JPH02267056A - Braking oil pressure control device for vehicle - Google Patents

Abstract

PURPOSE:To realize magnification of the operating ability of a master cylinder by a simple configuration by allowing control oil pressure to act on a control oil pressure chamber provided to the master cylinder to magnify the operating ability of the master cylinder. CONSTITUTION:An opening and closing valve 68 is usually opened to connect braking oil pressure chambers 32 of driving wheel braking devices BFL, BFR through first electromagnetic valves 3FL, 3FR to braking oil pressure output ports 7a, 7b of a master cylinder M. In this state, when a brake pedal P is stepped on, a solenoid 55 is energized in response to the stepping power on the pedal detected by a sensor S to apply control oil pressure from an output port 52 of an oil pressure supply oil pressure control means 6FR to a control oil pressure chamber of the master cylinder M and to apply braking oil pressure added with the control oil pressure to the braking oil pressure chamber 32. Magnification of the operating ability of the master cylinder can thus be realized by this simple configuration.

Description

DETAILED DESCRIPTION OF THE INVENTION A0 Object of the Invention (1) Industrial Field of Application The present invention relates to a brake hydraulic pressure control device for a vehicle, and more particularly to a brake hydraulic pressure control device for a vehicle equipped with a master cylinder having a hydraulic boost function. .

(2) Prior Art Conventionally, such a braking hydraulic control device for a vehicle is known, for example, from Japanese Patent Laid-Open No. 110555/1983.

(3) Problems to be Solved by the Invention However, in the conventional device described above, the structure for exerting the boosting function is complicated.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a braking hydraulic control device for a vehicle that can provide a boosting function by simplifying the structure added to the master cylinder.

B3 Structure of the Invention (1) Means for Solving the Problem The present invention provides an actuating piston that is connected to a brake pedal and slidably fitted into a housing so as to move forward in response to a depression operation, and connected to a brake device. a master cylinder having an output hydraulic chamber formed in the housing so as to preferably face the front side of the working piston, and a control hydraulic chamber formed in the housing to exert hydraulic pressure to urge the working piston forward; an operation amount sensor that detects the amount of depression of the brake pedal; a hydraulic pressure supply source; a hydraulic pressure supply source configured to control hydraulic pressure according to the output of the operation amount sensor and output it from an output port; A first feature is that the hydraulic pressure control device includes: a hydraulic pressure supply source hydraulic control means whose port is connectable to the control hydraulic chamber.

In addition to the first feature, the present invention also provides a pressure regulating piston that slides on the cylinder body with both ends facing the pressure regulating control hydraulic chamber and the pressure regulating chamber connected to the output port of the hydraulic pressure supply source hydraulic control means. It is possible to selectively switch the communication state between the brake hydraulic pressure adjustment means which are movably fitted together, the output hydraulic pressure chamber of the master cylinder and the drive wheel brake device, and the communication state between the pressure regulating chamber and the drive wheel brake device. The second switch valve includes a first switching valve and an on-off valve interposed between the control hydraulic chamber of the master cylinder and the output port of the hydraulic pressure supply source hydraulic control means.
The characteristics of

Furthermore, in addition to the first feature, the present invention includes a modulator input chamber communicating with the output hydraulic pressure chamber, a modulator output chamber connected to the drive wheel brake device and capable of communicating with the modulator input chamber, and a modulator control hydraulic chamber. The modulator is configured to be able to increase the volume of the modulator output chamber while blocking the connection between the modulator input chamber and the modulator output chamber in accordance with an increase in the hydraulic pressure in the modulator control hydraulic chamber, and the modulator is configured to increase the volume of the modulator output chamber in response to an increase in the hydraulic pressure in the modulator control hydraulic chamber. Between the control hydraulic chamber of the master cylinder and the modulator control hydraulic chamber of the modulator, and the output port and reservoir of the hydraulic pressure supply source hydraulic control means, there is a hydraulic valve which can be selectively communicated or disconnected. The third feature is that a two-way switching valve is provided.

(2) Effect According to the configuration of the first feature, the master cylinder can be operated with a booster force by applying the control oil pressure from the output port of the oil pressure supply source oil pressure control means to the control oil pressure chamber of the master cylinder.

Further, according to the configuration of the second feature, the on-off valve is opened and the first
If the brake device and the output hydraulic pressure chamber are connected by a switching valve, the braking hydraulic pressure output from the master cylinder will be applied to the drive wheel brake device in response to the depression of the brake pedal, and the on-off valve will be closed in this braking state. When the pressure regulating chamber of the braking oil pressure adjusting means is connected to the driving wheel braking device by the first switching valve at the same time as the first switching valve, the braking pressure of the driving wheel braking device can be reduced to perform anti-lock control;
In addition, when the brake is not applied, the on-off valve is closed, and the first switching valve connects the driving wheel brake device and the pressure regulating chamber, and the control hydraulic pressure is transferred from the hydraulic pressure supply source hydraulic control means to the pressure regulating control hydraulic chamber of the brake hydraulic pressure adjusting means. , it is possible to apply braking pressure to the drive wheel brake device and perform I-traction control.

Furthermore, according to the configuration of the third feature, the second switching valve connects the output port of the hydraulic pressure supply source hydraulic pressure control means to the control hydraulic chamber of the master cylinder, and the brake pedal is operated with the modulator control hydraulic chamber connected to the reservoir. When the pedal is depressed, hydraulic pressure from the master cylinder is applied to the drive wheel brake system via the modulator, and during this braking operation, the hydraulic pressure from the master cylinder is applied to the drive wheel brake system.
The output port of the hydraulic pressure source hydraulic control means is connected to the modulator control hydraulic chamber by the switching valve, and the control hydraulic pressure chamber is connected to the reservoir, and the control hydraulic pressure is applied from the hydraulic source hydraulic control means to the modulator control hydraulic chamber. It is possible to perform anti-lock control by lowering the braking pressure of the wheel brake system, and also to apply control hydraulic pressure to the control hydraulic chamber from the hydraulic pressure supply source hydraulic control means during non-braking operation to apply braking to the drive wheel brake system. Traction control can be performed by applying pressure.

(3) Examples Embodiments of the present invention will be described below with reference to the drawings.

FIGS. 1 and 2 show an embodiment in which the present invention is applied to a front-wheel drive vehicle. a tantem-type master cylinder M, a depressor sensor S as an operation amount detection sensor that detects the amount of depression of the brake pedal P, and a right front wheel corresponding to the driving wheel brake device BFI attached to the left front wheel as a driving wheel. Brake oil pressure adjustment means 14. , a right front wheel braking oil pressure adjustment means IFR corresponding to the driving wheel brake device BFH mounted on the right front wheel, a first solenoid valve 3FL as a first switching valve corresponding to the driving wheel brake device BFL, and a driving A first solenoid valve 3FR as a first switching valve corresponding to the wheel brake device BFH, a hydraulic pressure supply source 4, a hydraulic pressure supply source hydraulic control means 6 FL corresponding to the drive wheel brake device BFI-, and a drive wheel brake device BFH. Hydraulic pressure supply source hydraulic control means 6FR corresponding to the brake device BFR, and driven wheel brakes B ru mounted on the left and right rear wheels as driven wheels, respectively.
, B RH includes corresponding driven wheel hydraulic pressure supply source hydraulic pressure control means 6□.

In FIG. 2, the tandem type master cylinder M is connected to a first braking oil pressure output capo door a for outputting braking oil pressure to the brake device BFL installed on the front left wheel, and to a brake device BFR installed on the front right wheel. and a second brake oil pressure output cupo door b for outputting brake oil pressure, and those brake oil pressure output cupo doors a.

Braking oil pressure corresponding to the amount of depression of the brake pedal P is outputted from 7b.

The master cylinder M has a first housing 10 formed in a cylindrical shape with both ends closed, and is slidably fitted into the first housing 10 while connected to a brake pedal P for forward movement in response to a depression operation. first and second actuating pistons 11.12, first and second output hydraulic chambers 13.14 formed in the first housing 10 facing the front side of each actuating piston 11.12, and 11
The first housing 10 includes a control hydraulic chamber 15 formed within the first housing 10 to exert hydraulic pressure to urge the first housing 12 forward.

The first housing 10 is made up of a pair of bottomed cylindrical bodies 1617 coaxially connected, and a first cylinder hole 18 with both ends closed is coaxially formed in the first housing 10 . The first working piston 11 is slidably fitted into the first cylinder hole 18 while forming a first output hydraulic chamber 13 between the first working piston 11 and the front closed end. It is slidably fitted into the first cylinder hole 18 while forming a second output hydraulic chamber 14 between the rear end and the rear end.

Moreover, a spring 19 is compressed between the front closed end of the first cylinder hole 18 and the first actuating piston 11, and urges the first actuating piston 11 toward the rear side. A spring 20 that exerts a spring force in a direction to separate the two is installed between the two. This causes the first and second working pistons 11.12 to work in conjunction.

A control piston 21 is slidably fitted in the rear part of the first cylinder hole 18, and a control hydraulic chamber 15 is defined between the control piston 21 and two rear closed ends of the first cylinder hole 18. Ru. This control piston 21 is coaxially and integrally provided with a pressing rod 21a that protrudes coaxially from the rear end of the second actuating piston 12, and the first cylinder hole 18
A piston rod 21b that oil-tightly and movably penetrates the rear closed end of the piston rod is coaxially and integrally provided. Moreover, the piston rod 21b is connected to the brake pedal P with a pedal force sensor S interposed therebetween. Therefore, the first and second actuating pistons 11.12 are pushed forward in response to the depression of the brake pedal P, and thereby braking hydraulic pressure can be obtained in the first and second output hydraulic chambers 13.14. .

By the way, since the back surface of the control piston 21 faces the control hydraulic chamber 15, by applying the control hydraulic pressure to the control hydraulic chamber 15, the control piston 21, that is, the first and second
The actuating piston 1112 will be pushed forward, and hydraulic pressure will act on each actuating piston 11.12 of the master cylinder M in addition to the depression force of the brake pedal P.

The first housing 10 includes a first brake hydraulic pressure output capo door a communicating with the first output hydraulic pressure chamber 13, a second brake hydraulic pressure output capo door b communicating with the second output hydraulic pressure chamber 14, and a control hydraulic pressure chamber 15.
A control port 23 communicating with the control port 23 is provided. Further, an annular auxiliary oil chamber 24 is defined between the outer surface of the first working piston 11 and the inner surface of the first cylinder hole 18, and the second working piston 1
An annular auxiliary oil chamber 25 is defined between the outer surface of the cylinder hole 2 and the inner surface of the first cylinder hole 18, and a reservoir R1 (see FIG. 1) attached to the master cylinder M is provided in the first housing 1o. Communication hole 26a communicating with oil chambers 24, 25
, 26b are drilled.

A valve mechanism 27 is provided between the first operating screw I/N 11 and the first housing IO, which communicates between the auxiliary hydraulic pressure 24 and the first output hydraulic pressure chamber 13 when the first operating piston 11 is at the retraction limit position. , first and second actuating pistons 11.
12 is provided with a valve mechanism 28 that communicates the auxiliary oil chamber 25 with the second output oil pressure chamber 14 when the second actuating piston 12 is at the backward limit position.

Each brake device BF1. ．． BFRI BRL B
The RR each includes a cylinder 30 and a piston 31 slidably fitted into the cylinder 30.
A braking force is generated by the movement of the piston 31 according to the braking oil pressure supplied to a braking oil pressure chamber 32 defined between the piston 31 and the braking oil pressure chamber 32.

The hydraulic supply source 4 includes a hydraulic pump 33 that pumps hydraulic oil from the reservoir R2, an accumulator 34 connected to the hydraulic pump 33, and a pressure switch 35 for controlling the operation of the hydraulic pump 34.

The left front wheel braking oil pressure adjusting means IFL and the right front wheel braking oil pressure adjusting means IFR have basically the same configuration, and only the configuration of the left front wheel braking oil pressure adjusting means IFL will be described below.

The left front wheel braking oil pressure adjusting means IFL includes a cylinder body 37 having a second cylinder hole 36 with both ends closed, a pressure regulating piston 38 slidably fitted into the second cylinder hole 36, and a second cylinder hole. 36 and the pressure regulating chamber 39 defined between the pressure regulating piston 38 and the second cylinder hole 3
The pressure regulating control hydraulic chamber 40 defined between the other end wall in the axial direction of 6 and the pressure regulating screw [238] and the pressure regulating piston 38 which can be engaged with the pressure regulating piston 38 from the pressure regulating chamber 39 side. A regulating rod 41 that is slidably fitted, and the regulating rod 4
A first spring 42 is interposed between one axial end wall of the second cylinder hole 36 and the regulating rod 41 to bias the pressure regulating piston 38 toward the pressure regulating control hydraulic chamber 40 side. A second spring 43 is provided between the regulating rod 41 and the pressure regulating piston 38 so as to bias the regulating rod 41 and the pressure regulating piston 38 .

The regulating rod 41 penetrates the center of the pressure regulating piston 38 in an axial direction relatively movable and in an oil-tight manner, and one axial end of the regulating rod 41 is connected to the pressure regulating piston 38 from the pressure regulating chamber 39 side. An engaging collar 41 a that can be fitted is provided, and the first spring 42 is compressed between the engaging collar 41 a and one axial end wall of the second cylinder hole 36 . Further, a collar-shaped spring bearing member 44 is fixed to the other axial end of the regulating rod 41.
This spring receiver is located between the member 44 and the pressure regulating piston 38.
The spring 43 is compressed.

In this left front wheel braking oil pressure adjustment means IFL, the pressure adjustment chamber 39
When the hydraulic pressure in the pressure regulating control hydraulic chamber 40 is the same, the regulating rod 41 is in a position where its other end is brought into contact with the other end wall of the second cylinder hole 36, as shown in FIG. The position of the pressure regulating piston 38 is regulated by the rod 41. When the hydraulic pressure in the pressure regulating control hydraulic chamber 40 decreases, the pressure regulating piston 38 moves in the direction of increasing the volume of the pressure regulating chamber 39 while contracting the second spring 43, and the hydraulic pressure in the pressure regulating control hydraulic chamber 40 decreases. As the pressure increases, the pressure regulating piston 38 and the regulating rod 41 move in a direction to decrease the volume of the pressure regulating chamber 39 while contracting the first spring 42.

The first solenoid valve 3FL communicates with the pressure regulating chamber 39 of the front left wheel brake hydraulic pressure adjusting means IFL, the first brake hydraulic pressure output capo door a of the master cylinder M, and the brake hydraulic pressure chamber 32 of the driving wheel brake device BFL. , the cutoff can be selectively switched, and in the demagnetized state, the first brake oil pressure output capo 7a and the brake oil pressure chamber 32 are communicated, and in the energized state, the first brake oil pressure output capo 7a and the brake oil pressure chamber 32 are connected to each other, and in the energized state, the first brake oil pressure output capo 7a is connected to the brake oil pressure chamber 32.
9 and the brake hydraulic chamber 32 are communicated with each other.

Further, the first solenoid valve 3FR is connected to the pressure regulating chamber 39 of the braking oil pressure adjusting means IFR for the right front wheel and the second solenoid valve 3FR of the master cylinder M.
It is possible to selectively switch between communication and disconnection between the brake oil pressure output capo 1-7b and the brake oil pressure chamber 32 of the brake device BFR, and in the demagnetized state, the second brake oil pressure output capo 1-7b and the brake oil pressure are connected to each other. It communicates with the chamber 32, and in the energized state, it communicates with the pressure regulating chamber 39.
and the brake hydraulic chamber 32 are communicated with each other.

The pressure regulating chamber 39 of the left front wheel braking hydraulic pressure adjusting means IFL and the braking hydraulic pressure chamber 32 of the brake device BFL are connected via a one-way valve 15FL that bypasses the first solenoid valve 3FL, and are connected to the braking hydraulic pressure adjusting means for the right front wheel. The pressure regulating chamber 39 of the means IFH and the braking hydraulic chamber 32 of the brake group ff B F H are a one-way valve 45F that bypasses the first solenoid valve 3 FR.
Connected via R. These one-way valves 45FL, 4
5FR, when the oil pressure in the pressure adjustment chamber 3-9 is higher than the oil pressure in the brake oil pressure chamber 32 by a certain value or more, the pressure is transferred from the pressure adjustment chamber 39 to the brake oil pressure chamber 3.
Allow flow only to the 2nd side.

The left front wheel hydraulic pressure supply source hydraulic control means 6F4, the right front wheel hydraulic pressure supply source hydraulic control means 6FR, and the driven wheel hydraulic pressure supply source hydraulic control means 6R are arranged parallel to each other in a common second housing 50. Since they basically have the same configuration, only the structure of the left front wheel hydraulic supply source hydraulic control means 6FL will be described in detail below.

The left front wheel hydraulic pressure supply source hydraulic control means 6FL includes an input port 51 communicating with the hydraulic pressure supply source 4, and an output port 52 communicating with the pressure regulating control hydraulic chamber 40 of the left front wheel braking hydraulic pressure adjustment means IFL.
A spool 54 is slidably fitted into a second housing 50 having a release port 53 communicating with the reservoir R2 to switch the communication state between the input port 51 and the release boat 53 and the output port 52 according to axial movement. An electromagnetic solenoid 55 that exerts a thrust according to the amount of electricity input is interlocked and connected to one end of the spool 54, and a third output hydraulic chamber 56 communicates with the output port 52 to exert a hydraulic pressure to counter the thrust. is formed facing the other end surface of the spool 54.

A third cylinder hole 57 is bored in the second housing 50, and the spool 54 is slidably fitted into the third cylinder hole 57. The electromagnetic solenoid 55 is connected to the second housing 5
The drive rod 58 of this electromagnetic solenoid 55 is attached to the third cylinder hole 57.
coaxially inserted into the Also, the other end of the spool 54 and the third
A third output hydraulic chamber 56 is defined between the cylinder hole 57 and the other end wall, and the third output hydraulic chamber 56 has a return force that urges the spool 54 toward the electromagnetic solenoid 55 side at one end in the axial direction. A spring 59 is housed. Therefore, the drive loft 58 is always in contact with one end of the spool 54, and the spool 54 and the electromagnetic solenoid 55 are interlocked and connected.

The spool 54 is provided with lands 61, 62 forming an annular groove 60 between them. Further, on the inner surface of the third cylinder hole 57, there is an annular recess 63 that allows communication between the release port 53 and the annular groove 60, and an annular recess 63 that allows communication between the input port 51 and the annular groove 60.
An annular recess 64 that can communicate therebetween is provided at intervals in the axial direction.

Further, the spool 54 is provided with a communication passage 65 that opens at the end surface on the third output hydraulic chamber 56 side and communicates with the annular groove 60, and the spool 54 moves to the right to communicate the annular recess 64 with the annular groove 60. When the annular recess 63 is in the hydraulic pressure supply position, the land 61 closes the annular recess 63, and when the spool 54 moves leftward from the hydraulic pressure supply position to the hydraulic release position where the annular recess 63 communicates with the annular groove 60, the annular recess 63 is closed. 64 is closed by the land 62, and in the intermediate position between the hydraulic pressure supply position and the hydraulic pressure release position, both annular four parts 63 and 64 are closed by the land 61.
．． 62, respectively.

That is, the spool 54 communicates the annular groove 60 leading to the third output hydraulic chamber 56 with the input boat 51 to connect the hydraulic pressure supply source 4.
in the axial direction between a hydraulic pressure supply position where hydraulic pressure is supplied to the third output hydraulic chamber 56 and a hydraulic release position where the annular groove 60 is communicated with the release boat 53 and the third output hydraulic chamber 56 is communicated with the reservoir R2. The hydraulic pressure of the electromagnetic solenoid 55 acting on one axial end of the spool 54 acts toward the hydraulic pressure supply position, and the hydraulic pressure of the third output hydraulic chamber 56 is applied to the other axial end of the spool 54. Hydraulic pressure acts toward the hydraulic release position.

A protrusion 66 that can abut the other end surface of the sprue 54 and close the communication path 65 is provided on the other end wall of the third cylinder hole 57, and the other end is located at a position offset from the protrusion 66. An output boat 52 is bored in the end wall. Thus, the protrusion 66
When a hydraulic failure occurs in the hydraulic path between the output hydraulic chamber 56 and the pressure regulating control hydraulic chamber 40, the spool 54 moves to the right as much as possible, thereby closing the communication path 65. This prevents the oil pressure failure from affecting the oil pressure supply source oil pressure control means 6FL, 6R.

The electromagnetic solenoid 55 is a near solenoid that generates a thrust according to the amount of electricity input to it. In other words, the electromagnetic solenoid 55 generates a thrust according to the amount of excitation current or a thrust according to the voltage when the resistance is constant. The thrust force F generated by the electromagnetic solenoid 55 when K is expressed as -1 in F=. Further, when the hydraulic pressure of the third output hydraulic chamber 56 is Pヮ and the pressure receiving area of the spool 54 facing the third output hydraulic chamber 56 is S, the hydraulic pressure f acting on the spool 54 is f=S, ・P9 is shown.

Therefore, when -1>Sc ・P, the spool 54 moves to the right hydraulic pressure supply position, and also K ・I
<5C-PH, the spool 54 moves to the left hydraulic pressure release position.

By moving the spool 54 in the axial direction in accordance with the magnitude relationship between the thrust force F and the hydraulic pressure f, hydraulic oil is supplied from the hydraulic pressure supply source 4 to the third output hydraulic chamber 56, and
Since the hydraulic pressure in the output hydraulic chamber 56 is released, the hydraulic pressure P
ヮ is given by the following formula.

P, = (K/Sc) ・1 That is, the oil pressures P and A are proportional to the current I supplied to the electromagnetic solenoid 55, and the oil pressure P□ of the third output hydraulic chamber 56 is the current supplied to the electromagnetic solenoid 55. It can be controlled arbitrarily by Therefore, the excitation current of the electromagnetic solenoid 55 is as follows:1. This control circuit 67 controls the excitation current amount according to the detection output of the pedal force sensor S.

Output boat 52 of hydraulic control means 6R, hydraulic supply source for driven wheels
are commonly connected to the brake hydraulic chamber 32 of the left and right rear wheel brake device BRI-1BRR.

Furthermore, the control boat I/23 of the master cylinder M and the output boat 52 of the hydraulic pressure supply source hydraulic control means 6FH for the right front wheel are as follows.
It is connected via an on-off valve 68. The on-off valve 68 is a solenoid valve, and communicates between the control port 23 and the output port 52 in a demagnetized state, and blocks the control port 23 and the output port 52 in an energized state.

Next, the operation of this embodiment will be explained. Under normal conditions, the on-off valve 68 is opened and the first solenoid valve 3 FLI is opened.
3 Brake device for driving wheels B F L by FM
The brake hydraulic pressure chamber 32 of +BFR is communicated with the first and second brake hydraulic pressure output capo doors a and 7b of the master cylinder M. When the brake pedal P is depressed to perform a braking operation in such a state, the depression force of the brake pedal P is detected by the depression force sensor S, and the electromagnetic solenoid 55 is activated according to the detected value.
is excited, the hydraulic pressure supply source hydraulic control means 6FR
control hydraulic chamber 1 of master cylinder M from output port 52 of
5 is given a control oil pressure corresponding to the pedal force. Therefore, both working pistons 11, 12 of the master cylinder M are pressed by a force equal to the depression force plus the hydraulic pressure, and the first and second pistons
The braking hydraulic pressure generated in the output hydraulic chambers 13 and 14 is applied to the braking hydraulic chamber 32 of the drive wheel brake device BFL+BFR. As a result, the master cylinder M operates with a boost force, but the pressure-receiving area of the control piston 21 facing the control hydraulic chamber 15 is larger than the pressure-receiving area of the first and second working pistons 11 and 12 across the piston rod 21b. Since it is set small by the area, it is possible to generate a large boost operation even if the hydraulic pressure applied to the control hydraulic chamber 15 is relatively low, contributing to miniaturization of the hydraulic pressure supply source hydraulic control means 6FH. can.

On the other hand, since the load on the rear wheel side is relatively small, the depression force of the brake pedal P is transmitted from the output port 52 of the hydraulic pressure supply source hydraulic control means 6R for the driven wheels to the braking hydraulic chambers 32 of the brake devices BRL and BRH for both driven wheels. The corresponding braking oil pressure is applied.

When the front wheels are about to lock up during braking, or when a locking condition occurs, the on-off valve 6
8 and closes the first solenoid valve 3 FLI.
3 Energize FR. As a result, the brake hydraulic pressure chamber 32 of the drive wheel brake device BFL+BFR has been used as the first and second brake hydraulic pressure output capo door a of the master cylinder M,
7b to the state in which it communicates with the pressure regulating chamber 39 of the left and right front wheel brake hydraulic pressure adjustment means I FLI I FH. Therefore, the electromagnetic solenoid 55 in the left and right front wheel hydraulic pressure supply source hydraulic control means 6 FLI 6 FH
By controlling the excitation current amount by the control circuit 67, the hydraulic pressure acting on the pressure regulating control hydraulic chamber 40 is adjusted, and the pressure regulating piston 38 is actuated by the left and right front wheel braking hydraulic pressure adjusting means I FLI I FR. It is avoided that the hydraulic pressure in the brake hydraulic chamber 32 in the wheel brake device BFL+BFR is reduced and the lock state is entered.

When the slip ratio of the front wheels reaches the optimum state due to the pressure reduction described above, it is possible to linearly control the oil pressure in the brake hydraulic chamber 32 by controlling the oil pressure in the pressure regulating control oil pressure chamber 40 so that the optimum slip state is maintained. Become. Moreover, during such anti-lock control, the control hydraulic chamber 15 of the master cylinder M
Since no control hydraulic pressure is applied to the brake pedal P, no kickback occurs to the brake pedal P.

Furthermore, when the first solenoid valves 3 FL, 3 FR are returned to their original demagnetized state with the end of the anti-lock control for the front wheels, the pressure regulating chamber 39 in the left and right front wheel brake hydraulic pressure adjusting means I FLI I FR is activated when the braking operation is completed. The accumulated hydraulic pressure is released to the master cylinder M side via the one-way valves 45FL and 45FR, and the pressure regulating piston 38 returns to its initial position.

When a lock condition of the rear wheels is about to occur or a lock condition has occurred, the hydraulic pressure of the output port 52 is controlled by controlling the amount of excitation current of the electromagnetic solenoid 55 in the driven wheel hydraulic pressure supply source hydraulic control means 6Ri. lower,
The hydraulic pressure in the brake hydraulic chambers 32 in the brake devices BRL and BH can be reduced to release the locked state.

Let us assume that the drive wheels, that is, the front wheels, experience excessive slip while the vehicle is running in a non-braking state.

At this time, each brake device BFL+BFR is adjusted to the pressure regulating chamber 3 of the front wheel braking hydraulic pressure adjusting means I FLI IFH.
9 so that the first solenoid valve 3 FL, 3
FR is energized, the on-off valve 68 is closed, and the electromagnetic solenoid 55 of the front wheel oil pressure supply source oil pressure control means 6FL+6FR is energized. As a result, a hydraulic pressure corresponding to the excitation current amount is generated in the third output hydraulic chamber 56 of each hydraulic pressure supply source hydraulic pressure control means, and this hydraulic pressure is applied to the front wheel braking hydraulic pressure adjusting means IF.
It acts on the pressure regulating control hydraulic chamber 40 of LI I PR.

As a result, the volume of the pressure regulating chamber 39 is contracted in the front wheel brake hydraulic pressure adjusting means IFL, 1■. Therefore, even though the brake pedal P is not depressed, the brake hydraulic chamber 3 in the drive wheel brake device BFL+ BF□
The hydraulic pressure at No. 2 increases, and a braking force is applied to the front wheels to reduce the driving force, making it possible to eliminate excessive slip.

FIG. 3 shows another embodiment of the present invention, and parts corresponding to those in the above embodiment are given the same reference numerals.

A modulator 69 is interposed between the braking hydraulic chamber 32 of the driving wheel brake device B attached to the driving wheel and the braking hydraulic pressure output capo door of the master cylinder M', and the modulator control hydraulic chamber 79 of the modulator 69 A second switching valve is provided between the control port 23 of the master cylinder M' and the output port 52 of the driving wheel hydraulic pressure supply source hydraulic control means 6 and the reservoir R2, which can selectively switch between communication and isolation. A second solenoid valve 70 is provided.

The master cylinder M' is equipped with a braking oil pressure output port door communicating with an output oil pressure chamber (not shown) and a control port 23 communicating with a control oil pressure chamber (not shown). When the control oil pressure is input, the booster operates and the brake oil pressure is output from the brake oil pressure output capo door. It also detects the depressing force of the brake pedal P (a depressing force sensor S is attached to the master cylinder M', and the output of this depressing force sensor S is used to excite the electromagnetic solenoid 55 of the hydraulic pressure supply source hydraulic control means 6 for the drive wheels). It is input to a control circuit 67 that controls the amount of current.

The modulator 69 is slidably fitted into the fourth cylinder hole 72 and a modulator main body 74 having fourth and fifth cylinder holes 72 and 73 coaxially bored with a partition wall 71 interposed therebetween. a piston 75 and the piston 75
a piston 76 that is slidably fitted into the fifth cylinder hole 73 while being interlocked and connected to the piston 76; a modulator input chamber 77 defined between the partition wall 71 and the piston 75;
1 and the piston 76; a modulator control hydraulic chamber 79 defined between the end wall of the fourth cylinder hole 72 opposite to the partition wall 71 and the piston 75; and a modulator input chamber. 77 and the modulator output chamber 78 in accordance with the movement of the pistons 75 and 76.
0, and a spring 81 that is contracted between the end wall of the fifth cylinder hole 73 opposite to the partition wall 71 and the piston 76.

The modulator output chamber 78 is communicated with the brake hydraulic pressure chamber 32 of the drive wheel brake device B, and the modulator input chamber 77 is communicated with the brake hydraulic pressure output cupo door of the master cylinder M.

Further, both pistons 7576 are fixed to both ends of a connecting rod 82 that penetrates partition wall 71 oil-tightly and movably, so that both pistons 75 and 76 are interlocked. Moreover, both pistons 75 and 76 are biased by the spring 81 in a direction to contract the volumes of the modulator output chamber 78 and the modulator control hydraulic chamber 79 and to increase the volume of the modulator input chamber 77.

The on-off valve mechanism 80 includes a valve chamber 83 formed in the partition wall 71 and communicating with the modulator input chamber 77, a valve hole 84 formed in the partition wall 71 between the valve chamber 83 and the modulator output chamber 78, and a valve hole 84 formed in the partition wall 71 between the valve chamber 83 and the modulator output chamber 78. Opening and closing of the hole 84 (a valve body 85 housed in the valve chamber 83, a spring 86 housed in the valve chamber 83 to bias the valve body 85 in the valve closing direction, Further, one end of the valve rod 87 is fixed to the valve body 85, and the other end projects from the valve hole 84 into the modulator output chamber 78 so as to come into contact with the piston 76.

In this opening/closing valve mechanism 80, the piston 76 is moved toward the partition wall 71 to contract the volume of the modulator output chamber 78, and when the valve is opened, the modulator power chamber 77 and the modulator output chamber 78 are communicated with each other. Partition wall 71
When the modulator moves in a direction away from the main body, the valve closes to cut off the connection between the modulator manpower chamber 77 and the modulator output chamber 78.

When the oil pressure in the modulator control oil pressure chamber 79 is low, the piston 76 moves toward the partition wall 71, and in this state, the brake oil pressure from the brake oil pressure output capo door of the master cylinder M' opens and closes from the modulator input chamber 77. Valve mechanism 80
And it acts on the drive width brake device B via the modulator output chamber 78. Furthermore, when the hydraulic pressure in the modulator control hydraulic chamber 79 increases, the piston 76 moves toward the partition wall 71.
As the opening/closing valve mechanism 80 moves away from the engine and closes the valve, the volume of the modulator output chamber 78 increases, so that the braking oil pressure of the driving wheel brake device B decreases.

According to this embodiment, the second solenoid valve 70 connects the output port 52 of the hydraulic pressure supply source hydraulic control means 6 to the control port 23 of the master cylinder M', and connects the modulator control hydraulic chamber 79 to the reservoir R2. When the brake pedal P is depressed, hydraulic pressure from the master cylinder M' is applied to the drive wheel brake system B via the modulator 69.
given to.

Further, during the above-mentioned braking operation, the second solenoid valve 70 connects the output port 52 of the hydraulic pressure supply source hydraulic control means 6 to the modulator control hydraulic chamber 79 and connects the control port 23 to the reservoir R2.
By applying a control hydraulic pressure to the modulator control hydraulic pressure chamber 79, the braking pressure of the drive circumferential brake device B can be lowered to perform anti-lock control.

Further, during non-braking operation, the second solenoid valve 70 connects the output port 52 of the hydraulic pressure supply source hydraulic control means 6 to the control port 23 of the master cylinder M', and also connects the modulator control hydraulic chamber 79 to the reservoir R2. By applying control hydraulic pressure from the supply hydraulic pressure control means 6 to the control port 23, braking pressure can be applied to the drive wheel brake device B to perform traction control.

In each of the above embodiments, the pedal force sensor S that detects the depression force of the brake pedal P is used as the operation amount sensor, but a sensor that detects the depression stroke of the brake pedal P may also be used.

C1 Effects of the Invention As described above, according to the first feature of the present invention, by applying the control hydraulic pressure to the control hydraulic chamber provided in the master cylinder, the boosting operation of the master cylinder can be performed easily. With this configuration, boosting operation of the master cylinder can be realized.

According to the second feature of the present invention, in addition to producing the effects of the first feature, anti-lock control and traction control can be performed by controlling the operation of the first switching valve and the on-off valve.

Furthermore, according to the third feature of the present invention, in addition to producing the effects of the first feature, anti-lock control and traction control can be performed by controlling the operation of the second switching valve.

[Brief explanation of drawings]

1 and 2 show an embodiment of the present invention,
FIG. 1 is a hydraulic circuit diagram, FIG. 2 is a longitudinal sectional side view of a master cylinder, and FIG. 3 is a hydraulic circuit diagram of another embodiment of the present invention.

Claims (3)

[Claims] (1) An operating piston that is connected to the brake pedal and slidably fitted into the housing so as to operate forward in response to a pedal depression; formed in the housing with the front side of the operating piston facing to be connected to the brake device. a master cylinder having an output hydraulic pressure chamber formed in the housing and a control hydraulic chamber formed in the housing to exert hydraulic pressure that urges the actuating piston forward; an operation amount sensor that detects the amount of depression of the brake pedal; ; a hydraulic pressure supply source; a hydraulic pressure supply source hydraulic control configured to control hydraulic pressure according to the output of the manipulated variable sensor and output it from an output port, and the output port can be connected to the control hydraulic chamber; A braking hydraulic control device for a vehicle, comprising means and; (2) Brake oil pressure adjustment consisting of a pressure regulating control hydraulic chamber connected to the output port of the hydraulic pressure control means and a pressure regulating piston slidably fitted into the cylinder body with both ends facing the pressure regulating chamber. means, a first switching valve capable of selectively switching the communication state between the output hydraulic pressure chamber of the master cylinder and the drive wheel brake device, and the communication state between the pressure regulating chamber and the drive wheel brake device, and the control hydraulic pressure of the master cylinder. The braking hydraulic control device for a vehicle according to item (1), further comprising an on-off valve interposed between the chamber and the output port of the hydraulic pressure supply source hydraulic control means. (3) Equipped with a modulator input chamber that communicates with the output hydraulic pressure chamber, a modulator output chamber that is connected to the drive wheel brake device and can communicate with the modulator input chamber, and a modulator control hydraulic chamber, and is used to increase the hydraulic pressure of the modulator control hydraulic chamber. A modulator configured to be able to increase the volume of the modulator output chamber while blocking the connection between the modulator input chamber and the modulator output chamber is interposed between the output hydraulic pressure chamber and the drive wheel brake device, and is configured to increase the volume of the modulator output chamber while blocking the modulator input chamber and the modulator output chamber. A second switching valve capable of selectively switching between communication and isolation is interposed between the chamber and the modulator control hydraulic chamber of the modulator and the output port and reservoir of the hydraulic pressure supply source hydraulic control means. The first (
1) The vehicle brake hydraulic control device described in item 1).