JPH01317861A - Control device for slippage of vehicle - Google Patents

Abstract

PURPOSE:To reduce the number of solenoid valves and to realize low costing and miniaturization by forming the structure of sharing one of plural solenoid valves switching the respective work of the actuator for antilock control and that for traction control. CONSTITUTION:On the passage system 6 communicating a master cylinder 2 and driving wheel cylinder 1st, 2nd actuators 10, 20 are provided in order and the passage system 6 of the 2nd actuator 20 upper stream side is communicated with a driven wheel cylinder. The pressurizing chamber 15 of the 1st actuator 10 is connected to a hydraulic source 5 and the pressurizing chamber 25 of the 2nd actuator 20 is connected to a reservoir 8 by a passage 9 as well. The 1st solenoid valve 40 closed at braking slip time and the 3rd solenoid valve 42 closed at acceleration slip time are respectively provided on the passage system 7 and passage 9, and a closed 2nd solenoid valve 41 is provided on the passage 9A connecting the downstream side of the 1st solenoid valve 40 and the upperstream side of the 3rd solenoid valve 42.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a slip control device for a vehicle that performs anti-lock control during braking and traction control during acceleration or starting.

[Conventional technology]

Conventionally, as this type of control device, for example, Japanese Patent Application Laid-Open No. 1986-
There is a traction device described in Japanese Patent No. 6862. This device serves as a traction control device that prevents the drive wheels from slipping when starting or accelerating, and includes two actuators and two corresponding solenoid valves.

[Problem to be solved by the invention]

However, in the case of the anti-lock device of this publication and other devices known as prior art, both the traction control and anti-lock control actuators are equipped with two or more solenoid valves. If this device is applied to a device capable of anti-lock control and a device capable of both types of control, there is a problem in that the entire device becomes complicated.

SUMMARY OF THE INVENTION An object of the present invention has been made to solve the problems of conventional traction devices, and it is an object of the present invention to provide a slip control device for a vehicle that reduces the number of parts and reduces the size of the entire device.

[Means to solve the problem]

In order to solve this problem, a slip control device for a vehicle according to the present invention has the following configuration.

That is, the first actuator 10 and the second actuator 20 are sequentially provided in the brake fluid pressure passage system 6 that communicates the master cylinder 2 and the wheel cylinder of the drive wheel Fr, and the brake fluid pressure passage on the upstream side of the second actuator 20 is provided in sequence. The system 6 is connected to the wheel cylinders of the driving wheels Rr, and is formed so that when a slip occurs due to braking, the first actuator IO depresses the brake fluid pressure from the master cylinder 2 and applies it to each of the wheel cylinders, and when a slip occurs due to acceleration. The second actuator 20 receives the pressure fluid from the fluid pressure source 5 to generate fluid pressure in the fluid chamber 23 to apply fluid pressure to the wheel cylinder of the drive wheel Fr, and the first actuator IO A pressurizing chamber 15 provided at the rear of the piston 12 is connected to a hydraulic pressure source 5 through a hydraulic fluid passage system 7, and a pressurizing chamber 25 of the second actuator 20 is connected to a reservoir 8 through a hydraulic pressure release passage 9. , a first solenoid valve 40 is provided in the pressure fluid passage system 7 between the pressurizing chamber 15 of the first actuator 10 and the fluid pressure source 5, and this first solenoid valve 40 is closed by the control signal at the time of the brake slip. A third electromagnetic valve 42 is provided in the hydraulic pressure release passage 9, and the third electromagnetic valve 42 is actuated by a control signal at the time of acceleration slip. Formed so as to be operated in the closing direction to shut off the hydraulic pressure release passage 9, furthermore, the downstream side of the first solenoid valve 40 and the third solenoid valve 42
A normally closed second solenoid valve 41 is provided in the connecting fluid passage 9A that connects the upstream side of the master cylinder with the third solenoid valve 42 closed so that even when the third solenoid valve 42 is closed and the pressurization control is performed at the time of acceleration slip, the master cylinder is not activated by pressing the brake pedal. The brake fluid pressure from the second actuator 20 is introduced into the fluid chamber 23 of the second actuator 20 and applied to each wheel cylinder, thereby providing a slip control device for a vehicle.

[Effect]

When a slip occurs due to braking, the first solenoid valve 40 is closed (the second and third solenoid valves 41 and 42 are opened), and the pressure fluid passage system 7 is closed.
By shutting off and opening the pressurizing chamber 15 of the first actuator 10, the supply of pressure fluid from the hydraulic pressure source 5 to the pressurizing chamber 15 is closed and the pressure is reduced, and the balance of pressure on the power piston 12 is disrupted, causing the power piston 12 to The vehicle moves backward, the brake fluid pressure from master cylinder 2 is cut off, and furthermore,
The drive wheel Fr is in a state where the pressure is reduced by the first actuator 10.
and each wheel cylinder of the drive wheel Rr.

When a slip occurs due to acceleration, the third solenoid valve 42 closes (the first and second solenoid valves 40 and 41 open) and blocks the hydraulic pressure release passage 9, thereby opening the pressurizing chamber 25 of the second actuator 20. Pressure fluid from the fluid pressure source 5 is added to the fluid chamber 23, which pressurizes the fluid chamber 23 and applies it to the wheel cylinder of the drive wheel Fr. At this time, when the pedal is depressed and the brake fluid pressure from the master cylinder 2 acts on the second actuator 20, this fluid pressure is introduced into the fluid chamber 23 even during the previous pressurization control, and the brake fluid pressure is applied to the second actuator 20. The hydraulic pressure in the wheel cylinder of the wheel Fr can be increased.

In this way, the first actuator 10 is used for anti-lock control when braking slip occurs, and the second actuator 2 is used for traction control when acceleration slip occurs.
0 shares the second solenoid valve 41 among the three solenoid valves of the first to third solenoid valves 40 to 42.

〔Example〕

Embodiments of a vehicle slip control device according to the present invention will be described below with reference to the drawings.

In FIG. 1, this vehicle is equipped with drive wheels Fr as left and right front wheels and drive wheels Rr as left and right rear wheels, and the depression force of a brake pedal 1 is applied to a master cylinder 2.
The generated brake pressure fluid is led out from the output boat P, and this brake pressure fluid is supplied to each wheel cylinder of the drive wheels Fr and drive wheels Rr.

Liquid passage 6A that communicates the master cylinder 2 and the drive wheel Fr
A first actuator 10 and a third actuator 20 are sequentially arranged in ~6C (brake hydraulic passage system 6), and a third actuator 30 is provided between these two actuators 1G and 20.

In the first actuator IO, the cut valve 11 biased by a spring is brought into pressure contact with the valve seat 13A, and the liquid passage 6A is pressed against the valve seat 13A.
The cut valve 11 is pushed back by movement of the power piston 12 to the left in the figure, which is biased by the pressure spring 16, and the valve seat 13A is closed. It is formed to open when separated from the Due to the pressure of the pressurizing spring 16 and the pressurizing chamber 15,
The cut valve 1 is opened in a state where hydraulic pressure is generated in the hydraulic pressure chamber 13.
1 to be pushed open. Moreover, the power piston 12 is moved backward by the pressure reduction in the pressurizing chamber 15, and the cut valve 11 is brought into contact with the valve seat 13A, thereby closing the liquid passage 6A. As a result, the pressure in the back pressure chamber 14 is reduced.

The third actuator 20 has a power piston 22 that is biased in the retracting direction by a spring, and has a check valve 21 that opens in a direction to communicate the liquid passage 6C and the liquid chamber 23 when the power piston 22 is in the retracted position. are doing.

The check valve 21 is configured so that it closes when hydraulic pressure acts on the pressurizing chamber 25 and the power piston 22 moves forward in the left direction in the figure, and the liquid chamber 23 is pressurized by the power piston 22. Further, this check valve 21 is configured to open when a pressure higher than that in the liquid chamber 23 is applied to the liquid passage 6C.

On the other hand, in the third actuator 30, the pressurizing chamber 35
The power piston 32 moves forward with the hydraulic pressure of the cut valve 3.
Press 1, close the boat pt, and open the master cylinder 2.
A bypass circuit that communicates between the boat P and the wheel cylinders of the drive wheels Fr and Rr is closed, and the bypass circuit is communicated with the retraction of the power piston 32, and the boat 22 connected to the back pressure chamber 34 and the liquid passage 6C is closed. is formed so as to be closed by a cut valve 31, and under normal conditions, this quadrupole and lube 31 are connected to the liquid passage 6 on the master cylinder 2 side.
Close the boat PI that communicates with A, and close the liquid passage 6B and liquid passage 6.
It connects C. The power piston 32 is urged by a spring 36 in the direction of retreating to the right in the figure, and a pressurizing chamber 35 is located behind the power piston 32.
is formed, and when pressurized fluid acts on this pressurizing chamber 35, it moves to the left in the figure against a spring 36. That is, this forward movement pushes the cut valve 31 from the right to the left, thereby closing the boat PI.

In addition, the boat P2 of the liquid chamber 33 of the third actuator 30
In the fluid passage 6C led out from the drive wheel R, there is a provisioning valve PC which distributes the brake fluid pressure of the drive wheel brake system to the drive wheel brake system at a predetermined distribution ratio between the wheel cylinder of the drive wheel R. is provided.

Further, a hydraulic pressure source 5 including a pump 3 and an accumulator 4 connected to the reservoir 8 applies pressure behind the power piston 12 in the first actuator 10 via a liquid passage 7A (pressure liquid passage system 7). The liquid pressure source 5 is in communication with the pressurizing chamber 35 of the third actuator 30 via a liquid passage 7B branched from the liquid passage 7A. Further, a first electromagnetic valve 40 is provided in the liquid passage 7A, and the operation of the first electromagnetic valve 40 establishes communication or isolation between the liquid pressure source 5 and the pressurizing chamber 35 of the first actuator 10. ing. In addition, the reservoir 8 is connected to an open hydraulic passage 9.
It communicates with the pressurizing chamber 25 of the third actuator 20 via. A third solenoid valve 42 is provided in this open hydraulic pressure passage 9, and the operation of this third solenoid valve 42 opens the pressurizing chamber 25 of the third actuator 20 to the atmosphere toward the reservoir 8 or closes it off. There is.

Further, the liquid passage 7A on the downstream side of the first electromagnetic valve 40 of the pressure liquid passage system 7 and the open hydraulic passage 9 on the upstream side of the third electromagnetic valve 42 are connected and communicated by a connecting liquid passage 9A. A normally closed second electromagnetic valve 41 is provided in this connecting liquid passage 9A.

Next, the operation of the slip control device of the embodiment with the above configuration will be explained.

During normal brake operation, when the brake pedal l is depressed, the brake fluid pressure generated in the master cylinder 2 is led out to the fluid passage 6A, and this brake fluid pressure is introduced into the fluid pressure chamber 13 of the first actuator 10. be done. At this time, both the first solenoid valve 40 and the third solenoid valve 42 are open, and the second solenoid valve 41 is closed. That is,
The pressurizing chamber 15 of the first actuator IO communicates with the accumulator 4, and the constant pressure liquid from the accumulator 4 acts on the pressurizing chamber 15, and the pressurizing chamber 25 of the third actuator 20 communicates with the connecting liquid passage 9. It communicates with the reservoir 8 through the tank and is open to the atmosphere. Therefore, in the first actuator 10 in which the brake fluid pressure from the master cylinder 2 is introduced into the hydraulic pressure chamber 13, the cut valve 11 moves the power piston 12 from the accumulator 4 acting on the rear pressurizing chamber 15. The valve seat 13A is not pushed back against the pressure fluid and the spring 16, and the valve seat 13A remains open. Brake fluid pressure is introduced from the fluid chamber 13 to the fluid chamber 33 of the third actuator 30 via the back pressure chamber 14 . In this third actuator 30, the port P1 leading to the master cylinder 2 is closed by the cut valve 31, so the brake fluid pressure introduced into the fluid chamber 33 directly passes through the fluid chamber 23 of the third actuator 20 from the fluid passage 6C. The brake force is then applied to the wheel cylinder of the drive wheel Fr as braking force. Furthermore, on the driving wheel Rr side, the brake fluid pressure passing through the third actuator 30 is applied to the blotting valve P.
It is distributed via the CV and applied to the wheel cylinders as braking force.

At this time, if there is a risk of the wheels locking, a control signal from the electronic control unit controlled based on the detection signal of the locked state causes the first solenoid valve 40 to be activated as shown in the time chart of FIG. is operated to close, and then the second solenoid valve 4
1 is open. At this time, the third solenoid valve 42 remains open. Therefore, in the first actuator 10, the pressure fluid from the accumulator 4 acting on the rear side of the power piston 12 is blocked by the closing operation of the first solenoid valve 40, so that the cut valve 11 and the power piston 12
The pressure balance between the cut valve 11 and the valve seat 13 is disrupted.
A is closed, and the brake fluid pressure from the master cylinder 2 is confined in the fluid chamber 13. At the same time, the back pressure chamber 14 is expanded and depressurized by the retreat of the power piston 12. At this time, in the third actuator 30, the pressurizing chamber 3
Pressure fluid from the hydraulic pressure source 5 is acting on the power piston 5 , which pushes the power piston 32 to the left in the figure, and the cut valve 31 closes the port PI communicating with the master cylinder 2 . Therefore, the brake fluid pressure introduced in a reduced pressure state from the first actuator 10 through the fluid passage 6B is directly transmitted from the port P2 through the fluid passage 6C, and further via the third actuator 20 and the provisioning valve PCV to the driving wheel Fr. and applied to each wheel cylinder of the drive wheel Rr as reduced brake fluid pressure (pressure reduction mode T
I).

When the fear of the wheels locking is eliminated, the control signal at this time causes the second solenoid valve 40 to close, thereby stopping the power piston 12 in the first actuator 10 from retracting, and placing each wheel cylinder in the depressurization mode. Maintains the reduced brake fluid pressure as it is (
holding mode T2).

When it becomes necessary to increase the braking force of the wheels, the first solenoid valve 40 is opened, and the pressure fluid from the accumulator 4 acts on the pressurizing chamber 15 of the first actuator 10 to press the power piston 12 from the rear. Then, the liquid pressure in the back pressure chamber 14 is increased. This pressurized hydraulic pressure in the back pressure chamber 14 is applied to each wheel cylinder via the third actuator 30 as described above (pressurization mode T3).

If the wheels slip when starting or accelerating,
As shown in the time chart of FIG. 3, the first solenoid valve 40
is open, the second solenoid valve 41 is closed, only the third solenoid valve 42 is operated to close by the control signal, and then the second solenoid valve 41 is operated. As a result, the pressure fluid from the accumulator 4 is applied to the pressurizing chamber 25 of the third actuator 20, and the power piston 22 is advanced to the left in the figure, causing the fluid passage 6C to move forward.
At the same time, the liquid chamber 23 is pressurized, and the liquid pressure applied to the wheel cylinder of the drive wheel Fr is pressurized (pressurization mode T
3).

When the risk of slipping of the drive wheel Fr is eliminated, the second solenoid valve 41 is operated to close, and the increase in the hydraulic pressure in the pressurizing chamber 25 is stopped.
(Holding mode T2). Then, when it becomes necessary to increase the braking force, the second solenoid valve 41 is opened, the fluid pressure in the pressurizing chamber 25 increases (pressurizing mode T3), and the second solenoid valve 41 is opened.
When the valve is closed, the increase in hydraulic pressure stops (holding mode T2). When the third solenoid valve 42 opens, the pressurizing chamber 25 of the third actuator 20 is opened to the atmosphere through the reservoir 8, and the fluid pressure in the fluid chamber 23 is reduced to the wheel cylinder of the drive wheel Fr. applied (decompression mode TI
).

In the control device of the embodiment having the configuration and operation as described above, if a failure occurs in the hydraulic pressure source 5 system and a situation occurs in which pressurized liquid is not supplied, the pressurizing chamber 35 of the third actuator 30 is The power piston 32 moves to the right in the figure by the spring 36 without receiving any fluid, and the pedal brake fluid pressure from the mask cylinder 2 is introduced into the boat PI, and the cut valve 31 is pressed by this introduced brake fluid pressure. Move to the right in the diagram and open boat P1. That is, at this time, it is no longer expected that the third actuator 30 will receive the hydraulic pressure from the first actuator IO as during normal operation. In order to guarantee this,
The third actuator 30 can send the brake fluid pressure introduced by the operation of the cut valve 31 from the boat P2 to each wheel cylinder of the drive wheels Fr and Rr through the fluid passage 6C. In this way, even when the hydraulic pressure source 5 system fails, the brake hydraulic pressure from the master cylinder 2 due to depression of the brake pedal can be guaranteed via the third actuator 30.

[Effects of the Invention] As explained above, the slip control device according to the present invention has the first to third actuators that switch the respective operations of the first actuator 10 for anti-lock control and the third actuator 20 for traction control. 3 solenoid valves 40.41
．． 42, the second solenoid valve 41 is shared and switched, and even during pressure increase for traction control, the brake fluid pressure from the master cylinder 2 due to depression is switched between the first to third solenoid valves 40, 41, 42. It is possible to act on the wheel cylinders of the drive wheels Fr and Rr without switching. That is, even during traction control, there is an effect that the hydraulic pressure increased by the pedal brake hydraulic pressure can be quickly applied to the wheel cylinders of the driving wheels Fr and driving wheels Rr.

Furthermore, the number of electromagnetic valves used in conventional control devices of this type can be reduced, making it possible to reduce the number of parts and costs as well as downsize the entire device.

[Brief explanation of the drawing]

FIG. 1 is a circuit diagram showing an embodiment of a vehicle slip control device according to the present invention, FIG. 2 is an anti-lock control flow diagram, and FIG. 3 is a time chart of traction control. 2. Master cylinder, 5. Fluid pressure source, 6.6A, 6B
, 6C... Brake fluid pressure passage, ? A, 7B...Pressure fluid passage system, 8...Reservoir, 9...Open hydraulic passage, 10...
First actuator, 12.22... Power piston, 13.23... Liquid chamber, 14... Back pressure chamber, 15.25
...pressurizing chamber, 20.. third actuator, 30.. third actuator, 40.. first solenoid valve, 41.. second solenoid valve, 42.
・Third solenoid valve. 1; C 〉 〇- α

Claims (1)

[Scope of Claims] A first actuator 10 and a second actuator 20 are sequentially provided in the brake fluid pressure passage system 6 that communicates the master cylinder 2 and the wheel cylinder of the drive wheel Fr, and a first actuator 10 and a second actuator 20 are sequentially provided on the upstream side of the second actuator 20. The brake fluid pressure passage system 6 is connected to the wheel cylinders of the driving wheels Rr, and is formed so that when a slip occurs due to braking, the first actuator 10 depressurizes the brake fluid pressure from the master cylinder 2 and applies it to each of the wheel cylinders, When slipping due to acceleration, the second actuator 20 receives pressure fluid from the fluid pressure source 5 to generate fluid pressure in the fluid chamber 23, and is formed to apply fluid pressure to the wheel cylinder of the drive wheel Fr,
The pressurizing chambers 15 provided at the rear of the power piston 12 of the first actuator 10 are connected to the hydraulic pressure source 5 through the hydraulic fluid passage system 7, and the pressurizing chambers 25 of the second actuator 20 are connected through the hydraulic pressure release passage 9. A first solenoid valve 40 is connected to the reservoir 8 and is provided in the pressure fluid passage system 7 between the pressurizing chamber 15 of the first actuator 10 and the fluid pressure source 5. It is formed to be operated in the closing direction by a control signal at the time of slip to shut off the pressure fluid passage system 7, and a third solenoid valve 42 is provided in the hydraulic pressure release passage 9, and this third solenoid valve 42 is It is formed to be operated in the closing direction by a control signal at the time of acceleration slip to shut off the hydraulic pressure release passage 9, and is further provided with a valve on the downstream side of the first solenoid valve 40 and a third solenoid valve 42.
A normally closed second solenoid valve 41 is provided in the connecting fluid passage 9A that connects the upstream side of the master cylinder with the third solenoid valve 42 closed so that even when the third solenoid valve 42 is closed and the pressurization control is performed at the time of acceleration slip, the master cylinder is not activated by pressing the brake pedal. A slip control device for a vehicle configured to introduce brake fluid pressure from a second actuator 20 into a fluid chamber 23 of a second actuator 20 and apply it to each wheel cylinder.