JP2652434B2 - Vehicle braking hydraulic control method - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION A. Object of the Invention (1) Field of the Invention The present invention relates to a method for controlling a brake hydraulic pressure of a vehicle.

(2) Conventional technology Conventionally, the braking hydraulic pressure of a vehicle is, for example, the actual value of Japanese Utility Model Laid-Open No. 62-77068.
As disclosed in Japanese Patent Application Laid-Open Publication No. H10-209, the hydraulic pressure output from the master cylinder in accordance with the depression amount of the brake pedal is controlled to be supplied to the brake device via a hydraulic braking hydraulic control device.

(3) Problems to be Solved by the Invention However, in the case of using the above-mentioned conventional hydraulic brake hydraulic control device, the configuration becomes complicated and it cannot be said that precise control can be performed.

The present invention has been made in view of such circumstances,
An object of the present invention is to provide a brake hydraulic pressure control method for a vehicle in which the brake hydraulic pressure is controlled by electrical control to simplify the configuration and enable more precise brake pressure control.

B. Configuration of the Invention (1) Means for Solving the Problems In order to achieve the above object, the invention according to claim 1 sets a reference deceleration according to a braking operation amount and sets a standard corresponding to the reference deceleration. A brake hydraulic pressure control method for a vehicle, wherein a brake pressure is determined, and an electrical amount corresponding to the standard brake pressure is applied to an actuator that operates to supply a brake hydraulic pressure according to an applied electrical amount to a brake device. The standard braking pressure is individually set for each of the front and rear wheels, and an electric quantity corresponding to the front wheel-side standard braking pressure is applied to the front wheel-side actuator corresponding to the front wheel-side braking device, and to the rear wheel-side standard braking pressure. Is applied to the rear-wheel actuator corresponding to the rear-wheel brake device, and the rate of increase of the rear-wheel standard braking pressure with respect to the reference deceleration is determined by the reference reduction of the front-wheel standard braking pressure. Than the increase rate for degrees and sets so that small.

The invention of claim 2 sets the reference deceleration according to the braking operation amount, detects the actual deceleration of the vehicle, compares the reference deceleration with the detected deceleration, The brake pressure is adjusted when the set value is exceeded.
A method for controlling a vehicle's braking oil pressure, wherein a wheel speed is detected for each wheel, and when the braking pressure is adjusted, an object to be adjusted is a wheel having the highest or lowest detected wheel speed. According to a third aspect of the present invention, in addition to the feature of the second aspect, when the braking pressure is adjusted, a result obtained by subtracting the detected deceleration from the reference deceleration is larger than the first set value. If it is larger, the wheel with the highest wheel speed is targeted for adjustment, and if the result of subtracting the reference deceleration from the detected deceleration is greater than a second preset value, the wheel with the lowest wheel speed is adjusted. It is characterized by being targeted.

(2) Operation According to the features of the invention of each claim, an ideal braking hydraulic control corresponding to the braking operation amount can be performed by the electric circuit, and the maximum braking effect can be obtained.

In particular, according to the feature of the first aspect of the present invention, it is possible to accurately incorporate the front and rear brake distribution functions in the control operation of the electric actuator, and because of the electric type, before and after the reference deceleration. The increase rate of the standard braking pressure for each wheel can be set freely.

In particular, according to the features of the invention of claims 2 and 3, the adjustment of the braking pressure to be performed according to the deviation between the reference deceleration and the detected deceleration targets the wheel with the highest or lowest detected wheel speed. Therefore, the adjustment target can be narrowed down to the wheel having the highest or lowest wheel speed. As a result, even when the braking forces generated on each wheel are different (for example, abrasion differences of friction pads between wheels, one wheel fade, etc.), the braking forces generated on each wheel are controlled in a well-balanced manner. As a result, since only the actuator corresponding to one wheel is adjusted and the remaining actuators are not to be adjusted, there are various advantages as compared with the case where simultaneous adjustment is performed for all wheels.

(3) Embodiment Hereinafter, an embodiment of the present invention will be described with reference to the drawings. First, in FIG. 1 showing a first embodiment of the present invention, a brake device for a left front wheel mounted on a left front wheel and a right front wheel of a vehicle, respectively. B ₁ and a right front wheel brake device B ₂ , a left rear wheel brake device B ₃ and a right rear wheel brake device B ₄ mounted on the left rear wheel and the right rear wheel, respectively, and first and second hydraulic pressure supplies Hydraulic pressure control device 1 between sources Sa and Sb
The brake hydraulic pressure is supplied to each of the brake devices B ₁ , B ₂ , B ₃ , and B ₄ by the operation of the brake hydraulic pressure control device 1.

Each of the brake devices B ₁ , B ₂ , B ₃ , B ₄ includes a cylinder 2 and a piston 3 slidably fitted in the cylinder 2, and is defined between the cylinder 2 and the piston 3. The movement of the piston 3 according to the braking oil pressure supplied to the braking oil pressure chamber 4 generates a braking force.

The first and second hydraulic supply sources Sa and Sb have basically the same configuration, and include a hydraulic pump P for pumping hydraulic oil from an oil tank T, and an accumulator A connected to the hydraulic pump P. And a pressure switch PS for controlling the operation of the hydraulic pump P.

The braking hydraulic control device 1 is configured to control the brake devices B ₁ , B ₂ , B ₃ , B ₄
The valve mechanisms V ₁ , V ₂ , V ₃ , V ₄ are individually arranged in parallel in a common housing 5, and the valve mechanisms V ₁ , V ₂ , V ₃ , since V ₄ basically have the same structure, detailed below only the structure of the valve mechanism V _1.

The housing 5 includes first and second hydraulic pressure sources Sa and Sb.
The first and second input ports 6a and 6b communicating with the oil tank T, the release port 7 communicating with the oil tank T, and the brake devices B ₁ and B
_2, B _3, the brake hydraulic pressure chamber 4 of the B ₄ and four output ports 8 communicating individually provided, the first and second input ports 6a, 6b of the first and second hydraulic supply source Sa, from Sb The first and second valves are respectively provided via check valves 9 that allow only the flow of hydraulic oil.
Connected to hydraulic supply Sa, Sb.

The valve mechanism V ₁ was provided with a spool 10 slidably fitted in the housing 5, and a linear solenoid 11 ₁ as an actuator mounted on the housing 5 so as to push the spool 10 in the axial direction, the spool 10 , an output port 8 the first and second input ports 6a, the communication with the communicating state and the output port 8 and the release port 7 and 6b, the thrust and the other axial end of the linear solenoid 11 ₁ according to the one axial end The switching is performed in accordance with a change in the axial position due to a magnitude relationship with the acting hydraulic pressure.

A cylinder hole 12 is formed in the housing 5 so as to be coaxial with the axis of the output port 8, and the spool 10 is slidably fitted in the cylinder hole 12. Linear solenoid 11
₁ is intended to be attached to one outer surface of the housing 5, the linear solenoid 11 ₁ of the drive rod 13 the cylinder bore 12 from the insertion hole 14 drilled in the housing 5 communicates with the one end of the cylinder bore 12 Is inserted into. Further, a hydraulic chamber 15 having a smaller diameter than the cylinder hole 12 is provided in the housing 5 between the cylinder hole 12 and the output port 8 opened on the other outer surface of the housing 5 so as to be coaxial with the cylinder hole 12.
In addition, a sliding hole 16 is formed in the housing 5 to coaxially connect the cylinder hole 12 and the hydraulic chamber 15, and a communication hole 17 is formed in the housing 5 to coaxially connect the hydraulic chamber 15 and the output port 8. Hole
The diameter of the communication hole 16 and the communication hole 17 is smaller than that of the hydraulic chamber 15.

At one end of the slidably fitted spool 10 to the cylinder bore 12, the distal end of the drive rod 13 in the linear solenoid 11 ₁ is brought into contact with the coaxial. Also it has been made spring chamber 18 communicating with the release port 7 image between the other end and the housing 5 of the spool 10, the spool 10 to the spring chamber 18 in the axial direction one end i.e. the linear solenoid 11 ₁ side The biasing return spring 19 is stored. Therefore, one end of the spool 10 will be driven rod 13 abuts constantly, the spool 10 and the linear solenoid 11 ₁ and is linked, are linked.

At the other end of the spool 10, a base end of a shaft portion 20 that penetrates a sliding hole 16 in an oil-tight and slidable manner to project a distal end into the hydraulic chamber 15 is integrally and coaxially connected. A disk-shaped valve member 21 that can close the communication hole 17 by contacting the wall of the hydraulic chamber 15 on the side of the communication hole 17 is fixedly provided at the end of the shaft portion 20 protruding into the hydraulic chamber 15. When the valve member 21 is at the position where the communication hole 17 is opened, the hydraulic pressure of the hydraulic chamber 15, that is, the hydraulic pressure of the brake hydraulic chamber 4 acts on the shaft portion 20 toward one side in the axial direction. It includes a pressing force toward the other side in the axial direction by the hydraulic force and the linear solenoid 11 ₁ toward the one axial side by the hydraulic braking pressure chamber 4 will act.

Lands that form annular grooves 22 between the spools 10
23 and 24 are provided, and the housing 5 has a spool 10
A communication passage 25 that communicates the annular groove 22 with the hydraulic chamber 15 regardless of the axial position is formed. A passage 26 is formed in the spool 10 so as to open on _one side in the axial direction, that is, on the outer surface of the intermediate portion of the land 23 on the side of the linear solenoid 111, and the passage 26 always communicates with the spring chamber 19. Furthermore, on the inner surface of the cylinder hole 23,
An annular concave portion 27 capable of communicating between the passage 26 and the annular groove 22
And an annular recess 28 communicating with the first and second input ports 6a and 6b and communicating with the annular groove 22 are provided at an axial interval, and the spool 19 is connected via the annular recess 27. When the passage 26 and the annular groove 22 are in a position communicating with each other, the annular concave portion 28 is closed by the land 24, and from this state, the spool 10 moves to the other side in the axial direction, and the annular concave portion 28 is closed.
When communicating with the
Is shut off by

That is, the spool 10 has the annular groove 22 communicating with the brake hydraulic chamber 4 via the output port 8, the communication hole 17 and the communication passage 25 communicating with the annular recess 28 communicating with the input ports 6 a and 6 b, so that the first hydraulic fluid is transmitted to the brake hydraulic chamber 4. A hydraulic supply position for supplying hydraulic pressure from the hydraulic supply sources Sa and Sb, and a passage 26 communicating with the release port 7 via the spring chamber 19 are communicated with the annular groove 22 to communicate the brake hydraulic chamber 4 with the oil tank T. is intended to move axially between the hydraulic release position, the pressing force of the linear solenoid 11 ₁ axially acting one end of the spool 10 acts toward the oil pressure supply position, the spool by the hydraulic pressure of the hydraulic chamber 15 The hydraulic pressure applied to the other end in the axial direction of 10 acts toward the hydraulic release position side.

Here the linear solenoid 11 _1, as shown in FIG. 2, which generates a thrust in accordance with the voltage when the magnetizing current amount I ₁ ~I ₅ or resistor is constant, in some stroke range, thrust F generated by the linear solenoid 11 ₁ when the exciting current amount was constant and K as well as the I is
F = K · I. When the hydraulic pressure of the hydraulic chamber 15, that is, the hydraulic pressure of the brake hydraulic chamber 4 is Pw, and the pressure receiving area of the shaft portion 20 facing the hydraulic chamber 15 is Sc, the hydraulic pressure f acting on the spool 10 is f = Sc · Pw Indicated by Accordingly, F = KI>
When Sc · Pw, the spool 10 moves to the right hydraulic supply position, and when F = KI <Sc · Pw, the spool 10 moves to the left hydraulic release position.

As described above, the spool 10 moves in the axial direction according to the magnitude relationship between the thrust F and the hydraulic pressure f.
Since the hydraulic pressure is supplied from the first and second hydraulic supply sources Sa and Sb, and the hydraulic pressure in the brake hydraulic chamber 4 is released, the hydraulic pressure Pw is given by the following equation.

Pw = (K / Sc) · I ... (1) i.e. hydraulic Pw becomes proportional to the current I supplied to the linear solenoid 11 _1, the current supplying hydraulic pressure Pw of the brake hydraulic chamber 4 to the linear solenoid 11 ₁ Can be controlled arbitrarily.

The other valve mechanisms V ₂ , V ₃ , V ₄ also have basically the same configuration as the configuration of the valve mechanism V ₁ , and each has a linear solenoid.
11 ₂ , 11 ₃ and 11 ₄ are provided individually.

By the way, there is a case where the supply of the hydraulic pressure from one of the first and second hydraulic supply sources Sa and Sb may become impossible due to the failure of the hydraulic pump P or the like. In this case, the hydraulic pressure is supplied from the other of the two hydraulic supply sources Sa and Sb. Supply is continued, the valve mechanisms V ₁ , V ₂ , V ₃ , ₄
Can operate normally and brake devices B ₁ , B ₂ , B ₃ , B
₄ brake operation can be maintained.

Further, when it is assumed that the hydraulic failure occurs in the piping system from the brake device B ₁ itself or the output port 8 to the brake device B _1, the spool 10 in response to the hydraulic pressure of the hydraulic chamber 15 is lowered linearly to the right end Pressed by solenoid 11 ₁
The communication hole 17 is closed by the valve member 21. Therefore, the other valve mechanisms V ₂ , V ₃ , V ₄ are not affected by the oil pressure failure, and the brake devices B ₂ , B ₃ , B ₄ can maintain normal operation.

Next, referring to FIG. 3, each of the linear solenoids 11 ₁ to 11
Although a description will be given of a control circuit for controlling the quantity of electricity supplied to 1 _4, the resistance of the linear solenoid 11 ₁ to 11 ₄ is substantially constant, the configuration of the control circuit for controlling the voltage instead of current Will be described.

A signal detected by a pedaling force detection sensor 30 that detects a braking operation amount, that is, a pedaling force of a brake pedal (not shown) is input to a reference deceleration setting circuit 31. This reference deceleration setting circuit
At 31, the reference deceleration G ₀ according to the treading force as shown in FIG.
There are preset, reference deceleration G ₀ corresponding to the input signal from the depression force sensor 30 is outputted, the reference deceleration
G ₀ is input to the standard braking pressure setting circuit 32 and to the subtraction circuits 33 and 34.

Standard brake pressure setting circuit 32, and front-wheel standard braking pressure corresponding to the reference deceleration G ₀ as shown in FIG. 5 P _F and the rear wheel side standard braking pressure P _R is set, these standard braking pressure P _F , P _R
Are set so that the lock points of the front and rear wheels are substantially the same. Front-wheel standard braking pressure P _F outputted from the standard brake pressure setting circuit 32 is input to the front wheel side standard voltage setting circuit 36, the rear-wheel-side standard braking pressure P _R is input to the rear wheel side standard voltage setting circuit 37 . In the front wheel-side standard voltage setting circuit 36, the front-wheel-side standard voltage corresponding to the front wheel side standard braking pressure P _F as shown in Figure 6
V _F is set, the rear wheel standard voltage setting circuit 37, wheel standard voltage V _R after corresponding to the rear wheel side standard braking pressure P _R as shown in FIG. 7 is set.

On the other hand, the deceleration G of the vehicle detected by the deceleration sensor 35 is input to the subtraction circuits 33 and 34, and ΔG = G ₀ −G in one subtraction circuit 33 and ΔG ′ = G in the other subtraction circuit 34. −G ₀
Are performed respectively. The output ΔG of one arithmetic circuit 33 is input to the non-inverting input terminal of the comparing circuit 38, and the output ΔG ′ of the other subtracting circuit 34 is input to the non-inverting input terminal of the comparing circuit 39. The inversion input terminal of each of the comparison circuits 38 and 39 receives the output ε of the reference value generation circuit 40 in which the allowable deviation ε is set.
When ΔG and ΔG ′ are larger than the allowable deviation ε, a high-level signal is output.

Wheel speed sensor 41 ₁ for detecting the front left wheel speed of the vehicle, wheel speed sensor 41 ₂ for detecting the front right wheel speed, wheel speed sensor 41 ₃ for detecting the rear left wheel speed, and wheel speed sensor 41 for detecting the rear right wheel speed The detected value of ₄ is the fastest wheel discriminating circuit 4.
2.Minimum speed wheel discriminating circuit 43 and antilock control circuit 4
Entered in 4 respectively. The fastest wheel discriminating circuit 42 discriminates the wheel having the highest wheel speed, and
43 is to determine the wheel having the minimum wheel speed,
The comparison circuit 38 is connected to a switching circuit 45 that changes the switching mode based on the determination result of the fastest wheel determination circuit 42, and the comparison circuit 39 switches the switching mode based on the determination result of the lowest speed wheel determination circuit 43. It is connected to a changing switching circuit 46.

One switching circuit 45 includes function generators 47 ₁ , 47 ₂ , 47 corresponding to the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, respectively.
_3, 47 ₄ and, which is provided between the comparison circuit 38,
Each function generator 47 _1, 47 _2, 47 _3, 47 of ₄ switching operation to connect to the comparison circuit 38 which corresponds to the determined wheel fastest wheel discrimination circuit 42. The other switching circuit 46 is
Wherein each function generator 47 _1, 47 _2, 47 _3, 47 _4, which is provided between the comparison circuit 39, the function generator 47 _1, 47 ₂ 47 _3, 4
7 ₄ switching operation to connect the one corresponding to the wheel which is determined by the slowest wheel discriminating circuit 43 to the comparison circuit 39 of the.

Each function generator 47 _1, 47 _2, 47 _3, 47 _4, first when connected to one of the comparator circuits 38 and 39 in the switching operation of the switching circuit 45, 46 8
A correction voltage ΔV as shown in FIG. 8 is output, and the lines of the correction voltage ΔV shown in FIG. 8 are generated under the following conditions. That is, when ΔG = G ₀ −G ≦ ε and the output of the comparison circuit 38 is at a low level, or when ΔG ′ = G−G ₀ ≦ ε and the output of the comparison circuit 39 is at a low level, the line When the correction voltage ΔV is kept constant as indicated by L ₁ , L ₃ , and L ₅ and when ΔG = G ₀ −G> ε and the output of the comparison circuit 38 is at a high level, the line L ₂
Correction voltage ΔV which increases at a constant rate with time lapse as shown in is _{output, ΔG '= G-G 0} > lines L _4, when the output is at the high level of ε is a by comparison circuit 39 L
_As shown in FIG. ₆ , a correction voltage ΔV that decreases at a constant rate over time is output.

These function generators 47 _1, 47 _2, 47 _3, 47 _4, the arithmetic circuit 4
8 _1, 48 _2, 48 _3, respectively 48 ₄ are connected individually. On the other hand, the front-wheel-side standard voltage setting circuit 36 are respectively connected to the arithmetic circuit 48 _1, 48 _2, the rear-wheel-side standard voltage setting circuit 38 calculation circuit 48 _3, 48
₄ respectively connected. Arithmetic circuits 48 _1, 48 in _2, V in order to correct the correction voltage ΔV is input to the standard voltage V _F which is output from the front wheel side standard voltage setting circuit 36 from the function generator 47 _1, 47 _2
F1 = V _F + _ΔV, done V _F2 = V _F + ΔV becomes operational, each arithmetic circuit 48 _3, in 48 _4, the correction voltage inputted to rear wheel standard voltage V _R from the function generator 47 _3, 47 ₄ to correct at _{ΔV, V R3 = V R +} ΔV, V R4 = V R + ΔV becomes operation is performed, respectively.

These voltages V _F1 outputted from the arithmetic circuit 48 ₁ ~48 _4, V
_F2, V _R3, V _R4 is input to the hold circuit 49 ₁ to 49 _4. These hold circuits 49 ₁ to 49 _4, when a signal indicating that it is the anti-lock operation state is inputted from the anti-lock control circuit 44, the input voltage V from the arithmetic circuit 48 ₁ to 48 ₄ at that time _F1 , V _F2 , V _R3 , V _R4 are fixed, and the next arithmetic circuit 50 _1-
50 ₄ has a function of inputting the and when not anti-lock operating state voltage from the arithmetic circuit 48 ₁ to 48 ₄
V _F1, by flow through the V _F2, V _R3, V _R4 is input to the arithmetic circuit 50 ₁ to 50 _4.

The antilock control circuit 44 includes wheel speed sensors 41 ₁ to 4
The interface circuit 51 1 ₄ is connected, the vehicle speed estimating circuit 52 for estimating the vehicle speed based on the wheel speeds, and increase or decrease the speed determination circuit 53 determines the increase or decrease speed of each wheel, vehicle speed estimated And a slip ratio determining circuit 54 for determining a slip ratio of each wheel based on each wheel speed, and each brake device B ₁ based on the slip ratio and the increase / decrease speed of each wheel.
Control signal generating circuit for controlling the braking pressure in .about.B ₄
It is conventional well known and a 55 _to 554 _4.

Each of the control signal generation circuits 55 _{1 to} 55 ₄ has four output terminals a, b,
c, are those having each a d, the output terminal a of the control signal generating circuit 551 _to 554 ₄ are each individually connected to the hold circuit 49 ₁ to 49 _4, each control signal generating circuit 551 _to 554 ₄ output terminals b, c, d are connected to a function generator 56 _{1-56 4.} From the output terminals a signal is output indicating that it is the anti-lock operation, the signal from the output terminal a hold circuit 49 ₁ to 49 ₄ is operated.

The output terminal b is a terminal for outputting a signal for reducing the braking pressure, the output terminal c is a terminal for outputting a signal for holding the braking pressure, and the output terminal d is a terminal for increasing the braking pressure. Signal output terminal, function generator
56 _{1-56 4,} the output terminal b, c, and outputs the control voltage [Delta] V _C as shown in FIG. 9 in accordance with a signal input d. From That is, when a signal for holding the braking pressure is input from the output terminal c, the control voltage ΔV _C maintains a constant state regardless of the lapse of time as shown by the lines l1, l3, and l5. When a signal for reducing the pressure is input, as shown by a line l2, the control voltage ΔV _C decreases at a constant rate over time, and when a signal for increasing the braking pressure is output from the output terminal d, the line control voltage [Delta] V _C that increases at a constant rate with time as indicated by l5 are output from the function generator 56 _{1-56 4.}

Each function generator 56 _{1-56 4} are respectively connected individually to the arithmetic circuit 50 ₁ to 50 _4, the respective arithmetic circuits 50 ₁ to 50 _4, a voltage is input via the hold circuit 49 ₁ to 49 ₄ V _F1 , V _F2 , V _R3 , V
Calculation for correcting _R4 with the control voltage ΔV _C is performed. That is, in the arithmetic circuit _{50 1 ~50 4, V F1 +} ΔV C, V F2
+ ΔV _C , V _R3 + ΔV _C , and V _R4 + ΔV _C are calculated. Moreover the arithmetic circuits 50 ₁ to 50 ₄ are linear solenoid
11 _{1 to} 11 ₄ are individually connected to each
Voltage based on a calculation result of 50 ₁ to 50 ₄ is supplied to each of the linear solenoid 11 ₁ to 11 _4.

According to such a control circuit, set the standard braking pressure P _F of the front and rear wheels, the P _R corresponding to the reference deceleration G ₀ which is set in accordance with the depression force of the brake pedal, the standard braking pressure P _F, P _The voltage V _F1 , V _F2 , V _R3 , V _R4 corresponding to _R is set to each linear solenoid 11 _{1 to} 11 ₄
, The ideal brake distribution can be realized, and the maximum braking effect can be obtained.

The detected deceleration G, calculates the difference between the reference deceleration G ₀ which is set to the brake pedal depression force, to correct the voltage applied in accordance with the difference in the linear solenoid 11 ₁ to 11 ₄ that As a result, the braking effect can be stabilized. That is, when the output of the comparison circuit 38 is at a high level (G ₀ > G + ε), the braking pressure of the brake device corresponding to the wheel having the highest speed among the brake devices B _{1 to} B ₄ is increased.
When the output of the comparison circuit 39 is at a high level (G ₀ <G
+ The epsilon) is. Thus to reduce the braking pressure of which corresponds to the minimum speed of the wheel of the brake device B ₁ .about.B _4, the friction coefficient of the brake pads in the brake device B ₁ .about.B ₄ is reduced Also, the brake effect against the brake pedal depressing force remains unchanged, and a stable brake effect can be obtained. Further, even if the braking forces on the left and right wheels are unbalanced, the braking pressure is controlled so that the left and right wheel speeds, that is, the slip ratios, become equal, so that the steering wheel is not removed due to one-sided effect.

Moreover, it is not necessary to provide a special actuator for anti-lock control, and the linear solenoids 11 ₁ to 11 ₁
1 ₄ simply by controlling the voltage applied enables anti-lock control, the kick back phenomenon does not occur at the time of anti-lock operation.

Furthermore, it is very easy to add a control circuit for controlling the driving force of the vehicle by the brake.

FIG. 10 is a longitudinal sectional view of a main part of a second embodiment of the present invention,
Portions corresponding to the first embodiment are denoted by the same reference numerals.

The housing 5 is pressed by a linear solenoid 11 attached to the housing 5 to a hydraulic pressure supply position communicating between the output port 8 and the input port 6, and the output port 8 and the release port 7 are released by the braking oil pressure of the brake device B. Spool urged to the hydraulic release position side communicating between
60 is fitted slidably in the axial direction. That is, a cylinder hole 62 having a partition wall 61 interposed between the housing 5 and the output port 8 is formed coaxially with the linear solenoid 11 and the output port 8, and one end of the spool 60 is driven by the linear solenoid 11. The hydraulic chamber 63 is slidably fitted in the cylinder hole 62 while being in contact with the rod 13, and a hydraulic chamber 63 is defined between the other end of the spool 60 and the partition wall 61. A return spring 19 for resiliently urging the spool 60 toward the linear solenoid 11 is housed so that one end of the spool 60 is always in contact therewith.

Moreover, a cylindrical projection 64 is coaxially provided on the partition wall 61 toward the hydraulic chamber 63, and a communication hole 65 connecting the hydraulic chamber 63 and the output port 8 is formed in the projection 64. . Also spool
A valve seat member 66 is fixedly mounted on the other end surface of the projection 60 so as to be able to sit on the tip of the projection 64 and close the communication hole 65 when a hydraulic pressure failure occurs between the output port 8 and the brake device B. Is done.

On the inner surface of the cylinder hole 62, an annular recess 67 communicating with the release port 7 and an annular recess 68 closer to the hydraulic chamber 63 than the annular recess 67 and communicating with the input port 6 are spaced apart in the axial direction. Provided. The hydraulic chamber is located on the outer surface of the spool 60.
An annular groove 69 that is always in communication with 63 is provided. Spool 60
Is a hydraulic release position where the annular groove 69 communicates with the annular recess 67 and the output port 8 communicates with the release port, and a hydraulic pressure supply that communicates the annular groove 69 with the annular recess 68 and communicates the output port 8 with the input port 6. The linear solenoid 11 can move in the axial direction between the positions, and the thrust of the linear solenoid 11 acts on the hydraulic supply position side, and the hydraulic pressure of the hydraulic pressure in the hydraulic chamber 63 acts on the hydraulic release position side.

Also in the second embodiment, the hydraulic pressure in the hydraulic chamber 63, that is, the brake hydraulic chamber 4 in the brake device B is determined by the thrust generated from the linear solenoid 11 according to the supplied current or voltage, and the same as in the first embodiment. The effect can be achieved.

FIG. 11 shows a modification of the second embodiment, in which a cylinder hole is provided.
A shaft portion 70 coaxially abutting on the drive rod 13 of the linear solenoid 11 is coaxially connected to one end of the spool 60 'fitted to 62'.

FIG. 12 shows a third embodiment of the present invention, and portions corresponding to the above embodiments are given the same reference numerals.

A cylinder hole 71 having a partition wall 70 interposed between the housing 5 and the output port 8 is formed coaxially with the output port 8 and the linear solenoid 11, and the drive rod 13 of the linear solenoid 11 is brought into contact with one end. A spool 72 is slidably fitted in the cylinder hole 71, is defined between the other end of the spool 72 and the partition wall 70, and is provided with a spool 72 in a spring chamber 75 communicated with the oil tank T. A return spring 19 that biases the linear solenoid 11 is interposed. A communication hole 73 that coaxially connects the spring chamber 75 and the output port 8 is formed in the partition wall 70, and the other end of the spool 72 is oil-tightly and slidably inserted into the communication hole 73. A shaft portion 74 to be fitted is coaxially connected. Moreover, the communication hole 73 is provided in the hydraulic chamber 80 facing the tip end surface of the shaft portion 74.
To form

On the other hand, an annular recess 76 on the side of the linear solenoid 11 communicating with the release port 7 and an annular recess 77 communicating with the input port 6 are formed on the inner surface of the cylinder hole 71 at an axial interval. An annular groove 78 is formed in the outer surface of the spool 72, and the annular groove 78 communicates with the output port 8 via a passage 79 formed in the spool 72 and a hydraulic chamber 80. Therefore, the spool 72 is formed into an annular groove by the thrust of the linear solenoid 11.
78 is pressed to the hydraulic supply position side communicating with the annular recess 77,
With the spool 72 at the hydraulic pressure supply position, the spool 72 is urged toward the hydraulic release position by which the annular groove 78 communicates with the annular concave portion 76 by the hydraulic pressure of the hydraulic chamber 80.

Moreover, when a hydraulic pressure failure occurs from the output port 8 to the brake device B, the spool 72 pressed by the linear solenoid 11 causes the annular groove 78 to be larger than the annular recess 77 in accordance with the hydraulic pressure failure in the hydraulic chamber 80. It is set so as to move to the partition wall 70 side to cut off between the annular concave portion 77 and the annular groove 78, so that when the hydraulic pressure fails, the braking pressure of another brake device is not affected. .

According to the third embodiment, the same effects as those of the above embodiments can be obtained.

C. Effects of the Invention As described above, according to the invention of each claim, an ideal braking pressure corresponding to the amount of brake operation can be obtained, and furthermore, it can be realized by an electric circuit, and the configuration is Not only simplification, but also more precise control becomes possible, and it becomes easy to perform complex braking hydraulic control by adding a control circuit such as antilock control and driving force control.

According to the invention of claim 1, the standard braking pressure is individually set for each of the front and rear wheels, and the electric quantity corresponding to the front wheel side standard braking pressure is applied to the front wheel side actuator and the rear wheel side standard value. An electric quantity corresponding to the braking pressure is applied to each of the rear-wheel actuators, and the rate of increase of the rear-wheel standard braking pressure with respect to the reference deceleration is smaller than the rate of increase of the front-wheel standard braking pressure with respect to the reference deceleration. Since it is set to be, it is possible to accurately incorporate the front and rear brake distribution action in the control operation of the electric actuator,
Also, because of the electric type, the increase rate of the standard braking pressure for each of the front and rear wheels with respect to the reference deceleration can be set freely, and as a result, the ideal front-rear brake distribution can be realized, and the braking efficiency can be improved. Can greatly contribute to the improvement of

According to the invention of claims 2 and 3, the reference deceleration is compared with the detected deceleration, and when the deviation thereof exceeds a set value, the braking pressure is adjusted. Since the detected wheel speed is determined to be the highest or lowest wheel, the adjustment target can be narrowed down to the wheel with the highest or lowest wheel speed, and therefore the braking force generated at each wheel is different. At times (for example, friction pad wear difference between wheels, one wheel fade, etc.)
It is possible to control the braking force generated in each wheel in a well-balanced manner, and since only the actuator corresponding to one wheel is adjusted and the remaining actuators are not subject to adjustment, it is necessary to perform simultaneous adjustment for all wheels. As compared with the control device, the response of the control is improved, hunting is suppressed as much as possible, and power consumption can be reduced.

[Brief description of the drawings]

1 to 9 show a first embodiment of the present invention. FIG. 1 is a hydraulic control circuit diagram, FIG. 2 is a characteristic diagram of a linear solenoid, FIG. 3 is an electric control circuit diagram, 4 is a reference deceleration setting diagram, FIG. 5 is a standard braking pressure setting diagram, FIG. 6 is a front wheel side standard voltage setting diagram, FIG. 7 is a rear wheel side standard voltage setting diagram, and FIG. FIG. 9 is a diagram showing an example of a correction voltage according to a difference between the reference deceleration and the deceleration, FIG. 9 is a diagram showing an example of a control voltage by antilock control, and FIG. 10 is a diagram of a second embodiment of the present invention. FIG. 11 is a longitudinal sectional view of an essential part showing a modification of the second embodiment, and FIG. 12 is a longitudinal sectional view of an essential part of a third embodiment of the present invention. 11,11 _{1 to} 11 ₄ …… Linear solenoid as actuator, B, B _{1 to} B ₄ …… Brake device, G …… Detected deceleration, G ₀
…… Standard deceleration, P _F , P _R …… Standard braking pressure

 ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-58-188746 (JP, A) JP-A-60-78847 (JP, A) JP-A-62-39351 (JP, A) JP-A-62 166149 (JP, A) JP-A-59-128043 (JP, A) JP-A-62-18359 (JP, A) JP-A-59-3058 (JP, U) JP-A-59-147657 (JP, U) Shokai 56-166962 (JP, U)

Claims (3)

(57) [Claims] An actuator operable to set a reference deceleration according to a braking operation amount, determine a standard braking pressure corresponding to the reference deceleration, and supply a braking oil pressure according to an applied amount of electricity to a brake device. A braking oil pressure control method for a vehicle, wherein an electric quantity corresponding to the standard braking pressure is applied, wherein the standard braking pressure is individually set for each of front and rear wheels, and the front wheel side standard braking pressure is set. Is applied to the front-wheel actuator corresponding to the front-wheel-side braking device, and the electric amount corresponding to the rear-wheel-side standard braking pressure is applied to the rear-wheel-side actuator corresponding to the rear-wheel-side braking device, respectively. Moreover, the rate of increase of the rear wheel side standard braking pressure with respect to the reference deceleration is set to be smaller than the rate of increase of the front wheel side standard braking pressure with respect to the reference deceleration.
A method of controlling the braking hydraulic pressure of a vehicle. 2. A reference deceleration is set in accordance with a braking operation amount, an actual deceleration of the vehicle is detected, the reference deceleration is compared with the detected deceleration, and a deviation between the reference deceleration and a set value is determined. A brake hydraulic pressure control method for a vehicle, wherein a braking pressure is adjusted when the braking pressure exceeds the threshold value, wherein a wheel speed is detected for each wheel, and when the braking pressure is adjusted, an object to be adjusted is detected. A method for controlling hydraulic pressure of a vehicle, wherein a wheel having the highest or lowest speed is used. 3. When adjusting the braking pressure, if the result of subtracting the detected deceleration from the reference deceleration is greater than a first set value, the wheel having the highest wheel speed is set as an adjustment target.
The method according to claim 2, wherein when the result obtained by subtracting the reference deceleration from the detected deceleration is larger than a second set value set in advance, the wheel having the lowest wheel speed is set as an adjustment target. A method of controlling the braking hydraulic pressure of a vehicle.