JP3714986B2 - Brake device for vehicle - Google Patents

Brake device for vehicle Download PDF

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Publication number
JP3714986B2
JP3714986B2 JP05615095A JP5615095A JP3714986B2 JP 3714986 B2 JP3714986 B2 JP 3714986B2 JP 05615095 A JP05615095 A JP 05615095A JP 5615095 A JP5615095 A JP 5615095A JP 3714986 B2 JP3714986 B2 JP 3714986B2
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Prior art keywords
piston
hydraulic pressure
brake
chamber
input chamber
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JP05615095A
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JPH08253124A (en
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洋一 杉本
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/42—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
    • B60T8/4208—Debooster systems
    • B60T8/4266—Debooster systems having an electro-mechanically actuated expansion unit, e.g. solenoid, electric motor, piezo stack
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/326—Hydraulic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Braking Systems And Boosters (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Regulating Braking Force (AREA)

Description

【０００１】
【産業上の利用分野】
本発明は、任意の液圧を車輪ブレーキに作用せしめ得るようにして、ブレーキ倍力制御、各輪でのブレーキ力配分制御、アンチロックブレーキ制御、トラクション制御および自動ブレーキ制御等を可能とした車両のブレーキ装置に関する。
【０００２】
【従来の技術】
従来、液圧ポンプによりアキュムレータに蓄えられた高液圧を、サーボ弁等により調圧して車輪ブレーキに作用する液圧を任意に制御可能としたブレーキ装置が、たとえば特開平４−９５５５６号公報等により知られている。
【０００３】
【発明が解決しようとする課題】
ところが、上記従来のものでは、リザーバ、ポンプ、アキュムレータ、ポンプの作動を制御するための圧力センサおよびサーボ弁等の複雑な油圧部品が多く必要であり、また各油圧部品が異常となったときのバックアップを考慮するとより一層複雑な構成をとらざるを得ない。
【０００４】
本発明は、かかる事情に鑑みてなされたものであり、少ない部品による簡単な構成で車輪ブレーキの液圧を任意に制御可能とするとともに、液圧制御が不調となったときのブレーキ圧確保を可能とした車両のブレーキ装置を提供することを目的とする。
【０００５】
【課題を解決するための手段】
上記目的を達成するために、請求項１記載の発明は、ブレーキ操作に応じた液圧を出力するマスタシリンダと；車輪ブレーキに接続される出力室に前面を臨ませるとともにマスタシリンダに接続される入力室に背面を臨ませてハウジングに摺動自在に嵌合されるピストン、ならびに該ピストンの軸方向位置を調整可能としてピストンに連結される位置調整手段を有する液圧制御装置と；入力室および出力室間を結ぶバイパス路に設けられる開閉弁と；その開閉弁の開閉および前記位置調整手段の作動を制御する電子制御ユニットと；を備え、前記ピストンは、それの出力室に臨む受圧面積が入力室に臨む受圧面積よりも大きく設定されており、その入力室に液圧が入力されたときに、その液圧と前記入力室に臨む受圧面積とを乗じた前向きの液圧力が該ピストンに作用することを特徴とする。
【０００６】
また請求項２記載の発明によれば、上記請求項１記載の発明の構成に加えて、ハウジングには、ピストンとの間に入力室を形成する壁部が設けられ、ピストンよりも小径にして該ピストンに同軸にかつ一体に連設されるとともに壁部を液密にかつ軸方向移動自在に貫通するロッドに位置調整手段が連結される。
【０００７】
【実施例】
以下、図面により本発明の一実施例について説明する。
【０００８】
マスタシリンダＭの出力ポート１からはブレーキペダル２のブレーキ操作に応じた液圧が出力されるものであり、該出力ポート１の出力液圧は、液圧制御装置３により調圧されて車輪ブレーキＢに与えられ、液圧制御装置３の作動が異常であるときには液圧制御装置３を迂回するバイパス路４を介して出力ポート１の出力液圧が車輪ブレーキＢに作用せしめられる。
【０００９】
液圧制御装置３は、ハウジング５に摺動自在に嵌合されるピストン６と、該ピストン６に一体のロッド７に連結されてピストン６の軸方向位置を調整する位置調整手段としてのモータ８とを備える。
【００１０】
ハウジング５には、一端が端壁９で閉じられたシリンダ孔１０が設けられており、該シリンダ孔１０には、前記端壁９との間に形成される出力室１１に前面を臨ませるようにしてピストン６が摺動自在に嵌合される。また端壁９と反対側でシリンダ孔１０の他端を規定するようにしてハウジング５には壁部１２が一体に設けられており、ピストン６の背面が臨む入力室１３が、該ピストン６および壁部１２間に形成される。而して入力室１３に連通してハウジング５に設けられた入力ポート１４はマスタシリンダＭの出力ポート１に接続され、出力室１１に連通してハウジング５に設けられた出力ポート１５は車輪ブレーキＢに接続される。
【００１１】
ハウジング５には、壁部１２に関してシリンダ孔１０と反対側に作動室１６が形成されており、一端をピストン６に一体にかつ同軸に連設されたロッド７が壁部１２を同軸に貫通して作動室１６側に延設され、このロッド７の他端は、スプライン１７等により、軸方向移動は可能であるが軸線まわりの回転を阻止されるようにしてハウジング５に支承される。而して壁部１２にはロッド７の外面に摺接するリング状のシール部材１８が装着される。
【００１２】
ロッド７はピストン６よりも小径であり、ロッド７の横断面積をＡ2 としたときに、ピストン６の前面が出力室１１に臨む受圧面積Ａ1 は、ピストン６の背面が入力室１３に臨む受圧面積（Ａ1 −Ａ2 ）よりも大きい。
【００１３】
モータ８は、正逆回転自在のものであり、ピストン６およびロッド７の軸線と平行な出力軸１９を作動室１６内に突入させるようにしてハウジング５に固定的に取付けられ、作動室１６内で出力軸１９には駆動ギヤ２０が固定される。一方、ロッド７と同軸である被動ギヤ２１が作動室１６内に収納されており、該被動ギヤ２１は軸受２２でハウジング５に回転自在に支承され、前記駆動ギヤ２０に噛合される。しかも被動ギヤ２１はロッド７にボールねじ２３を介して結合される。したがってモータ８の作動に応じてロッド７すなわちピストン６が軸方向に作動せしめられることになる。
【００１４】
バイパス路４は、液圧制御装置３の入力室１３および出力室１１間を結ぶものであり、このバイパス路４には、開閉弁としての常開型電磁弁２４が設けられる。
【００１５】
モータ８の正逆作動および常開型電磁弁２４の消磁・励磁は電子制御ユニット２５により制御されるものであり、この電子制御ユニット２５には、ブレーキペダル２によるブレーキ操作量としての踏力を検出すべくブレーキペダル２およびマスタシリンダＭ間に介設される踏力センサ２６、ならびに車輪速度センサ２７等の検知信号が入力される。
【００１６】
次にこの実施例の作用について説明すると、ブレーキペダル２をブレーキ操作したことが踏力検出センサ２６で検出されるのに応じて、電子制御ユニット２５は常開型電磁弁２４を励磁して閉弁する。したがってマスタシリンダＭの出力ポート１から出力される液圧は液圧制御装置３の入力室１３に入力され、ピストン６は、入力室１３の液圧により出力室１１の容積を縮小する方向に押圧される。一方、電子制御ユニット２５は、踏力検出センサ２６で検出されるブレーキ操作量、ならびに車輪速度センサ２７で検出される車輪速度等に基づいて、たとえばブレーキ操作量と車体減速度とが一定の関係となるような演算を実行し、その演算結果に従ってモータ８を作動せしめる。これによりロッド７すなわちピストン６の軸方向位置が定まる。ここで、入力室１３に入力される液圧すなわちマスタシリンダＭの出力液圧をＰM としたときにＰM ×（Ａ1 −Ａ2 ）なる液圧力がピストン６に作用するとともにモータ８からのアシスト力Ｆがピストン６に作用することになり、｛ＰM ×（Ａ1 −Ａ2 ）＋Ｆ｝と釣り合う液圧が出力室１１で発生し、その出力室１１の液圧が車輪ブレーキＢに作用することになる。
【００１７】
この際、マスタシリンダＭから送り出される作動液量は、出力室１１から車輪ブレーキＢに送り出される作動液量の（Ａ1 −Ａ2 ）／Ａ1 ですみ、出力室１１の容積変化量よりも入力室１３の容積変化量を小さくし、マスタシリンダＭの横断面積を従来のブレーキ装置に比べて小さく設定することができる。またピストン６よりも小径にして該ピストン６に同軸にかつ一体に連設されるロッド７が、ハウジング５の壁部１２を液密にかつ軸方向移動自在に貫通せしめられ、該ロッド７にモータ８が連結されるので、壁部１２およびピストン６間に形成される入力室１３に臨むピストン６の受圧面積設定と、該ピストン６とモータ８との連結機能とを統合した構成として、液圧制御装置３の小型化を図ることが可能となる。
【００１８】
しかも液圧制御装置３から液圧を出力するにあたって、従来必要であったリザーバ、ポンプ、アキュムレータ、圧力センサおよびサーボ弁等の複雑な油圧部品が不要である。
【００１９】
モータ８の作動が不調となった等により液圧制御装置３に何らかの異常が生じたときには、電子制御ユニット２５により常開型電磁制御弁１４が消磁、開弁される。これによりブレーキ操作に応じてマスタシリンダＭから出力される液圧は、バイパス路４を経て車輪ブレーキＢにそのまま作用することになる。この場合、アシスト力は得られないが、上述のようにマスタシリンダＭの横断面積が小さいので、ドライバによるブレーキ操作力も小さくてすむ。
【００２０】
ところで、上記液圧制御装置３と、該液圧制御装置３を迂回する常開型電磁弁２４とから成る組合せが、各車輪毎に対応して設けられていると、前後方向加・減速度、横方向加・減速度およびヨーレート等により、前後左右に最適なブレーキ力配分を行なうことが可能である。また車輪がロックしそうになったときには、モータ８を逆方向に作動せしめることにより、ブレーキ力を緩めることが可能であり、このアンチロックブレーキ制御時に、入力室１３の容積変化を比較的小さくしてブレーキペダル２へのキックバックを小さくすることが可能である。さらにドライバがブレーキ操作をしていないでも、モータ８を作動せしめることによりブレーキ液圧を得ることができるので、ブレーキによるトラクション制御、前車両との衝突検知等による自動ブレーキ制御、車両姿勢制御およびクルーズコントロールなどに適用することも可能である。
【００２１】
以上、本発明の実施例を詳述したが、本発明は上記実施例に限定されるものではなく、特許請求の範囲に記載された本発明を逸脱することなく種々の設計変更を行なうことが可能である。
【００２２】
例えば常開型電磁弁２４に代えて、常閉型電磁弁を開閉弁として用いることもできる。
【発明の効果】
以上のように本発明によれば、ブレーキ操作に応じた液圧を出力するマスタシリンダと；車輪ブレーキに接続される出力室に前面を臨ませるとともにマスタシリンダに接続される入力室に背面を臨ませてハウジングに摺動自在に嵌合されるピストン、ならびに該ピストンの軸方向位置を調整可能としてピストンに連結される位置調整手段を有する液圧制御装置と；入力室および出力室間を結ぶバイパス路に設けられる開閉弁と；その開閉弁の開閉および前記位置調整手段の作動を制御する電子制御ユニットと；を備えるので、位置調整手段および開閉弁の制御により、位置調整手段の故障時の通常ブレーキ機能を確保した上で、少ない部品による簡単な構成で車輪ブレーキの液圧を任意に制御することが可能となる。
【００２３】
また上記ピストンは、それの出力室に臨む受圧面積が入力室に臨む受圧面積よりも大きく設定されており、その入力室に液圧が入力されたときに、その液圧と前記入力室に臨む受圧面積とを乗じた前向きの液圧力が該ピストンに作用するので、マスタシリンダの作動時にマスタシリンダから送り出される作動液量が、出力室から車輪ブレーキに送り出される作動液量よりも小さく（即ち（Ａ 1 −Ａ 2 ）／Ａ 1 ）て済み、これにより、ピストンのストロークに対する出力室の容積変化量よりも入力室の容積変化量を小さくして、マスタシリンダの小径化やアンチロックブレーキ制御時のキックバック低減を図ることができる。また出力室に発生する液圧は、入力室への入力液圧によりピストンに作用する前記前向きの液圧力と、位置調整手段によるアシスト力との和（即ち、｛Ｐ M ×（Ａ 1 −Ａ 2 ））＋Ｆ｝となる。さらに位置調整手段の作動が不調となった等により開閉弁が開弁されて、マスタシリンダの出力液圧がバイパス路を経て車輪ブレーキにそのまま作用させる場合、アシスト力は得られなくても、マスタシリンダの作動液量が小さいので、ドライバによるブレーキ操作力が小さくて済む。
【００２４】
また特に請求項２の発明によれば、ハウジングには、ピストンとの間に入力室を形成する壁部が設けられ、ピストンよりも小径にして該ピストンに同軸にかつ一体に連設されるとともに壁部を液密にかつ軸方向移動自在に貫通するロッドに位置調整手段が連結されるので、入力室に臨むピストンの受圧面積設定と、該ピストンおよび位置調整手段の連結機能とを統合した構成として、液圧制御装置の小型化を図ることができる。
【図面の簡単な説明】
【図１】 ブレーキ装置の構成を示す液圧回路図である。
【符号の説明】
３ 液圧制御装置
４ バイパス路
５ ハウジング
６ ピストン
７ ロッド
８ 位置調整手段としてのモータ
１１ 出力室
１２ 壁部
１３ 入力室
２４ 開閉弁としての常開型電磁弁
２５ 電子制御ユニット
Ｂ 車輪ブレーキ
Ｍ マスタシリンダ[0001]
[Industrial application fields]
The present invention is a vehicle that enables brake pressure control, brake force distribution control in each wheel, anti-lock brake control, traction control, automatic brake control and the like so that an arbitrary hydraulic pressure can be applied to a wheel brake. The brake device of the present invention.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, a brake device that can control a hydraulic pressure acting on a wheel brake by adjusting a high hydraulic pressure stored in an accumulator by a hydraulic pump by a servo valve or the like is disclosed in, for example, Japanese Patent Laid-Open No. 4-95556 Is known by.
[0003]
[Problems to be solved by the invention]
However, the above-mentioned conventional system requires many complicated hydraulic parts such as a reservoir, a pump, an accumulator, a pressure sensor for controlling the operation of the pump and a servo valve, and when each hydraulic part becomes abnormal. Considering the backup, it is necessary to take a more complicated configuration.
[0004]
The present invention has been made in view of such circumstances, and it is possible to arbitrarily control the hydraulic pressure of the wheel brake with a simple configuration with a small number of parts, and to secure the brake pressure when the hydraulic pressure control is malfunctioning. It is an object of the present invention to provide a vehicle brake device that is made possible.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, a first aspect of the present invention is directed to a master cylinder that outputs a hydraulic pressure corresponding to a brake operation; a front surface facing an output chamber connected to a wheel brake and a connection to the master cylinder. A hydraulic pressure control device having a piston slidably fitted to the housing with the back facing the input chamber, and a position adjusting means connected to the piston so that the axial position of the piston can be adjusted; An on-off valve provided in a bypass passage connecting the output chambers; and an electronic control unit for controlling the opening / closing of the on- off valve and the operation of the position adjusting means , wherein the piston has a pressure receiving area facing the output chamber It is set to be larger than the pressure receiving area facing the input chamber, and when the hydraulic pressure is input to the input chamber, the forward pressure is multiplied by the liquid pressure and the pressure receiving area facing the input chamber. The pressure, characterized in that acting on the piston.
[0006]
According to the second aspect of the invention, in addition to the configuration of the invention described in claim 1, wherein, in the housings, walls forming the input chamber between the piston is provided, the diameter smaller than the piston The position adjusting means is connected to a rod that is coaxially and integrally connected to the piston and penetrates the wall portion in a liquid-tight manner and is axially movable.
[0007]
【Example】
Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
[0008]
The hydraulic pressure corresponding to the brake operation of the brake pedal 2 is output from the output port 1 of the master cylinder M. The output hydraulic pressure of the output port 1 is adjusted by the hydraulic pressure control device 3 and is applied to the wheel brake. When the operation of the hydraulic pressure control device 3 is abnormal, the output hydraulic pressure at the output port 1 is applied to the wheel brake B via the bypass 4 that bypasses the hydraulic pressure control device 3.
[0009]
The hydraulic pressure control device 3 includes a piston 6 slidably fitted in a housing 5 and a motor 8 as a position adjusting means that is connected to a rod 7 integral with the piston 6 and adjusts the axial position of the piston 6. With.
[0010]
The housing 5 is provided with a cylinder hole 10 whose one end is closed by an end wall 9, and the front surface of the cylinder hole 10 faces an output chamber 11 formed between the end wall 9 and the cylinder hole 10. Thus, the piston 6 is slidably fitted. Further, the housing 5 is integrally provided with a wall portion 12 so as to define the other end of the cylinder hole 10 on the side opposite to the end wall 9, and the input chamber 13 facing the back surface of the piston 6 includes the piston 6 and It is formed between the walls 12. Thus, the input port 14 provided in the housing 5 in communication with the input chamber 13 is connected to the output port 1 of the master cylinder M, and the output port 15 provided in the housing 5 in communication with the output chamber 11 is connected to the wheel brake. Connected to B.
[0011]
A working chamber 16 is formed in the housing 5 on the side opposite to the cylinder hole 10 with respect to the wall portion 12, and a rod 7 having one end integrated with the piston 6 and coaxially penetrates the wall portion 12 coaxially. The other end of the rod 7 is supported by the housing 5 by a spline 17 or the like so that it can move in the axial direction but is prevented from rotating around the axis. Thus, a ring-shaped seal member 18 slidably contacting the outer surface of the rod 7 is attached to the wall portion 12.
[0012]
The rod 7 has a smaller diameter than the piston 6, and when the cross-sectional area of the rod 7 is A 2 , the pressure receiving area A 1 where the front surface of the piston 6 faces the output chamber 11 is the pressure receiving area A 1 where the rear surface of the piston 6 faces the input chamber 13. It is larger than the pressure receiving area (A 1 -A 2 ).
[0013]
The motor 8 is rotatable forward and backward, and is fixedly attached to the housing 5 so that an output shaft 19 parallel to the axes of the piston 6 and the rod 7 enters the working chamber 16. Thus, the drive gear 20 is fixed to the output shaft 19. On the other hand, a driven gear 21 coaxial with the rod 7 is accommodated in the working chamber 16, and the driven gear 21 is rotatably supported by the housing 5 by a bearing 22 and meshed with the drive gear 20. In addition, the driven gear 21 is coupled to the rod 7 via a ball screw 23. Accordingly, the rod 7, that is, the piston 6 is operated in the axial direction in accordance with the operation of the motor 8.
[0014]
The bypass path 4 connects the input chamber 13 and the output chamber 11 of the hydraulic pressure control device 3, and the bypass path 4 is provided with a normally open electromagnetic valve 24 as an on-off valve.
[0015]
The forward / reverse operation of the motor 8 and the demagnetization / excitation of the normally open solenoid valve 24 are controlled by an electronic control unit 25. The electronic control unit 25 detects a pedaling force as a brake operation amount by the brake pedal 2. Detection signals from the pedal force sensor 26 and the wheel speed sensor 27 interposed between the brake pedal 2 and the master cylinder M are input as much as possible.
[0016]
Next, the operation of this embodiment will be described. In response to the fact that the brake pedal 2 is operated by the pedaling force detection sensor 26, the electronic control unit 25 excites the normally open solenoid valve 24 to close the valve. To do. Accordingly, the hydraulic pressure output from the output port 1 of the master cylinder M is input to the input chamber 13 of the hydraulic pressure control device 3, and the piston 6 is pressed in a direction to reduce the volume of the output chamber 11 by the hydraulic pressure of the input chamber 13. Is done. On the other hand, the electronic control unit 25 has a fixed relationship between the brake operation amount and the vehicle body deceleration, for example, based on the brake operation amount detected by the pedaling force detection sensor 26 and the wheel speed detected by the wheel speed sensor 27. The calculation is performed, and the motor 8 is operated according to the calculation result. Thereby, the axial direction position of the rod 7, that is, the piston 6 is determined. Here, when the hydraulic pressure input to the input chamber 13, that is, the output hydraulic pressure of the master cylinder M is P M , a hydraulic pressure of P M × (A 1 −A 2 ) acts on the piston 6 and from the motor 8. Assist force F acts on the piston 6, and a hydraulic pressure that balances {P M × (A 1 −A 2 ) + F} is generated in the output chamber 11, and the hydraulic pressure in the output chamber 11 is applied to the wheel brake B. Will act.
[0017]
At this time, the amount of hydraulic fluid sent from the master cylinder M is (A 1 −A 2 ) / A 1 of the amount of hydraulic fluid sent from the output chamber 11 to the wheel brake B, and is larger than the volume change amount of the output chamber 11. The volume change amount of the input chamber 13 can be reduced, and the cross-sectional area of the master cylinder M can be set smaller than that of the conventional brake device. The rod 7 is provided integrally coaxially and to the piston 6 in the diameter than the piston 6, is caused to axially movably through which and liquid-tightly the wall portion 12 of the housing 5, to the rod 7 Since the motor 8 is connected, the pressure receiving area setting of the piston 6 facing the input chamber 13 formed between the wall portion 12 and the piston 6 and the connecting function of the piston 6 and the motor 8 are integrated. The pressure control device 3 can be reduced in size.
[0018]
In addition, complicated hydraulic components such as a reservoir, pump, accumulator, pressure sensor, and servo valve, which have been conventionally required, are not required for outputting the hydraulic pressure from the hydraulic pressure control device 3.
[0019]
When any abnormality occurs in the hydraulic pressure control device 3 due to malfunction of the motor 8 or the like, the normally open electromagnetic control valve 14 is demagnetized and opened by the electronic control unit 25. As a result, the hydraulic pressure output from the master cylinder M in response to the brake operation acts on the wheel brake B as it is via the bypass 4. In this case, the assist force cannot be obtained, but since the cross-sectional area of the master cylinder M is small as described above, the brake operation force by the driver can be small.
[0020]
By the way, if a combination of the hydraulic pressure control device 3 and the normally open electromagnetic valve 24 that bypasses the hydraulic pressure control device 3 is provided for each wheel, the longitudinal acceleration / deceleration is provided. It is possible to optimally distribute the braking force in the front / rear and left / right directions by lateral acceleration / deceleration and yaw rate. When the wheel is about to lock, it is possible to loosen the brake force by operating the motor 8 in the reverse direction. During this anti-lock brake control, the volume change of the input chamber 13 is made relatively small. The kickback to the brake pedal 2 can be reduced. Furthermore, even if the driver does not perform the brake operation, the brake fluid pressure can be obtained by operating the motor 8, so that the traction control by the brake, the automatic brake control by the collision detection with the preceding vehicle, the vehicle attitude control and the cruise It can also be applied to controls.
[0021]
Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. Is possible.
[0022]
For example, instead of the normally open solenoid valve 24, a normally closed solenoid valve can be used as an on-off valve.
【The invention's effect】
As described above , according to the present invention , the master cylinder that outputs the hydraulic pressure according to the brake operation; the front surface faces the output chamber connected to the wheel brake, and the rear surface faces the input chamber connected to the master cylinder. A hydraulic pressure control device having a piston slidably fitted in the housing and a position adjusting means connected to the piston so that the axial position of the piston can be adjusted; a bypass connecting the input chamber and the output chamber An on-off valve provided on the road; and an electronic control unit for controlling the opening / closing of the on- off valve and the operation of the position adjusting means. It is possible to arbitrarily control the hydraulic pressure of the wheel brake with a simple configuration with few parts while ensuring the brake function.
[0023]
The said piston is larger than the pressure receiving area of the pressure receiving area facing thereto in the output chamber facing the input chamber, when fluid pressure is input to the input chamber, facing the input chamber and the hydraulic pressure Since the forward hydraulic pressure multiplied by the pressure receiving area acts on the piston, the amount of hydraulic fluid delivered from the master cylinder during operation of the master cylinder is smaller than the amount of hydraulic fluid delivered from the output chamber to the wheel brake (ie ( A 1 -A 2 ) / A 1 ), which makes the volume change of the input chamber smaller than the volume change of the output chamber with respect to the piston stroke, and makes the master cylinder smaller in diameter and anti-lock brake control. The kickback can be reduced. The hydraulic pressure generated in the output chamber is the sum of the forward hydraulic pressure acting on the piston by the input hydraulic pressure to the input chamber and the assist force by the position adjusting means (ie, {P M × (A 1 −A 2 )) + F}. Furthermore, when the opening / closing valve is opened due to malfunction of the position adjustment means, etc., and the output hydraulic pressure of the master cylinder acts on the wheel brake as it is via the bypass, the master force can be obtained even if the assist force cannot be obtained. Since the amount of hydraulic fluid in the cylinder is small, the brake operation force by the driver can be small.
[0024]
In particular, according to the invention of claim 2, the housing is provided with a wall portion that forms an input chamber with the piston, and has a smaller diameter than the piston and is coaxially and integrally connected to the piston. Since the position adjusting means is connected to the rod penetrating the wall portion in a liquid-tight and axially movable manner, the pressure receiving area setting of the piston facing the input chamber and the connecting function of the piston and the position adjusting means are integrated. As a result, the hydraulic pressure control device can be reduced in size.
[Brief description of the drawings]
FIG. 1 is a hydraulic circuit diagram showing a configuration of a brake device.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 3 Hydraulic pressure control apparatus 4 Bypass path 5 Housing 6 Piston 7 Rod 8 Motor 11 as position adjustment means Output chamber 12 Wall part 13 Input chamber 24 Normally open type electromagnetic valve as on-off valve
25 Electronic control unit B Wheel brake M Master cylinder

Claims (2)

ブレーキ操作に応じた液圧を出力するマスタシリンダ（Ｍ）と；
車輪ブレーキ（Ｂ）に接続される出力室（１１）に前面を臨ませるとともにマスタシリンダ（Ｍ）に接続される入力室（１３）に背面を臨ませてハウジング（５）に摺動自在に嵌合されるピストン（６）、ならびに該ピストン（６）の軸方向位置を調整可能としてピストン（６）に連結される位置調整手段（８）を有する液圧制御装置（３）と；
入力室（１３）および出力室（１１）間を結ぶバイパス路（４）に設けられる開閉弁（２４）と；
その開閉弁（２４）の開閉および前記位置調整手段（８）の作動を制御する電子制御ユニット（２５）と；を備え、
前記ピストン（６）は、それの出力室（１１）に臨む受圧面積（Ａ 1 ）が入力室（１３）に臨む受圧面積（Ａ 1 −Ａ 2 ）よりも大きく設定されており、その入力室（１３）に液圧（Ｐ W ）が入力されたときに、その液圧（Ｐ W ）と前記入力室（１３）に臨む受圧面積（Ａ 1 −Ａ 2 ）とを乗じた前向きの液圧力（Ｐ W ×（Ａ 1 −Ａ 2 ））が該ピストン（６）に作用することを特徴とする、車両のブレーキ装置。A master cylinder (M) that outputs hydraulic pressure according to the brake operation;
The front face of the output chamber (11) connected to the wheel brake (B) and the back face of the input chamber (13) connected to the master cylinder (M) are slidably fitted in the housing (5). A hydraulic pressure control device (3) having a piston (6) to be combined, and position adjusting means (8) connected to the piston (6) so that the axial position of the piston (6) can be adjusted;
An on-off valve (24) provided in a bypass passage (4) connecting the input chamber (13) and the output chamber (11);
Opening and closing valves and an electronic control unit for controlling the operation of opening and closing and the position adjusting means (24) (8) (25); provided with,
The piston (6) has a pressure receiving area (A 1 ) facing the output chamber (11) larger than a pressure receiving area (A 1 -A 2 ) facing the input chamber (13). When the hydraulic pressure (P W ) is input to (13), the forward hydraulic pressure is multiplied by the hydraulic pressure (P W ) and the pressure receiving area (A 1 -A 2 ) facing the input chamber (13). A brake device for a vehicle, wherein (P W × (A 1 -A 2 )) acts on the piston (6) . ハウジング（５）には、ピストン（６）との間に入力室（１３）を形成する壁部（１２）が設けられ、ピストン（６）よりも小径にして該ピストン（６）に同軸にかつ一体に連設されるとともに壁部（１２）を液密にかつ軸方向移動自在に貫通するロッド（７）に位置調整手段（８）が連結されることを特徴とする、請求項１記載の車両のブレーキ装置。The housings (5), the wall portion forming the input chamber (13) between the piston (6) (12) is provided, coaxially to the piston the piston in the smaller diameter than the (6) (6) and wherein the wall portion while being integrally connected to the position adjustment means on the rod (7) for axially movably through which and the (12) fluid-tightly (8) is connected, according to claim 1, wherein Vehicle brake system.
JP05615095A 1995-03-15 1995-03-15 Brake device for vehicle Expired - Fee Related JP3714986B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP05615095A JP3714986B2 (en) 1995-03-15 1995-03-15 Brake device for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP05615095A JP3714986B2 (en) 1995-03-15 1995-03-15 Brake device for vehicle

Publications (2)

Publication Number Publication Date
JPH08253124A JPH08253124A (en) 1996-10-01
JP3714986B2 true JP3714986B2 (en) 2005-11-09

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Family Applications (1)

Application Number Title Priority Date Filing Date
JP05615095A Expired - Fee Related JP3714986B2 (en) 1995-03-15 1995-03-15 Brake device for vehicle

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Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4711858B2 (en) * 2006-03-02 2011-06-29 本田技研工業株式会社 Brake device
EP2762371B1 (en) * 2011-09-30 2017-04-26 Honda Motor Co., Ltd. Electric brake device
ITUB20155747A1 (en) * 2015-11-19 2017-05-19 Freni Brembo Spa BRAKING SYSTEM FOR VEHICLES, IN PARTICULAR CYCLES AND MOTORCYCLES, AND METHOD OF IMPLEMENTATION OF A BRAKING SYSTEM FOR VEHICLES
DE102017209757A1 (en) * 2017-06-09 2018-12-13 Continental Teves Ag & Co. Ohg Brake system and method for operating a brake system

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