JP2005319928A - Hydraulic booster device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a full power type hydraulic booster device capable of preventing outflow of brake fluid of a hydraulic pressure source also when one hydraulic pressure system should fail and surely supplying brake hydraulic pressure to the other hydraulic pressure system. <P>SOLUTION: This device regulates pressure by selectively switching a first position for shutting off the communication of the one hydraulic pressure system WC1 or WC2, for instance, and the hydraulic pressure source PG1 and communicating the hydraulic pressure system with an atmospheric pressure reservoir RS, a second position for shutting off the communication of the hydraulic pressure system and the hydraulic pressure source and holding hydraulic pressure by shutting off the communication with the atmospheric pressure reservoir RS, a third position for supplying output power hydraulic pressure by communicating with the hydraulic pressure source in a state for shutting off the communication with the atmospheric pressure reservoir RS of the hydraulic pressure system, and a fourth position for shutting off the communication of the atmospheric pressure reservoir RS of the hydraulic pressure system with the hydraulic pressure source when this device is driven beyond these positions according to an operation of a brake operation member BP, by each of two pressure regulating means SV1 and SV2. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a hydraulic booster device, and more particularly to a so-called full power hydraulic booster device.

  Various types of so-called full power hydraulic booster devices are known, but there are those equipped with two pressure regulating valve means for regulating the output power hydraulic pressure of the hydraulic pressure source. For example, the hydraulic booster described in Patent Document 1 includes a high pressure hydraulic system that supplies the output hydraulic pressure of the hydraulic pressure source to two brake hydraulic pressure circuits, and can operate as a normal master cylinder when the failure occurs. A power hydraulic booster is disclosed. Specifically, a housing having two piston members and respective pressure chambers, and two valve mechanisms arranged in parallel that are simultaneously driven by one actuating piston that responds to a brake pedal are provided. In the hydraulic booster that supplies the output hydraulic pressure of the hydraulic pressure source to each brake hydraulic pressure circuit through the chamber, when the high pressure hydraulic pressure system fails, each pressure chamber becomes a static hydraulic pressure chamber, and the working piston further advances By driving, the brake fluid pressure can be output from each pressure chamber to each brake fluid pressure circuit.

U.S. Pat. No. 4,783,965

  Including the hydraulic booster described in Patent Document 1 above, a hydraulic pressure source that raises the brake fluid in the atmospheric pressure reservoir to a predetermined pressure to generate a power hydraulic pressure, and an output power hydraulic pressure of the hydraulic pressure source is braked. Attention has been focused on a hydraulic booster device comprising two pressure regulating valve means for regulating the pressure according to the operation of the members and supplying brake hydraulic pressure to the two hydraulic pressure systems communicating with the wheel cylinders mounted on each wheel. Yes.

  In the above hydraulic booster device, if one hydraulic system fails, the braking force is secured by the brake hydraulic pressure of the other hydraulic system. In such a case, depending on the configuration of the hydraulic pressure source and the connection state with the atmospheric pressure reservoir, if the brake fluid of the hydraulic pressure source flows out through the failed hydraulic system, the other hydraulic system will There is a fear that it is difficult to supply a sufficient brake fluid pressure, and it is not appropriate to use it for a vehicle having at least front and rear piping.

  Therefore, the present invention is a so-called full-power hydraulic booster device that prevents the brake fluid from flowing out of the hydraulic pressure source even if one hydraulic pressure system fails, An object of the present invention is to provide a highly reliable hydraulic booster device that can reliably supply brake hydraulic pressure.

  To achieve the above object, according to the present invention, as described in claim 1, a hydraulic pressure source for generating a hydraulic pressure by boosting a brake fluid in an atmospheric pressure reservoir to a predetermined pressure, and an output of the hydraulic pressure source Two pressure regulating valve means for regulating the power hydraulic pressure in accordance with the operation of the brake operating member and supplying the brake hydraulic pressure to the two hydraulic pressure systems communicating with the wheel cylinders mounted on the wheels of the vehicle, respectively, are provided. In the hydraulic booster device, each of the two pressure regulating valve means cuts off communication between one of the two hydraulic systems and the hydraulic pressure source, and one of the two hydraulic systems is used as the atmospheric pressure reservoir. The first position where one of the two hydraulic systems communicates with the atmospheric pressure, the communication between one of the two hydraulic systems and the hydraulic pressure source is blocked, and the communication with the atmospheric pressure reservoir is established. Block one of the two hydraulic systems. One of the two hydraulic systems communicates with the hydraulic pressure source in a state where communication between the second position for maintaining the hydraulic pressure and the atmospheric pressure reservoir of one of the two hydraulic systems is shut off. The third position for supplying the output power hydraulic pressure of the hydraulic pressure source to one of the two hydraulic pressure systems, and the amount of movement at which the pressure regulating valve means becomes the first, second and third positions. A fourth position at which communication with the atmospheric pressure reservoir and the hydraulic pressure source of one of the two hydraulic pressure systems is cut off when driven beyond is selected according to the operation of the brake operating member. It is configured to switch and adjust the pressure.

  In the above-described hydraulic booster device, as described in claim 2, the hydraulic pressure booster device is connected to the two pressure regulating valve means, and outputs from the two pressure regulating valve means to the two hydraulic pressure systems in response to an operation of the brake operation member It is assumed that there is an equalizer that adjusts the brake fluid pressure to be substantially equal, and when the difference between the brake fluid pressures output to the two fluid pressure systems is made and adjustment by the equalizer becomes impossible, It is preferable that one of the two pressure regulating valve means connected to the hydraulic system on the low pressure side is switched to the fourth position.

  As described in claim 3, the two pressure regulating valve means can be constituted by a spool valve mechanism having a pair of spools driven by the equalizer. Furthermore, as described in claim 4, reaction force pistons may be interposed between the equalizer and the pair of spools, respectively. According to a fifth aspect of the present invention, there is provided an engagement means for holding the spool at the fourth position when the spool constituting the two pressure regulating valve means is at the fourth position. It is good.

  As described in claim 6, the two pressure regulating valve means can be configured by a poppet valve mechanism including at least a pair of poppet valves driven by the equalizer.

  Since this invention is comprised as mentioned above, there exist the following effects. That is, in the hydraulic booster device according to claim 1, the pressure booster device includes two pressure regulating valve means for supplying brake hydraulic pressure to two hydraulic systems communicating with a wheel cylinder mounted on each wheel of the vehicle, Each pressure regulating valve means is configured to selectively switch between the first to fourth positions described above in accordance with the operation of the brake operation member, and in particular, at the fourth position, one of the hydraulic pressure systems is configured. Since the communication between the atmospheric pressure reservoir and the hydraulic pressure source is interrupted, even if one hydraulic system fails, the brake fluid from the hydraulic pressure source is prevented from flowing out, and the other hydraulic system is Brake fluid pressure can be supplied reliably.

  And if it is set as the structure provided with the above-mentioned equalizer as described in Claim 2, when a difference arises in the brake fluid pressure output to two hydraulic systems, and adjustment by an equalizer becomes impossible, a low pressure side Since one of the two pressure regulating valve means connected to the hydraulic system switches to the fourth position, even if one hydraulic system fails, the other hydraulic system is reliably braked. Hydraulic pressure can be supplied.

  In addition, as described in claim 3, if the pressure regulating valve means is constituted by a spool valve mechanism, a highly reliable device can be provided at low cost. Further, if the reaction force piston is provided as described in claim 4, it can be easily applied to various vehicles, so that a highly reliable and inexpensive device can be provided. Further, if the engaging means is provided as described in claim 5, when the spool is in the fourth position, the spool is held in the fourth position by the engaging means. Even when one hydraulic system fails, the brake hydraulic pressure can be reliably supplied to the other hydraulic system.

  Alternatively, as described in claim 6, the pressure regulating valve means can be configured by a poppet valve mechanism, whereby the brake fluid pressure can be reliably communicated and cut off, and a highly reliable and inexpensive device can be obtained. Can be provided.

  Embodiments of the present invention will be described below with reference to the drawings. As shown in FIG. 1, the hydraulic booster device according to the present embodiment is configured such that piston members P1, P2 and P3 are slidably accommodated in a housing HS to constitute a static pressure cylinder means. It is connected to a brake pedal BP which is a brake operation member. Further, spool valve mechanisms SV1 and SV2 (hereinafter simply referred to as valve mechanisms SV1 and SV2) constituting the pressure regulating valve means of the present invention are accommodated in the front (left side of FIG. 1) in the housing HS. The equalizer EQ is supported at the front end of the piston member P1 so as to be driven. The valve mechanisms SV1 and SV2 are configured to be supplied with power hydraulic pressure from hydraulic pressure sources PG1 and PG2 via check valves CV1 and CV2, respectively. Hereinafter, after mainly explaining the configuration of the static pressure cylinder means, the configuration of the pressure regulating valve means will be explained.

  As shown in FIG. 1, the housing HS is a cylindrical body in which valve mechanisms SV1 and SV2 are arranged in front, and the inner surface of the cylinder bore CB accommodates annular sealing members S1 to S4 having a cup-shaped cross section. An annular groove is formed, a pressure chamber C1 is formed between the seal members S1 and S2, and a pressure chamber C2 is formed between the seal members S3 and S4. The piston members P1, P2, and P3, the housing HS, and the like are shown as a single component for convenience of explanation, but are divided into a plurality of components as appropriate according to manufacturing restrictions and the like.

  Further, on the side surface of the housing HS, communication holes H1 and H2 that open to the pressure chambers C1 and C2 in the cylinder bore CB, a communication hole H3 that opens between the seal members S2 and S3, and valve mechanisms SV1 and SV2, respectively. Communication holes H4 to H8 are formed in the part. Of these, the communication holes H1 and H5 are connected to the wheel cylinders WC1 and WC2 of one hydraulic system, and the communication holes H2 and H6 are connected to the wheel cylinders WC3 and WC4 of the other hydraulic system and connected to the communication holes. H3 and H4 are connected in communication with an atmospheric pressure reservoir RS (hereinafter simply referred to as a reservoir RS). The communication holes H7 and H8 are connected to the hydraulic pressure sources PG1 and PG2 through check valves CV1 and CV2, respectively.

  The piston member P1 constituting the static pressure cylinder means has an equalizer EQ attached to the front and a shaft portion L1 extending rearward. The piston member P2 has a recess R2 that opens forward, and a shaft L2 that extends rearward. The piston member P2 is disposed in the recess R2 so as to accommodate the head portion L1h of the shaft portion L1 so as to be axially movable, and a shoulder portion P2s is formed so that the head portion L1h can be locked at the front end thereof. Yes. A compression spring E1 functioning as a return elastic means (return spring) is suspended between the piston member P1 and the piston member P2, and together with the shaft portion L1 (and shoulder portion P2s) functioning as a holding means (retainer). A so-called suspension structure is formed.

  In addition, the piston member P3 has a recess R3 that opens forward, and a recess R4 in the rear. The piston member P3 is disposed in the concave portion R3 so as to accommodate the head portion L2h of the shaft portion L2 so as to be movable in the axial direction, and a shoulder portion P3s is formed so that the head portion L2h can be locked at the front end thereof. Yes. A compression spring E2 is suspended between the piston member P2 and the piston member P3, and together with the shaft portion L2, a suspension structure connecting means is configured. Further, the input member IP is accommodated in the recess R4 of the piston member P3, and this input member IP is connected to the stroke simulator SM. The stroke simulator SM applies a stroke according to the operating force of the brake pedal BP. In this embodiment, the rubber RB is accommodated as an elastic member in the housing SH. However, the stroke simulator SM is limited to this structure. Instead, various embodiments can be used.

  Next, the valve mechanisms SV1 and SV2, which are pressure regulating valve means, regulate the output hydraulic pressure of the hydraulic pressure sources PG1 and PG2 according to the operation of the brake pedal BP, and supply the brake hydraulic pressure to the wheel cylinders WC1 to WC4 of each wheel. To do. The equalizer EQ described above is composed of a lever member supported in a swingable manner around the intermediate portion in front of the piston member P1, and the front end surfaces of both ends thereof abut against the valve mechanisms SV1 and SV2 to drive them. It is arranged to be able to. Hereinafter, since the valve mechanisms SV1 and SV2 have the same configuration, the configuration of the valve mechanism SV1 will be described as a representative with reference to FIG.

  The housing HS is formed with an atmospheric pressure chamber C3 that accommodates the equalizer EQ and communicates with the reservoir RS via the communication hole H4, and further includes a pair of a small diameter portion B1 and a large diameter portion B2 that communicate with the atmospheric pressure chamber C3. The stepped bore is formed (in each figure, only one side is provided with a reference numeral). As shown in FIG. 2, communication holes H5 to H8 are opened in the small diameter portion B1, and communication holes H9 are opened in the large diameter portion B2. Among these, the communication hole H5 is connected to the reservoir RS, the communication hole H6 is connected to the wheel cylinders WC1 and WC2 of one hydraulic system, and the communication hole H7 is connected to the hydraulic pressure source PG1. The communication holes H8 and H9 are connected to the wheel cylinders WC1 and WC2 together with the communication hole H6.

  A spool SP is housed in the small diameter portion B1 together with a compression spring E0 functioning as a return spring, a pressure regulating chamber C4 is formed in the small diameter portion in the middle of the spool SP, and a reaction force chamber C5 is formed in front of the spool SP. . Further, the rear end portion of the spool SP extends into the large-diameter portion B2, and a reaction force piston RP having an outer diameter corresponding to a required reaction force is fluid-tightly slid through the seal member S5. It is freely housed. Thus, an annular reaction force chamber C6 is formed around the spool SP in front of the reaction force piston RP, and a communication hole H9 is opened in this, and communicates with the reaction force chamber C5 via the communication hole H8. And it arrange | positions so that the rear-end surface of reaction-force piston RP may contact | abut the front-end surface of the end of equalizer EQ.

  On the other hand, although not shown, the hydraulic pressure sources PG1 and PG2 of the dynamic hydraulic pressure supply system include, for example, a hydraulic pump (not shown), whose input side is connected to the reservoir RS, and whose output side is an accumulator (see FIG. The output hydraulic pressure is controlled to a predetermined pressure by an electronic control unit (not shown) based on the pressure monitoring result by a pressure sensor (not shown), and the power hydraulic pressure (FIG. 2 etc.) is connected. (Shown in fine stippling). Note that the hydraulic pressure sources PG1 and PG2 may be configured separately or as a single device. The output power hydraulic pressures of the hydraulic pressure sources PG1 and PG2 can be supplied into the valve mechanisms SV1 and SV2 via the check valves CV1 and CV2, respectively. Since the flow is blocked by the check valves CV1 and CV2, the brake fluid does not flow out when the hydraulic pressure sources PG1 and PG2 fail.

  Regarding the hydraulic booster device of the present embodiment configured as described above, first, the operation when both hydraulic systems are normal will be described. When the brake pedal BP is not operated, the valve mechanism SV1 is in the first position as shown in FIG. 2, the communication hole H7 is shielded by the spool SP, and the communication hole H5 and the communication hole H6 (and the communication hole H8). And H9) communicate with the pressure regulating chamber C4. Accordingly, the hydraulic system of the wheel cylinders WC1 and WC2 communicates with the reservoir RS via the pressure regulating chamber C4 and is under atmospheric pressure. Further, for example, when the valve mechanism SV1 is in the first position while the pressure regulating chamber C4 is in a high pressure state, the pressure regulating chamber C4 is depressurized. The wheel cylinders WC1 and WC2 are always in communication with the reaction force chambers C5 and C6.

  In FIG. 1, when the brake pedal BP is operated, the piston members P1 to P3 are driven forward via the stroke simulator SM and the input piston IP, and the valve mechanisms SV1 and SV2 are driven via the equalizer EQ. For example, in the valve mechanism SV1, the reaction force piston RP and the spool SP move forward with the forward movement of the equalizer EQ, and the valve mechanism SV1 is in the second position shown in FIG. That is, the communication hole H5 and the communication hole H7 are shielded by the spool SP. Accordingly, the hydraulic system of the wheel cylinders WC1 and WC2 is disconnected from the hydraulic pressure source PG1 and is also disconnected from the reservoir RS. Note that the communication holes H6, H8, and H9 in communication are in communication with the pressure regulating chamber C4 and the reaction force chambers C5 and C6, respectively.

  When the brake pedal BP is further operated, the valve mechanism SV1 is in the third position shown in FIG. 4, and the communication hole H5 is shielded by the spool SP, but the communication hole H7 and the communication hole H6 communicate with the pressure regulating chamber C4. Since the hydraulic system of the wheel cylinders WC1 and WC2 communicates with the hydraulic pressure source PG1, the output power hydraulic pressure of the hydraulic pressure source PG1 is regulated and supplied to the wheel cylinders WC1 and WC2, and the pressure is increased (FIG. 4). (Shown in rough stippling). At this time, the reaction force chambers C5 and C6 communicate with the pressure regulating chamber C4 through the communication holes H6, H8, and H9, and the same brake fluid pressure as that in the wheel cylinders WC1 and WC2 is applied to the reaction force chambers C5 and C6. Therefore, a reaction force is applied to the brake pedal BP via the reaction force piston RP, the equalizer EQ, and the like.

  When the brake pedal BP is further operated after the servo control by increasing, holding or reducing the pressure, and the piston member P1 comes into contact with the shoulder of the housing HS to prevent the forward movement, the valve mechanism SV1 is in the state shown in FIG. It becomes. That is, although it is the same as the above-mentioned third position, the communication hole H5 is shielded by the spool SP, and the communication hole H7 is in a fully open state to communicate with the pressure regulating chamber C4, and the hydraulic pressure is communicated through the communication hole H6. The output power hydraulic pressure (shown in fine stippling) of the source PG1 is supplied to the wheel cylinders WC1 and WC2. Also at this time, the reaction force chambers C5 and C6 communicate with the pressure regulating chamber C4 through the communication holes H6, H8, and H9, and the same brake fluid pressure as that in the wheel cylinders WC1 and WC2 is applied to the reaction force chambers C5 and C6. Since it is applied, a reaction force is applied to the brake pedal BP.

  On the other hand, if the hydraulic system of the wheel cylinders WC1 and WC2 fails, in this embodiment, as shown in FIG. 6, reaction force chambers C5 and C6 communicated with these via communication holes H8 and H9. Is depressurized. For this reason, the equalizer EQ swings around the intermediate support shaft by the pressing force to the rear of the valve mechanism SV2 of the other hydraulic system, and the valve mechanism SV1 is pressed forward. As a result, when the spool SP moves forward beyond the movement amount of the first, second, and third positions, the fourth position shown in FIG. 6 is reached, and the communication holes H5 and H6 are shielded by the spool SP. Then, the wheel cylinders WC1 and WC2 are disconnected from the hydraulic pressure source PG1 and the reservoir RS. At this time, the pressure regulating chamber C4 communicates with the fluid pressure source PG1, but does not communicate with any other communication hole, so that the brake fluid from the fluid pressure source PG1 does not flow out. On the other hand, the brake hydraulic pressure is supplied to the wheel cylinders WC3 and WC4 on the other hydraulic system side from the valve mechanism SV2 in the same pressure increasing state (third position) as in FIG. Can continue.

  For example, when the dynamic hydraulic pressure supply system including the hydraulic pressure source PG1 does not operate, when the brake pedal BP is operated, the piston members P1 to P3 are driven forward via the stroke simulator SM and the input piston IP. The valve mechanisms SV1 and SV2 are driven via the equalizer EQ, but the check valves CV1 and CV2 prevent the brake fluid from flowing out to the hydraulic pressure sources PG1 and PG2. For example, in the valve mechanism V1, the communication hole H6 is closed by the spool SP, and the communication between the pressure regulating chamber C4 and the wheel cylinders WC1 and WC2 is blocked. Thus, after that, a brake fluid pressure corresponding to the amount of operation of the brake pedal BP and the amount of movement of the piston member P1 is generated in the pressure chamber C1, and is supplied to the wheel cylinders WC1 and WC2 from the communication hole H1. Similarly, a brake fluid pressure corresponding to the amount of movement of the piston member P2 is generated in the pressure chamber C2, and is supplied to the wheel cylinders WC3 and WC4 from the communication hole H2.

  7 and 8 relate to another embodiment of the present invention, and as shown in FIG. 8, the communication between the wheel cylinders WC1 and WC2 of one hydraulic system and the reservoir RS and the hydraulic pressure source PG1 is cut off. When the fourth position is reached, an engagement means for preventing the movement of the spool SP is provided. For example, as shown in FIGS. 7 and 8, the engaging means includes an annular groove RG formed in the reaction force piston RP and an axial direction of the reaction force piston RP so as to be able to engage with the annular groove RG. The engagement pin RE can be configured to be biased by the engagement pin RE.

  Thus, even in the state after the servo control shown in FIG. 7, the engagement pin RE is in contact with the outer peripheral surface of the spool SP, and the movement of the spool SP is allowed. However, as shown in FIG. When SV1 reaches the fourth position, when the brake pedal BP is further operated, the engagement pin RE engages with the annular groove RG and the movement of the spool SP is prevented, so that the valve mechanism SV1 is in the fourth position. It will be in the state held by. Therefore, for example, after the valve mechanism SV1 is once in the fourth position, it is possible to prevent a problem that the brake fluid flows out by shifting to the third position due to a change in the operation state of the brake pedal BP.

  In the above embodiment, since the reaction force piston RP is provided separately from the spool SP, reaction force pistons RP having various outer diameters are prepared in accordance with the vehicle type, and this is adapted. If the reaction force chamber C6 is formed on the inner diameter, application to a plurality of vehicle types can be easily performed by making a slight change to the common basic configuration. However, if the outer diameter of the spool SP is set according to the required reaction force, the reaction force piston RP can be omitted although it is an individual design for each vehicle type. In this case, in FIG. 2 and the like, the spool SP extends to the reaction force piston RP portion. Further, if an annular groove corresponding to the annular groove RG is formed on the spool SP, FIGS. The same engagement means can be constituted.

  9 to 12 relate to another embodiment of the present invention. Instead of the valve mechanisms SV1 and SV2 shown in FIGS. 1 to 8, poppet valve mechanisms PV1 and PV2 (hereinafter simply referred to as pressure regulating valve means of the present invention). The valve mechanisms PV1 and PV2) are used, and each valve mechanism further includes three valve means. Since the configuration other than the pressure regulating valve means is the same as that of the above-described embodiment, and the valve mechanisms PV1 and PV2 are the same configuration, the configuration of the valve mechanism PV1 will be described as a representative.

  As shown in FIG. 9, the housing HS of the present embodiment is formed with an atmospheric pressure chamber C3 that accommodates the equalizer EQ and communicates with the reservoir RS via the communication hole H4, and further, a pair that communicates with the atmospheric pressure chamber C3. Stepped bores (typically indicated by B3) are formed. In this stepped bore B3, as shown in FIG. 9, communication holes H6 and H7 are opened. The communication hole H6 is connected to the wheel cylinders WC1 and WC2 of one hydraulic system, and the communication hole H7 is a hydraulic pressure source. It is connected to PG1. The plunger V11 and the transmission member V13 are slidably supported in the stepped bore B3. The plunger V11 has a communication path V12 formed in the radial direction and the axial direction thereof, and a ball valve body V14 is attached to the rear end of the transmission member V13.

  As shown in FIG. 9, the plunger V11 is disposed such that the rear end thereof is in contact with the front surface of the end portion of the equalizer EQ, and the atmospheric pressure chamber C3 and the reaction force chamber C7 communicate with each other via the communication path V12. Then, in response to the forward movement of the plunger V11, the ball valve body V14 is seated on the front opening of the communication path V12, and the communication path V12 is closed, thereby constituting the first valve means. Yes. The plunger V11 is urged rearward by a spring E4, and its rear end surface is pressed against the front surface of the end portion of the equalizer EQ as shown in FIG. A pressure regulating chamber C8 is formed in front of the transmission member V13, and is always in communication with the reaction force chamber C7 through the communication path V16.

  The transmission member V13 is restricted from moving backward by a shoulder portion formed in front thereof. Further, the transmission member V13 has a recess opening forward, and a pin V15 is slidably accommodated therein, urged forward by a spring E5, and held by the opening edge of the transmission member V13. . The pin V15 has a flange in the middle, and a front end portion of the pin V15 extends forward of the transmission member V13, and a ball valve body V17 disposed so as to face the second valve means constitutes the pin V15. A third valve means is configured between the flange portion of V15 and the opening edge portion of the transmission member V13. The ball valve body V17 is accommodated in the introduction chamber C9, is urged rearward by the spring E6, and is normally seated on the orifice V18 as shown in FIG. When the tip of the pin V15 comes into contact with the ball valve body V17 and is pressed against the urging force and liquid pressure of the spring E6, the ball valve body V17 is separated from the orifice V18, and the pressure regulating chamber C8 and the introduction chamber C9 is arranged to communicate with the orifice V18. Further, when the ball valve body V17 further moves forward, the ball valve body V17 is disposed so as to be seated on the orifice V19 and to shut off the introduction chamber C9 from the communication hole H7 (shown in FIG. 13).

  Regarding the hydraulic booster device of the present embodiment configured as described above, first, the operation when both hydraulic systems are normal will be described. When the brake pedal BP is not operated, the valve mechanism PV1 is at the first position shown in FIG. 9, the ball valve body V17 is seated on the orifice V18, and the communication hole H7 is shielded. On the other hand, the ball valve body V14 is separated from the opening of the communication passage V12 of the plunger V11, and the reaction force chamber C7 and the atmospheric pressure chamber C3 communicate with each other through the communication passage V12. Therefore, the hydraulic system of the wheel cylinders WC1 and WC2 communicates with the reservoir RS (and the pressure regulating chamber C8).

  As in the above-described embodiment shown in FIG. 1, when the brake pedal BP is operated, the piston members P1 to P3 are driven forward via the stroke simulator SM and the input piston IP, and the valve shown in FIG. 9 is supplied via the equalizer EQ. Mechanisms PV1 and PV2 are driven. For example, in the valve mechanism PV1, the plunger V11 and the transmission member V13 move forward with the forward movement of the equalizer EQ, and the valve mechanism PV1 is in the second position shown in FIG. That is, the ball valve body V14 sits on the opening of the communication path V12 of the plunger V11 and closes it, and the communication between the reaction force chamber C7 and the atmospheric pressure chamber C3 is blocked. The ball valve body V17 is seated on the orifice V18, and the communication hole H7 (and the introduction chamber C9) is shielded. Accordingly, the hydraulic system of the wheel cylinders WC1 and WC2 is disconnected from the hydraulic pressure source PG1 and is also disconnected from the reservoir RS. The reaction force chamber C7 communicates with the pressure regulating chamber C8 via the communication path V16.

  When the brake pedal BP is further operated, the valve mechanism PV1 is in the third position shown in FIG. 11, and the reaction force chamber C7 and the atmospheric pressure chamber C3 are in a state where the ball valve body V14 is seated in the opening of the communication path V12. Although the communication is cut off, the ball valve body V17 is pressed by the pin V15 and is separated from the orifice V18, the communication hole H7 (and the introduction chamber C9) communicates with the pressure regulating chamber C8, and further through the communication path V16. Since it communicates with the hydraulic system of the wheel cylinders WC1 and WC2, the output power hydraulic pressure of the hydraulic pressure source PG1 (shown in fine stippling in FIG. 11) is regulated and supplied to the wheel cylinders WC1 and WC2, and the pressure increases. (Shown with rough stippling). At this time, it communicates with the reaction force chamber C7 through the communication path V16, and the same brake fluid pressure as that in the wheel cylinders WC1 and WC2 is applied to the reaction force chamber C7. A reaction force is applied to the brake pedal BP.

  After the servo control by the pressure increase, hold, or pressure reduction, when the brake pedal BP is further operated and the piston member P1 comes into contact with the shoulder of the housing HS and the forward movement is prevented, the ball valve body V14 moves into the communication path V12. The communication between the reaction force chamber C7 and the atmospheric pressure chamber C3 is cut off in the state of being seated in the opening, and the pressure regulating chamber C8 and the introduction chamber C9 are in communication with the orifice V18 fully opened. Accordingly, the output power hydraulic pressure (shown in fine sketch) of the hydraulic pressure source PG1 is supplied to the wheel cylinders WC1 and WC2 via the communication path V16. Also at this time, the reaction force chamber C7 communicates with the reaction passage V16, and the same brake fluid pressure as that in the wheel cylinders WC1 and WC2 is applied to the reaction force chamber C7, so that the reaction force is applied to the brake pedal BP. Is done.

  On the other hand, if the hydraulic system of the wheel cylinders WC1 and WC2 fails, in this embodiment, as shown in FIG. 13, a reaction force chamber C7 and a pressure regulating chamber that communicate with each other through the communication hole H6. C8 is depressurized. For this reason, the equalizer EQ swings around the intermediate support shaft by the pressing force to the rear of the valve mechanism PV2 of the other hydraulic system, and the valve mechanism PV1 is pressed forward. When the plunger V11 and the transmission member V13 move forward beyond the amount of movement that becomes the second and third positions, the fourth position shown in FIG. 13 is reached, and the ball valve body V17 of the valve mechanism PV1 is seated on the orifice V19, The communication hole H7 is shielded. As a result, the wheel cylinders WC1 and WC2 are disconnected from the hydraulic pressure source PG1, so that the brake fluid from the hydraulic pressure source PG1 does not flow out.

  On the other hand, the brake hydraulic pressure is supplied to the wheel cylinders WC3 and WC4 on the other hydraulic system side from the valve mechanism PV2 in the same pressure increasing state (third position) as in FIG. Can continue. The pin V15 is in contact with the ball valve body V17 and is pressed so as to be seated on the orifice V18. At this time, the spring E5 is compressed, so that the load on the pin V15 is reduced. As shown above, since a gap is formed between the flange of the pin V15 and the opening edge of the transmission member V13, the pressure regulating chamber C8 communicates with the introduction chamber C9 through this gap.

It is sectional drawing of the hydraulic booster apparatus which concerns on one Embodiment of this invention. In one Embodiment of this invention, it is an expanded sectional view of the valve mechanism part which shows a state when a valve mechanism exists in a 1st position (at the time of non-operation or pressure reduction). In one Embodiment of this invention, it is an expanded sectional view of the valve mechanism part which shows a state when a valve mechanism exists in a 2nd position (at the time of holding | maintenance). In one Embodiment of this invention, it is an expanded sectional view of the valve mechanism part which shows a state when a valve mechanism exists in a 3rd position (at the time of pressure increase). In one Embodiment of this invention, it is an expanded sectional view of the valve mechanism part in which the valve mechanism shows a state after normal servo. In one Embodiment of this invention, it is an expanded sectional view of the valve mechanism part which shows a state when a valve mechanism exists in a 4th position (at the time of one system failure). In other embodiment of this invention, the valve mechanism is an expanded sectional view of the valve mechanism part which shows the state after a normal servo. In other embodiment of this invention, it is an expanded sectional view of the valve mechanism part which shows a state when a valve mechanism exists in a 4th position (at the time of one system failure). In another embodiment of this invention, it is an expanded sectional view of the valve mechanism part which shows a state when a valve mechanism exists in a 1st position (at the time of non-operation or pressure reduction). In another embodiment of this invention, it is an expanded sectional view of the valve mechanism part which shows a state when a valve mechanism exists in a 2nd position (at the time of holding | maintenance). In another embodiment of this invention, it is an expanded sectional view of the valve mechanism part which shows a state when a valve mechanism exists in a 3rd position (at the time of pressure increase). In another embodiment of this invention, it is an expanded sectional view of the valve mechanism part in which the valve mechanism shows a state after normal servo. In another embodiment of this invention, it is an expanded sectional view of the valve mechanism part which shows a state when a valve mechanism exists in a 4th position (at the time of one system failure).

Explanation of symbols

HS Cylinder housing BP Brake pedal P1, P2, P3 Piston member C1, C2 Pressure chamber C3 Atmospheric pressure chamber C4, C8 Pressure adjusting chamber PG1, PG2 Fluid pressure source RS Atmospheric pressure reservoir EQ Equalizer SV1, SV2 Spool valve mechanism PV1, PV2 Poppet Valve mechanism SM Stroke simulator

Claims (6)

  A hydraulic pressure source that raises the brake fluid in the atmospheric pressure reservoir to a predetermined pressure to generate a power hydraulic pressure, and an output power hydraulic pressure of the hydraulic pressure source is adjusted according to the operation of the brake operation member, In the hydraulic booster device having two pressure regulating valve means for supplying brake hydraulic pressure to two hydraulic systems communicating with the mounted wheel cylinder, respectively, the two pressure regulating valve means are respectively the two hydraulic pressures. A first position that blocks communication between one of the systems and the hydraulic pressure source, and communicates one of the two hydraulic systems to the atmospheric pressure reservoir and sets one of the two hydraulic systems to atmospheric pressure. And the communication between one of the two hydraulic pressure systems and the hydraulic pressure source is blocked, and the communication with the atmospheric pressure reservoir is blocked to hold one brake hydraulic pressure of the two hydraulic pressure systems. 2 and one of the two hydraulic systems In a state where communication with the atmospheric pressure reservoir is cut off, one of the two hydraulic systems is connected to the hydraulic source and the output power hydraulic pressure of the hydraulic source is supplied to one of the two hydraulic systems. And the atmospheric pressure reservoir of one of the two hydraulic systems when the pressure regulating valve means is driven beyond the amount of movement of the first, second and third positions. A hydraulic booster device, wherein the fourth position where communication with the hydraulic pressure source is blocked is selectively switched according to the operation of the brake operation member to adjust the pressure.   An equalizer that is connected to the two pressure regulating valve means and adjusts the brake hydraulic pressure output from the two pressure regulating valve means to the two hydraulic pressure systems in accordance with the operation of the brake operating member so as to be substantially equal to each other; One of the two pressure regulating valve means connected to the low pressure side hydraulic system when there is a difference in brake hydraulic pressure output to the two hydraulic pressure systems and adjustment by the equalizer is disabled 2. The hydraulic booster device according to claim 1, wherein the hydraulic booster device is configured to switch to the fourth position.   3. The hydraulic booster device according to claim 2, wherein the two pressure regulating valve means comprise a spool valve mechanism having a pair of spools driven by the equalizer.   The hydraulic booster device according to claim 3, wherein a reaction force piston is interposed between the equalizer and the pair of spools.   5. The engagement means for holding the spool in the fourth position when the spools constituting the two pressure regulating valve means are in the fourth position. Hydraulic booster device. 3. The hydraulic booster device according to claim 2, wherein the two pressure regulating valve means comprise a poppet valve mechanism including at least a pair of poppet valves driven by the equalizer.

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