JPH0411896Y2 - - Google Patents

Description

[Detailed description of the invention] "Field of industrial application" This invention relates to a remotely controllable vehicle brake system.

``Prior Art'' Conventionally, a power piston installed in a shell via a diaphragm divides the inside of the shell into a working pressure chamber and a constant pressure chamber, and the pressure difference between the working pressure chamber and the constant pressure chamber causes the power piston to A vehicle brake device is known in which a booster that operates a power piston and moves an output shaft provided on the power piston in its axial direction can be remotely controlled via a control device.
As the control device for the booster, for example,
As seen in Publication No. 48-40265, an input proportional valve (relay valve) connected to a booster and capable of generating pressure proportional to the input is remotely operated using hydraulic pressure, and the operating pressure chamber of the booster is controlled remotely using hydraulic pressure. ,
It is known that a booster is controlled by applying atmospheric pressure and negative pressure to a constant pressure chamber, respectively.

However, in the case of such a conventional booster control device for a vehicle brake system, since hydraulic piping must be installed, the installation location is often restricted.

Therefore, as described in Utility Model Application No. 61-23307, a booster is proposed in which a linear solenoid drives a valve that generates a pressure proportional to the input and introduces the pressure into the operating pressure chamber of the booster. A control device is proposed.

``Problem that the invention seeks to solve'' However, in this booster control device, when the brake operation starts, the plunger, control piston, etc. connected to the solenoid vibrate, which is transmitted to the airflow and may generate abnormal noise. ,
If the air passage is made smaller in order to prevent the occurrence of this abnormal noise, there is a risk that a response delay will occur during depressurization.

An object of the present invention is to provide a vehicle brake device that solves the above-mentioned problems.

"Means for Solving the Problems" The present invention has the following configuration in order to achieve the above object. That is, in a vehicle brake device that generates air pressure proportional to an input and introduces the air pressure into an operating pressure chamber of a booster, the atmospheric valve is equipped with a brake sensor and communicates the atmosphere with the valve chamber in an open state. a passage that communicates the valve chamber with the operating pressure chamber of the booster; a vacuum valve that opens when the atmospheric valve is closed and communicates the valve chamber with a negative pressure source; and a passage from the valve chamber to the operating pressure chamber of the booster. and a linear solenoid that is driven via a controller by an output signal of the brake sensor, and a check valve that prevents the flow of air from the booster to the valve chamber and allows the flow of air from the operating pressure chamber of the booster to the valve chamber, A control valve is provided that generates a pressure proportional to the output signal of the brake sensor and introduces the pressure into the operating pressure chamber of the booster.

``Function'' By providing a check valve in the control valve, it suppresses the sudden inflow of air into the working pressure chamber, and at the same time ensures an appropriate outflow of air from the working pressure chamber when brake fluid pressure decreases. This prevents vibration and the generation of abnormal noise due to the vibration, and improves responsiveness during the pressure reduction.

``Example'' Below, an example of the present invention is shown in Figures 1 to 12.
This will be explained based on the diagram. 1 in Figure 1 is a booster, and this booster 1 has a control valve 2.
is connected.

The booster 1 is powered by a power piston provided in the shell 3 via a diaphragm.
The interior is defined into a working pressure chamber and a constant pressure chamber, and the power piston is actuated by the pressure difference between the working pressure chamber and the constant pressure chamber, and the output shaft provided in the power piston is moved in its axial direction. This is how it was done.

Control valve 2 is linear solenoid 4
and a proportional valve 5 fastened to the linear solenoid 4 with a screw (not shown).
An O-ring 5a is provided between the linear solenoid 4 and the proportional valve 5.

The linear solenoid 4 is constructed as shown in FIG. That is, a guide member 10 is provided at the bottom of the flanged cup-shaped case 6 by being fitted into ring-shaped spacers 7, 8, and 9 provided at the inner bottom of the case 6.

A coil 13 wound around a bobbin 12 is fitted onto the outside of the guide member 10 via a sleeve 11. A plurality of lead wires 13 of this coil 13
a passes through the spacers 7, 8, 9 and the bottom of the case 6 and is drawn out. Lead wire 13a
The outlet portion of is sealed by a rubber grommet 13b.

A plunger 15 is slidably provided within the guide member 10 via a sleeve 14. This plunger 15 has a rod 1 in the center of the sliding body 16.
7 is integrally provided by press-fitting or the like, and the proportional valve 5 side of the rod 17 protrudes from the sliding body 16. Plunger 15 is guide member 1
0 guides its axial movement.

Further, a base 20 having a flange 18 and a center hole 19 is provided on the proportional valve 5 side within the case 6. The base 20 has a concave portion 21 provided on the end face on the sliding body 16 side facing the sliding body 16 so as to be able to fit therein, a body portion 22 that is fitted into the sleeve 11, and a mouth edge of the case 6. The flange 18 is press-fitted and fixed. Recess 2
1. A spacer 23 fitted with a rod 17 is interposed between the sliding bodies 16, and the rod 17 is freely movable in the center hole 19. The spacer 23 is for stroke adjustment of the plunger 15.
24 is an O-ring that seals between the sleeve 11 and the guide member 10, and 25 is an O-ring that seals between the sleeve 11 and the base 20.

In addition, case 6, spacers 7, 8, 9, guide member 10, sleeve 14, sliding body 16, rod 1
7. The base 20 is made of magnetic material, and the sleeve 1
1. The spacer 23 is made of a non-magnetic material.

Further, the proportional valve 5 is constructed as shown in FIG. That is, a body structure 26 having a hollow portion and a body structure 27 are opposed to each other and fastened together by a plurality of bolts 28 to form a body 29.

A partition wall 26a is provided within the body structure 26, and a rod hole 30 and an air passage 31 are formed in this partition wall 26a.

On the other hand, a partition wall 27a is provided in the body structure 27, and a stepped hole-shaped valve hole 3 is provided in the partition wall 27a.
2 is bored, and a valve seat 33 is formed at the edge of the valve hole 32 on the side opposite to the body structure 26.

Further, a liner 34 consisting of a flange and a boss is fixedly provided on the side of the body structure 26 of the partition wall 27a, and a guide hole 35 consisting of a large diameter part and a small diameter part is formed in the center of the liner 34. . Further, a valve chamber 36 is provided between the partition wall 27a and the liner 34.

A diaphragm 37 is interposed between the body structure 26 and the body structure 27, and this diaphragm 3
7, the inside of the body 29 is an operating pressure chamber 38 and a constant pressure chamber 3.
9.

On the body structure 26 side of the diaphragm 37,
A cup-shaped reaction piston 40 is arranged, and a ring plate 41 is disposed on the body structure 27 side of the diaphragm 37.
The diaphragm 37, the reaction piston 40, the ring plate 41, etc. constitute a control piston 42. A flanged valve plunger 43 is fitted and attached to the center of the diaphragm 37, reaction piston 40, and ring plate 41. The ring plate 41 is fitted and attached to the center side of the diaphragm 37. A through hole 44 is formed in the center of the valve plunger 43.

One end of the valve plunger 43 is connected to the liner 3.
The valve plunger 43 is slidably fitted into the guide hole 35 at the center of the valve plunger 4, and is inserted into the valve hole 32 with a space provided between the inner circumferential surface of the valve hole 32 and the outer circumference of the valve plunger 43.

The liner 34 also includes a valve chamber 36 and an operating pressure chamber 3.
Air passages 45 and 46 are formed to communicate with 8. The air passage 45 is opened and closed by a check valve (valve plate) 47 provided between the partition wall 27a and the liner 34.

A return spring 48 is interposed between the ring plate 42 and the flange of the liner 34.

Further, the rod hole 30 of the partition wall of the body structure 26
An input rod 49 is slidably fitted into the insert rod 49. The input rod 49 consists of a large diameter part and a small diameter part, and a recess 50 is formed in the large diameter part. A notch passage 51 communicating with the recess 50 is formed in the side wall of the recess 50 .

The input rod 49 is connected to the valve plunger 43 when the proportional valve 5 is not in operation (FIG. 1).
It is brought into contact with the rod 17.

Further, a stepped portion is provided at the outer end of the body structure 27, and a filter case 52 is hooked onto the stepped portion, and a filter made of a perforated plate such as punched metal is attached to the outside of the filter case 52. A retainer 53 is provided, and these filter cases 5
2. The filter retainer 53 is secured to the body structure 27 by a retaining ring 54 attached to the body structure 27.
Fixed. A plurality of air passage holes 52a are formed in the filter case 52, and a filter 55 is housed in the filter case 52.

In addition, the body structure 27 and the filter case 52
The space between them is sealed by a square ring 56. This allows the atmosphere to flow to the body 29 without passing through the filter 55.
is prevented from flowing into the interior.

A poppet valve 57 and a poppet spring 58 that constantly biases and presses the poppet valve 57 against the valve seat 33 are provided between the filter case 52 and the valve seat 33. The poppet valve 57 includes a rubber plate 57a that contacts the valve seat 33 and a metal plate 57b to which the rubber plate 57a is bonded by vulcanization.
It is made up of.

The return spring 48, valve plunger 43, poppet valve 57, etc. constitute a vacuum valve 59, and the poppet valve 57, poppet spring 58, valve seat 33, etc. constitute an atmospheric valve 60.

Further, the body structure 27 is provided with a cap 61 located outside the filter 55.
This cap 61 has a plurality of claws 61a at its tip.
The body structure 2 is attached to the body structure 27 by bending these claws 61a and engaging grooves formed on the outer periphery of the body structure 27.
The cap 61 is installed with a gap between the cap 61 and the filter 55 to prevent dirty water from splashing onto the filter 55.

Note that the body structure 26 has an external and constant pressure chamber 39.
A negative pressure source connection port 62 is formed in the body structure 27 to connect the negative pressure source and the constant pressure chamber of the booster 1. Booster connection port 63 to be connected
is formed.

Further, a brake sensor 65 is connected to the lead wire 13a of the linear solenoid 4 via a controller 64.
are electrically connected.

Next, the operation of the vehicle brake system configured as described above will be explained.

First, description will be given of the time when the pressure of the brake fluid is increased.

The controller 6 is connected to the lead wire 13a of the coil 13.
4. A brake sensor 65 is electrically connected, a negative pressure source (not shown) such as a manifold of an automobile engine and a constant pressure chamber of the booster 1 are connected to a negative pressure source connection port 62, and a booster connection port 63 is connected to a constant pressure chamber of the booster 1. When the control valve 2 to which the operating pressure chamber of the booster 1 is connected is in the non-operating state shown in FIG.
3. Working pressure chamber 38, air passage 46, guide hole 35
large diameter part, valve hole 32, between poppet valve 57 and valve plunger 43, through hole 44, recess 5
0, notch passage 51, constant pressure chamber 39, negative pressure source connection port 6
2 to a negative pressure source. Therefore, the working pressure chamber 38 and the constant pressure chamber 39 of the proportional valve 5 have the same pressure, and as a result, the working pressure chamber and the constant pressure chamber of the booster 1 have the same pressure.

When the brake is operated, the brake sensor 65 emits an output signal, this signal is input to the controller 64, and the controller 64 outputs an output to the linear solenoid 4 according to the input signal of the brake sensor 65. Then, base 20 → case 6 → spacers 7, 8, 9 → guide member 10 →
A magnetic circuit is formed from the sleeve 14 to the sliding body 16 to the base 20, and the linear solenoid 4 generates thrust according to the output of the controller 64. This generates a thrust force of the plunger 15 to the left in FIG.

At this time, the linear solenoid 4 exhibits a characteristic effect on the relationship between the stroke S of the plunger 15 and the thrust F. To explain this in principle, the fourth
Characteristics of the flat solenoid 71 shown in the figure (fifth
Figure) and leakage type solenoid 7 shown in Figure 6.
The combination of the two characteristics (FIG. 7) becomes the characteristics of the linear solenoid 4, and its configuration becomes a solenoid 73 roughly shown in FIG. Further, the characteristic of the solenoid 73 shown in FIG. 8 is a characteristic c, which is a combination of the characteristic b of the flat type solenoid 71 and the characteristic a of the leakage type solenoid 72, as shown in FIG. That is, as shown in FIG. 10, a thrust F proportional to the current i flowing through the coil is obtained in the stroke range from O to _S1 .

Therefore, this stroke S ₁ can be set in accordance with the stroke of the valve plunger 43 of the proportional valve 5, and is thus set.

When a thrust force to the left in FIG. 1 is applied to the plunger 15, this thrust force is transmitted to the valve plunger 43 via the rod 17 and the input rod 49. 42 does not move, and when the force of the return spring 48 is overcome, the input rod 49 and valve plunger 43
At the same time, the control piston 42 suddenly moves to the left in the figure against the force of the return spring 48, and the tip of the valve plunger 43 comes into contact with the rubber plate 57a of the poppet valve 57, causing the vacuum valve 59 to come into contact with the rubber plate 57a of the poppet valve 57.
is closed, further pushing the poppet valve 57 to the left in the figure against the force of the poppet spring 58. As a result, the poppet valve 57 is separated from the valve seat 33 and the atmospheric valve 60 is opened, and the atmospheric air flows from the gap between the cap 61 and the body structure 27 to the punched hole in the filter holder 53 to the filter 55 to the air passage in the filter case 52. Hole 52a
→ Atmospheric valve (between poppet valve 57 and valve seat 33) 60 → Valve hole 32 → Guide hole 35 → Air passage 4
6 into the working pressure chamber 38, creating a pressure difference between the working pressure chamber 38 and the constant pressure chamber 39. The atmosphere inside the working pressure chamber 38 is further connected to the booster connection port 63.
It flows into the working pressure chamber of the booster 1 through the. Thereby, a pressure difference is provided between the working pressure chamber and the constant pressure chamber of the booster 1.

At this time, the air passage 45 is closed by the check valve 47, and no air flows through the air passage 45. In addition, the air passage 46 does not interfere with the rate of pressure increase of the brake fluid pressure, and even if the atmospheric valve 60 opens too much due to the inertia of the control piston 42, plunger 15, etc., the pressure in the operating pressure chamber 38 suddenly increases. This prevents the control piston 42, plunger 15, poppet valve 57, etc. from vibrating and making abnormal noises.

Incidentally, if the air passage 46 is too large,
Linear solenoid 4 caused by brake operation
When the plunger 15 suddenly operates due to the thrust of the plunger 15, the atmospheric valve 60 opens more than necessary due to the inertia of the plunger 15 and sucks in excess air.
Further, when the plunger 15 operates suddenly, a counter electromotive force is generated in the linear solenoid 4 due to a change in the magnetic path, and the thrust of the linear solenoid 4 is temporarily reduced. As a result of the above, the balance of the forces applied to the control piston 42 is disrupted, and the control piston 42 is returned rapidly, which causes the vacuum valve 59 to open more than necessary, and excess air in the operating pressure chamber 38 flows into the vacuum source. Further, when the plunger 15 returns suddenly, the thrust of the linear solenoid 4 temporarily increases due to the back electromotive force, contrary to the above. This causes the force applied to the control piston 42 to become unbalanced, causing the control piston 42 to suddenly move toward the poppet valve 57. The above phenomenon is repeated alternately, causing the control piston 42, poppet valve 57, etc. to vibrate and produce abnormal noise.

Furthermore, if the air passage 46 is too small, a problem arises in that the response during pressure reduction is delayed.

Thus, the atmosphere is maintained in the working pressure chamber 38 and the working pressure chamber of the booster 1 until the thrust of the plunger 15 and the differential pressure generated in both chambers of the control piston 42, that is, the working pressure chamber 38 and the constant pressure chamber 39, are balanced. will flow in.

Therefore, if the degree of vacuum in the constant pressure chamber 39 is Va and the degree of vacuum in the working pressure chamber 38 is Vb, then the thrust F of the plunger 15 and the differential pressure Va between the constant pressure chamber 39 and the working pressure chamber 38 are
-Vb (that is, the operating pressure difference between the operating pressure chamber and the constant pressure chamber of the booster 1) has a proportional relationship as shown in FIG.

Therefore, when this relationship is combined with the characteristics of the linear solenoid 4 shown in FIG. 10, as shown in FIG. 12, the current i flowing through the coil 13 and the operating pressure difference Va- Vb is obtained as having a proportional relationship.

Therefore, according to this embodiment, the booster 1 can be controlled by supplying current to the linear solenoid 4 to drive the proportional valve 5 of the control valve 2. Since it is only necessary to send a signal to the solenoid 4, restrictions on the installation locations of device parts, etc. can be significantly relaxed.

Next, a description will be given of the time when the pressure of the brake fluid is reduced.

The output signal of the brake sensor 65 is input to the controller 64, the thrust of the linear solenoid 4 is reduced, the control piston 42 moves toward the base 20 together with the valve plunger 43, and the atmospheric valve 6
0 is closed and vacuum valve 59 is open. Then, the air in the working pressure chamber 38 and the working pressure chamber of the booster 1 tries to flow to the vacuum source, but at this time, due to the differential pressure between the valve chamber 36 and the working pressure chamber 38, the check valve 47 is closed as shown in FIG. Then, the tip side deforms toward the valve seat 33 side, opening the air passage 45 that had been closed until then. As a result, the air in the working pressure chamber 38 and the working pressure chamber of the booster 1 passes through the air passages 45 and 46, and further passes through the valve chamber 36,
It passes through the valve hole 32 and the through hole 44, passes through the recess 50, the notch passage 51, the constant pressure chamber 39, and the negative pressure source connection port 62, and flows into the vacuum source. Therefore, since the air passages 45 and 46 from the operating pressure chamber 38 to the vacuum source have an appropriate size, there is no delay in the response when the pressure of the brake fluid is reduced.

Further, according to this embodiment, the input rod 4
9. Since the sliding resistance of the valve plunger 43 is small, it is possible to reduce the hysteresis loss with respect to the input of the generated differential pressure supplied to the working pressure chamber and the constant pressure chamber of the booster 1, and therefore the device can be made compact. It is possible to reduce power consumption.

In addition, in the above embodiment, the guide member 1
0, an O-ring 24 was provided between the sleeve 11 and an O-ring 25 was provided between the sleeve 11 and the base 20, but the present invention is not limited to this, and for example, the O-rings 24 and 25 of the above embodiment may be omitted and these Instead, install an O-ring between the case 6 and the base 20,
The inside of the case 6 may be kept airtight by this O-ring and the grommet 13b (second embodiment).

Further, in the second embodiment, case 6,
Although an O-ring is provided between the base 20 to maintain airtightness inside the case 6, the present invention is not limited to this, and for example, the O-ring in the second embodiment may also be omitted to maintain airtightness between the linear solenoid 4 and the proportional valve 5. The airtightness within the case 6 may be maintained only by the O-ring 5a (third embodiment).

"Effects of the invention" According to the invention, a vehicle brake device that generates air pressure proportional to input and introduces the air pressure into the operating pressure chamber of a booster is equipped with a brake sensor and is connected to the atmosphere in an open state. an atmospheric valve that communicates with a valve chamber; a passage that communicates the valve chamber with an operating pressure chamber of the booster; a vacuum valve that opens when the atmospheric valve is closed and communicates the valve chamber with a negative pressure source; a check valve that prevents air from flowing from the chamber to the operating pressure chamber of the booster and allows air to flow from the booster's operating pressure chamber to the valve chamber; and a check valve that is driven via a controller by the output signal of the brake sensor. Since the control valve is provided with a linear solenoid therein, which generates a pressure proportional to the output signal of the brake sensor and introduces the pressure into the operating pressure chamber of the booster, the control valve is electrically controlled. Therefore, it is possible to greatly alleviate restrictions on installation location, etc., and by providing a check valve in the control valve 2, it is possible to suppress the sudden inflow of atmospheric air into the working pressure chamber. At the same time, it ensures an appropriate outflow of atmospheric air from the operating pressure chamber when brake fluid pressure decreases, and prevents abnormal noises caused by vibrations of control valve plungers, control pistons, and other members at the start of brake operation. It is possible to prevent a delay in response when the pressure of the brake fluid is reduced, and it is also possible to prevent a dragging phenomenon when the vehicle starts or accelerates.

[Brief explanation of the drawing]

Fig. 1 is a cross-sectional side view of the main part showing an embodiment of the present invention, Fig. 2 is a sectional view of the main part showing the check valve in the closed state, and Fig. 3 is a cross-sectional view of the main part showing the check valve in the closed state. 4 is a schematic vertical sectional view of the flat solenoid, FIG. 5 is a characteristic diagram of the flat solenoid, FIG. 6 is a schematic vertical sectional view of the leakage type solenoid, and FIG. 8 is a schematic vertical sectional view of a linear solenoid, FIG. 9 is a characteristic diagram of a linear solenoid, and FIGS. 10 to 12 are characteristic diagrams of a linear solenoid according to the present invention. 1...Booster, 2...Control valve,
4...Linear solenoid, 38...Working pressure chamber, 3
9... constant pressure chamber, 42... control piston,
43... Valve plunger, 47... Check valve (valve plate), 57... Poppet valve, 59... Vacuum valve, 60... Atmospheric valve, 64... Controller, 6
5...Brake sensor.

Claims (1)

[Scope of Utility Model Registration Claim] A vehicle brake device that generates air pressure proportional to input and introduces the air pressure into the operating pressure chamber of a booster, which is equipped with a brake sensor and which connects the atmosphere and the valve chamber in the open state. an atmospheric valve that communicates between the valve chamber and the operating pressure chamber of the booster; a vacuum valve that opens when the atmospheric valve is closed and communicates the valve chamber with a negative pressure source; A check valve that prevents air from flowing into the booster's working pressure chamber and allows air to flow from the booster's working pressure chamber to the valve chamber, and a linear solenoid that is driven via a controller by an output signal from the brake sensor. A vehicle brake device comprising: a control valve that generates a pressure proportional to an output signal of the brake sensor and introduces the pressure into an operating pressure chamber of the booster.