pressure will be reduced to the minimum pressure. descend rapidly. However, since the spool 51 is built-in, the seal 5
Since effective brake pressure is already acting on the spool 51 on the part formed by 2, for example, 500
At a predetermined pressure of about 600psi (35-42Kg/cm ² ),
The pressure acting on the spool 51 overcomes the static load of the spring 56, so that the spool 51
can move away from. As a result, the land portion 55 moves into the neck portion 49. As a result, the annular gap becomes narrower and only a small amount of flow is discharged from the foot valve, even though the foot valve 4 itself is completely open.

Therefore, when the pressure is higher than the predetermined pressure, the discharge flow rate from the foot valve is reduced, so that the time of each anti-skid cycle is shortened, and the pressure of the pump 3 is now restored from 0 to the maximum (brake) pressure. It is not necessary and only needs to be recovered from an intermediate pressure, such as 500 psi (35 Kg/cm ² ).

These effects are illustrated in the graphs of FIGS. 5 and 6, where the movement of the braked wheel with the foot valve activated is shown as a solid line, the throttle valve 40 is deactivated, and the standard foot valve The movement of the wheels when using is shown by dashed lines.

As shown in FIG. 5, when the automobile runs on a surface with a large coefficient of friction μ, the throttle valve 40 is activated, and a skid occurs at a pressure approximately equal to or higher than a predetermined pressure, the brake pressure decreases within time t ₁ . Depressurize to point Y.
At this pressure, the wheels can start rotating again, after which the pump 3 is activated and the brakes are applied again, as described above. The slope of the graph up to point "Y" is significantly more gradual than the slope of the corresponding portion of the graph when the throttle valve 40 is inoperative, so that within time "t ₁ " the brake pressure increases more rapidly. decreases and finally reaches 0 after time ``t ₂ ''
It is understood that this will become the case.

This saves the energy consumed during rebraking, and since the reference time is reduced from ``t <sub>2</sub> '' to ``t ₁ '' per cycle, the efficiency of the anti-skid cycle increases the total area under the curve. This can be improved.

By providing the throttle valve 40, the foot valve 4
Since the cross-sectional area or capacity of the pump can be increased, the release below a predetermined pressure can be carried out more rapidly than before.

As shown in FIG. 6, when an automobile is traveling on a surface with a small coefficient of friction μ, skidding occurs at a pressure below a predetermined pressure. Therefore, the throttle valve 40 is inoperative, and as a result, the brake pressure drops more rapidly than in the case of a conventional foot valve.

To affect the bleed of the device, the spool 42 is manually displaced axially within the bore 43 against the load of the spring 12 by a force applied to its outer end, and the seal 45 is disposed in the bore 43. The engagement with the intermediate portion is released. The two passages 46 and 47 and the chamber 50 are thus in communication and a bleed device is performed.

When the manual force is released, the spool 42 returns to the position shown in the figures and the seal isolates the passage 46 from the road 47.

In the structure of FIG. 7, the spool 51 has a vacuum piston 6 operating within the bore 48 of the outer spool 42.
0. Spring 61 is piston 60
Generally, a ball-shaped valve member 62 is formed in a diameter stepped portion of bore 48 between bore portions 68 and 69.
The piston 60 is biased in a direction that urges the valve away from the valve seat 63. Light spring 64 acts to constantly bias ball 62 toward bore 65 extending forward from piston 60. A narrow orifice 66 in spool 42 provides slight communication between chamber 50 and passageway 46 when ball 62 communicates with valve seat 63.

When chamber 50 is pressurized to hold piston 9 in its advanced position, piston 6
The pressure acting on the ball 62 is insufficient to overcome the load of the spring 61 and the ball 62 comes to rest against the stop 70 again. However, similar to the embodiment described above, during heavy braking when the brake pressure exceeds a predetermined pressure of 500 to 600 psi (35 to 42 kg/cm ² ), the pressure acting on the seal 67 overcomes the static load of the spring 61. Piston 60 moves away from piston 9. This allows ball 62 to engage valve seat 63 and fluid is then expelled from chamber 50 in accordance with the flow rate through orifice 66.

The structure and operation of the throttle valve 40 in FIG. 7 is the same as that in FIGS. 1-4, and corresponding parts are designated by corresponding reference numerals.

In the case of the structure shown in FIG. 8, the orifice 66 is located at the shoulder 6.
3, and the diameter of the ball 62 is slightly larger than the diameter of the bore portion 68.

Therefore, when the static load of the spring 61 is lost and the piston 60 moves away from the piston 9,
Ball 62 moves into bore portion 68 and forms an annular throttle return passageway through open hood valve 4 to reservoir 32 .

The structure and operation of the throttle valve 40 of FIG. 8 is the same as that of FIG. 6, and accordingly, corresponding parts have been designated with corresponding numbers.

In the brake device shown in FIG. 9, the throttle valve 40 is separated from the housing 1, and the expansion chamber 1
7 and the brake.

The throttle valve 40 includes a housing 70 having a longitudinally extending stepped blind bore 71 closed at its smallest diameter inner end. The bore 71 has three portions 72 of minimum, intermediate and maximum diameter,
73 and 74. The outer end of the section of largest diameter is connected to the brake, and a radial bore 75 reaching a bore section 73 in the wall of the housing 70 is connected to the chamber 17.
It is connected to.

A piston 76 acting within bore portion 73 is biased by spring 77 in a direction that holds the ball 78-shaped valve member away from valve seat 79 at the diametric step between bore portions 73 and 74. ing. The inner end of piston 76 is connected to a reservoir 80 to collect fluid that leaks from a seal 81 on the inner end of piston 76 and is received in a groove on the inner end of groping needle 82 . Through the groping needle 82, the piston acts on the ball 78.

When ball 78 engages valve seat 79, restrictor orifice 83 provides a small amount of fluid between brake 16 and chamber 17.

Similar to the previously described embodiment, when the brake pressure in the chamber 17 reaches a predetermined pressure of 500 to 600 psi (35 to 42 Kg/cm ² ) and the foot valve 4 opens as described above, the pressure of the brake 16 causes The pressure acting on seal 81 overcomes the static load of spring 77 and piston 76 moves against spring 77, causing ball 78
can be engaged with the valve seat. The fluid is then returned from the brake 16 to the expansion chamber 17 according to the flow rate through the orifice 83.

The regulator assembly shown in FIG. 10 represents a modification of the throttle valve 40 of FIG. It is connected to the side. Therefore, the operation of the throttle valve 40 is not affected by the speed of the wheels.

The structure and operation of the regulator assembly of FIG. 10 is the same as that of FIG. 8, so corresponding parts have been designated with corresponding numbers.

An alternative antenna arrangement is shown in FIG. In this system, wheel brakes are applied from a foot-operated master cylinder 102 via a regulator assembly 103 responsive to a skid signal from a sensor 104 that senses the rotational speed of the wheel braked by brake 101. 101 can be activated.

The regulator assembly 103 includes a housing 105 having a longitudinally extending stepped bore 106 within which a stepped deboost piston 107 operates, and a master cylinder 102 that passes through the end of the piston 107 and an expansion chamber with a reduced diameter section. an expansion chamber 108 formed in the bore 106 between the first valve 109 and the piston 107 for regulating communication between the first valve 109 and the brake 1;
and a support chamber 110 formed in a bore between an electromagnetically actuated valve 111 communicating with the support chamber 110 via the opposite end of the throttle valve 100 and the support chamber 110 . The electromagnetically operated valve 111 is controlled by electrical signals from an electrical central module 112 in response to signals from the sensors.

The device is provided with a power source constituted by an accumulator 118. The accumulator 1
18 is a reservoir 114 separated from the pump 120
It is driven by a pump 120 that sucks fluid from.

Fluid from the accumulator 118 is supplied to the support chamber 111 through a flow rate regulating valve 119. The valve 119 includes a spool 121 which operates within a bore 122 of the piston 107 and is provided with a blind bore 123 whose inner end extends into the vicinity of the support chamber 110 within a fixed orifice 124 .
An orthogonal passage 125 intersects the bore 123, the outer end of which extends into an annular groove 126 cooperating with a radial bore 127 extending from the accumulator 118, forming a variable throttle valve. In the illustrated position, spool 121 is held in the maximum flow position by spring 128. In this position, the valve member 141
The ball with the valve seat 142 is moved by the axially extending stem 143 moving through the piston 107.
held away from. Valve member 141 and valve seat 142 constitute valve 109.

Throttle valve 100 operates within bore 131 and typically
It is biased by a spring 132 in a direction that holds the enlarged valve head 133 away from the valve seat 134. Valve seat 134 comprises a shoulder of housing 105 at the inner end of bore 131 . The head 133 is provided with a narrow orifice 134 which restricts the flow through the head 133 when the head 133 engages the valve seat 134.

In the position shown, valve 111 is closed and valve 1
09 is open, the brake 101 is normally applied from the master cylinder, and the deboost piston 107
is the accumulator 11 that acts on the piston 107 portions having different areas at both ends of the orifice 124.
The pressure from the accumulator is maintained in the forward position by uniform pressure from the accumulator 8, and the pressure from the accumulator is supplied to the chamber 110 through the flow rate regulating valve 119.

When the skid signal occurs, the solenoid operated valve 111
is opened, placing support member 110 in communication with reservoir 114. The fixed orifice pressure drop causes spool 121 to rapidly move away from its retracted position, causing valve member 141 to engage valve seat 142 and separating master cylinder 102 from brake 101.

The pressure loss in the support chamber 110 causes the deboost piston 107 to move back, thus releasing the braking pressure.

When the skid signal stops, valve 111 closes and isolates support chamber 110 from reservoir 114;
The fluid from the accumulator 118 returns the deboost piston 107 at a flow rate determined by the flow rate regulating valve 119 in accordance with the pressure drop of the orifice 124 and the load of the spring 128. Then,
The piston 107 returns to the forward position and the brake 1
Apply 01 again. Spool 121 remains engaged with valve seat 142.

When piston 107 reaches its forward position, fluid flow through flow regulating valve 119 ceases, the pressures at both ends of spool 121 are equalized, and spool 121 is then returned to its retracted position under the load of spring 128. do. Therefore, the valve 140 is reopened, and communication between the master cylinder 102 and the brake 101 can be established again via the expansion chamber 108.

During the skid cycle, if the accumulator 118 fails, the pressure in the flow regulating valve 119 is equalized and the valve 140 is opened. This increases the brake pressure and reapplies the brake 101 regardless of the position of the deboost piston within the bore 106. Since a one-way valve (not shown) is provided at the output of the accumulator 118, the deboost piston 1
07 never moves.

The flow rate through flow control valve 119 is determined by the force of spring 128, and dividing this force by the area of spool 121 determines the pressure drop across orifice 124.

As with the previous configuration, 500 to 600 psi (35
~42Kg/ ^cm2 ) above the specified pressure, the solenoid operated valve 11
1 opens, piston 130 moves axially into bore 131 and engages valve head 133 with valve seat 134. The amount of fluid released from support chamber 110 is then determined by the flow rate through orifice 134.

[Brief explanation of drawings]

1 is a cross-sectional view of a hydraulic anti-skid brake adjuster and skid sensing assembly suitable for motorcycles, light passenger vehicles, and light cargo trucks; FIG. 2 is a cross-sectional view taken along line 2--2 of FIG. 1; , FIG. 3 is a cross-sectional view taken along line 3--3 in FIG.
Figure 4 is a diagram of the spring holder, Figure 5 is a graph of brake pressure plotted over time for a car traveling on a surface with a large friction coefficient (μ), and Figure 6 is a graph of a surface with a small friction coefficient (μ). FIG. 7 is a sectional view similar to FIG. 3 showing a modified throttle valve; FIG. 8 is a sectional view similar to FIG. 7 showing a modified structure; FIG. 9 is a sectional view similar to FIG. 10 is a sectional view of a modified adjustment device assembly provided in the arrangement of FIG. 1, and FIG. 11 is a diagram of an alternative brake device arrangement. Explanation of main symbols, 1...Housing, 2...Adjustment device assembly, 3...Hydraulic pump assembly, 4...
Foot valve, 5... Shaft, 8... Bore, 9... Deboost piston, 10... Closing end wall, 11... Sleeve, 13... Sealing body, 14... Control valve assembly,
15... Foot-operated master cylinder, 16... Wheel brake, 18... First valve, 19... Second valve, 22
...Annular seal, valve head.

Claims (1)

Claims: 1. The supply of working fluid from the source 15 to the motor vehicle brake 16 is regulated by the regulator assembly 2 in accordance with the skid signal from the skid sensing means 6;
A power source 3 is provided for controlling rebraking after skid correction, the regulator assembly having a deboost piston 9 operating therein to control communication between the hydraulic fluid source and the brake. A deboost piston 9 cooperating with a valve assembly 14 is inserted into the bore 8.
an automotive hydraulic armature slidably within the vehicle, the position of the deboost piston being determined by the amount of fluid supplied from the power source and confined within the space 50 by the foot valve 4; In a skid brake system, a throttling means is added to the foot valve to reduce the flow rate at which fluid is discharged from the brake 16 at a pressure greater than a predetermined pressure when the foot valve opens in response to a skid signal. 40 is provided, and the throttle means 40 is arranged in the bores 48, 68, 71, 1
31 and capable of actuating means 49, 62, 83, 134 for reducing the flow rate of fluid discharge from the brake;
6,130 Hydraulic anti-skid brake device. 2. The hydraulic type according to claim 1, wherein the throttle means restricts the release of fluid from the brake 16 itself at a pressure equal to or higher than the predetermined pressure when the foot valve is opened. Antai skid brake device. 3. Claim 1, wherein the restricting means is configured to restrict the release of the fluid trapped in the space 50 by the foot valve 4 at a pressure equal to or higher than the predetermined pressure. Hydraulic anchored brake device described in . 4 The output from the power source 3 is throttled by the throttle means 40.
The hydraulic anti-skid brake device according to claim 3, wherein the hydraulic anti-skid brake device is connected to the upstream side of the brake system. 5. The hydraulic anti-skid brake device according to claim 3, wherein the output from the power source 3 is connected to the downstream side of the throttle means 40 via a passage 85. 6 the pressure sensitive member comprises a spool 51 normally biased in an open position by a spring load;
In the open position, the land 55 of the spool normally has a bore 48 that slidably guides the spool.
space 5 from the neck portion 49 of the space 5.
An increase in the pressure within the 0 to the predetermined pressure causes the land to be forced into the neck against the spring load, thereby restricting the release of fluid from the space. A hydraulic anti-skid brake device according to any one of claims 1 to 5. 7. The pressure sensitive member is normally operated by a spring load.
Piston 60, 76, 131 biased in one direction to hold valve member 62, 78, 133 in open position
, the piston responds to an increase in pressure by
a throttle passage 66, 83, 135 movable in the opposite direction and capable of moving said valve member into a closed position, allowing restricted flow to bypass said valve member when said valve member is in the closed position; A hydraulic anti-skid brake device according to any one of claims 1 to 5, characterized in that it is equipped with: