JP2522327B2 - Hydraulic brake device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle brake device, and in particular, in addition to a master cylinder, a power hydraulic pressure supplied from a power hydraulic pressure source is interlocked with the master cylinder to determine a predetermined value. The present invention relates to a hydraulic brake device including a regulator that outputs a brake hydraulic pressure adjusted to a hydraulic pressure.

[Prior Art] In a regular brake device of a vehicle, the hydraulic path piping between a wheel cylinder mounted on a wheel and a hydraulic control device such as a master cylinder is multi-system, and when one system is damaged, the remaining system is used. It is supposed to secure the braking ability with. A tandem master cylinder is used in two general systems.

On the other hand, a booster called a servo or a booster is installed to reduce the operation force of the brake pedal during braking, and compressed air, intake pipe negative pressure (negative pressure booster), fluid hydraulic pressure (hydraulic booster) are provided as boosting sources. ) Is used. The hydraulic booster uses the power hydraulic pressure output from the power hydraulic pressure source as a boosting source to boost the brake hydraulic pressure control device such as a master cylinder in response to a brake pedal.
With the adoption of this hydraulic booster, it has been proposed that in the brake hydraulic pressure control device, in addition to the master cylinder, the hydraulic pressure booster functions as a dynamic hydraulic pressure control device. That is, the brake hydraulic pressure (hereinafter referred to as boost hydraulic pressure) controlled by inputting the power hydraulic pressure in response to the brake pedal is directly applied to the system. For example, as disclosed in JP-A-59-227552, a boost hydraulic pressure of a hydraulic booster is applied to a rear wheel side in a front-rear split type to shorten a stroke of a brake pedal.

[Problems to be Solved by the Invention] However, in the above-mentioned conventional technique, the output brake hydraulic pressure of the hydraulic booster, that is, the brake hydraulic pressure is directly supplied to the wheel cylinder in one system, so that the braking force distribution of the vehicle is distributed. In consideration of this, it is necessary to optimize the output brake fluid pressure of the master cylinder of another system. At this time, there is a problem that it is difficult to manufacture because there are many restrictions on the design of not only the hydraulic booster but also the master cylinder because the boosting function for the original master cylinder must be taken into consideration.

Therefore, the applicant of the present invention, as a dynamic hydraulic pressure control device, controls the power hydraulic pressure output from the power hydraulic pressure source in conjunction with the master cylinder to control the predetermined hydraulic pressure, for example, approximately the same as the output pressure of the master cylinder. We have proposed a regulator that outputs pressure brake fluid pressure and are continuing to improve it.

By the way, there are various combinations in the hydraulic passages that connect the brake fluid pressure control devices such as the master cylinder and the regulator to the wheel cylinders of the wheels in terms of the weight distribution of the vehicle. Among these, the front-rear split method is generally used, in which the front wheel and the rear wheel are independent systems, and the braking force distribution on the front wheel side, which usually has a large weight distribution, is large, especially in the case of front-engine front-drive vehicles. Diagonal piping is used to secure the braking force when the front wheel side fails.

Therefore, in the case of applying the boost hydraulic pressure of the hydraulic booster to the one system side as in the above-mentioned conventional technique, the rear wheel side, that is, the system in which the braking force distribution is small is selected, and the power hydraulic pressure source is stopped. When the power hydraulic pressure disappears due to such reasons, so-called static hydraulic pressure control by the master cylinder is ensured on the front wheel side where the braking force distribution is large. Therefore, it is hard to say that the boost hydraulic pressure, which is a dynamic hydraulic pressure, is sufficiently utilized in terms of shortening the brake pedal stroke.

Therefore, in the present invention, a regulator is provided in the brake fluid pressure control device, and the output fluid pressure of the regulator, which is the dynamic fluid pressure, is applied to the system having the largest braking force distribution among the two systems, and when the power fluid pressure disappears. In order to secure the braking force for both the front and rear wheels by automatically switching to the control by the output hydraulic pressure of the master cylinder, the objective is to further shorten the stroke.

[Means for Solving the Problems] In order to solve the above problems and achieve the above object,
The present invention employs the following configuration.

That is, the hydraulic brake device of the present invention has a brake hydraulic pressure control device for inputting the brake liquid in the reservoir and outputting the brake hydraulic pressure in response to the brake pedal, which is provided in the front wheel cylinder and the rear wheel cylinder of the vehicle. The system is divided into systems and connected, and different braking force distribution is applied to the front and rear wheels. And a power hydraulic pressure source for increasing the brake fluid in the reservoir to a predetermined pressure to output a power hydraulic pressure,
A master cylinder that outputs the brake fluid pressure in response to a brake pedal of the brake fluid pressure control device, and the power fluid pressure is input in cooperation with the master cylinder to regulate the brake fluid pressure to a predetermined brake fluid pressure to obtain a regulator fluid pressure. An output brake fluid of the master cylinder when the regulator fluid pressure is lower than the output brake fluid pressure of the master cylinder when it is connected to the regulator and outputs the regulator fluid pressure at all times. Equipped with auxiliary hydraulic pressure control device that outputs brake hydraulic pressure corresponding to pressure,
The auxiliary hydraulic pressure control device is connected to and communicates with the wheel cylinder having the large internal braking force distribution of the two systems.

[Operation] In the above hydraulic brake device, in a normal state, that is, when the power hydraulic pressure source normally operates, the power hydraulic pressure is output, and the regulator functions normally, the hydraulic cylinder connected to each wheel In the pressure path, a system having a large distribution of braking force, for example, a front wheel cylinder is provided with brake fluid pressure by a regulator, and another system, for example, a rear wheel cylinder is provided by a master cylinder.
Brake fluid pressure is applied. That is, in the master cylinder, brake fluid pressure is output to the wheel cylinders of the rear wheels in response to the brake pedal, and at the same time, in the regulator, the power fluid pressure output from the power fluid pressure source is input and linked to the master cylinder. Then, the pressure is adjusted to a predetermined brake fluid pressure, for example, a regulator fluid pressure that is substantially equal to the output brake fluid pressure of the master cylinder, and is output to the wheel cylinders of the front wheels via the auxiliary fluid pressure control device. At this time, the regulator hydraulic pressure is substantially equal to or higher than the output brake hydraulic pressure of the master cylinder, so that the regulator hydraulic pressure is applied to the wheel cylinder.

Thus, the function of this regulator shortens the stroke on the front wheel side where the braking force distribution is large, and performs the brake operation with the shortened brake pedal stroke.

Then, when the power hydraulic pressure disappears due to the stop of the power hydraulic pressure source, or when the regulator becomes inoperative due to a failure of the regulator itself, the predetermined regulator hydraulic pressure is not output. Therefore, the regulator hydraulic pressure becomes lower than the output brake hydraulic pressure of the master cylinder, and the auxiliary hydraulic pressure control device is driven by the master cylinder to output the brake hydraulic pressure corresponding to the output brake hydraulic pressure of the master cylinder. Thus, the so-called static brake hydraulic pressure is applied to both the front and rear wheels by the master cylinder even if the regulator is not operated.

[Embodiments] Preferred embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows an embodiment of the present invention. A brake fluid pressure control device 1 includes a master cylinder 10, a fluid pressure booster 20, and a regulator 30. As a result, the pedaling force applied to the brake pedal 2 is transmitted as the brake operating force via the input rod 3, and accordingly the reservoir 41 is released.
Alternatively, the brake hydraulic pressure input from the power hydraulic pressure source 40 is appropriately controlled and output to the wheel cylinders 51a to 54a of the front wheels 51, 52 and the rear wheels 53, 54. Where the wheel cylinder
51a to 54a are front wheels 51, 52 side and rear wheels by hydraulic pressure passages 71, 71a, 72
It is divided into two systems on the 53, 54 side and connected to the regulator 30 and the master cylinder 10, respectively. In this embodiment, the braking force distribution on the front wheels 51, 52 side is set larger than that on the rear wheels 53, 54 side, and the front wheels 51, 52 side is further divided into two systems.

First, the master cylinder 10 is arranged in series with the regulator 30, and a master cylinder piston (hereinafter, referred to as a master piston) 11 is inserted into a cylinder hole 10a formed in the housing 1a.
Are slidably inserted in a liquid-tight manner. Master piston
A small diameter portion and a large diameter portion 11 are formed, and a small diameter portion and a large diameter portion are also formed in the cylinder hole 10a so as to be compatible with these, and the stepped hole is formed. A liquid supply chamber 13 is formed between the small diameter portion and the large diameter portion of the master piston 11 within the large diameter portion of the cylinder hole 10a, and between the small diameter portion of the master piston 11 and the control piston 18 within the small diameter portion of the cylinder hole 10a. A pressure chamber 12 is defined. The pressure chamber 12 communicates with the hydraulic passage 71 through the port 12a, and the liquid supply chamber 13 has the reservoir 41 through the port 13a.
Is in communication with.

Control piston 18 has master cylinder 10 and regulator 30
Between the cylinder hole 10a and the cylinder hole 10a, which are smaller in diameter than the cylinder hole 10a and communicate with the cylinder hole 10a.
Further, an axial hole 18a is formed on the master piston 11 side, and the flange portion 18b formed on the outer peripheral surface is locked to the shoulder portion of the communication hole 18d on the regulator 30 side so as not to enter the cylinder hole 10a. It is arranged. Hole in control piston 18
The large-diameter end of the valve rod 14 is slidably accommodated in 18a, and the retainer 16 restricts the movement toward the master piston 11.

The master piston 11 has holes 11a and 11b in the axial direction from both ends toward the center, and holes 11c in the radial direction. The hole 11a and the hole 11c communicate with each other through a small hole 11d formed in the axial direction. Further, a hole 11e is formed in the peripheral portion axial direction, and the opening end on the pressure chamber 12 side is covered with a cup seal, whereby a check valve is constituted. A valve body 14a attached to one end of a valve rod 14 is slidably housed in a hole 11a of a master piston 11 so as to face the small hole 11d, and a retainer 15 restricts movement of the valve body 14a toward a control piston 18. The head of the output rod 4 is accommodated in the hole 11b.

A return spring 17 is stretched between the retainers 15 and 16 to urge the master piston 11 and the control piston 18 away from each other. Therefore, both ends of the valve rod 14 are engaged with the retainers 15 and 16 in a normal state. It will be in a stopped state. Thus, the valve element 14a and the small hole 11d are in a separated state,
The brake fluid supplied from the reservoir 41 to the liquid supply chamber 13 via the port 13a is filled in the pressure chamber 12 through the hole 11e of the master piston 11 and through the hole 11c, the small hole 11d and the hole 11a. . Therefore, from this state, when the master piston 11 slides against the return spring 17 in the direction of the control piston 18, the hole 11e is closed by the cup seal, and the small hole 11d is closed by the valve element 14a. 12
It becomes a sealed state except for the output port of a, and master piston 1
The pressure of the brake fluid is increased with the sliding of 1. The control piston 18 also slides slightly as the master piston 11 slides, but this operation will be described later in detail in relation to the regulator 30.

The hydraulic booster 20 uses the power hydraulic pressure output from the power hydraulic pressure source 40 connected to the port 21 as a boost source to respond to the brake pedal 2 and the master cylinder 10 and a regulator 30 arranged in series therewith. To drive the power piston 5 and the reaction force piston 22 in the double pressure chamber 20a.
The power hydraulic pressure is maintained at a predetermined pressure (boost hydraulic pressure) by the relative displacement of the control lever 25 and the corresponding control lever 25 driving the spool valve 28. In the present embodiment, a hydraulic booster is used because the same hydraulic pressure control as the regulator 30 is performed, but a negative booster or the like may be used.

Next, a regulator installed adjacent to the housing 1a in series via the master cylinder 10 and the control piston 18
30 will be described.

The regulator 30 cooperates with the control piston 18 to control the power hydraulic pressure supplied from the power hydraulic pressure source 40 to a pressure substantially equal to the pressure in the pressure chamber 12 of the master cylinder 10 and output it as regulator hydraulic pressure.

The cylinder 31 is inserted into a regulator hole 30a formed in the housing 1a so as to communicate with the cylinder hole 10a via a communication hole 18d.
The regulator chamber 30 b is formed by the cylinder 31 and the control piston 18, and communicates with the hydraulic path 72 at the port 38. A communication hole 18c is formed in the control piston 18, one end of which opens into the regulator chamber 30b, and the other end of which opens into an outer peripheral groove formed in the control piston 18. This peripheral groove is always in communication with the port 10c, and the port 10c
, The regulator chamber 30b communicates with the reservoir 41 through the communication hole 18c.

At one end of the cylinder 31, a hole 31a penetrating in the axial direction and a communication hole 31b communicating with this are formed, and one end has a plug 3
It is sealed with 1g and the other end is connected to the regulator chamber 3 through the communication hole 31b.
It is open and communicating with 0b. The hole 31c communicates with the power hydraulic pressure source 40 via the check valve 36.

A spherical valve element 31e that opens and closes the small hole 31b is arranged in the hole 31a, and one end thereof is urged by a spring 31f fixed to the cylinder 31 in a direction of closing the small hole 31b. or,
A cylindrical portion 31d is formed on the end surface of the cylinder 31 facing the control piston 18 with a gap with the regulator hole 30a.
A spring between the cylinder 31 and the control piston 18 in the gap
35 is stretched and the control piston 18 is urged toward the master cylinder 10. A small hole 31b is located on the bottom surface of the cylindrical portion 31d,
A plunger 32 is slidably fitted in the axial direction of the cylinder 31 so as to face the small hole 31b, and a spring 34 controls the piston.
It is biased in 18 directions and locked at the tip of the cylindrical portion 31d. A long-axis projection 32a having a smaller diameter than the small hole 31b is formed at one end of the plunger 32 so as to face the small hole 31d, and a valve body 33 is fixed at the other end so as to face the open end of the communication hole 18c of the control piston 18. ing. Therefore, the inside of the cylindrical portion 31d is separated into two spaces via the plunger 32, but both spaces communicate with each other through a communication hole 31h provided in the cylindrical portion 31d.

The power hydraulic pressure source 40 is provided with a hydraulic pump 43 driven by an electric motor 42, the input side is connected to the reservoir 41, the output side is connected to the accumulator 44 via the check valve 45, and the necessary position is set via the accumulator 44. The power hydraulic pressure is supplied. The power hydraulic pressure is maintained at a predetermined pressure by intermittently controlling the electric motor 42 in accordance with a signal from a pressure sensor (not shown) by a control circuit (not shown).

The auxiliary hydraulic pressure control device 8 includes a cylinder 81 and a piston 82 that slides in the cylinder 81, and is arranged between the brake hydraulic pressure control device 1 and the wheel cylinder 52a of the front wheel 52.
Further, the auxiliary hydraulic pressure control device having the same structure as the auxiliary hydraulic pressure control device 8
Similarly, 8a is arranged between the front wheel 51 of the brake fluid pressure control device 1 and the wheel cylinder 51a.

A first pressure chamber 83 and a second pressure chamber 84 are formed in the cylinder 81 via a piston 82, and a control chamber 85 is formed between the first pressure chamber 83 and the second pressure chamber 84 and a small diameter portion formed at the center of the piston 82. Two lands 82a and 82b are formed at both ends of the piston 82, and a head portion 82h is formed in the axial direction to maintain the space of the first pressure chamber 83 even when the head 82h abuts on the end surface of the cylinder hole of the cylinder 81. To be done.

A long hole 82 that penetrates in the radial direction in the center small diameter part of the piston 82
The shaft 86 has a hole c and is loosely fitted in the long hole 82c.
Is fixed to the cylinder 81.

A valve chamber 82d is formed in the land portion 82b of the piston 82, and communicates with the elongated hole 82c and the second pressure chamber 84 via the communication holes 82e and 82f, respectively. A valve body 87 composed of a spherical head portion and a rod is housed in the valve chamber 82d, the rod freely penetrates the communication hole 82e, and the head portion is seated in the opening of the communication hole 82e by the spring 88 so that the communication hole 82e is formed. Biased in the direction. The head portion 82h of the piston 82 is the cylinder 8
The rod of the valve element 87 abuts on the shaft 86 when it comes into contact with the end surface of the cylinder hole 1, and the head portion of the valve element 87 is arranged so as to be separated from the communication hole 82e. Piston 82
Is urged in the direction in which the land portion 82b abuts on the shaft 86 by the spring 89 stretched in the cylinder 81. Therefore, when the first pressure chamber 83 and the second pressure chamber 84 are at the same pressure, as shown in FIG. In position.

The auxiliary hydraulic pressure control device 8 having the above-described configuration is provided in the first pressure chamber 83
Communicate with the pressure chamber 12 of the master cylinder 10 via the port 83a, the hydraulic passage 71 and the port 12a, and the second pressure chamber is the port 84a.
Through the wheel cylinder 52a of the front wheel 52, and the control chamber 85 communicates with the regulator chamber 30b of the regulator 30 through the port 85a, the hydraulic passage 72 and the port 38.
Therefore, if the output brake hydraulic pressure of the regulator 30, that is, the regulator hydraulic pressure is substantially the same as the output brake hydraulic pressure of the master cylinder 10, the valve body 87 is connected to the communication hole 82 in the state shown in FIG.
Since e is open, the regulator chamber 30b and the wheel cylinder 52a are in communication with each other.

When the sum of the regulator hydraulic pressure of the regulator 30 and the biasing force of the spring 89 becomes smaller than the output brake hydraulic pressure of the master cylinder 10, the piston 82 slides toward the port 84a, the valve body 87 is separated from the shaft 86, and the spring 88 The head portion closes the communication hole 82e by the urging force of. As a result, the second pressure chamber 84 becomes a closed chamber, and the port of the piston 82
The brake fluid in the second pressure chamber 84 is configured to increase in pressure with the sliding in the 84a direction.

Further, the port 84a is provided so as to face the communication hole 82f of the piston 82, and when the piston 82 comes into contact with the end surface of the cylinder hole of the cylinder 81, the port 84a communicates with the valve chamber 82d.
As e is blocked by the valve body 87, the piston 82
It becomes the state of being blocked by. Auxiliary hydraulic pressure control device
The description of 8a is omitted because it is similar to the above.

To explain the operation of the above embodiment, FIG. 1 shows a state in which the brake pedal 2 is not operated, the pressure chamber 12 and the liquid supply chamber 13 of the master cylinder 10 communicate with each other, and the wheels of the rear wheels 53 and 54 respectively. Since the cylinders 53a and 54a and the auxiliary hydraulic pressure control devices 8 and 8a are communicated with the reservoir 41, the brake fluid filled in these is under the pressure in the reservoir 41, that is, substantially atmospheric pressure.

On the other hand, the power hydraulic pressure of the power hydraulic pressure source 40 is the hydraulic pressure booster 20.
It is provided to the port 21 of the regulator 30 and the port 31c of the regulator 30 via the check valve 36, but the hydraulic booster 20 does not function in this state.

The flange portion 18b of the control piston 18 is in contact with the shoulder portion of the communication hole 18d. At this position, the communication hole 18c of the control piston 18 communicates with the regulator chamber 30b, and the valve element 31e closes the small hole 31b. Therefore, the brake fluid in the regulator chamber 30b is under the atmospheric pressure like the reservoir 41.

When a pedaling force is applied to the brake pedal 2, the hydraulic booster 20 operates via the input rod 3 and the power piston 5
The pressing force in the direction of the master cylinder 10 is transmitted to the master piston 11 via the output rod 4 and slides in the direction of the regulator 30. As a result, first, the pressing force is transmitted to the control piston 18 via the return spring 17, and the communication hole 18c
Is blocked by the valve body 33, the plunger 32 is pressed, and the small hole 31
b opens. Therefore, the power hydraulic pressure is supplied to the regulator chamber 30b, is transmitted to the wheel cylinders 51a and 52a via the auxiliary hydraulic pressure control devices 8 and 8a, and the braking force acts on the front wheels 51 and 52. At the same time, the valve body 14a closes the small hole 11d, and the pressure chamber 12
Is closed and the brake fluid pressure is output from the port 12a as the capacity is reduced and transmitted to the wheel cylinders 53a and 54a, and the braking force acts on the rear wheels 53 and 54. The start order of the brake operation can be appropriately set by adjusting the return spring 17 and the spring 35.

When the hydraulic pressure in the regulator chamber 30b exceeds the hydraulic pressure in the pressure chamber 12 of the master cylinder 10, the control piston 18 is pressed toward the master cylinder 10. Then the control piston
Due to the movement of 18, the plunger 32 is separated from the valve body 31e and the small hole 3
1b is closed, and the communication hole 18c opens apart from the valve body 33. Therefore, the regulator chamber 30b is
And the fluid pressure drops. Pressure chamber 12 of master cylinder 10
When the hydraulic pressure falls below the
Slide in the direction to perform the above-mentioned operation. By repeating such operations, the hydraulic pressure in the regulator chamber 30b is controlled to a regulator hydraulic pressure substantially equal to the pressure applied to the control piston 18. That is, when the hydraulic pressure in the pressure chamber 12 increases as the master piston 11 slides, the valve rod 14
Slides in the hole 18a, and the hydraulic pressure in the regulator chamber 30b and the hydraulic pressure in the pressure chamber 12 are separated by the seal of the control piston 18 (excluding the biasing force difference between the return spring 17 and the spring 35). It becomes a balanced relationship.

During this time, since the regulator hydraulic pressure and the output brake hydraulic pressure of the master cylinder 10 are substantially equal, the auxiliary hydraulic pressure control devices 8 and 8a are in the state shown in FIG. 1, so that the wheel cylinders 51a and 52a of the regulator chamber 30b communicate with each other. , Wheel cylinder 5
A regulator hydraulic pressure is applied to 1a and 52a. Therefore, the regulator 3 is located on the front wheels 51, 52 side where the braking force distribution is large.
Since the brake is actuated by 0, the brake pedal stroke is greatly shortened compared to the conventional master cylinder drive.

Next, when the power hydraulic pressure source 40 is stopped for some reason and power hydraulic pressure is not supplied, the hydraulic booster 20 stops functioning and the regulator 30 also stops functioning. Then, when the master piston 11 is pressed in the direction of the regulator 30 and slid by the pedaling force of the brake pedal, the communication hole 18c comes into contact with the valve element 33 and blocks communication with the reservoir 41. At the same time, the communication hole 31b is opened, but the check valve 36 prevents the brake fluid from flowing out to the power hydraulic pressure source 40 side.

On the other hand, by reducing the pressure chamber 12 of the master cylinder 10, the brake fluid pressure is output to the wheel cylinders 53a and 54a of the rear wheels 53 and 54 and is also applied to the auxiliary fluid pressure control devices 8 and 8a. That is, while the brake fluid pressure is applied to the first pressure chamber 83 of the auxiliary hydraulic pressure control device 8, the output brake fluid pressure of the regulator 30 is not applied to the control chamber 85 and the second pressure chamber 84, so that the pressure balance is achieved. Collapses and the piston 82 slides toward the port 84a. Then, the valve body 87 separates from the shaft 86 and the communication hole 82
The e is closed, and the second pressure chamber 84 becomes a closed chamber, which contracts as the piston 82 slides, and the remaining brake fluid increases in pressure corresponding to the output brake fluid pressure of the master cylinder 10. Therefore, the wheel cylinder of the front wheel 52
This brake fluid pressure is applied to 52a to perform the brake operation. The auxiliary hydraulic pressure control device 8a operates in the same manner, and the front wheel
The brake operation of the wheel cylinder 51a of 51 is performed. Even when the power hydraulic pressure source 40 functions normally and the regulator 30 does not function, the auxiliary hydraulic pressure control devices 8 and 8a operate in the same manner as above.

On the other hand, the regulator 30 operates normally, and therefore the regulator hydraulic pressure is output, and in the auxiliary hydraulic pressure control device 8, the pressure of the control chamber 85 and the second pressure chamber 84 and the output of the master cylinder 10 of the first pressure chamber 83. In the event that the wheel cylinder 52a is damaged and a fluid leak occurs in the state where the brake fluid pressure is balanced via the piston 82, the pressure in the second pressure chamber 84 decreases and the fluid pressure balance is achieved. Collapses and the piston 82 slides toward the port 84a. Then, due to the pressure difference generated in the piston 82, the lower end of the piston 82 is moved to the port 84.
Since the communication hole 82e comes into contact with a, and the communication hole 82e is closed by the valve body 87, the port 84a is closed by the piston 82. Therefore, the fluid leakage on the wheel cylinder 52a side is limited to the outflow of the brake fluid in the second pressure chamber 84 and does not affect the auxiliary fluid pressure control device 8a side or the regulator 30. Thus, the braking force on the front wheel 51 side is secured. In this way, by further dividing the system on the front wheels 51, 52 side into two systems and arranging the auxiliary hydraulic pressure control devices 8 and 8a side by side, it is possible to prevent the influence of liquid leakage on one side on the other side.

FIG. 2 relates to another embodiment of the present invention, which has anti-lock and anti-slip control functions. First
The same parts as those in the illustrated embodiment are designated by the same reference numerals, and the description of the parts will be omitted.

The port 12a communicating with the master cylinder 10 is
It is connected to the switching valve 65 of the 3-port 2-position solenoid valve by a,
The switching valve 65 is connected to the wheel cylinders 53a, 54a of the rear wheels 53, 54 via supply / discharge valves 63, 64 and check valves 63a, 64a arranged in parallel with the valves. The switching valve 65 communicates the supply / discharge valves 63 and 64 with the port 12a when not energized, that is, when not operating, and communicates with the port 38 of the regulator 30 through the hydraulic passages 72 and 72a when energized, that is, when operating. .

The supply / discharge valves 63 and 64 are 3-port 3-position solenoid valves and are in the first position.
Piping is arranged so that the wheel cylinders 53a, 54a communicate with the switching valve 65, shut off at the second position, and communicate with the reservoir 41 at the third position, and normally brake operation is performed at the first position to perform antilock operation. At times, the first to third positions are appropriately selected to adjust the brake fluid pressure.

Similarly for the front wheels 51, 52, the wheel cylinders 51a, 52a
Are connected to the supply / discharge valves 61, 62 and check valves 61a, 62a arranged in parallel therewith. And the supply / discharge valve 61,62
Are connected to the regulator 30 via the auxiliary hydraulic pressure control devices 8a, 8 and the opening / closing valve 60, respectively. The on-off valve 60 is a normally open 2-port 2-position solenoid valve that communicates with the hydraulic passage 72 during normal brake operation and anti-lock control, and is operated or excited during anti-slip control to prevent slip of the drive wheels. Then, the hydraulic passage 72 is shut off.

The structure of the auxiliary hydraulic pressure control device 8 and 8a and the master cylinder
The connection relationship with 10 is the same as in FIG. The front wheels 51, 52, which are the driving wheels of this embodiment, are provided with switching valves 66, 67 for anti-slip control, respectively. That is, the switching valves 66 and 67 are normally closed 2-port 2-position solenoid valves that normally shut off communication with the power hydraulic pressure source 40, but operate this during anti-slip control to activate the wheel cylinders 51a and 52a. The power hydraulic pressure is applied to the hydraulic pressure passage between the supply / discharge valves 61 and 62 via the hydraulic pressure passage 73.

The opening / closing valve 60 and the switching valves 65 to 67 are electrically controlled by the control circuit 90 together with the control of the supply / discharge valves 61 to 64 during the antilock and antislip control.

In this embodiment having such a configuration, the opening / closing valve 60, the switching valves 65 to 67, and the supply / discharge valves 61 to 64 are located at the positions shown in FIG.
Is the rear wheel due to the regulator hydraulic pressure from the regulator 30.
The brake action of 53, 54 is performed by the brake fluid pressure from the master cylinder 10.

Next, when the slip state of the wheels is detected during brake operation and the anti-lock control is performed, the switching valve 65 is operated by the control circuit 90, and the regulator hydraulic pressure of the regulator 30 is supplied from the port 38 to the supply / discharge valves 61 to 64. Front and rear wheels 51
The wheel cylinders 51a to 5 are appropriately selected from the three positions of the supply / discharge valves 61 to 64 according to the locked state of rotation of the wheel cylinders 51 to 54.
The hydraulic pressure in 4a is adjusted.

Further, when the drive wheels, in this embodiment the front wheels 51, 52, slip when starting or accelerating, the control circuit 90 causes the switching valve 6
6,67 are operated and the power hydraulic pressure is supplied from the power hydraulic pressure source 40.
It is supplied to the hydraulic passage between the wheel cylinders 51a, 52a and the supply / discharge valves 61, 62 via 73. Then, the supply / discharge valves 61, 62 are appropriately controlled irrespective of the operation of the brake pedal to apply a braking force to the front wheels 51, 52 to provide an appropriate driving force.

When the power hydraulic pressure disappears or the regulator 30 is deactivated for some reason, the control circuit
The opening / closing valve 60 and the switching valves 65 to 67 are set to the normal positions by 90, and the front and rear wheels 51 to 54 are all braked by the brake fluid pressure from the master cylinder 10 as in the embodiment of FIG. Be done. When the front wheels 51, 52 leak, the operation is similar to that of the embodiment shown in FIG.

As described above, in this embodiment, even when the power hydraulic pressure disappears during the antilock control, the master cylinder
The braking force can be immediately secured to all the front and rear wheels by the 10 and the auxiliary hydraulic pressure control devices 8 and 8a, which effectively functions as a fail safe.

In the embodiment shown in FIGS. 1 and 2, the regulator hydraulic pressure of the regulator 30 is applied to the wheel cylinders 51a, 52a via the auxiliary hydraulic pressure control devices 8a, 8; Hydraulic pressure booster 20
It is also possible to connect to and to provide boost hydraulic pressure.

[Effect of the Invention] As described above, according to the present invention, the regulator is provided with the master cylinder, and the brake fluid pressure control of the wheel cylinder of the system in which the braking force distribution is large is performed by the regulator, so that the stroke of the brake pedal is wide. The brake fluid pressure corresponding to the output brake fluid pressure of the master cylinder is adjusted by the auxiliary fluid pressure control device when the power fluid pressure drops or disappears due to the stop of the power fluid pressure source or when the regulator becomes inoperable. Is provided, it is possible to obtain not only a sufficient braking force for both the front and rear wheels but also a well-balanced braking force. Further, if the auxiliary hydraulic pressure control device is provided in the wheel cylinders of both wheels of the system in which the braking force distribution is large, it is possible to secure the brake hydraulic pressure of the same pressure on the left and right, and the measures such as diagonal piping are unnecessary.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of an embodiment of the hydraulic brake device of the present invention, and FIG. 2 is an overall configuration diagram of another embodiment of the same. 1 …… Brake fluid pressure controller, 2 …… Brake pedal, 8,8a …… Auxiliary fluid pressure controller, 10 …… Master cylinder, 20 …… Hydraulic booster, 30 …… Regulator, 30b …… Regulator chamber, 40 …… Power hydraulic pressure source, 41 …… Reservoir, 51a ～ 54a …… Wheel cylinder, 71,71a, 72,72a, 73 …… Hydraulic passage, 81 …… Cylinder, 82 …… Piston, 83 …… No. 1 pressure chamber, 84 …… Second pressure chamber, 85 …… Control chamber, 87 …… Valve element

Claims (4)

(57) [Claims] 1. A brake fluid pressure control device for inputting a brake fluid from a reservoir and outputting a brake fluid pressure in response to a brake pedal is divided into two systems of a front wheel cylinder and a rear wheel cylinder of a vehicle and connected. In addition, in the hydraulic brake device in which the braking force is distributed differently between the front wheels and the rear wheels, a power hydraulic pressure source that boosts the brake fluid in the reservoir to a predetermined pressure and outputs a power hydraulic pressure is provided, and the brake hydraulic pressure control is performed. A master cylinder that outputs brake fluid pressure in response to a brake pedal, and a regulator that interlocks with the master cylinder to input the power fluid pressure to regulate a predetermined brake fluid pressure and output a regulator fluid pressure. The regulator hydraulic pressure is constantly output by connecting to the regulator, and the regulator hydraulic pressure is output by the master cylinder. When the hydraulic pressure becomes lower than the hydraulic pressure, an auxiliary hydraulic pressure control device that outputs a brake hydraulic pressure corresponding to the output brake hydraulic pressure of the master cylinder is provided, and the auxiliary hydraulic pressure control device controls the internal braking force distribution of the two systems. A hydraulic brake device characterized by being connected to a large wheel cylinder. 2. A wheel cylinder having a large braking force distribution is further divided into two systems for each wheel, and the auxiliary hydraulic pressure control device is provided in each system. The hydraulic brake device described. 3. The auxiliary hydraulic pressure control device includes a cylinder and a normally open on-off valve which is inserted into the cylinder and closed when the regulator hydraulic pressure becomes lower than the output brake hydraulic pressure of the master cylinder. A first pressure chamber and a second pressure chamber are defined inside the cylinder via the piston, the master cylinder is connected to the first pressure chamber, and the regulator is opened and closed. The hydraulic brake device according to claim 1 or 2, wherein the hydraulic brake device is connected to a valve and always communicates with the wheel cylinder having a large distribution of the braking force via the second pressure chamber. 4. The auxiliary hydraulic pressure control device has a control chamber defined between the piston and the cylinder, and the control chamber and the second pressure chamber are adjacent to each other via the opening / closing valve. The hydraulic brake device according to claim 3, wherein the control chamber is communicated with the regulator.