JP2594901Y2 - Vehicle hydraulic brake control device - Google Patents

Description

[Detailed description of the invention]

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic brake control device for a vehicle for controlling a driving slip, in particular, a braking slip and a driving slip of a wheel.

[0002]

2. Description of the Related Art FIG. 5 shows a conventional hydraulic brake control device for a vehicle. In FIG. 5, a master cylinder 1 with a booster (a booster) is provided at a booster section 2 at an output side thereof. It is composed of a master cylinder 3 connected integrally and a reservoir 4 attached to the master cylinder.

The booster unit 2 is constructed in a known manner, and a push rod 7 connected to a brake pedal 6 is connected to an input shaft 5 of the booster unit 2.

[0004] Pipe lines 9 and 10 are connected to the boosting pressure chamber 8 in the booster section 2. A first cut valve 11 is connected to the pipe 9, and a second cut valve 12 is connected to the pipe 10. These cut valves 11 and 12 are mechanically operated valves, and are configured to take two states according to the movement of the input shaft 5.

That is, one cut valve 11 normally has a state in which both sides communicate with each other as shown in the figure, and the other cut valve 12 has a state in which both sides are shut off.

When the brake pedal 6 is depressed to operate the input shaft 5, the cut valve 11 is in a state of shutting off both sides, and the other cut valves 12 are in a state of communication.

The second cut valve 12 has an accumulator 13
A membrane member is stretched on the casing as is well-known without explicitly indicating a compressed gas is introduced into one chamber and stored in the other chamber according to the gas pressure. The magnitude of the accumulated pressure of the liquid is determined.

Reservoir 4 of master cylinder 1 with booster
Is connected to a pipe 18, from which a pipe 20 a is branched, a relief valve 19 is connected, and a pipe 20 b is connected to the other, and the pipe 20 is connected to the accumulator 13 via a pipe 21. A hydraulic pump 22 is connected to the line 18.
And the cut valve 11 described above are connected.

The hydraulic pump 22 is mainly composed of the pump body 2
4. It consists of a motor 23 for driving this,
As is well known, the pump body 24 receives a cam-converting reciprocating driving force, and a high pressure and a low pressure are alternately generated in the pressure chamber 25 by a piston reciprocally fitted in a cylinder. By opening the check valves 27 and 29 provided alternately, the pressurized liquid is supplied to the pipeline 21 side,
This is the master cylinder with booster 1 through the check valve 96.
The pressure is supplied to an accumulator 13 for supplying pressure. On the other hand, the suction side, that is, the check valve 29 side is
It is connected to the reservoir 4 side.

As described above, the hydraulic pump 22 for supplying the hydraulic pressure to the booster section 2 of the master cylinder with the booster in the conventional brake hydraulic pressure control device is connected and configured.

A well-known two hydraulic chambers are defined in the master cylinder portion 3 of the master cylinder 1 with a booster, and pipe lines 31 and 32 are connected to each of the two hydraulic chambers. According to this conventional example, a front-rear separation pipe system is adopted, and one pipe line 31 is connected to the front wheels 38a and 38b. That is, the line 31 is connected to the line 3 via the check valve device 102.
3 and three-port three-position solenoid-operated directional control valves 36 and 37 as hydraulic control valves.
Are connected to the wheel cylinders of the front wheels 38a and 38b.

The switching valves 36 and 37 and the check valve device 102 are connected in parallel with check valves 39 and 40 which have a forward direction from the wheel cylinder toward the master cylinder 1 with the booster. The pipe 33 is connected to the discharge side of a hydraulic pump 41 described later.

On the other hand, the conduit 32 is connected to the rear wheels 49a and 49b through a pressure reducing proportional valve 94, a damping unit 104, a drive slip control valve device 42, and a conduit 43. That is, the pipe 43 branches into pipes 45 and 46, which are connected to the wheel cylinders of the rear wheels 49a and 49b via three-port three-position electromagnetic switching valves 47 and 48 as hydraulic pressure control valves. .

Check valves 50 and 51 are connected to the switching valves 47 and 48 in parallel with the direction from the wheel cylinder side to the master cylinder with booster 1 side. Ma
The discharge side of the hydraulic pump 41 is connected to the pipe 43 via a throttle 70 and a damping chamber 71.

As is well known, the hydraulic pump 41 comprises a motor 52 for driving the pump and a pump body 53. The pump body 53 further drives a piston fitted to a pair of cylinders and the same. The pistons define pressure chambers 54A and 54B in which high pressure and low pressure are alternately generated by these pistons. These are connected to check valves 55, 56 and 57, 58, respectively. The check valves 56, 58 are the discharge side, and the check valve 58 is connected to the above-described damping chamber 71.

The damping chamber 71 has a well-known structure, for example, forms a simple liquid storage space, and temporarily stores a part of the discharged liquid therein to suppress the magnitude of the pulse pressure to the pipe 43 side. I have to.

The check valves 55 and 57 are located on the hydraulic pump 4 side.
1 is a suction side to which reservoirs 61 and 62 are connected.

The reservoirs 61 and 62 are so-called low pressure reservoirs, and comprise a piston slidably fitted to the casing and a relatively weak spring for urging the piston toward the storage chamber.

That is, the storage chambers of the reservoirs 61, 62 are provided with wheels 38a, 38b, 49a, 49 as described later.
The hydraulic fluid discharged from the wheel cylinder b is temporarily stored, and is driven by a hydraulic pump 41 to be pressurized and discharged to the pipe lines 33 and 43 side.

Since the switching valves 36, 37 and 47, 48 have exactly the same construction, only the construction of the switching valve 36 will be described representatively. The solenoid portion 36a has one output terminal of the control unit (not shown). ) Is connected, and the position of A, B or C is taken according to the level of this output.

That is, when the output is at the "0" level, the position A is taken, and as shown in FIG.
When the output level is "1/2", take the position B to cut off the line 34 and the wheel cylinder side, and loosen the line 63 and the line. 34 and the wheel cylinder side are shut off.

When the output level becomes "1", the position C is set. At this time, the line 34 and the wheel cylinder are cut off, but the loosening line 63 and the wheel cylinder communicate with each other. ing. By this communication, the pressure liquid from the wheel cylinder of the wheel 38a is released from the loosening pipe 63.
Through the storage chamber of the reservoir 61 described above.

The other switching valves 37, 47 and 48 have the same construction, and other output terminals from the control unit are connected to the solenoid units 37a, 47a and 48a, respectively, according to the levels of these outputs. The position of A, B or C is taken, and at the position of C, the loosening pipes 63 and 65 are connected to the wheel cylinder side of the wheels 38b, 49a and 49b, respectively.
1, 62 storage chambers.

The drive slip control valve device 42 includes the cut valve 9
0 and a check valve device 91. When a control unit (not shown) determines that drive slip control should be performed on these solenoid units 90a and 91a, an excitation signal is supplied thereto. Normally, as shown in the figure, the cut valve 90 has both sides shut off, and when the solenoid 90a is excited, the cut valve 90 is switched to a position where they can be communicated. On the other hand, the check valve device 91 is
Although it is connected between the line 04 and the pipe 43, these are normally connected to each other, and when the solenoid portion 91a is excited, the position is switched to a position functioning as a check valve. It functions as a check valve whose forward direction is toward the damping unit 104.

The above-mentioned damping unit 104 is a parallel circuit of a throttle 93 and a check valve 92.
2 is a drive slip control valve device 42 from the master cylinder side.
This is a check valve whose forward direction is to the side.

The check valve device 10 connected to the pipe line 31 side
2 is a mechanical check valve device, and its pressure detecting unit 10
2a is connected to the pipeline 31 and normally takes a position where the pipeline 31 side and the pipeline 33 side communicate with each other, but when the brake pedal 6 is depressed, the hydraulic fluid having a predetermined value or more is supplied to the pipeline 31. When the pressure is generated, the pressure is detected by the pressure detecting unit 102a, and the pressure is switched to the check valve position, so that the check valve functions as a check valve having a forward direction from the pipe 31 to the pipe 33.

A high-pressure accumulator 100 is connected to the pipe 33.
As is well known, this is mainly composed of a piston 100a and a relatively strong spring 100b. When the hydraulic pump 41 is driven and discharge liquid is discharged therefrom, this is stored in a pressure storage chamber of the accumulator 100. It is supposed to be. Further, in this conventional example, a drive slip control accumulator 95 is separately provided, and this is connected to the booster accumulator 13 via a check valve 96.

According to this conventional example, the rear wheels 49a and 49b are driving wheels, and the pipeline 43 connected to the switching valves 47 and 48 is connected to the driving slip control valve device 42 and the accumulator 95. It is connected via line 106 to the hydraulic pump 22.

When the brake pedal 6 is depressed, a push
The rod 7 moves forward, whereby the input shaft 5 of the booster section 2 is moved.
Move in conjunction with each other to generate a hydraulic pressure in the master cylinder unit 3.

The motor 23 for driving the hydraulic pump 22
When the engine switch is turned on and driven, the brake fluid is suctioned and pressurized from the reservoir 4 to accumulator 13,
95 is stored.

The brake fluid from the accumulators 13 and 95 is supplied to the boosting pressure chamber 8 by depressing the brake pedal 6 so that the first cut valve 11 and the second cut valve 12 take the shut-off position and the communication position, respectively. The booster unit 2 performs a boosting operation known in the art. That is, the driver's depression force of the brake pedal 6 is assisted.

The reservoir 62 is always shut off from the reservoir 4 of the master cylinder 3 by the switching valve device 75. The details of the switching valve device 75 are shown in FIG.
The outlets of 7 and 48 are connected via a loosening line 65, which is normally shut off from the reservoir 62 side.
6 is connected to the port b of the switching valve 75. The switching valve 75 is connected to a pipe 32 connected to the same system of the master cylinder 3 via a pipe 83.
In other words, when a hydraulic pressure is generated in the pipe 32, the port 32 takes the position D and connects the port b to the pipe 82.
When the hydraulic pressure is not generated, the position E shown in the figure is taken to connect the port b to the port c, that is, the pipe 82 connected to the port b. The pipe 77 is connected to the reservoir 62, and the pipe 82 is connected to the reservoir 4 of the master cylinder 3.

Next, the switching valve device 75 will be described in detail with reference to FIG. In the drawing of the main body 84 , the right end opening is closed by being screwed and fixed by a lid member 85 to which a seal ring 86 is attached. A valve seat forming member 87 fixes an annular member 97 to the outer peripheral portion of the inner hole in a liquid-tight manner at a central portion of the inner hole. A pair of seal rings 88a and 88b are mounted on the outer peripheral surface. It is fitted and fixed in the hole in a liquid-tight manner. The valve ball 11 is provided inside the valve seat forming member 87.
4 is provided, and is normally pushed up by a rod portion 113a of a valve ball driving member 113 which is urged leftward by a spring 112 to take a position shown in the figure. That is, the valve ball 114 is seated on the valve seat 116 formed on the left wall of the inner hole of the valve seat forming member 87. The valve ball driving member 113 is guided by a cylindrical member 111 fixed between the annular member 97 and the lid member 85, and a through hole for communicating the second communication chamber 202 with the port c is provided on a side surface thereof.
111a is provided. The left side of the valve seat formation member 87, slidably fitted in the switching piston 117 is fitted with a seal ring 118, the pressure sensing chamber 20 to the left
1. A first communication room 200 is defined to the right of this. The pressure detection chamber 201 is connected to the above-described conduit 83 via a port 84a, and the first communication chamber 200 is connected to the conduit 77 via a port a. The inner hole of the valve seat forming member 87 is connected to the conduit 76 via the port b, and the second communication chamber 202 defined to the right of the valve seat forming member 87 is connected to the conduit 76 through the port c. 82. The right wall of the inner hole of the Mataben seat forming member 87 is formed a second valve seat 115, in the state illustrated valve ball 114 has now unseated, left pressure sensing chamber 201 switching piston 117 when fluid pressure is generated to move to the right, the pressing to the right against the valve ball 114 to the spring force of the spring 112, the valve ball 114
Is seated on the valve seat 115. That is, at this time, the port b and the port c are shut off, but the port b and the port a are connected to each other.

When the brake pedal 6 is depressed during normal braking, a hydraulic pressure is generated in the pipe line 32. As a result, a hydraulic pressure is generated in the pressure detecting chamber 201 on the left side of the switching piston 117 in FIG. It moved to the right from the position shown the valve ball 114 by pushing to the right to seat it on the valve seat 115. That is, the loosening pipe 65 is connected to the reservoir 62 via the pipe 77. In this state, the pressure fluid from the master cylinder 3 is transmitted to the wheel cylinder of the wheel via the respective members as described above, and the brake can be applied.

When the control unit determines that the brake is applied too much, the solenoid operated switching valves 36, 37, 4
7, 48 are switched to the C position, and the front wheels 38a, 38
b, The pressure fluid from the wheel cylinders of the rear wheels 49a, 49b is discharged to the reservoirs 61, 62 through this discharge port. In addition, all wheels 38
Let a, 38b, 49a, 49b be in the same skid state at the same time. At the same time, the hydraulic pump 41 starts to be driven, immediately pumps up the brake fluid from the reservoirs 61 and 62, and returns to the master cylinder 3 side. Hereinafter, the positions A, B and C of the electromagnetic switching valves 36, 37, 47 and 48 will be described.
By switching between the positions, the braking force of the front wheels 38a, 38b and the rear wheels 49a, 49b is repeatedly reduced, kept constant, and increased, so that appropriate anti-skid control can be performed.

Next, the details of the drive slip control will be described. For example, when the accelerator pedal is depressed too much at the time of starting, the engine torque becomes excessive and the drive wheels 49a, 49
A slippage occurs between b and the road surface. Since this is dangerous, drive slip control is performed. At this time, the cut valve 90 and the check valve device 91 are switched as described above, and the hydraulic fluid from the accumulator 95 is switched. Is transmitted to the wheel cylinders of the rear wheels 49a and 49b, which are drive wheels, through electromagnetic switching valves 47 and 48, and applies a braking force to these to apply a brake.
Therefore, the drive slip is reduced, but the control to the optimum value is performed by controlling the positions A, B and C
By switching between the positions, loosening, constant holding, and pressure increase are performed. When the position is switched to the position C, the hydraulic fluid of the wheel cylinders passes through the discharge ports and the conduit 65 of the electromagnetic switching valves 47 and 48. although being supplied to the port b of the changeover valve 75 through, because it does not depress the brake pedal 6 now, no hydraulic pressure is not generated in the conduit 32, thus the pressure sensing chamber 201 in FIG. 6 Is not generating pressure. Therefore, the switching piston 117 is at the position shown in the figure, and the valve ball 114 is seated on the left valve seat 116, and shuts off the port b and the port a, but makes the port b and the port c communicate with each other. I have. That is, in FIG. 1, the pipe 76 communicates with the pipe 82 side, that is, the reservoir 4 of the master cylinder 3. Therefore, the electromagnetic switching valves 47, 4
Rear wheels 49a, 49b discharged through the discharge port 8
Is discharged to the reservoir 4 of the master cylinder 3 through the ports b and c of the switching valve device 75. When the braking force is kept constant during the drive slip control, the electromagnetic switching valves 47 and 48 are switched to the position B, whereby the hydraulic fluid is confined in the wheel cylinders of the rear wheels 49a and 49b. It is kept constant. As described above, the drive slip is controlled, and is controlled to the optimum value.

When the drive slip control is completed, the switching valves 90 and 91 in the drive slip control valve device 42 are switched to the original positions. However, the reservoir 62 and the discharge ports of the electromagnetic switching valves 47 and 48 are disconnected. Therefore, no brake fluid is discharged to the reservoir 62 and the reservoir 62 is empty. Accordingly, when the brake pedal 6 is depressed in such a state, the anti-skid control can be started, and when the brake is released, the hydraulic fluid from the wheel cylinder can be quickly discharged to the reservoir 62. Can be performed.

When the driver depresses the brake pedal 6 to apply the brake during the drive slip control, that is, when the switching valve device 75 is in the E position, the fluid is supplied to the pipeline b. A pressure is generated, which causes the switching valve device 75 to be switched to the D position and the line 76 to be connected to the line 77, that is, to the reservoir 62 side. After the drive slip control is completed or during the control, the brake pedal 6
When the brake pedal is depressed, the brake switch signal is turned on, and the electromagnetic switching valves 47 and 48 are switched to the position C regardless of the position based on the signal, and the position is maintained for a predetermined time. When the brake pedal 6 is depressed during the drive slip control, the switching valve device 75 is immediately switched to the D position, so that the electromagnetic switching valves 47 and 48 are switched to the C position and the hydraulic pump 41 starts driving. During this predetermined time, all the hydraulic fluid supplied to the wheel cylinders of the drive wheels 49a and 49b is discharged to the reservoir 62, and this is immediately sucked by the hydraulic pump 41 and passed through the drive slip control valve device 42 to accumulate the accumulator 9.
Reflux to the 5 side. Although the reservoir 62 has a spring with a weak spring force for the above-described predetermined time, it is determined in consideration of the spring force and the suction force of the hydraulic pump 41. After this predetermined time, the electromagnetic switching valves 47 and 48 are switched to the position A, and the drive slip control valve device 42 is switched to the state shown in the drawing, and the hydraulic pressure generated in the master cylinder 3 is reduced. Through the wheel cylinders of the wheels 49a and 49b. Therefore, although the braking operation is delayed during the predetermined time after the driver depresses the brake pedal 6, the predetermined time is extremely short and the brake can be applied almost as the driver intends. Note that the electromagnetic switching valve 47 after the drive slip control ends,
Unlike the case where the brake is depressed during the above-described drive slip control during the holding time at the C position 48, the switching valve device 75 remains at the E position, so that the brake fluid from the wheel cylinders of the rear wheels 49a and 49b is Is returned to the reservoir 4 side of the master cylinder 3 through the pipe 83. Therefore, the hydraulic pump 41 is not driven. Therefore, when performing anti-skid control thereafter, the reservoir 62 is empty, so that appropriate anti-skid control can be ensured.

In the above control device, each component is unitized as shown by a two-dot chain line. That is, in the block G, a block K including the master cylinder 1 with a booster, the accumulator 13, a relief valve, and the like, and including a throttle 93, a check valve 92, and a pressure reducing proportional valve 94.
Contains. An H block is composed of the accumulator 95 and the pressure switch, and an I block is composed of the hydraulic pump 23, the check valves 27 and 29, etc., and further, the switching valves 47 and 48,
36, 37, a hydraulic pump 41 and the like, a drive slip control valve device 42 (configured as a block), a mechanical switching valve 102, and a block L including a block F including a high-pressure accumulator 100. These blocks G, H, I, and L are screw /
The block H and the block L are connected by a pipe 106, and one end of the block H is connected to an accumulator 95 in the block H, and the other end is connected to a drive control unit. It is connected to the input port of the switching valve 90 in the valve device 42. Furthermore,
The output side of the throttle 93 of the block K in the block G is connected to the input port of the other switching valve 91 in the drive slip control valve device 42 in the block L via the pipeline 107. In the block L, the output port of the drive slip control valve device 42 is connected to the drive wheel 49 via the pipe 43.
a and 49b are connected to switching valves 47 and 48 which constitute a hydraulic pressure control valve.

The driving slip control is performed as described above. The accumulator 95 of the H block always stores a high pressure equal to or higher than a predetermined pressure by the hydraulic pump 22, and this pressure is accumulated through the pipe 106. It is always applied to the input port of the switching valve 90 in the drive slip control valve device 42. Therefore, during normal braking and anti-skid control, the switching valve 90 is in the shut-off position shown in the figure, but a high hydraulic pressure of the accumulator 95 is constantly applied to this input port side. Although the seal portion of the switching valve 90 is designed to withstand this, high pressure is also applied to the pipe 106 connecting the block H and the block L, and any cracks or damages on the pipe inner wall surface. If these occur, these scratches and cracks become large, and there is a risk that high-pressure brake fluid will eventually leak out. Since the pipe 106 is long, the bending strength is small, and the vibration and impact force of the vehicle are so large that the pipe 106 is easily damaged or cracked. In this case, although the hydraulic pump 22 is always operated, it becomes impossible to accumulate a high hydraulic pressure equal to or higher than a predetermined pressure in the accumulator 95. In this case, the boosting operation of the master cylinder 1 with a booster is performed. Can not be very dangerous. On the other hand, the output side of the throttle 93 of the block K in the block G is connected to the input port of the switching valve 91 in the drive slip control valve device 42 in the block L via the line 107. When the pedal 6 is not depressed, the position is switched to the relief valve position.
No high voltage is always applied to 7. The output of the drive slip control valve device 42 in the block L is connected to the switching valves 47 and 48 constituting the hydraulic pressure control valve via a pipe 43, and this pipe is used for normal braking and anti-skid operation. During the skid control, the pressure at that time is applied. However, since the switching valve 90 of the drive slip control valve device 42 is in the shut-off position, the high pressure of the accumulator 95 in the block H is not applied.

[0041]

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems. When the present invention is applied to a master cylinder with a booster, the drive slip control of the drive wheels is surely performed during the drive slip control. It is another object of the present invention to provide a vehicle hydraulic brake control device capable of performing the essential boosting action.

[0042]

SUMMARY OF THE INVENTION It is an object of the present invention to provide a hydraulic control valve for controlling a brake hydraulic pressure of a wheel brake device in response to a command from a control unit for evaluating a wheel drive slip, and a master cylinder. Hydraulic pressure supply means for sucking and pressurizing brake fluid from the reservoir and supplying hydraulic pressure for drive slip control, and between the master cylinder side and the hydraulic pressure control valve side and the hydraulic pressure supply means side A hydraulic brake control device for a vehicle, comprising: a drive slip control valve device that controls liquid communication between the hydraulic cylinder and the hydraulic pressure control valve side, wherein the drive slip control valve device is provided on the drive wheel side of the master cylinder. While contacting the wheel brake device
The hydraulic brake control device for a vehicle is characterized by being integrally fixed to the output port of the vehicle.

[0043]

[Function] The drive slip control valve device is the master cylinder,
One output port that communicates with the wheel brake device on the drive wheel side
Since it is integrally fixed to the valve, there is no need to connect a long pipe from the block including the accumulator unitized to the hydraulic pressure control valve side to the drive slip control valve device as in the related art. It is also possible to directly receive the accumulated pressure of the accumulator arranged in the block, always perform the drive slip control reliably, and if the master cylinder is equipped with a booster, ensure that the boosting action can always be performed reliably. Is to give. In addition, drive slip system
Between the valve device and the one output port of the master cylinder
There is no need to connect pipes between pipes.
Simplified.

[0044]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A hydraulic brake control device for a vehicle according to an embodiment of the present invention will be described below with reference to the drawings. In addition,
The same reference numerals are given to the portions corresponding to FIG. 5 of the conventional example, and the detailed description thereof will be omitted.

That is, according to the present embodiment, the pressure reducing proportional valve 94 'is fixed integrally so as to communicate with the output port for the drive wheel of the cylinder body 3 of the master cylinder 1 with the booster. The drive slip control valve device FA is integrally fixed to communicate with an output port that generates pressure in proportion. Drive slip control valve device FA
The details of this are shown in FIG. 2 which, on the one hand, receive the accumulated pressure of the accumulator 204 via line a and its output port is connected via line b to the conventional line 43. Have been. Further, the accumulator 204 is connected to the switching valve 12 for the booster via a line a '. In addition, since the master cylinder 1 with a booster, the drive slip control valve device FA, and the accumulator 204 are integrated into one block G ', the pipes a and a'
Although it is a conduit, it can be simply a communication hole formed in each partition.

In FIG. 2, the drive slip control valve device F
A is composed from 'and 202' 2 positions 2 ports electromagnetic switching valve 201 and the switching valve 201 'are typically takes the communicating position, switching
The switching valve 202 ' normally assumes a shut-off position. Each of these input ports is connected to the output port of the pressure reducing proportional valve 94 ′ via a pipe 203 and receives the accumulated pressure of the accumulator 204 via a pipe a (or a communication hole). In addition,
In this embodiment, the pressure detecting portion of the switching valve 75 is a detecting line 183.
Is connected to the pipeline 31 of the other system via. It is a front and rear separation pipe as in the conventional example.

The drive slip control valve device FA is one of the switching valves 201 'in the conventional drive slip control valve device 42.
When the solenoid is excited, the operation is exactly the same except that it takes a shut-off state while taking a relief valve state. That is, during the drive slip control, the switching valve 20
The solenoids 1 ' and 202' are energized to take the shut-off position and the communication position, respectively, and the high accumulated pressure of the accumulator 204 is applied to the drive wheel 49 via the pipe b, that is, the pipe 43.
switching valves 47, 48 constituting the hydraulic pressure control valves for a, 49b
Supplied to. At the time of normal braking and anti-skid control, the switching valves 201 ' , 20
The solenoid portion 2 ' is in the state shown in the figure without being excited. Other configurations and operations are the same as those of the related art, but the present embodiment has the following effects.

That is, the accumulated pressure of the accumulator 204, which constantly accumulates a high hydraulic pressure by the hydraulic pump 22,
It is connected to the drive slip control valve device FA via a pipe a (or a communication hole). In some cases, the accumulated pressure of the accumulator 204 may be directly connected to the input port of the switching valve 202 ' in the drive slip control valve device. Since the unitized block is not connected to another block by a long pipe as compared with the related art, the diameter can be increased, the strength can be increased, and a high pressure can be endured with a long life. In any case, piping a
In this case, cracking or leakage hardly occurs even under high pressure as in the prior art. Therefore, the booster operation of the master cylinder 1 with a booster is always ensured safely. In addition, the drive slip control valve device FA
A pipe connecting with the master cylinder unit 3 (a pipe in FIG. 5)
32) becomes unnecessary, so that the piping configuration can be further simplified.
Can be.

FIG. 3 shows a main part of a hydraulic brake control device according to a second embodiment of the present invention. In this embodiment, the drive slip control valve device FB is also a two-position two-port electromagnetic switch. The switching valve 301 connected to the master cylinder side is configured to take a relief valve state as in the conventional example when its solenoid is excited. Therefore, except for the effect of the present invention, it is the same as the conventional one. The conduit a may be a communication hole formed in the partition wall as in the first embodiment.

FIG. 4 shows a main part of a hydraulic brake control device according to a third embodiment of the present invention. In this embodiment, the drive slip control valve device FC includes one 3-port 2-position electromagnetic switching valve 400. The first input port 400a is connected to the output port of the pressure reducing proportional valve 94 'by a line 401.
, And the second port 400b is connected to the accumulator 204 via a line a. One output port 400c is connected to a conventional pipe 43 via a pipe b. The conduit a may be a communication hole formed in the partition wall as in the above embodiment.

At the time of normal braking and anti-skid control, the state shown in FIG. 4 is taken, and the pipe 401 is connected to the pipe b. That is, the hydraulic pressure on the master cylinder side is reduced and transmitted at a predetermined rate by the pressure reducing proportional valve 94 '. When the drive slip control is performed, the solenoid is excited, the second input port 400b is connected to the output port 400c, and the accumulated pressure of the accumulator 204 is supplied to the hydraulic control valve. Other operations are the same as those in the above embodiment.

Although the embodiments of the present invention have been described above, the present invention is, of course, not limited to these, and various modifications can be made based on the technical concept of the present invention.

For example, in the above embodiment, the master cylinder 1 with a booster has been described. However, the present invention can be applied to an ordinary master cylinder without a booster.

In the above embodiment, the accumulator for the booster and the accumulator as the hydraulic pressure supply for the drive slip control are commonly used. However, instead of this, the pressure supply for the drive slip control is used in the same manner as in the prior art. 95 as an accumulator and 1 as an accumulator for a booster
3 may be provided separately, the accumulator 95 may be provided in the block G instead of the pipe 106, and may be connected by a short pipe as in the above-described embodiment.

Further, in the above embodiment, the electromagnetic switching valve 47 for the drive wheels is provided by using the mechanical switching valve 75 shown in FIG.
48 discharge ports are selectively connected to the reservoir 4 side or the low-pressure reservoir 62 side of the master cylinder.
Such a switching valve 75 may be omitted to discharge directly to the reservoir 62, and then a separately provided pipe and a check valve provided in this pipe may be opened to return to the master cylinder side.

Although the switching valve 75 is a mechanical valve in the above embodiment, a 3-port 2-position electromagnetic switching valve may be used instead. In this case, when the solenoid is not excited, that is, during the drive slip control, the discharge ports of the switching valves 47 and 48 are connected to the master cylinder side via the first output ports, and the brake pedal is depressed. Then, the solenoid portion is excited and switched to another state, and the discharge ports of the switching valves 47 and 48 may be connected to the low-pressure reservoir 62 via the second output port. Alternatively, the three-port two-position electromagnetic switching valve may be replaced with two two-port two-position electromagnetic switching valves.

Further, in the above embodiment, the pressure detecting portion of the switching valve 75 is detected via the pressure detecting circuit 183 in the pipeline 31 of the other system which is separated from the front and rear. The detection circuit 183 may be connected between the cylinder body 3 of the master cylinder 1 and the drive slip control valve device FA, that is, the input side or the output side port side of the pressure reducing proportional valve 94 '. In this case, the present invention can be applied to not only the front and rear separation piping system but also the X piping system.

In the above embodiment, since the switching valve 75 is a mechanical valve and has a structure as shown in FIG. 6, when switching from one state to another state, an intermediate region (the valve ball 114 in FIG. When the brake pedal is depressed, the discharge ports of the switching valves 47 and 48 communicate with both sides of the master cylinder 1 and the low-pressure reservoir 62 when the brake valve is depressed. The pressure detection circuit 183 prevents the pressure from the master cylinder from flowing into the low-pressure reservoir 62 through the switching valve 75.
A check valve may be connected so as to prohibit the liquid flow from the master cylinder side or the pipe line 31 side. Of course, when a 3-port 2-position electromagnetic switching valve is used instead of the mechanical switching valve 75, such a check valve is unnecessary.

In the above embodiment, the pressure reducing proportional valve 94 'is used.
Is integrally fixed to the cylinder body 3 of the master cylinder, and a drive slip control valve device FA,
The FB or FC is fixed, but the pressure reducing proportional valve 9
4 'is omitted and the drive slip control valve devices FA and F are directly
B or FC may be communicated with the drive wheel side output port of the cylinder body 3 of the master cylinder to be integrally fixed. Alternatively, in some cases, the pressure reducing proportional valve 94 ′
May be connected to the output ports of the switching valves 47 and 48.

[0060]

As described above, according to the vehicle hydraulic brake control device of the present invention, the drive slip control can always be performed stably, and the arrangement configuration between the blocks of the high-pressure pipe and the respective components can be controlled. This eliminates the need for complicated mounting work and design at the connection with the valve device and accumulator ,
The tube configuration can be simplified .

[Brief description of the drawings]

FIG. 1 is a piping diagram illustrating a piping system of a vehicle hydraulic brake control device according to a first embodiment of the present invention.

FIG. 2 is a piping diagram showing a piping configuration of a main part in FIG.

FIG. 3 is a piping diagram showing a main part of a vehicle hydraulic brake control device according to a second embodiment of the present invention;

FIG. 4 is a piping diagram showing a main part of a vehicle hydraulic brake control device according to a third embodiment of the present invention;

FIG. 5 is a piping diagram showing a piping system of a conventional vehicle hydraulic brake control device.

FIG. 6 is an enlarged sectional view showing details of a mechanical switching valve in FIG. 5;

[Explanation of symbols]

 1 master cylinder with booster 3 cylinder body FA drive slip control valve device FB drive slip control valve device FC drive slip control valve device

Continuation of front page (58) Field surveyed (Int.Cl. ⁶ , DB name) B60T 8/58 B60T 8/48

Claims (1)

(57) [Scope of request for utility model registration] A hydraulic pressure control valve for controlling a brake fluid pressure of a wheel brake device in response to a command from a control unit for evaluating a wheel drive slip, and a brake fluid sucked and pressurized from a reservoir of a master cylinder. A hydraulic pressure supply means for supplying a hydraulic pressure for drive slip control;
A vehicle hydraulic brake including a drive slip control valve device that controls liquid communication between the master cylinder side and the hydraulic pressure control valve side and between the hydraulic pressure supply means side and the hydraulic pressure control valve side In the control device, the drive slip control valve device of the master cylinder ,
One output connected to the wheel brake device on the driving wheel side
A vehicle hydraulic brake control device, which is integrally fixed to a port .