Method of purging air from a braking hydraulic pressure control system for a vehicle.

Abstract: A braking hydraulic pressure control apparatus for a vehicle comprising switching valve means capable of switching between communicating and shut-off states between a master cylinder (M) and hydraulic passages (10), and between communicating and shut-off states between the master cylinder (M) and open passages (12). A driving-wheel control valve means is also provided for controlling hydraulic pressure in driving-wheel brakes, and pumps (19) whose inlet ports are connected to respective reservoirs (13) and whose discharge ports are connected to respective hydraulic passages (10). The open passages (12) are connected to the inlet ports of the respective pumps (19) to improve the ability to remove air from the hydraulic pressure system, and allow simpler air-removing equipment to be utilized. The switching valve means comprise opened-type (24) and closed-type (25) electromagnetic valves. Opened-type electromagnetic valves (24) are positioned between the master cylinder and the hydraulic passages. Closed-type electromagnetic valves (25) are positioned between the master cylinder (M) and the open passages (12). When air is removed by drawing a vacuum in the direction of the master cylinder (M) before it is filled with brake fluid, the closed-type electromagnetic valves (25) are excited and opened.

Description: BACKGROUND OF THE INVENTION Field of the Invention The present invention generally relates to a method of purging air from a braking hydraulic pressure control system for a vehicle and, more particularly, to such a method for a system which is capable of anti-lock brake control and traction control over driving-wheel brakes. Background Description A braking hydraulic pressure control system of the sort mentioned above is discussed in Japanese Patent Publication No. Hei. 5-65388. In such a braking hydraulic pressure control system, a switching valve means is actuated during normal braking operation. During normal braking operations and in the anti-lock brake control mode, a hydraulic passage connected to the discharge port of a pump is connected to a master cylinder, and an open passage connected to an inlet port of the pump is shut off from the master cylinder. When driving-wheel traction control is carried out, the switching valve means is actuated so that the open passage is connected to the master cylinder and the hydraulic passage is shut off from the master cylinder. Prior to filing the master cylinder with brake fluid, a vacuum is drawn from the master cylinder side in order to remove air from the system. A three-port, two-position electromagnetic switching valve capable of switching between the following two position has been employed as a switching valve means in the prior art. In the first position, the master cylinder is connected to the hydraulic passage, but is shut off from the open passage. In the second position, the master cylinder is connected to the open passage, but is shut off from the hydraulic passage. Consequently, in order to draw a vacuum, the three-port, two-position electromagnetic switching valve needs to be switched in two stages. In other words, a first vacuum is drawn when the three-port, two-position electromagnetic switching valve is positioned so that the master cylinder is connected to the hydraulic passage, but shut off from the open passage. Air can then be removed from the hydraulic pressure system between the driving-wheel brake and the master cylinder, and between the discharge port of the pump and the master cylinder. The three-port, two-position electromagnetic switching valve is then switched so that the master cylinder is connected to the open passage, but shut off from the hydraulic passage. A second vacuum is drawn from the hydraulic pressure system among the inlet port of the pump, the reservoir and the master cylinder. Although air can be sufficiently removed from the described braking control apparatus, the equipment utilized to remove the air tends to be complex because the valve position of the three-port, two-position electromagnetic switching valve has to be moved when removing air. DE 44 25 578 Al discloses a method of operating an anti-lock automotive vehicle brake system for driving stability control and/or traction slip control including a brake power booster operable irrespective of the driver's wish. Document DE 4425578A1 shows in combination the following features of claim 1: switching on and off the communication between a master cylinder and a first hydraulic passage, and between the master cylinder and a first open passage, by means of a first switching valve means, a first portion of which is positioned between the master cylinder and the first hydraulic passage, and a second portion of which is positioned between the master cylinder and the first open passage, switching on and off the communication between the master cylinder and a second hydraulic passage, and between the master cylinder and a second open passage, by means of a second switching valve means, a first portion of which is positioned between the master cylinder and the second hydraulic passage, and a second portion of which is positioned between the master cylinder and the second open passage, providing a connection between a wheel brake and the master cylinder, between the outlet ports of the first and second pump and the master cylinder when the second portions of the first and second switching valve means are excited and opened, and providing a connection between the inlet ports of a first and a second pump, the reservoir and the master cylinder when the second portions of each of the first and second switching valve means are excited and opened, wherein an inlet port of the first pump is connected to a first reservoir, an outlet port of the first pump is connected to the first hydraulic passage, an inlet port of the second pump is connected to a second reservoir , and an outlet port of the second pump is connected to the second hydraulic passage . US 5,505,529 shows a hydraulic brake system with pressure-closed, gravity-opened check valves. Said system has a bypass for purging air from a braking hydraulic pressure control system. SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a method of the above mentioned kind for a vehicle that provides traction control for the driving-wheels. Another object of the present invention is to improve the way in which air is removed from the hydraulic pressure system. Another object of the invention is to allow the use of simpler air-removing equipment during the air-removal process. According to the invention, there is provided a method as claimed in claim 1. When the work of removing air is done by drawing a vacuum in the direction of the master cylinder prior to the filing of brake fluid, the closed-type electromagnetic valves are excited and opened. A connection is therefore established between the front wheel brake and the master cylinder; between the discharge port of the pump and the master cylinder; and among the inlet port of the pump, the reservoir and the master cylinder. Therefore, removal of air can be made at a time by drawing a vacuum in the hydraulic pressure system related to the driving-wheel brake, thus improving the ability to remove air from the system. Moreover, the air-removing equipment can also be simplified because it is unnecessary to switch the operation of the switching valve means during the air-removing work. In a preferred embodiment of the invention, a driven-wheel control valve means serves for controlling hydraulic pressure in driven-wheel brakes by switching on and off the communication between the master cylinder and the driven-wheel brakes, and between the driven-wheel brakes and the respective reservoirs. Having this control valve means also improves the ability to remove air from the system since air can be removed from the hydraulic pressure system related to the driven-wheel brake simultaneously when air is removed from the hydraulic pressure system related to the driving-wheel brake. BRIEF DESCRIPTION OF THE DRAWINGS The foregoing and other objects, aspects and advantages will be better understood from the following detailed description of a preferred embodiment of the invention with reference to the drawings, in which: Figure 1 is a block diagram illustrating an arrangement of a braking hydraulic pressure control apparatus according to a preferred embodiment of the invention; and Figure 2 is a block diagram illustrating the air-removing work condition of the braking hydraulic pressure control apparatus of Figure 1. DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION A detailed description of a preferred embodiment of the present invention will now be described with reference to Figures 1 and 2 of the drawings. Figures 1 and 2 show a preferred embodiment of the present invention. A tandem type master cylinder M comprises a reservoir R, a first piston 3 whose front end faces a first hydraulic chamber 1, a second piston 4 whose front end faces a second hydraulic chamber 2 formed between the first piston 3 and second piston 4, and a first output port 5 and a second output port 6 respectively connected to the first hydraulic chamber 1 and second hydraulic chamber 2. The force of stepping on brake pedal P is amplified by an amplifying means such as a negative pressure booster 7 before being transmitted to the second piston 4. As the hydraulic pressure increases in the second hydraulic chamber 2 as the second piston 4 advances, the first piston 3 also advances in proportion to the increase in pressure in hydraulic chamber 2, whereby the hydraulic pressure in the first hydraulic chamber 1 is increased. The first output port 5 of the master cylinder M corresponds to a right rear wheel brake B RR as a driven-wheel brake and a left front wheel brake B FL as a driving-wheel brake. The output port 6 of the master cylinder M corresponds to a left rear wheel brake B RL as a driven-wheel brake and a right front wheel brake B FR as a driving-wheel brake. The braking hydraulic pressure from first output port 5 is controlled by a driven-wheel control valve means 8 RR . The braking hydraulic pressure from the driven-wheel control valve means 8 RR is reduced by a proportional pressure reducing valve 9 RR and the reduced hydraulic pressure acts on the right rear wheel brake B RR . Further, the braking hydraulic pressure from the first output port 6 is controlled by a driven-wheel control valve means 8 RL . The braking hydraulic pressure from the driven-wheel control valve means 8 RL is reduced by a proportional pressure reducing valve 9 RL . The reduced hydraulic pressure acts on the right rear wheel brake B RL . The output port 5 of the master cylinder M is connected to a first hydraulic passage 10 1 corresponding to the left front wheel brake B FL . The hydraulic pressure in the first hydraulic passage 10 1 , controlled by a driving-wheel control valve means 8 FL , acts on the left front wheel brake B FL . The output port 6 of the master cylinder M is connected to a second hydraulic passage 10 2 corresponding to the right front wheel brake B FR . The hydraulic pressure in the second hydraulic passage 10 2 , controlled by a driving-wheel control valve means 8 FR , acts on the right front wheel brake B FR . In addition to being connected to first hydraulic passage 10 1 , first output port 5 may also be connected to a first open passage 12 1 via a first switching valve means 11 1 . In addition to being connected to second hydraulic passage 10 2 , second output port 6 may also be connected to a second open passage 12 2 via a second switching valve means 11 2 . The control valve means 8 FL , 8 FR , 8 RL and 8 RR are comprised of opened-type electromagnetic valves 14, closed-type electromagnetic valves 15, and one-way valves 16, respectively. In the driven-wheel control valve means 8 RR corresponding to the right rear wheel brake B RR , an opened-type electromagnetic valve 14 is positioned between the first output port 5 of the master cylinder M and the proportional pressure reducing valve 9 RR . A closed-type electromagnetic valve 15 is positioned between the proportional pressure reducing valve 9 RR and the first reservoir 13 1 . Finally, one-way valve 16 is connected in parallel with the opened-type electromagnetic valve 14. One-way valve 16 allows the circulation of brake fluid toward the first output port 5. In the driving-wheel control valve means 8 FL corresponding to the left front wheel brake B FL , an opened-type electromagnetic valve 14 is positioned between the first hydraulic passage 10 1 and the left front wheel brake B FL . A closed-type electromagnetic valve 15 is positioned between the front wheel brake B FL and the first reservoir 13 1 for common use with the driven-wheel control valve means 8 RR and the left front wheel brake B FL . Finally, one-way valve 16 is connected in parallel with opened-type electromagnetic valve 14. One-way valve 16 allows brake fluid to circulate towards the first hydraulic passage 10 1 . In the driven-wheel control valve means 8 RL corresponding to the left rear wheel brake B RL , an opened-type electromagnetic valve 14 is positioned between the second output port 6 of the master cylinder M and the proportional pressure reducing valve 9 RL . A closed-type electromagnetic valve 15 is positioned between the proportional pressure reducing valve 9 RL and the second reservoir 13 2 . Finally, one-way valve 16 is connected in parallel with the opened-type electromagnetic valve 14. The one-way valve 16 allows brake fluid to circulate towards the second output port 6. In the driving-wheel control valve means 8 FR corresponding to the right front wheel brake B FR , an opened-type electromagnetic valve 14 is positioned between the second hydraulic passage 10 2 and the right front wheel brake B FR . A closed-type electromagnetic valve 15 is provided between the second reservoir 13 2 for common use with the driven-wheel control valve means 8 RL and the right front wheel brake B FR . Finally, one-way valve 16 is connected in parallel with the opened-type electromagnetic valve 14. The one-way valve 16 allows brake fluid to circulate towards the second hydraulic passage 10 2 . First reservoir 13 1 is connected to the inlet port of a first pump 19 1 via a first inlet passage 17 1 and first suction valve 18 1 . Second reservoir 13 2 is connected to the inlet port of a second pump 19 2 via a second inlet passage 17 2 and second suction valve 18 2 . Both the pumps 19 1 and 19 2 are driven by common motor 23. The discharge port of first pump 19 1 is connected to the first hydraulic passage 10 1 via a first discharge valve 20 1 , a first damper 21 1 and first throttle 22 1 . The discharge port of second pump 19 2 is connected to second hydraulic passage 10 2 via second discharge valve 20 2 , second damper 21 2 , and second throttle 22 2 . First switching valve means 11 1 includes an opened-type electromagnetic valve 24 1 provided between first output port 5 of the master cylinder M and first hydraulic passage 10 1 , and a closed-type electromagnetic valve 25 1 provided between first output port 5 and open passage 12 1 . In the first switching valve means 11 1 , a first relief valve 26 1 , which allows brake fluid to circulate from the first hydraulic passage 10 1 toward the first output port 5, is connected in parallel with opened-type electromagnetic valve 24 1 . A first bypass valve 27 1 , which allows brake fluid to circulate from the first output port 5 toward the first hydraulic passage 10 1 , is connected in parallel with opened-type electromagnetic valve 24 1 . The second switching valve means 11 2 includes an opened-type electromagnetic valve 24 2 positioned between the second output port 6 of the master cylinder M and the second hydraulic passage 10 2 , and a closed-type electromagnetic valve 25 2 positioned between the second output port 6 and the open passage 12 2 . In the second switching valve means 11 2 , a second relief valve 26 2 , which allows brake fluid to circulate from the second hydraulic passage 10 2 toward the second output port 6, is connected in parallel with opened-type electromagnetic valve 24 2 . A second bypass valve 27 2 , which allows brake fluid to circulate from the second output port 6 toward the second hydraulic passage 10 2 , is connected in parallel with opened-type electromagnetic valve 24 2 . First relief valve 26 1 and second relief valve 26 2 are used to prevent the hydraulic pressure in hydraulic passages 10 1 and 10 2 from becoming higher than the pressure that opened-type electromagnetic valve 24 1 and opened-type electromagnetic valve 24 2 , respectively, are designed to withstand in their shut-off condition. The pressure for opening both the relief valves 26 1 and 26 2 is set at a relatively large value (e.g., 70 kg/cm 2 ). Moreover, traction control is exerted when brake pedal P is stepped on and opened-type electromagnetic valves 24 1 and 24 2 are in the shut-off condition. First and second bypass valves 27 1 and 27 2 open in response to a hydraulic pressure that is 1 kg/cm 2 higher than the hydraulic pressure in the hydraulic passages 10 1 and 10 2 , as pumps 19 1 and 19 2 operate. Consequently, the output hydraulic pressure of master cylinder M acts on the left and right front wheel brakes B FL and B FR . First and second open passages 12 1 and 12 2 are connected to respective first and second inlet passages 17 1 and 17 2 between first check valve 28 1 and second check valve 28 2 and their respective reservoirs 13 1 and 13 2 . First check valve 28 1 and second check valve 28 2 prevent brake fluid from flowing towards the respective reservoirs 13 1 and 13 2 , and are positioned between the joint that open passages 12 1 and 12 2 form with first 17 1 and second 17 2 inlet passages, and first 13 1 and second 13 2 reservoirs, respectively. The preferred operation of this embodiment of the invention will now be described. Opened-type electromagnetic valves 14 and the closed-type electromagnetic valves 15 of the respective control valve means 8 FL , 8 FR , 8 RL and 8 RR remain demagnetized during normal braking operation. Opened-type electromagnetic valves 24 1 and 24 2 and closed-type electromagnetic valves 25 1 and 25 2 of switching valve means 11 1 and 11 2 also remain demagnetized. Accordingly, the braking hydraulic pressure from the first output port 5 of master cylinder M when brake pedal 8 RR is stepped on acts on not only the left front wheel brake B FL but also the right rear wheel brake B RR via proportional pressure reducing valve 9 RR . The braking hydraulic pressure from first output port 6 of master cylinder M acts on not only the right front wheel brake B FR but also the left rear wheel brake B RL via proportional pressure reducing valve 9 RL . When any one of the left/right front and left/right rear wheels is about to become locked during braking, the de-energization and excitation of opened-type electromagnetic valve 14 and closed-type electromagnetic valve 15 are controlled by the control valve means (i.e., 8 FL , 8 FR , 8 RL or 8 RR ) corresponding to the wheel (B FL , B FR , B RL , B RR , respectively) which is about to become locked. Accordingly, the wheel does not lock as the reduction, holding and intensification of the braking hydraulic pressure are controlled. When one or both of the left or right front wheels as driving-wheels undergoes over-slipping resulting from, for example, quick starting while no braking operation is performed, opened-type electromagnetic valves 24 1 and 24 2 and closed-type electromagnetic valves 25 1 and 25 2 of both switching valve means 11 1 and 11 2 are excited. Consequently, hydraulic passages 10 1 and 10 2 are shut-off from the master cylinder M, inlet ports of pumps 19 1 and 19 2 are connected to master cylinder M, and motor 23 operates to start the discharge operation of the pumps 19 1 and 19 2 . Furthermore, opened type electromagnetic valve 14 and closed-type electromagnetic valve 15 on the side corresponding to the front wheel which is about to undergo the over-slipping, are de-energized and excited to control the intensification, holding and reduction of the braking hydraulic pressure. Opened-type electromagnetic valve 14 corresponding to the front wheel which is unlikely to undergo over-slipping is energized and shut. Consequently, the front wheel which would have otherwise slipped when no braking operation performed is braked and thus prevented from slipping. When the braking operation is performed by stepping on brake pedal P while the traction control is exerted, brake fluid from master cylinder M and from reservoirs 13 1 and 13 2 is sucked into pumps 19 1 and 19 2 , which perform the discharge operation. However, check valves 28 1 and 28 2 cause the hydraulic pressure of master cylinder M to divert to reservoirs 13 1 and 13 2 , thus preventing the brakes from locking. At this time, the braking hydraulic pressure from master cylinder M acts on the left and right rear wheel brakes B RL and B RR as the driven-wheel brakes via the proportional pressure reducing valves 9 RL and 9 RR . When the braking hydraulic pressure from the master cylinder M is high, the operation of bypass valves 27 1 and 27 2 causes the braking hydraulic pressure resulting from the braking operation to act on the left and right front wheel brakes B FL and B FR , respectively. Since the second switching valve means 11 1 and 11 2 includes the opened-type electromagnetic valves 24 1 and 24 2 positioned between output ports 5 and 6 of master cylinder M and the hydraulic passages 10 1 and 10 2 , and the closed-type electromagnetic valves 25 1 and 25 2 positioned between the output ports 5 and 6 and the open passages 12 1 and 12 2 , respectively, it is also possible to improve operation of the vacuum-drawing prior to filling the brake fluid and to simplify the air-removing equipment. As shown in Figure 2, filling machine 30 is connected to a reservoir R attached to master cylinder M when master cylinder M is filled with brake fluid. Prior to filling master cylinder M with brake fluid, a vacuum is drawn toward master cylinder M. Closed-type electromagnetic valves 25 1 and 25 2 in the respective switching valve means 11 1 and 11 2 are excited and opened when the vacuum-drawing work is done. When the closed-type electromagnetic valves 25 1 and 25 2 are opened, the left and right front wheel brakes B FL and B FR as the driving-wheel brakes, and master cylinder M are connected. The discharge ports of the pumps 19 1 and 19 2 and master cylinder M are also connected, as are inlet ports of the pumps 19 1 and 19 2 , reservoirs 13 1 and 13 2 and master cylinder M. Therefore, the air-removing or vacuum-drawing in the direction of the master cylinder M can be done simultaneously in the hydraulic pressure system for left and right front wheel brakes B FL and B FR , respectively. It is thus easier to remove air from the braking system since it is unnecessary to utilize switching valve means 11 1 and 11 2 when air is being removed. Therefore, equipment utilized to remove the air can also be simplified. Since the left and right rear wheel brakes B RL and B RR as the driven- wheel brakes are connected to master cylinder M via proportional pressure reducing valves 9 RL and 9 RR and opened-type electromagnetic valves 14 in the driven-wheel control valve means 8 RL and 8 RR , the air-removing work in the hydraulic pressure system pertaining to the left and right rear wheel brakes B RL and B RR can simultaneously be done when the air-removing or vacuum-drawing work is done for driving-wheel brakes B FL and B FR with the effect of improving the ability to remove air from the entire system. Control valve means 8 FL and 8 FR may also control the switching between communicating and shut-off states between hydraulic passages 10 1 and 10 2 and the respective left and right front wheel brakes B FL and B FR , and between the left and right front wheel brakes B FL and B FR and the respective reservoirs 13 1 and 13 2 . Thus, when opened-type electromagnetic valve 24 1 and 24 2 in switching valve means 11 1 and 11 2 , respectively, are excited and opened when the air-removing work is done prior to the filling master cylinder M with brake fluid, there is a connection between the front wheel brakes B FL and B FR and master cylinder M; between the discharge port of the pumps 19 1 and 19 2 and master cylinder M; and among the inlet ports of the pumps 19 1 and 19 2 , reservoir R and master cylinder M. Therefore, air can be removed by drawing a vacuum in the hydraulic pressure system of driving-wheel brake B FL and B FR , thus improving the ability to remove air from the system. Moreover, the air-removing equipment can also be simplified because it is unnecessary to switch the position of valves 24 1 and 25 1 of switching valve means 11 1 when air is being removed. Another advantage the present invention provides is that air can be removed from the hydraulic pressure system related to the driven-wheel brakes B RR and B RL simultaneously when air is removed from the hydraulic pressure system related to the driving-wheel brakes B FL and B FR .

Claims: A method of purging air from a braking hydraulic pressure control system for a vehicle, comprising the steps of: switching on and off the communication between a master cylinder (M) and a first hydraulic passage (10 1 ), and between the master cylinder (M) and a first open passage (12 1 ), by means of a first switching valve means (11 1 ), a first portion of which is positioned between the master cylinder (M) and the first hydraulic passage (10 1 ), and a second portion of which is positioned between the master cylinder (M) and the first open passage (12 1 ), switching on and off the communication between the master cylinder (M) and a second hydraulic passage (10 2 ), and between the master cylinder (M) and a second open.passage (12 2 ), by means of a second switching valve means (11 2 ), a first portion of which is positioned between the master cylinder (M) and the second hydraulic passage (10 2 ), and a second portion of which is positioned between the master cylinder (M) and the second open passage (12 2 ), exciting and opening the second portion of each of the first (11 1 ) and second switching valve means (11 2 ) when air is removed by drawing a vacuum in a direction of the master cylinder (M) prior to filling of brake fluid, providing a connection between a wheel brake and the master cylinder (M), between outlet ports of a first (19 1 ) and a second pump (19 2 ) and the master cylinder (M) when second portions of the first (11 1 ) and second switching valve means (11 2 ) are excited and opened, and providing a connection between the inlet ports of the first (19 1 ) and the second pump (19 2 ), a reservoir (R) and the master cylinder (M) when the second portions of each of the first (11 1 ) and second switching valve means (11 2 ) are excited and opened, wherein the inlet port of the first pump (19 1 ) is connected to a first reservoir (13 1 ), an outlet port of the first pump (19 1 ) is connected to the first hydraulic passage (10 1 ), an inlet port of the second pump (19 2 ) is connected to a second reservoir (13 2 ), and an outlet port of the second pump (19 2 ) is connected to the second hydraulic passage (10 2 ). The method according to claim 1, further comprising the following steps: controlling the hydraulic pressure in a first driving-wheel brake (B FL ) by switching on and off the communication between the first hydraulic passage (10 1 ) and a first driving-wheel brake (B FL ), and between the first driving-wheel brake (B FL ) and a first reservoir (R) and the first pump (19 1 ), by means of a first driving-wheel control valve means (8 FL ), a first portion of which is positioned between the first hydraulic passage (10 1 ) and the first driving-wheel brake (B FL ), and a second portion of which is positioned between the first driving-wheel brake (B FL ) and the first reservoir (R); and controlling the hydraulic pressure to a second driving-wheel brake (B FR ) by switching on and off the communication between the second hydraulic passage (10 2 ) and a second driving-wheel brake (B FR ), and between the second driving-wheel brake (B FR ) and a second reservoir (R) and the second pump (19 2 ), by means of a second driving-wheel control valve means (8 FR ), a first portion of which is positioned between the second hydraulic passage (10 2 ) and the second driving-wheel brake (B FR ), and a second portion of the which is positioned between the second driving-wheel brake (B FR ) and the second reservoir (R). The method of purging air from a braking hydraulic pressure control system for a vehicle according to claim 1, further comprising the step of providing a relief valve in parallel with the first portion of each of the first (11 1 ) and second switching valve means (11 2 ), and a bypass valve in parallel with the second portion of each of the first (11 1 ) and second switching valve means (11 2 ) to allow fluid to flow there through. The method of purging air from a braking hydraulic pressure control system for a vehicle according to claim 1, further comprising the step of providing a one-way valve in parallel with the first portion of each of the first (11 1 ) and second switching valve means (11 2 ) to allow fluid to flow there through. The method of purging air form a braking hydraulic pressure control system for a vehicle as claimed in claim 1, further comprising the steps of: controlling the hydraulic pressure in a first driven-wheel brake (B RL ) by switching on and off the communication between the master cylinder (M) and the first driven-wheel brake (B RL ), and between the first driven-wheel brake (B RL ) and the first reservoir (R), by means of a first driven-wheel control valve means (8 RL ), a first portion of which is positioned between the master cylinder (M) and a first proportional pressure reducing valve (9 RL ) positioned adjacent to the first driven-wheel brake (B RL ), and a second portion of which is positioned between the first proportional pressure reducing valve (9 RL ) and the first reservoir (R); and controlling the hydraulic pressure in a second driven-wheel brake (B RR ) by switching on and off the communication between the master cylinder (M) and the second driven-wheel brake (B RR ), and between the second driven-wheel brake (B RR ) and the second reservoir (R), by means of a second driven-wheel control valve means (8 RR ), a first portion of which is positioned between the master cylinder (M) and a second proportional pressure reducing valve (9 RR ) positioned adjacent to the second driven-wheel brake (B RR ), and a second portion of which is positioned between the second proportional pressure reducing valve (9 RR ) and the second reservoir (R).

Inventors: GOMI GENICHI, GOMI, GENICHI
Applicants: NISSIN KOGYO KK, NISSIN KOGYO CO., LTD.
Application year: 1999
Main classification: B60T17
IPC codes: B60T8, B60T17