JPH01202566A - Brake hydraulic pressure control method for vehicle - Google Patents

Abstract

PURPOSE:To apply an ideal brake hydraulic pressure control by electric circuits by determining a standard brake pressure corresponding to a basic speed reduction in accordance with a brake operation amount and applying an electric amount corresponding to the standard brake pressure to an actuator. CONSTITUTION:A basic speed reduction setting circuit 31 outputs a basic speed reduction Go corresponding to the signal of a stepping force detection sensor 30, and, in a setting circuit 32, the corresponding front wheel and rear wheel side standard brake pressure PF and PR are set, and respective standard voltages VF and VR are outputted from setting circuits 36 and 37. On the other hand, plus and minus differences G and G' between a speed reduction G from a speed reduction sensor 35 and the standard speed reduction Go is obtained by reducing circuits 33 and 34, when they are larger than an allowable deviation epsilon, by the signals of comparation circuits 38 and 39, and through switching circuits 45 and 46, a compensation voltage is generated from corresponding function generators 471 to 474, the standard voltages VF and VR are compensated by computing elements 481 to 484, and actuators 111 to 114 are driven through a circuit 49, which is held by the output of an antilock control circuit 44, and an arithmetic circuit 50. Thus, an ideal brake pressure can be obtained.

Description

[Detailed description of the invention] A0 Purpose of invention (+) Industrial application field The present invention relates to a braking hydraulic pressure control method for a vehicle.

(2) Conventional technology Conventionally, the braking oil pressure of a vehicle was
As disclosed in Japanese Patent No. 68, hydraulic pressure output from a mask cylinder is controlled according to the amount of depression of the brake pedal by supplying it to a brake device via a hydraulic braking pressure control device.

(3) Problems to be Solved by the Invention However, the above conventional hydraulic braking system using a hydraulic brake system has a complicated structure and cannot be said to be capable of precise control.

The present invention has been made in view of the above circumstances, and provides a method for controlling brake hydraulic pressure for a vehicle that simplifies the configuration and enables more precise brake pressure control by controlling the brake hydraulic pressure by electrical control. The purpose is to provide.

B0 Structure of the invention (1) Means for solving the problem The present invention sets a standard deceleration according to the amount of braking operation, determines a standard braking pressure corresponding to the standard deceleration, and sets a standard braking pressure according to the amount of applied electricity. The present invention is characterized in that an amount of electricity corresponding to the standard braking pressure is applied to an actuator that operates to supply braking hydraulic pressure to a brake device.

(2) Effects According to the above method, ideal brake hydraulic pressure control corresponding to the amount of braking operation can be performed by the electric circuit, and maximum braking effectiveness can be obtained.

(3) Examples Examples of the present invention will be explained below with reference to the drawings.
First, in FIG. 1 showing a first embodiment of the present invention, a left front wheel brake device B and a right front wheel brake device Bt, which are respectively attached to a left front wheel and a right front wheel of a vehicle, and a left rear wheel and a right rear wheel are shown. A brake hydraulic control device 1 is interposed between the left rear wheel brake device B and the right rear wheel brake device B4, which are respectively installed in Each brake device B, , B, , B3 . Braking oil pressure is supplied to B4.

Each brake device B,, Bt, B,, B, is a cylinder 2
and a piston 3 slidably fitted into the cylinder 2, and by movement of the piston 3 in response to the braking oil pressure supplied to the braking oil pressure chamber 4 defined between the cylinder 2 and the piston 3. Generates braking force.

The first and second hydraulic supply sources Sa and Sb basically have the same configuration, and include a hydraulic pump P that pumps 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 brake hydraulic control device 1 is attached to each brake device.

Valve mechanisms V1°V that individually correspond to B2, B3, and B4
,,V,,V4 are arranged in parallel to each other in a common housing 5, and these valve mechanisms V,,V! ,
Since V and V have basically the same structure, only the structure of valve mechanism 2 will be described in detail below.

The housing 5 includes first and second hydraulic supply sources Sa and S.
1st and 2nd person capotro a, 6b leading separately to b
, a release port 7 leading to the oil tank T, and each brake device B+, BZ, B3. Four output ports 8 individually communicating with the brake hydraulic chamber 4 of B4 are provided, and a first and a second output port 8 are provided.
Capo) 6a.

6b is connected to the first hydraulic pressure source through check valves 9 that allow only the flow of hydraulic oil from the first and second hydraulic pressure supply sources Sa and Sb, respectively.
and connected to second hydraulic supply sources Sa and Sb.

The valve mechanism 1 includes a spool 10 that is slidably fitted into a housing 5, and a glue near solenoid 11 that serves as an actuator that is attached to the housing 5 to press the spool 10 in the axial direction. The spool 10 controls the communication state between the output port 8 and the first and second capotros a and 6b, as well as the communication state between the output port 8 and the release boat 7, using a linear solenoid 11 located at one end in the axial direction. ．． The switching is performed in response to changes in the axial position due to the magnitude relationship between the thrust force and the hydraulic pressure acting on the other end in the axial direction.

A cylinder hole 12 is bored in the housing 5 coaxially with the axis of the output port 8, and a spool 10 is slidably fitted into the cylinder hole 12. Linear solenoid 11. is attached to one outer surface of the housing 5, and the drive rod 13 of this linear solenoid 111 is connected to one end of the cylinder hole 12 and connected to the housing 5.
It is inserted into the cylinder hole 12 through an insertion hole 14 drilled in the cylinder hole 12 . Furthermore, 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.
It is installed coaxially with 2. Moreover, in housing 5,
A sliding hole 16 coaxially connects the cylinder hole 12 and the hydraulic chamber 15
is bored, and a communication hole 17 coaxially connecting the hydraulic chamber 15 and the output port 8 is bored, and the sliding hole 16 and the communication hole 17 are formed to have a smaller diameter than the hydraulic chamber 15.

One end of the spool IO, which is slidably fitted into the cylinder hole 12, coaxially abuts the tip of the drive rod 13 of the linear solenoid ll+.

Further, a shear spring chamber 18 communicating with the release port 7 is defined between the other end of the spool 10 and the housing 5, and a spool lO is attached to one end in the axial direction, that is, on the linear solenoid 11+ side. A return spring 19 is housed therein. Therefore, the drive rod 13 is always in contact with one end of the spool 10, and the spool lO and the near solenoid 11. are linked and connected.

The other end of the spool IO has a shaft portion 2 that penetrates the slide hole 16 in an oil-tight and slidable manner and plunges its tip into the hydraulic chamber 15.
The base end of 0 is connected integrally and coaxially with the hydraulic chamber 1.
A disk-shaped valve member 21 that can close the communication hole 17 by contacting the wall surface of the hydraulic chamber 15 on the side of the communication hole 17 is fixed at the tip of the shaft portion 20 that has protruded into the inside of the hydraulic chamber 15 . When the valve member 21 is in the position where the communication hole 17 is opened, the hydraulic pressure from the hydraulic pressure chamber l5, that is, the brake hydraulic pressure chamber 4, acts on the shaft portion 20 toward one side in the axial direction, and therefore the spool 10 teeth,
In addition to the hydraulic pressure in the negative axial direction due to the hydraulic pressure in the brake hydraulic chamber 4, the pressing force in the other axial direction by the near solenoid 11° acts.

The spool 10 is provided with lands 23, 24 that form an annular groove 22 between them, and the housing 5 has lands 23, 24 that form an annular groove 22 between them.
A communication passage 25 communicating with is bored. Also, one side in the axial direction, that is, the linear solenoid 11. A passage 26 is bored in the spool 10 and opens to the outer surface of the intermediate portion of the side land 23, and this passage 26 is constantly in communication with the spring chamber 19. Furthermore, on the inner surface of the cylinder hole 23, there is an annular recess 27 that allows communication between the passage 26 and the annular groove 22, and a first and a second annular recess 27.
An annular recess 28 that communicates with the man capotros a and 6b and can communicate with the annular groove 22 is provided at intervals in the axial direction, and the spool lO is connected to the communication path 26 and the annular groove via the annular recess 27. 22, the annular recess 28 is closed by the land 24, and when the spool 10 moves from this state to the other side in the axial direction and the annular recess 28 communicates with the annular groove 22, the passage 26 and the annular groove 22 are closed. 22
The space between them is cut off by a land 23.

That is, the spool 10 has an annular groove 2 which communicates with the brake hydraulic chamber 4 via the output boat 8, the communication hole 17, and the communication path 25.
2 to the annular recess 28 leading to the human power ports a and 6b to supply the brake hydraulic pressure chamber 4 with the first and second hydraulic pressure supply sources Sa,
Hydraulic pressure supply position for supplying hydraulic pressure from Sb and spring chamber 19
The passage 26 leading to the release port 7 via the annular groove 22
The near solenoid 1 acts on one axial end of the spool 10.
1. The pressing force acts toward the hydraulic pressure supply position side, and the hydraulic pressure chamber 1
The hydraulic pressure applied to the other end of the spool 10 in the axial direction by the hydraulic pressure No. 5 acts toward the hydraulic pressure release position.

Here, as shown in FIG. 2, the linear solenoid 111 has an exciting current amount! 1 to I, or generates a thrust according to the voltage when the resistance is constant, and in the stroke range, the excitation current amount is set to
The thrust force F generated by the linear solenoid lit is expressed as F=K·I. Further, when the hydraulic pressure in the hydraulic chamber 15, that is, the hydraulic pressure in 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 spool l
The hydraulic pressure f acting on O is expressed as f=sc-Pw.

Therefore, when F=K・I>5c-P, w, the spool lO moves to the right hydraulic pressure supply position, and F=-
When 1<Sc-Pw, the spool 10 moves to the left hydraulic pressure release position.

By moving the spool IO in the axial direction in accordance with the magnitude relationship between the thrust force F and the hydraulic pressure f, the braking hydraulic pressure chamber 4
and a first and second hydraulic supply source Sa.

Since hydraulic pressure is supplied from sb and 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) That is, the oil pressure Pw is determined by the linear solenoid 11. Supply current to! The hydraulic pressure Pw in the brake hydraulic chamber 4 is proportional to the linear solenoid 11. It can be arbitrarily controlled by the current supplied to.

Regarding the other valve mechanisms V, , V, , V, the above-mentioned valve mechanism ■1
It has basically the same configuration as the configuration of , and is provided with linear solenoids llz and 113.1'14 respectively.

By the way, due to a failure of the hydraulic pump P etc., the first and second
There may be cases where hydraulic pressure supply from one of the hydraulic pressure supply sources Sa and Sb becomes impossible, but in this case both hydraulic pressure supply sources Sa and Sb
Since hydraulic pressure continues to be supplied from the other side of the valve mechanism V+
, Vz, Vs, Va can operate normally, and the brake device B.

The brake operation of ,B,,B,,B,can be maintained.

Furthermore, assuming that a hydraulic failure occurs in the brake device B1 itself or in the piping system from the output port 8 to the brake device B1, as the hydraulic pressure in the hydraulic chamber 15 decreases, the spool 10 moves to the right end of the linear solenoid 1. -11, and the communication hole 17 is closed by the valve member 21. Therefore, the other valve mechanisms V, , V, , V are not affected by the oil pressure failure, and the brake devices B, , B, , B
.

can maintain normal operation.

Next, referring to FIG. 3, each linear solenoid 11, -
11. One control circuit for controlling the amount of electricity supplied to each linear solenoid 11+ to t14 will be explained.
Since the resistance of is almost constant, the configuration of a control circuit for controlling voltage instead of current will be explained.

A signal detected by a depressing force detection sensor 30 that detects the amount of braking operation, that is, the depressing force of a brake pedal (not shown) is input to a reference deceleration setting circuit 31.

In this reference deceleration setting circuit 31, a reference deceleration G0 corresponding to the pedal force is set in advance as shown in FIG. 4, and a reference deceleration G6 corresponding to the input signal from the pedal force detection sensor 30 is output. This reference deceleration G0 is input to the standard braking pressure setting circuit 32, and is also input to the subtraction circuits 33 and 34.
is input.

In the standard braking pressure setting circuit 32, as shown in FIG. 5, a front wheel standard braking pressure P and a rear wheel standard braking pressure P are set according to the reference deceleration G, P, , P, are set so that the lock points of the front and rear wheels are approximately the same.

The front wheel standard braking pressure P outputted from the standard braking pressure setting circuit 32 is input to the front wheel standard voltage setting circuit 36, and the rear wheel standard braking pressure P is input to the rear wheel standard voltage setting circuit 37. . In the front wheel standard voltage setting circuit 36, the front wheel standard voltage r is set according to the front wheel standard braking pressure P, as shown in FIG. 6, and in the rear wheel standard voltage setting circuit 37, as shown in FIG. As shown, the rear wheel standard voltage Vm is set according to the rear wheel standard braking pressure pH.

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 in one subtraction circuit 33 ΔG = G o G, and in the other subtraction circuit 34
Then, the calculation ΔG'=GG is performed. The output ΔG of one subtraction circuit 33 is input to the non-inverting input terminal of the comparison circuit 38, and the output ΔG of the other subtraction circuit 34
G' is input to the non-inverting input terminal of the comparison circuit 39. Further, the output ε of the reference value generation circuit 40 in which the tolerance ε is set is input to each inverting input terminal of both comparison circuits 38 and 39, and each comparison circuit 38 and 39 receives ΔG.

When ΔG' is larger than the tolerance ε, a high level signal is output.

A wheel speed sensor 411 that detects the left front wheel speed of the vehicle, a wheel speed sensor 412 that detects the right front wheel speed, a wheel speed sensor 41° that detects the left rear wheel speed, and a wheel speed sensor 41 that detects the right rear wheel speed. The detected values are input to the highest speed wheel discrimination circuit 42, the lowest speed wheel discrimination circuit 43, and the antilock control circuit 44, respectively. The highest speed wheel determination circuit 42 determines the wheel with the maximum wheel speed, the lowest speed wheel determination circuit 43 determines the wheel with the minimum wheel speed, and the comparison circuit 38 is the highest speed wheel determination circuit. The comparison circuit 39 is connected to a switching circuit 45 that changes the switching mode based on the determination result of the lowest speed wheel discrimination circuit 43, and the comparison circuit 39 is connected to a switching circuit 46 that changes the switching mode based on the determination result of the lowest speed wheel discrimination circuit 43.

One switching circuit 45 includes function generators 47. which individually correspond to the left front wheel, right front wheel, left rear wheel, and right rear wheel. ．． 4
L, 47: It is provided between t, 474 and the comparison circuit 38, and each function generator 47. ,47□,473
．． Among the wheels 41a, the one corresponding to the wheel discriminated by the highest speed wheel discrimination circuit 42 is switched to be connected to the comparison circuit 38. The other switching circuit 46 is connected to each of the function generators 4L, 47g, 473.41a and the comparison circuit 39.
and each function generator 47. ，
4'7□, 473.4'74, the one corresponding to the wheel discriminated by the lowest speed wheel discrimination circuit 43 is switched to be connected to the comparison circuit 39.

Each function generator 471, 47! , 473, 474 output a correction voltage ΔV as shown in FIG. The lines of correction voltage Δ■ shown are generated under the following conditions. That is, ΔG=G.

-G≦ε and the output of the comparison circuit 38 is at a low level, or when ΔG'=GG and ≦e and the output of the comparison circuit 39 is at a low level, the line L
,,I,3. When the correction voltage Δ■ is kept constant as shown by LS, and when ΔG=Go −G>ε and the output of the comparator circuit 38 is at a high level, it increases at a constant rate over time as shown by the line L2. A correction voltage Δ■ is output, and when ΔG' = c-co > ε and the output of the comparison circuit 39 is at a high level, lines t, 4.
L.

A correction voltage ΔV that decreases at a constant rate with the passage of time is output as shown in FIG.

These function generators 47+, 47g, 473°47, are individually connected to arithmetic circuits 4L, 48□, 483, 484, respectively. On the other hand, the front wheel side standard voltage setting circuit 36 is connected to the calculation circuits 4B+ and 48g, respectively, and the rear wheel side standard voltage setting circuit 38 is connected to the calculation circuit 48. ．． 4B, respectively. The arithmetic circuit 481.48□ corrects the standard voltage ■ output from the front wheel side standard voltage setting circuit 36 with the correction voltage ΔV input from the function generator 471.47□ ('J r t = V y +AV, V
The calculations F t = V r + Δ■ are performed, and the calculation circuits 4B, 484 calculate the rear wheel side standard voltages ■,
function generator 47. ．． 47. Correction voltage Δ input from
In order to correct with ■, Vuz=Vt +ΔV, Vs+4=V
The calculation w+ +ΔV is respectively performed.

These arithmetic circuits 48. ~ Output from 484 le 1WI
EVr+, Vrz, Vms, and Via are input to hold circuits 491 to 494. These hold circuits 491 to 494 input voltage Vy from each arithmetic circuit 4L to 484 (7) when a signal indicating that the anti-lock is activated is inputted manually from the anti-lock control circuit 44. ,VF! , V13°vl14 is fixed and inputted to the next arithmetic circuits 501 to 504, and when the anti-lock is not in the operating state, the voltage vFj+ VF2+ from each arithmetic circuit 4B+ to 484 is fixed.
V*3. V14 is passed through to the arithmetic circuit 50. ~5
04.

The anti-lock control circuit 44 includes wheel speed sensors 41, -
41a is connected to the interface circuit 51, and a vehicle speed estimation circuit 5 that estimates the vehicle speed based on the speed of each wheel.
2, and an increase/decrease speed determination circuit 5 that determines the increase/deceleration speed of each wheel.
3, and a slip rate determination circuit 54 that determines the slip rate of each wheel based on the estimated vehicle speed and each wheel speed.
and control signal generation circuits 551 to 554 for controlling the braking pressure in each brake device 81 to B4 based on the slip ratio and the increase/decrease speed of each wheel.

Each of the control signal generation circuits 551 to 554 is provided with four output terminals a, b, c, and d, and the output terminal a of each of the control signal generation circuits 551 to 554 is individually connected to the hold circuits 491 to 494. connected to each control signal generation circuit 55. The output terminals S, c, and d of ~554 are connected to function generators 56+~564. A signal indicating that the anti-lock is in operation is output from each output terminal a,
The signal from this output terminal a causes the hold circuits 491 to 491 to
494 is activated.

Furthermore, the output terminal S 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 outputting a signal for increasing the braking pressure. This is a terminal that outputs a signal, and is a terminal for function generator 5.
6. 564 outputs a control voltage Δ■o as shown in FIG. 9 in response to signals input from output terminals S, C, and D.

That is, when a signal for holding the braking pressure is input from output terminal C, lines 11, 13, I! , 5
As shown by line 12, the control voltage Δ■ゎ remains constant regardless of the passage of time, and when a signal to reduce the braking pressure is input through the output terminal, it decreases at a constant rate over time as shown by line 12. When a signal for increasing the braking pressure is output from the output terminal d, the control voltage ΔVc, which increases at a constant rate over time as shown by line 15, is generated by the function generators 561 to 561.
564 respectively.

Each function generator 56. ~564 is an arithmetic circuit 50°~50a
are individually connected to each arithmetic circuit 50. ~
504, hold circuits 491-49. The voltage vFlu VF! A calculation is performed to correct +v12+V14 by the control voltage Δvc. That is, in each arithmetic circuit 50+ to 504, VFI+ΔVC1
The calculations VFI+ΔVcSV, +Δvc1vlI4+Δvc are performed, respectively. Moreover, each arithmetic circuit 50.
~50. Pinia solenoid lII~11. are individually connected to each arithmetic circuit 50. The voltage based on the calculation results in steps 504 to 504 is applied to each linear solenoid 11. ~1
14.

According to such a control circuit, the standard braking pressures pr and pm for the front and rear wheels are determined in accordance with the reference deceleration G, which is set according to the depression force on the brake pedal, and the standard braking pressures P, , ,
Voltage compatible with PI■F I tvF! +vR2r
Since vR4 is applied to each of the linear solenoids l11 to 114, ideal brake distribution can be achieved and maximum braking effectiveness can be obtained.

The deceleration G is also detected, and the difference between the brake pedal depression force and the reference deceleration G set is calculated, and each linear solenoid 11. By correcting the voltage applied to 114, it is possible to stabilize the braking effect. That is, when the output of the comparison circuit 38 is at a high level (Go>G+ε), the brake devices 81 to B4
The braking pressure of the wheel corresponding to the highest speed wheel is increased, and when the output of the comparison circuit 39 is at a high level (Go<G+e), the braking pressure of the brake device B, ~B4 is increased.
Since the braking pressure of the wheel corresponding to the lowest speed wheel is reduced, even if the friction coefficient of the brake pad in each brake device B1-84 decreases, the braking effect against the brake pedal depression force remains unchanged, resulting in stable braking. can be effective. Further, even if the braking force on the left and right wheels is unbalanced, the braking pressure is controlled so that the left and right wheel speeds, that is, the slip ratios are equal, so that steering wheel control due to one side effect is prevented.

Moreover, it is not necessary to provide a special actuator for anti-lock control, and the linear solenoid 11. ~
Anti-lock control can be performed simply by controlling the voltage applied to 114, and no kickback phenomenon occurs during anti-lock operation.

Furthermore, it is extremely easy to add a control circuit for controlling the driving force of the vehicle using the brakes.

FIG. 1O is a longitudinal cross-sectional view of a main part of a second embodiment of the present invention,
Portions corresponding to those in the first embodiment are given the same reference numerals.

The housing 5 is attached to the housing 5 and is pressed to the side of a hydraulic pressure supply position that communicates between the output port 8 and the input port 7 by a near solenoid 11, and is also pressed by the braking hydraulic pressure of the brake device B between the output port 8 and the release boat 7. A spool 60 that is biased toward the hydraulic pressure release position communicating with the spool 60 is fitted so as to be slidable in the axial direction. That is, a cylinder hole 62 with a partition 61 interposed between it and the output port 8 is bored in the housing 5 coaxially with the linear solenoid 11 and the output port 8, and the spool 60 has one end connected to drive the linear solenoid 11. The drive rod 13 is slidably fitted into the cylinder hole 62 while 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 is housed therein to urge the spool 60 toward the linear solenoid 11 so that one end of the spool 60 is always in contact with the spool 60.

Moreover, a cylindrical protrusion 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 boat 8 is bored in the protrusion 64. . Further, on the other end surface of the spool 60, when a hydraulic pressure failure occurs between the output port 8 and the brake device B, the protrusion 6
A valve seat member 6 that can close the communication hole 65 by sitting on the tip of the valve seat member 6 .
6 is fixedly installed.

An annular recess 67 that communicates with the release boat 7 and an annular recess 68 that is closer to the hydraulic chamber 63 than the annular recess 67 and that communicates with the input port are spaced apart in the axial direction on the inner surface of the cylinder hole 62. It will be done. Further, an annular groove 69 is provided on the outer surface of the spool 60 and is in constant communication with the hydraulic chamber 63. The spool 60 has a hydraulic release position in which the annular groove 69 communicates with the annular recess 67 and the output port 8 communicates with the release boat 7, and a hydraulic release position in which the annular groove 69 communicates with the annular recess 68 and the output port 8 communicates with the input port. The linear solenoid 11 is movable in the axial direction between the hydraulic pressure supply position and the hydraulic pressure supply position, and the thrust of the linear solenoid 11 acts toward the hydraulic pressure supply position, and the hydraulic pressure caused by the hydraulic pressure in the hydraulic chamber 63 acts toward the hydraulic release position.

Also in this second embodiment, the hydraulic pressure in the hydraulic chamber 63, that is, the braking hydraulic chamber 4 in the brake device B is determined by the thrust generated from the linear solenoid 11 in accordance with the supplied current or voltage, and is similar to the first embodiment. It can be effective.

FIG. 11 shows a modification of the second embodiment, in which a shaft portion 7 coaxially abuts on the drive rod 13 of the near solenoid 11, which is attached to one end of the spool 60' fitted in the cylinder hole 621.
0 are arranged on the same axis.

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

A cylinder hole 71 with a partition wall 70 interposed between it and the output port 8 is bored in the housing 5 coaxially with the output port 8 and the linear solenoid 11.
A spool 72 with one end of which abuts the drive rod 13 is slidably fitted into the cylinder hole 71, and the spool 72
A return spring 19 that urges the spool 72 toward the linear solenoid 11 is interposed in a spring chamber 75 defined between the other end and the partition wall 70 and communicated with the oil tank T. In addition, the bulkhead portion 70 includes a spring chamber 75 and an output boat 8.
A communication hole 73 coaxially connects the spool 72, and a shaft portion 74 that fits in the communication hole 73 in an oil-tight and slidable manner is coaxially connected to the other end of the spool 72. . Moreover, the communication hole 73 forms a hydraulic chamber 80 facing the distal end surface of the shaft portion 74 .

On the other hand, an annular recess 76 on the linear solenoid 11 side that communicates with the release boat 7 and an annular recess 77 that communicates with the input port are spaced apart in the axial direction on the inner surface of the cylinder hole 71. An annular groove 7 is formed on the outer surface of the spool 72.
8 is bored, and this annular groove 78 communicates with the output port 8 via a passage 79 bored in the spool 72 and a hydraulic chamber 80. Therefore, the thrust of the linear solenoid 11 pushes the spool 72 toward the hydraulic pressure supply position that communicates the annular groove 78 with the annular recess 77, and while the spool 72 is in the hydraulic pressure supply position, the spool 72 is pushed by the hydraulic pressure of the hydraulic chamber 8o.
2 is biased toward the hydraulic release position where the annular groove 78 is communicated with the annular recess 76.

Moreover, when a hydraulic pressure failure occurs between the output port 8 and the brake equipment WB, the spool 72 pressed by the linear solenoid 11 has an annular groove 78 that is lower than an annular recess 77 in response to the oil pressure failure in the hydraulic chamber 80. It is set to move toward the partition wall portion 70 side and cut off the gap between the annular recess 77 and the annular groove 78, thereby preventing the braking pressure of other brake devices from being affected in the event of oil pressure failure. .

This third embodiment can also provide the same effects as the above embodiments.

C0 Effects of the Invention As described above, according to the present invention, a reference deceleration is set according to the amount of brake operation, a standard braking pressure corresponding to the reference deceleration is determined, and the braking hydraulic pressure is applied to the brake according to the amount of electricity applied. Since the amount of electricity corresponding to the standard braking pressure is applied to the actuator that operates to supply the device, it is possible to obtain the ideal braking pressure corresponding to the amount of brake operation, and this is achieved using an electrical circuit. This not only simplifies the configuration, but also enables more precise control, and makes it easy to add control circuits for anti-lock control, driving force control, etc. to perform complex brake hydraulic control. Become.

[Brief explanation of the drawing]

1 to 9 show a first embodiment of the present invention, in which FIG. 1 is a hydraulic control circuit diagram, FIG. 2 is a characteristic diagram of a beam near solenoid, FIG. 3 is an electrical control circuit diagram, and FIG. Figure 4 is a standard deceleration setting diagram, Figure 5 is a standard braking pressure setting diagram, Figure 6 is a front wheel standard voltage setting diagram, Figure 7 is a rear wheel standard voltage setting diagram, and Figure 8 is a standard brake pressure setting diagram. A diagram showing an example of a correction voltage due to a deviation between the reference deceleration and the deceleration, FIG. 9 is a diagram showing an example of the control voltage for anti-lock control, and FIG. 10 is a diagram showing an example of the control voltage according to the anti-lock control. FIG. 11 is a longitudinal sectional view of the main part showing a modification of the second embodiment, and FIG. 12 is a longitudinal sectional view of the main part of the third embodiment of the present invention. 11,111-114... Glue near solenoid as actuator, B, B, -84... Brake device, G... Detected deceleration, G6... Reference deceleration, P,, P, -...・Standard braking pressure

Claims (9)

[Claims] (1) A reference deceleration is set according to the amount of braking operation, and a standard braking pressure corresponding to the reference deceleration is determined, and the actuator that operates to supply braking oil pressure corresponding to the amount of electricity applied to the brake device is set as described above. A vehicle brake hydraulic pressure control method characterized by applying an amount of electricity corresponding to a standard brake pressure. (2) The braking oil pressure control method according to item (1), wherein the standard braking pressure is set for each front and rear wheel. (3) Compare the reference deceleration and the detected deceleration,
The braking hydraulic pressure control method for a vehicle according to item (1) or item (2), characterized in that the amount of electricity applied to the actuator is adjusted in accordance with the comparison result. (4) When the result of subtracting the detected deceleration from the reference deceleration is larger than a preset first setting value, the amount of electricity applied to the actuator is adjusted in the direction of increasing the braking force. The braking hydraulic pressure control method for a vehicle according to item (3). (5) When the wheel speed is detected for each wheel and the result of subtracting the detected deceleration from the reference deceleration is greater than the first set value, the amount of electricity applied to the actuator corresponding to the wheel with the highest wheel speed. (4) characterized by adjusting the
Braking hydraulic pressure control method for a vehicle as described in . (6) The result of subtracting the detected deceleration from the reference deceleration is the first
is smaller than the set value, and when the result of subtracting the reference deceleration from the detected deceleration is smaller than a preset second set value, the amount of electricity applied to the actuator is held to maintain the braking oil pressure. The braking hydraulic pressure control method for a vehicle according to item (3). (7) When the result of subtracting the reference deceleration from the detected deceleration is larger than a preset second set value, the amount of electricity applied to the actuator is adjusted in a direction to reduce the braking force. (3) The vehicle braking hydraulic pressure control method described in item (3). (8) Detect the wheel speed of each wheel, and when the result of subtracting the reference deceleration from the detected deceleration is greater than a second preset value, the actuator corresponding to the wheel with the lowest wheel speed is activated. The method for controlling brake hydraulic pressure for a vehicle according to item (7), characterized in that the amount of applied electricity is adjusted. (9) The first feature is characterized in that it is determined whether anti-lock control of the brake system should be performed based on a comparison between the wheel speed and the vehicle speed, and the amount of electricity to be applied to the actuator is determined based on the determination result. ) or paragraph (2)
Braking hydraulic pressure control method for a vehicle as described in .