JP3107311B2 - Vehicle slip control device - Google Patents
Vehicle slip control deviceInfo
- Publication number
- JP3107311B2 JP3107311B2 JP02137671A JP13767190A JP3107311B2 JP 3107311 B2 JP3107311 B2 JP 3107311B2 JP 02137671 A JP02137671 A JP 02137671A JP 13767190 A JP13767190 A JP 13767190A JP 3107311 B2 JP3107311 B2 JP 3107311B2
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- line
- valve
- wheel cylinder
- normally
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Landscapes
- Regulating Braking Force (AREA)
Description
【発明の詳細な説明】 産業上の利用分野 本発明は自動車の制動時や加速時における車両スリッ
プを制御する装置に関する。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for controlling a vehicle slip when braking or accelerating an automobile.
従来の技術 車両制動時等において、車両がスリップ状態になる
と、ホイールシリンダ内の圧力を調整し、車両のスリッ
プ率が好ましい値となるようにコントロールする装置が
種々提供されている。例えば、特開昭60−38243号公報
に開示された装置は、ホイールシリンダを増圧管路によ
り圧力源としてのマスターシリンダ又は蓄圧器に選択的
に接続すると共に、排圧管路によりマスターシリンダの
リザーバに接続している。そして、通常制動時には、マ
スターシリンダとホイールシリンダとを連通させて、ブ
レーキペダルの踏み込み量に応じた液圧をマスターシリ
ンダからホイールシリンダ内に供給するようになってい
る。車両がスリップ状態になると、圧力源をマスターシ
リンダから蓄圧器に切り換え、増圧管路及び排圧管路に
それぞれ配設した電磁弁によりその管路を開閉して、ホ
イールシリンダ内のブレーキ液の排出・保持・供給を繰
り返し、車輪のスリップ率をコントロールするようにな
っている。2. Description of the Related Art Various devices have been provided for controlling the pressure in a wheel cylinder and controlling the slip ratio of a vehicle to a desirable value when the vehicle enters a slip state during braking of the vehicle or the like. For example, in the device disclosed in Japanese Patent Application Laid-Open No. 60-38243, a wheel cylinder is selectively connected to a master cylinder or a pressure accumulator as a pressure source by a pressure-intensifying line, and is connected to a reservoir of the master cylinder by an exhaust line. Connected. During normal braking, the master cylinder and the wheel cylinder are communicated with each other, and a hydraulic pressure corresponding to the amount of depression of the brake pedal is supplied from the master cylinder into the wheel cylinder. When the vehicle is in a slip state, the pressure source is switched from the master cylinder to the pressure accumulator, and the lines are opened and closed by the solenoid valves provided in the pressure boosting line and the exhaust line, respectively, to discharge the brake fluid in the wheel cylinder. It keeps and supplies repeatedly to control the wheel slip rate.
発明が解決しようとする課題 しかし、このような従来例にあっては、増圧管路に電
磁弁として常開の電磁弁を配設し、排圧管路に電磁弁と
して常閉の電磁弁を配設して、通常ブレーキ時にマスタ
ーシリンダとホイールシリンダを連通させる一方、ホイ
ールシリンダとリザーバの連通を遮断するようになって
いるため、排圧管路の常閉の電磁弁が何らかの原因によ
り液漏れ等の故障を生じると、マスターシリンダからホ
イールシリンダに供給されるブレーキ液がリザーバへ漏
出することとなり、ホイールシリンダが所望の液圧にな
らず、制動不良を生じる虞があることが指摘されてい
た。However, in such a conventional example, a normally-open solenoid valve is provided as a solenoid valve in the pressure-intensifying line, and a normally-closed solenoid valve is provided as the solenoid valve in the exhaust-pressure line. During normal braking, the master cylinder and the wheel cylinder communicate with each other, while the communication between the wheel cylinder and the reservoir is cut off. It has been pointed out that when a failure occurs, the brake fluid supplied from the master cylinder to the wheel cylinder leaks to the reservoir, and the wheel cylinder does not reach a desired hydraulic pressure, which may cause a braking failure.
課題を解決するための手段 本発明は、圧力源としてのマスターシリンダとホイー
ルシリンダを増圧管路で接続し、圧力源としての蓄圧器
を上記増圧管路に合流する第２の増圧管路を介してホイ
ールシリンダに接続する一方、このホイールシリンダを
排圧管路でマスターシリンダのリザーバに接続し、上記
増圧管路と第２の増圧管路の、両者の合流部の各上流側
に常開の電磁弁と常閉の電磁弁を夫々配設して、これら
の電磁弁によって上記マスターシリンダと蓄圧器のいず
れか一方を選択的にホイールシリンダ側に連通させる圧
力源切換手段を構成すると共に、上記増圧管路の第２の
増圧管路との合流部よりもホイールシリンダ側の位置に
該管路を開閉する常開の電磁弁を配設する一方、上記排
圧管路に該管路を開閉する常閉の電磁弁を配設し、スリ
ップ制御時に、蓄圧器をホイールシリンダ側に連通させ
るように圧力源切換手段の両電磁弁を操作し、かつ、増
圧管路と排圧管路の各電磁弁を開閉することによってホ
イールシリンダの圧を減圧，保持，再増圧する車両用ス
リップ制御装置において、前記第２の増圧管路の圧力源
切換用電磁弁よりも合流部側の位置に該電磁弁から合流
部方向の流通のみを許容する一方向弁を設け、前記排圧
管路の電磁弁よりもリザーバ側の位置に、第２の増圧管
路の圧力源切換用電磁弁と一方向弁の間の液圧を作動圧
として排圧管路を開く常閉の液圧作動弁を配設したこと
を特徴としている。Means for Solving the Problems According to the present invention, a master cylinder as a pressure source and a wheel cylinder are connected by a pressure intensifier line, and a pressure accumulator as a pressure source is connected to the pressure intensifier line through a second pressure intensifier line. And the wheel cylinder is connected to the reservoir of the master cylinder via a pressure-reducing line, and a normally-open electromagnetic wave is provided on each upstream side of the junction between the pressure-intensifying line and the second pressure-increasing line. A valve and a normally closed solenoid valve are provided, respectively, and these solenoid valves constitute pressure source switching means for selectively communicating one of the master cylinder and the pressure accumulator with the wheel cylinder side. A normally-open solenoid valve that opens and closes the pressure line at a position closer to the wheel cylinder than a junction with the second pressure-intensifying line is provided, while a normally-open solenoid valve that opens and closes the line is connected to the exhaust line. Install a closed solenoid valve During slip control, the pressure of the wheel cylinder is controlled by operating both solenoid valves of the pressure source switching means so as to connect the accumulator to the wheel cylinder side, and opening and closing the solenoid valves of the pressure intensifier line and the exhaust line. In the vehicle slip control device for reducing, holding, and re-increasing pressure, only the flow from the electromagnetic valve to the junction in the second pressure-intensifying line at a position closer to the junction than the solenoid valve for switching the pressure source is allowed. A one-way valve is provided, and the hydraulic pressure between the one-way valve and the pressure source switching electromagnetic valve of the second pressure-intensifying line is provided at a position on the reservoir side of the exhaust pressure line with respect to the solenoid valve. It is characterized in that a normally-operated hydraulic valve that opens is provided.
作用 マスターシリンダからホイールシリンダに圧力供給す
る通常制動時には、第２の増圧管路の圧力源切換用電磁
弁と一方向弁の間はその圧力源切換電磁弁により蓄圧器
との連通が遮断されて低圧に維持される。そのため、排
圧管路に配設した液圧作動弁は、該管路の常閉の電磁弁
と共に排圧管路を閉塞している。この結果、通常制動時
に、常閉の電磁弁に漏れが生じても、液圧作動弁が排圧
管路を閉塞しているため、ブレーキ液がリザーバ側へ漏
出することがない。During normal braking in which pressure is supplied from the master cylinder to the wheel cylinder, communication between the pressure source switching solenoid valve and the one-way valve of the second pressure intensifier line is interrupted by the pressure source switching solenoid valve. Maintain low pressure. Therefore, the hydraulically actuated valve disposed in the drainage line closes the drainage line together with the normally closed solenoid valve of the line. As a result, even if a normally closed solenoid valve leaks during normal braking, the brake fluid does not leak to the reservoir side because the hydraulic pressure-operated valve closes the exhaust line.
一方、圧力源切換用電磁弁の切換えによって蓄圧器と
ホイールシリンダ側を連通し、増圧管路の常開の電磁弁
と排圧管路の常閉の電磁弁を開閉して、ホイールシリン
ダ内の液圧調整を行う場合には、第２の増圧管路の圧力
源切換用電磁弁と一方向弁の間の液圧は、圧力源切換用
電磁弁の開作動によって上昇し、液圧作動弁はその圧を
受けて開弁する。そのため、排圧管路の常閉の電磁弁が
開弁すれば、ホイールシリンダ内のブレーキ液は確実に
リザーバへ戻る。On the other hand, by switching the pressure source switching solenoid valve, the pressure accumulator communicates with the wheel cylinder side, and the normally open solenoid valve of the pressure boosting line and the normally closed solenoid valve of the exhaust line are opened and closed, and the fluid in the wheel cylinder is opened. When performing pressure adjustment, the hydraulic pressure between the pressure source switching solenoid valve and the one-way valve in the second pressure intensifier line increases due to the opening operation of the pressure source switching solenoid valve, and the hydraulic pressure operated valve is The valve is opened by receiving the pressure. Therefore, if the normally closed solenoid valve in the exhaust line opens, the brake fluid in the wheel cylinder returns to the reservoir without fail.
実施例 以下本発明の実施例を図面に基づき詳述する。Examples Hereinafter, examples of the present invention will be described in detail with reference to the drawings.
第１図は本発明の一実施例を示す車両スリップ制御装
置の構成図であり、この図において１は圧力源としての
マスターシリンダである。このマスターシリンダ１は、
ブレーキペダル２の踏み込み量に応じた液圧を発生する
ようになっており、ブレーキ液を貯蔵するリザーバ３を
備えている。そして、このマスターシリンダ１を増圧管
路4a,4b,4cを介して各車輪のホイールシリンダ5a,5b,5
c,5dに接続してある。又、ホイールシリンダ5a〜5dに
は、増圧管路4a,4bから分岐する第２の増圧管路6a,6bに
より、第２の圧力源として機能する蓄圧器７を接続して
ある。そして、これら圧力源としてのマスターシリンダ
１と蓄圧器７のいずれか一方を選択的にホイールシリン
ダ5a〜5dに連通させるため、増圧管路4a,4bには常開の
電磁弁8a,8bを配設し、第２の増圧管路6aには常開の電
磁弁９を配設してある。さらに、増圧管路4a,4bと第２
の増圧管路6a,6bの分岐部よりもホイールシリンダ5a〜5
d側の増圧管路4a〜4bには、それぞれ常開の電磁弁10a,1
0b,10cを配設してある。尚、上記電磁弁8a,8b,9により
圧力源切換手段11を構成してある。FIG. 1 is a configuration diagram of a vehicle slip control device according to an embodiment of the present invention, in which 1 is a master cylinder as a pressure source. This master cylinder 1
A fluid pressure corresponding to the amount of depression of the brake pedal 2 is generated, and a reservoir 3 for storing brake fluid is provided. Then, the master cylinder 1 is connected to the wheel cylinders 5a, 5b, 5 of the respective wheels via the pressure-intensifying lines 4a, 4b, 4c.
Connected to c and 5d. A pressure accumulator 7 functioning as a second pressure source is connected to the wheel cylinders 5a to 5d by second pressure intensifier lines 6a and 6b branched from the pressure intensifier lines 4a and 4b. In order to selectively connect one of the master cylinder 1 and the pressure accumulator 7 as a pressure source to the wheel cylinders 5a to 5d, normally open solenoid valves 8a and 8b are arranged in the pressure-intensifying lines 4a and 4b. A normally open solenoid valve 9 is provided in the second pressure-intensifying line 6a. Further, the booster lines 4a, 4b and the second
Wheel cylinders 5a to 5
The normally-open solenoid valves 10a, 1
0b and 10c are provided. The pressure source switching means 11 is constituted by the solenoid valves 8a, 8b, 9 described above.
又、ホイールシリンダ5a〜5dには、排圧管路12a,12b,
12cを介してマスターシリンダ１のリザーバ３を接続し
てある。そして、排圧管路12a〜12cには、それぞれ常閉
の電磁弁13a,13b,13cを配設してある。14は常閉の液圧
作動弁であり、この液圧作動弁14は常閉の電磁弁13a〜1
3cよりもリザーバ３側の排圧管路12aに配設してある。
この液圧作動弁14は、第２の増圧管路6aの常閉電磁弁９
がオン作動し、第２の増圧管路6aの圧力が上昇すると、
その圧力により開弁して排圧管路12aを連通させる。第
２図は、この液圧作動弁の一例を示すものであり、ポー
トPa,Pb,Pcが第１図のポートPa,Pb,Pcに対応している。
従って、第２の増圧管路6aの圧力が低い場合（常閉の電
磁弁９がオフの場合）には弁体15によりポートPa,Pbの
連通が遮断される。一方、第２の増圧管路6aの圧力が高
い場合（常閉の電磁弁９がオンの場合）には、圧力応動
体16がばね17を押し縮めて移動して弁体15を押し下げ、
ポートPa,Pbを連通させる。The wheel cylinders 5a to 5d have exhaust pressure lines 12a, 12b,
The reservoir 3 of the master cylinder 1 is connected via 12c. Normally closed solenoid valves 13a, 13b, 13c are disposed in the exhaust pressure lines 12a to 12c, respectively. 14 is a normally-closed hydraulic valve, and this hydraulic valve 14 is a normally-closed solenoid valve 13a-1.
It is arranged in the exhaust line 12a closer to the reservoir 3 than 3c.
The hydraulic pressure-operated valve 14 is connected to the normally-closed solenoid valve 9 of the second
Is turned on and the pressure in the second pressure-intensifying line 6a increases,
The valve is opened by the pressure to communicate the exhaust pressure line 12a. FIG. 2 shows an example of the hydraulic valve, and the ports Pa, Pb, Pc correspond to the ports Pa, Pb, Pc in FIG.
Therefore, when the pressure in the second pressure-intensifying line 6a is low (when the normally-closed solenoid valve 9 is off), the communication between the ports Pa and Pb is interrupted by the valve element 15. On the other hand, when the pressure of the second pressure-intensifying line 6a is high (when the normally-closed solenoid valve 9 is on), the pressure responsive element 16 moves by compressing the spring 17 to push down the valve element 15,
The ports Pa and Pb are connected.
18はモータ19により駆動されるポンプである。このポ
ンプ18は、蓄圧器７が圧力低下するとリザーバ３のブレ
ーキ液を蓄圧器７に供給して蓄圧する。尚、蓄圧器７内
の圧力が所定圧以上になると、リターン管路20の圧力応
動弁21が開き、ポンプ18の余剰吐出液がポンプ18の吸込
側又はリザーバ３へ戻されるようになっている。Reference numeral 18 denotes a pump driven by a motor 19. When the pressure of the pressure accumulator 7 decreases, the pump 18 supplies the brake fluid of the reservoir 3 to the pressure accumulator 7 to accumulate the pressure. When the pressure in the pressure accumulator 7 becomes equal to or higher than a predetermined pressure, the pressure responsive valve 21 of the return line 20 is opened, and the excess discharge liquid of the pump 18 is returned to the suction side of the pump 18 or the reservoir 3. .
22はコントローラである。このコントローラ22は、マ
イクロコンピュータで構成され図外の車輪速度やセンサ
やブレーキペダルスイッチ等からの信号に基づき演算・
処理し、制御信号を電磁弁8a,8b,9…やモータ19に出力
している。22 is a controller. The controller 22 is composed of a microcomputer and calculates and calculates wheel speeds (not shown) and signals from sensors and brake pedal switches.
The control signal is output to the solenoid valves 8a, 8b, 9... And the motor 19.
尚、23a〜23eは一方向弁24a〜24eをそれぞれ備えたバ
イパス路であり、25a,25bは第２の増圧管路6a,6bに設け
た一方向弁である。Reference numerals 23a to 23e denote bypass paths having one-way valves 24a to 24e, respectively, and reference numerals 25a and 25b denote one-way valves provided in the second pressure-intensifying lines 6a and 6b.
次いで、本実施例の作用を説明する。 Next, the operation of the present embodiment will be described.
（１）通常の車両制動時 車両がスリップしない通常の制動時には、車両用スリ
ップ制御装置は第１図の状態にある。(1) During Normal Vehicle Braking During normal braking in which the vehicle does not slip, the vehicle slip control device is in the state shown in FIG.
即ち、電磁弁8a,8b,10a,10b,10cはオフ状態で開弁し
ており、マスターシリンダ１は増圧管路4a,4b,4cを介し
てホイールシリンダ5a〜5dに連通している。一方、電磁
弁13a〜13cはオフ状態で閉弁しており、ホイールシリン
ダ5a〜5dとリザーバ３の連通を遮断している。尚、第２
の増圧管路6aは、オフ状態の電磁弁９により閉塞されて
おり、蓄圧器７とホイールシリンダ5a〜5dの連通が遮断
されると共に、一方向弁25a,25bにより増圧管路4a,4bか
ら第２の増圧管路6aへのブレーキ液の流入が阻止され
る。従って、運転者がブレーキペダル２を踏み込むと、
それに応じた液圧がマスターシリンダ１から増圧管路4a
〜4cを介して各ホイールシリンダ5a〜5dに供給される。
この際、排圧管路12aの常閉の液圧作動弁14には、蓄圧
器７及びマスターシリンダ１の圧力が作用することがな
い。従って、液圧作動弁14は、閉弁状態で排圧管路12a
を閉塞している。そのため、電磁弁13a〜13cに漏れが生
じた場合、液圧作動弁14によりホイールシリンダ5a〜5d
側からリザーバ３側へのブレーキ液の流出が阻止され
る。That is, the solenoid valves 8a, 8b, 10a, 10b, and 10c are opened in the off state, and the master cylinder 1 is in communication with the wheel cylinders 5a to 5d via the pressure boosting lines 4a, 4b, and 4c. On the other hand, the solenoid valves 13a to 13c are closed in the off state, and the communication between the wheel cylinders 5a to 5d and the reservoir 3 is cut off. The second
The pressure-intensifying line 6a is closed by the solenoid valve 9 in the OFF state, the communication between the pressure accumulator 7 and the wheel cylinders 5a to 5d is cut off, and the one-way valves 25a, 25b cause the pressure-intensifying lines 4a, 4b to be closed. The inflow of brake fluid into the second pressure-intensifying line 6a is prevented. Therefore, when the driver depresses the brake pedal 2,
The corresponding hydraulic pressure is applied from the master cylinder 1 to the booster line 4a.
4c to the respective wheel cylinders 5a to 5d.
At this time, the pressure of the pressure accumulator 7 and the pressure of the master cylinder 1 do not act on the normally-operated hydraulic valve 14 of the exhaust pressure line 12a. Therefore, the hydraulic valve 14 is closed when the exhaust line 12a is closed.
Is closed. Therefore, when leakage occurs in the solenoid valves 13a to 13c, the hydraulic cylinder 14 controls the wheel cylinders 5a to 5d.
The outflow of brake fluid from the side to the reservoir 3 is prevented.
（２）車輪ロック防止制御時及び車輪スリップ防止制御
時 車両制動時及び車両加速時に、車輪速センサ（図示せ
ず）で検出したデータにもとづき、コントローラ22が車
輪ロック防止制御及び加速スリップ制御を必要と判断す
ると、コントローラ22から各電磁弁8a,8b,9…及びモー
タ19に制御信号が出力される。この結果、電磁弁8a,8b
がオン作動して増圧管路を閉塞する一方、電磁弁９がオ
ン作動して第２の増圧管路6aを開き、マスターシリンダ
１とホイールシリンダ5a〜5dとの連通を遮断する一方、
蓄圧器７とホイールシリンダ5a〜5dとを連通する。この
際、第２の増圧管路6aは、蓄圧器７の圧力により高圧と
なるため、液圧作動弁14がオン作動して排圧管路12aを
開く。この状態において、電磁弁10a〜10c,13a〜13cが
コントローラ22により開閉制御され、ホイールシリンダ
5a〜5d内のブレーキ液圧の調整が行われるようになって
いる。即ち、電磁弁10a〜10cがオン作動して閉弁すると
共に、電磁弁13a〜13cがオン作動して開弁すれば、ホイ
ールシリンダ5a〜5d内のブレーキ液は排圧管路12a〜12c
を通ってリザーバ３へ戻る。この結果、ホイールシリン
ダ5a〜5d内の圧力は減圧されることとなる。次いで、電
磁弁10a〜10cがオン作動して閉弁する一方、電磁弁13a
〜13cがオフ作動して閉弁すれば、増圧管路4a〜4c及び
排圧管路12a〜12cが閉塞されることとなり、ホイールシ
リンダ5a〜5d内の液圧が保持される。そして、電磁弁10
a〜10cがオフ作動して開弁し、電磁弁13a〜13cがオフ作
動して閉弁すれば、蓄圧器７からホイールシリンダ5a〜
5dに圧力供給されることとなり、ホイールシリンダ5a〜
5d内の圧力が再増圧される。このように、ホイールシリ
ンダ5a〜5d内の圧力の減圧・保持・再増圧を繰り返し行
うことにより、車輪ロック及び車輪スリップを制御す
る。尚、電磁弁10a,13a、電磁弁10b,13bと電磁弁10c,13
cとを、それぞれ独立して開閉制御すれば、左前輪側ホ
イールシリンダ5aと右前輪側ホイールシリンダ5b及び後
輪側ホイールシリンダ5c,5dの液圧をそれぞれ独立して
調整することが可能である。(2) At the time of wheel lock prevention control and wheel slip prevention control At the time of vehicle braking and vehicle acceleration, the controller 22 needs wheel lock prevention control and acceleration slip control based on data detected by a wheel speed sensor (not shown). , The controller 22 outputs a control signal to each of the solenoid valves 8a, 8b, 9,... And the motor 19. As a result, the solenoid valves 8a, 8b
While the solenoid valve 9 is turned on to open the second pressure boosting line 6a and cut off the communication between the master cylinder 1 and the wheel cylinders 5a to 5d.
The pressure accumulator 7 communicates with the wheel cylinders 5a to 5d. At this time, the pressure in the second pressure-intensifying line 6a becomes high due to the pressure of the accumulator 7, so that the hydraulic pressure-operating valve 14 is turned on to open the exhaust line 12a. In this state, the solenoid valves 10a to 10c and 13a to 13c are controlled to be opened and closed by the
The adjustment of the brake fluid pressure in 5a to 5d is performed. That is, when the solenoid valves 10a to 10c are turned on to close and the solenoid valves 13a to 13c are turned on to open, the brake fluid in the wheel cylinders 5a to 5d is discharged from the exhaust pressure lines 12a to 12c.
And returns to reservoir 3. As a result, the pressure in the wheel cylinders 5a to 5d is reduced. Next, the solenoid valves 10a to 10c are turned on and closed, while the solenoid valve 13a is closed.
When the valves 13a to 13c are turned off and closed, the pressure-intensifying lines 4a to 4c and the exhaust lines 12a to 12c are closed, and the hydraulic pressure in the wheel cylinders 5a to 5d is maintained. And the solenoid valve 10
When a to 10c are turned off to open and the solenoid valves 13a to 13c are turned off and closed, the wheel cylinders 5a to
5d is supplied to the wheel cylinder 5a ~
The pressure within 5d is increased again. As described above, the wheel lock and the wheel slip are controlled by repeatedly reducing, maintaining, and increasing the pressure in the wheel cylinders 5a to 5d. The solenoid valves 10a and 13a, the solenoid valves 10b and 13b, and the solenoid valves 10c and 13
c, respectively, by independently controlling the opening and closing, it is possible to independently adjust the hydraulic pressure of the left front wheel cylinder 5a, the right front wheel cylinder 5b, and the rear wheel cylinder 5c, 5d. .
第３図は本発明の他の実施例を示す車両スリップ制御
装置の構成図である。即ち、本実施例は第２の増圧管路
6bを常閉の電磁弁９よりも蓄圧器７側の部分で分岐さ
せ、この分岐させた第２の増圧管路6bにも常閉の電磁弁
9aを配設した。FIG. 3 is a configuration diagram of a vehicle slip control device showing another embodiment of the present invention. That is, the present embodiment is the second pressure intensifier line.
6b is branched at a portion closer to the pressure accumulator 7 than the normally closed solenoid valve 9, and the normally closed solenoid valve is also connected to the branched second pressure boosting line 6 b.
9a was installed.
本実施例においても前記第１図の実施例と同様の作用
効果を期待できる。In this embodiment, the same operation and effect as the embodiment of FIG. 1 can be expected.
第４図は本発明の更に他の実施例を示す車両用スリッ
プ制御装置の構成図であり、第３図の実施例に変更を加
えたものである。即ち、本実施例は、前輪側ホイールシ
リンダ5a,5bの排圧管路12b,12cを液圧作動弁14とリザー
バ３との間の排圧管路12aに接続し、前輪側ホイールシ
リンダ5a,5bの排圧管路12c,12bにも液圧作動弁14aを配
設して、この液圧作動弁14aを分岐させた第２の増圧管
路6bの圧力で応動（開閉）するようにしてある。FIG. 4 is a block diagram of a vehicle slip control device showing still another embodiment of the present invention, which is a modification of the embodiment of FIG. That is, in the present embodiment, the exhaust pressure lines 12b and 12c of the front wheel side wheel cylinders 5a and 5b are connected to the exhaust pressure line 12a between the hydraulic valve 14 and the reservoir 3, and the front wheel side wheel cylinders 5a and 5b are connected. Hydraulic valves 14a are also provided in the exhaust lines 12c and 12b, and the hydraulic valves 14a are responsive (opened and closed) by the pressure of the second pressure-intensifying line 6b branched from the hydraulic valves 14a.
本実施例においても前記各実施例と同様の作用・効果
を得ることができる。In this embodiment, the same operation and effect as those of the above embodiments can be obtained.
発明の効果 以上述べたように本発明は、ホイールシリンダとリザ
ーバとを接続する排圧管路の常閉の電磁弁よりもリザー
バ側の位置に、第２の増圧管路の圧力源切換用電磁弁と
一方向弁の間の液圧を作動圧として排圧管路を開く常閉
の液圧作動弁を配設してあるため、マスターシリンダと
ホイールシリンダとを増圧管路の圧力源切換用電磁弁に
より連通する一方、蓄圧器とホイールシリンダの連通を
第２の増圧管路の圧力源切換用電磁弁により遮断して、
マスターシリンダからホイールシリンダへ圧力供給する
通常制動時には、排圧管路中の液圧作動弁が常閉の電磁
弁と共に該管路を閉塞する。従って、排圧管路の常閉の
電磁弁に漏れが生じても、ホイールシリンダ内のブレー
キ液がリザーバ側へ漏出することがなく、ブレーキ液圧
不足による車両制動不足の発生を防止でき、車両用スリ
ップ制御装置の信頼性を格段に向上することができる。Effect of the Invention As described above, the present invention provides a pressure source switching electromagnetic valve of a second pressure-intensifying line at a position closer to a reservoir than a normally closed electromagnetic valve of an exhaust line connecting a wheel cylinder and a reservoir. A normally closed hydraulic pressure-operated valve that opens the exhaust pressure line with the hydraulic pressure between the valve and the one-way valve as the operating pressure is provided, so that the master cylinder and the wheel cylinder are connected to the pressure source switching electromagnetic valve of the pressure-intensifying line. On the other hand, the communication between the pressure accumulator and the wheel cylinder is cut off by the pressure source switching solenoid valve of the second pressure intensifier line,
During normal braking, in which pressure is supplied from the master cylinder to the wheel cylinder, the hydraulic valve in the exhaust line closes the line together with the normally closed solenoid valve. Therefore, even if the normally closed solenoid valve in the exhaust pressure line leaks, the brake fluid in the wheel cylinder does not leak to the reservoir side, and it is possible to prevent the occurrence of insufficient vehicle braking due to insufficient brake hydraulic pressure. The reliability of the slip control device can be significantly improved.
また、本発明は、液圧作動弁の作動圧を第２の増圧管
路中の圧力源切換用電磁と一方向弁の間から取り出すよ
うにしたことから、通常制動時には増圧管路の液圧が液
圧作動弁に作用するのを一方向弁によって確実に阻止す
ることができると共に、スリップ制御時には、常時一定
高圧に維持されている蓄圧器の圧力を、第２の増圧管路
の圧力源切換用電磁弁の開作動によって液圧作動弁に即
時に作用させて排圧管路を遅滞なく開くことができる。
そして、さらにスリップ制御の解除時には、第２の増圧
管路中の圧力源切換用電磁弁の閉作動と共に、同電磁弁
と一方向弁の間の短い区間の液圧を一方向弁から即時に
逃がすことができるため、液圧作動弁を閉状態に復帰さ
せるために特別なリターン配管や弁等を設ける必要がな
く、したがって、構造が簡素化されることから、装置の
小型化や製造コストの削減を図ることも可能である。Also, in the present invention, the operating pressure of the hydraulic pressure operated valve is taken out from between the pressure source switching electromagnetic in the second pressure boosting line and the one-way valve. Can be reliably prevented from acting on the hydraulic valve by the one-way valve, and during slip control, the pressure of the accumulator, which is always maintained at a constant high pressure, is reduced by the pressure source of the second pressure-intensifying line. The opening of the switching solenoid valve allows the hydraulic pressure-operated valve to act immediately and open the drain pressure line without delay.
Further, when the slip control is released, the hydraulic pressure in a short section between the solenoid valve and the one-way valve is immediately changed from the one-way valve together with the closing operation of the pressure source switching solenoid valve in the second pressure intensifier line. Since the valve can be released, it is not necessary to provide a special return pipe or valve for returning the hydraulic valve to the closed state. Therefore, the structure is simplified, so that the apparatus can be reduced in size and the manufacturing cost can be reduced. It is also possible to reduce it.
第１図は本発明の一実施例を示す車両用スリップ制御装
置の構成図、第２図は液圧作動弁の一例を示す断面図、
第３図は本発明の他の実施例を示す車両用スリップ制御
装置の構成図、第４図は更に他の実施例を示す同構成図
である。 １……マスターシリンダ、３……リザーバ、4a〜4c,6a
〜6b……増圧管路、5a〜5d……ホイールシリンダ、７…
…蓄圧器、10a〜10c……電磁弁（常開）、11……圧力源
切換手段、13a〜13c……電磁弁（常閉）、14,14a……液
圧作動弁。FIG. 1 is a configuration diagram of a vehicle slip control device showing one embodiment of the present invention, FIG. 2 is a cross-sectional view showing one example of a hydraulic valve,
FIG. 3 is a configuration diagram of a vehicle slip control device showing another embodiment of the present invention, and FIG. 4 is a configuration diagram showing still another embodiment. 1 ... Master cylinder, 3 ... Reservoir, 4a ~ 4c, 6a
... 6b ... Intensifier line, 5a-5d ... Wheel cylinder, 7 ...
... pressure accumulators, 10a to 10c ... solenoid valves (normally open), 11 ... pressure source switching means, 13a to 13c ... solenoid valves (normally closed), 14, 14a ... hydraulically operated valves.
───────────────────────────────────────────────────── フロントページの続き (72)発明者 大石 祐二 神奈川県厚木市恩名1370番地 株式会社 アツギユニシア内 (72)発明者 八木 英治 神奈川県横浜市神奈川区宝町２番地 日 産自動車株式会社内 (56)参考文献 特開 昭57−104447（ＪＰ，Ａ) 特開 平１−311940（ＪＰ，Ａ) 実開 昭63−124557（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.7，ＤＢ名) B60T 8/48 B60T 8/58 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Yuji Oishi 1370 Onna, Atsugi-shi, Kanagawa Prefecture Inside Atsugi Unisia Co., Ltd. 56) References JP-A-57-104447 (JP, A) JP-A-1-311940 (JP, A) JP-A-63-124557 (JP, U) (58) Fields investigated (Int. Cl. 7 , (DB name) B60T 8/48 B60T 8/58
Claims (1)
ルシリンダを増圧管路で接続し、圧力源としての蓄圧器
を上記増圧管路に合流する第２の増圧管路を介してホイ
ールシリンダに接続する一方、このホイールシリンダを
排圧管路でマスターシリンダのリザーバに接続し、上記
増圧管路と第２の増圧管路の、両者の合流部の各上流側
に常開の電磁弁と常閉の電磁弁を夫々配設して、これら
の電磁弁によって上記マスターシリンダと蓄圧器のいず
れか一方を選択的にホイールシリンダ側に連通させる圧
力源切換手段を構成すると共に、上記増圧管路の第２の
増圧管路との合流部よりもホイールシリンダ側の位置に
該管路を開閉する常開の電磁弁を配設する一方、上記排
圧管路に該管路を開閉する常閉の電磁弁を配設し、スリ
ップ制御時に、蓄圧器をホイールシリンダ側に連通させ
るように圧力源切換手段の両電磁弁を操作し、かつ、増
圧管路と排圧管路の各電磁弁を開閉することによってホ
イールシリンダの圧を減圧，保持，再増圧する車両用ス
リップ制御装置において、 前記第２の増圧管路の圧力源切換用電磁弁よりも合流部
側の位置に該電磁弁から合流部方向の流通のみを許容す
る一方向弁を設け、前記排圧管路の電磁弁よりもリザー
バ側の位置に、第２の増圧管路の圧力源切換用電磁弁と
一方向弁の間の液圧を作動圧として排圧管路を開く常閉
の液圧作動弁を配設したことを特徴とする車両用スリッ
プ制御装置。1. A master cylinder as a pressure source and a wheel cylinder are connected by a pressure intensifier line, and an accumulator as a pressure source is connected to a wheel cylinder through a second pressure intensifier line joining the pressure intensifier line. On the other hand, this wheel cylinder is connected to the reservoir of the master cylinder by a drain line, and a normally-open solenoid valve and a normally-closed electromagnetic valve are provided on each upstream side of the junction between the booster line and the second booster line. Valves are respectively provided to constitute pressure source switching means for selectively communicating one of the master cylinder and the pressure accumulator to the wheel cylinder side by these solenoid valves, and a second pressure passage of the pressure intensifier line is provided. A normally-open solenoid valve for opening and closing the pipeline is provided at a position closer to the wheel cylinder than a junction with the pressure-intensifying pipeline, and a normally-closed solenoid valve for opening and closing the pipeline is provided for the exhaust pressure pipeline. Storage during slip control. By operating both solenoid valves of the pressure source switching means so that the pressure vessel can communicate with the wheel cylinder side, and opening and closing the solenoid valves of the pressure boosting line and the exhaust line, the pressure of the wheel cylinder is reduced, held, and re-started. In the vehicle slip control device for increasing the pressure, a one-way valve that allows only the flow in the direction of the junction from the electromagnetic valve at a position closer to the junction than the pressure source switching electromagnetic valve of the second pressure increase pipe is provided, A normally-closed fluid that opens the exhaust line by using the hydraulic pressure between the pressure source switching electromagnetic valve and the one-way valve of the second pressure-intensifying line at a position closer to the reservoir than the electromagnetic valve of the exhaust line. A vehicle slip control device comprising a pressure-operated valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP02137671A JP3107311B2 (en) | 1990-05-28 | 1990-05-28 | Vehicle slip control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP02137671A JP3107311B2 (en) | 1990-05-28 | 1990-05-28 | Vehicle slip control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0431156A JPH0431156A (en) | 1992-02-03 |
| JP3107311B2 true JP3107311B2 (en) | 2000-11-06 |
Family
ID=15204099
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP02137671A Expired - Fee Related JP3107311B2 (en) | 1990-05-28 | 1990-05-28 | Vehicle slip control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3107311B2 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4042127B2 (en) | 2001-01-10 | 2008-02-06 | 株式会社リコー | Color image forming apparatus |
| JP4919124B2 (en) * | 2010-03-31 | 2012-04-18 | ブラザー工業株式会社 | cartridge |
| JP5115607B2 (en) | 2010-08-31 | 2013-01-09 | ブラザー工業株式会社 | Caps and cartridges |
| JP5884436B2 (en) | 2011-11-24 | 2016-03-15 | ブラザー工業株式会社 | cartridge |
| JP6127779B2 (en) | 2013-06-28 | 2017-05-17 | ブラザー工業株式会社 | cartridge |
| JP6102573B2 (en) | 2013-06-28 | 2017-03-29 | ブラザー工業株式会社 | cartridge |
| JP6064867B2 (en) | 2013-10-31 | 2017-01-25 | ブラザー工業株式会社 | cartridge |
| JP6137027B2 (en) | 2014-03-31 | 2017-05-31 | ブラザー工業株式会社 | cartridge |
| JP6135583B2 (en) | 2014-03-31 | 2017-05-31 | ブラザー工業株式会社 | cartridge |
| JP6221905B2 (en) | 2014-03-31 | 2017-11-01 | ブラザー工業株式会社 | cartridge |
| JP6137028B2 (en) | 2014-03-31 | 2017-05-31 | ブラザー工業株式会社 | cartridge |
| JP6079687B2 (en) | 2014-03-31 | 2017-02-15 | ブラザー工業株式会社 | cartridge |
| JP6079688B2 (en) | 2014-03-31 | 2017-02-15 | ブラザー工業株式会社 | cartridge |
| JP6137029B2 (en) | 2014-03-31 | 2017-05-31 | ブラザー工業株式会社 | cartridge |
-
1990
- 1990-05-28 JP JP02137671A patent/JP3107311B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0431156A (en) | 1992-02-03 |
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