JPH04297362A - Antiskid brake controller - Google Patents

Abstract

PURPOSE:To prevent any vibration and noise in modulator from occurring by absorbing a pulsation of brake fluid to be produced by a pump in a effective manner. CONSTITUTION:A thin film (a) by means of coating of an elastic body of rubber or the like is formed in an inner wall of a volume chamber 17, an inner wall of a passage 19 between this volume chamber 17 and a check valve 15, an inner wall of a passage 20 between the check valve 15 and a kickback preventing orifice 16, and an inner wall of a passage 21 between this orifice 16 and an end connection to a master cylinder 1, all in a modulator. Owing to the thin film (a) of this elastic body, a pulsation of brake fluid comes to be efficiently absorbed.

Description

[Detailed description of the invention]

0001

[Field of Industrial Application] The present invention relates to an anti-skid brake control device for controlling wheel skid during braking, and in particular to a pump for re-increasing wheel cylinder pressure after reducing it during anti-skid brake control. The present invention relates to an anti-skid brake control device including at least an anti-skid control modulator formed by combining anti-skid control parts including the anti-skid control parts into a unit.

0002

[Prior art] Generally, anti-skid brake control is
When it is detected that a wheel is in a skid state during braking, the brake force on that wheel is weakened to eliminate the skid state, and then the brake force is increased again to stabilize vehicle handling and shorten the braking distance. Brake control is performed to make the length as short as possible.

Conventionally, in an anti-skid brake control system that performs such control, when a brake wheel becomes skidded, the brake fluid in the brake cylinder is discharged to a sump device to reduce the fluid pressure in the brake cylinder. When the skid state of the brake wheels is resolved, the brake fluid in the sump device is returned to the brake cylinder by the pump to increase the hydraulic pressure in the brake cylinder again.

[0004] The anti-skid brake control pump is
Generally, it is often composed of a plunger type piston pump. This plunger type piston pump has a pair of plungers, and this plunger is rotated by a cam driven by a motor.
゜It is designed to move back and forth with a shift in phase. Anti-skid control parts such as this piston pump, anti-skid control hydraulic pressure regulating valve, and sump device are combined into one unit as an anti-skid control modulator.

[0005]

By the way, during anti-skid control, the piston pump is driven, and in this case, as described above, the pair of plungers reciprocate with a phase shift of 180 degrees. Therefore, pulsation of the brake fluid occurs in the passage on the pump discharge side, and this pulsation causes the modulator to vibrate. The vibrations of the modulator are transmitted to the vehicle body, and the vibrations cause the modulator to make abnormal noises, causing discomfort to vehicle occupants and making it impossible to drive comfortably. Therefore, conventionally, the modulator is supported on the vehicle body using a mount made of an insulator or the like to prevent the vibrations of the modulator from being transmitted to the vehicle body.

[0006]However, although this prevents the vibration of the modulator from being transmitted to the vehicle body to some extent, no active measures have been taken to prevent abnormal noise from the modulator, so the noise caused by the modulator may cause discomfort to passengers. is almost unresolved.

The present invention was made in view of the above circumstances, and its purpose is to prevent vibration and abnormal noise of the modulator by effectively absorbing the pulsation of brake fluid generated by the pump. An object of the present invention is to provide an anti-skid brake control device that can perform the following functions.

[0008]

[Means for Solving the Problems] In order to solve the above-mentioned problems, the invention of claim 1 provides an anti-skid control component including a pump for re-increasing the pressure in the wheel cylinder after depressurizing it during anti-skid brake control. In an anti-skid brake control device comprising at least an anti-skid control modulator formed as a unit, a thin film made of an elastic material is formed on an inner wall of at least a portion of a passage downstream of the pump discharge side in the modulator. It is characterized by being

[0009] Furthermore, the invention according to claim 2 is characterized in that a volume chamber for absorbing the pulsation of the pump is provided in the modulator, and the thin film of the elastic material is also formed on the inner wall of the volume chamber. It is characterized by Furthermore, the invention of claim 3 provides that the thin film of the elastic body is any one of a thin film formed by coating, a pipe-shaped member pre-formed from only the elastic body, and a pipe-like member pre-formed from the elastic body in which a metal collar is integrally incorporated. It is characterized by being

0010

[Operation] In the anti-skid brake control device according to the invention of claim 1 having such a configuration, the pulsation of brake fluid is efficiently absorbed by the thin film of elastic material formed on the inner wall of the passage of the modulator. . Therefore, the vibration of the modulator itself due to the pulsation of the brake fluid and the abnormal noise generated from the modulator are significantly reduced.

In the second aspect of the invention, not only the pulsation of the brake fluid is absorbed by the volume chamber, but also the pulsation is absorbed by the thin film of elastic material on the inner wall of the volume chamber. Therefore, the pulsation of the brake fluid can be absorbed even more effectively.

0012

Embodiments Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a brake control circuit diagram showing an embodiment of an anti-skid brake control device according to the present invention. As shown in FIG. 1, the brake circuit to which this anti-skid brake control device is applied is formed into two systems consisting of a first brake system A and a second brake system B. Since the first and second brake systems A and B have the same configuration, the first brake system A will be explained hereafter, and the second brake system
A description of brake system B will be omitted.

The first brake system A connects one oil chamber 1a of the tandem master cylinder 1 with a negative pressure booster and the right front wheel F.
The brake fluid supply passage 3 between the R front wheel cylinder 2 and the brake fluid supply passage 5 between one oil chamber 1a of the master cylinder 1 and the rear wheel cylinder 4 of the left rear wheel RL are supplied with these fluids, respectively. First and second flow rate regulating valves 6, 7, which are mechanical valves that selectively communicate or block passages 3, 5, are provided, and downstream of these first and second flow rate regulating valves 6, 7, , each wheel cylinder 2, 4 and the oil chamber 1a of the master cylinder 1
an electromagnetic valve that selectively controls whether to communicate between the wheel cylinders 2, 4 and a low-pressure accumulator (sump) 10 that maintains a pressure of, for example, about 2 to 3 atmospheres via orifices 8, 9. First and second flow path switching valves 11 and 12 are provided.

[0014] In the anti-skid brake control device constructed in this way, normally the valves 6, 7,
11 and 12 are in the illustrated state, and the oil chamber 1a is in communication with the front and rear wheel cylinders 2 and 4. Therefore, the brake fluid pressure generated in the oil chamber 1a of the master cylinder 1 during braking is introduced into the front and rear wheel cylinders 2, 4 via the supply passages 3, 5, and the brakes of the right front wheel FR and left rear wheel RL are applied. Each operates.

For example, when it is detected that the right front wheel FR is in a skid state, the solenoid of the first passage switching valve 11 is energized by the detection signal, so that the first passage switching valve 11 is in a position. The brake fluid flow path is switched to block the supply passage 3 communicating the oil chamber 1a and the front wheel cylinder 2 and to communicate the front wheel cylinder 2 to the low pressure accumulator 10. Therefore, the brake fluid in the front wheel cylinder 2 flows out to the low pressure accumulator 10, so the brake fluid pressure in the front wheel cylinder 2 decreases.

The brake fluid flowing into the low pressure accumulator 10 is pumped into a piston pump 13 having a pair of plungers.
The brake fluid is forced back into the oil chamber 1a of the master cylinder 1 via the check valves 14 and 15 and the brake fluid return suppression orifice 16. This increases the pressure in the oil chamber 1a,
The brake pedal will now be pushed back slightly, and the driver will sense that anti-skid control is being performed. In that case, the pulsation of the pump 13 is suppressed by the volume chamber 17 and the kickback prevention orifice 16, and the oil chamber 1
a, the influence of the pulsation of the pump 13 on the brake pedal, that is, the kickback, is suppressed.

Further, the brake fluid returned by the pump 13 is supplied to each port 6a of the first and second flow rate regulating valves 6 and 7.
, 7a as pilot pressure. Since the brake fluid pressure in the front wheel cylinder 2 has decreased, this pilot pressure causes the first flow rate regulating valve 6 to shut off the supply passage 3, but since the brake fluid pressure in the rear wheel cylinder 4 has not decreased, This pilot pressure prevents the second flow rate regulating valve 7 from blocking the supply passage 5.

When the skid state of the front wheel cylinder 2 is eliminated, the first passage switching valve 11 is switched to the original position, that is, the position where the front wheel cylinder 2 and the oil chamber 1a communicate with each other. Therefore, the brake fluid returned by the pump 13 is supplied to the front wheel cylinder 2 while its flow rate is restricted by the orifice 18. Therefore, the brake fluid pressure in the front wheel cylinder 2 rises again, and the braking force gradually increases.

Even when the left rear wheel RL, the left front wheel FL and the right rear wheel RR of the second system B are in a skid state,
Anti-skid control similar to that described above is performed.

As shown by the two-dot chain line in FIG.
, low pressure accumulator 10, first and second flow path switching valves 11, 12, piston pump 13 and volume chamber 1
Anti-skid brake control components such as No. 7 are combined into one unit as an anti-skid brake control modulator M.

In this embodiment, as shown by thick lines in FIG. 1, the inner walls of most of the passages on the pump discharge side in the modulator M and the inner walls of the volume chamber 17 are coated with an elastic material such as rubber. That is, for example, as shown in FIG. On the inner wall and the inner wall of the passage 21 between the orifice 16 and the connection port to the master cylinder 1, a thin film a is formed by coating an elastic material such as rubber.

Similarly, for example, as shown in FIG. on the inner wall of the passage 23 and the inner wall of the passage 24 between the first flow path switching valve 11 and the connection port to the front wheel cylinder 2,
A thin film a is formed by coating an elastic material such as rubber.

Therefore, according to this embodiment, the pulsation of the brake fluid can be efficiently absorbed by the elastic thin film a. Therefore, the vibration of the modulator M itself due to the pulsation of the brake fluid and the abnormal noise generated from the modulator M are significantly reduced. Furthermore, since the pulsations of the brake fluid are absorbed by the elastic thin film a, kickback to the brake pedal is further reduced.

FIGS. 4 and 5 are views showing other means for forming the elastic thin film a on the inner wall of the passage in the modulator M. In the means shown in FIG. 4, the pipe-shaped member 25 is formed in advance only from an elastic body made of rubber or the like,
This pipe-like member 25 is inserted into the passage of the modulator M and fixed to the inner wall thereof. By using the pipe-shaped member 25 formed in advance in this way, the elastic thin film a can be formed relatively easily on the inner wall of the passage.

Further, in the means shown in FIG. 5, a pipe-shaped elastic body 27 made of rubber or the like is fixed to the inner wall and both side end walls of the collar 26 made of metal or the like to form a pipe-shaped member 28 in advance, and this pipe The shaped member 28 is fixed to the inner wall of the passage in the modulator M. By using the collar 26 made of metal or the like in this way, the pipe-shaped elastic body 27 is reinforced and the strength of the pipe-shaped member 28 is increased, so that the pipe-shaped member 28 can be easily inserted into the passage. This makes it possible to form the elastic thin film a on the inner wall of the passage even more easily.

Furthermore, a thin film made of an elastic material can be formed on the inner wall of a part of the pipe between the modulator M and the master cylinder 1, so that the pulsation of the brake fluid can be absorbed even more efficiently. become.

[0027]

As is clear from the above explanation, according to the anti-skid brake control device according to the present invention, the pulsation of the brake fluid can be efficiently absorbed by the thin film of the elastic material, so that the pulsation of the brake fluid can be effectively absorbed. The vibration of the modulator itself and the abnormal noise emitted from the modulator can be significantly reduced. Further, since the pulsations of the brake fluid are absorbed by the thin film of the elastic body, kickback to the brake pedal can be further reduced. By reducing the vibration and noise of the modulator in this way, a comfortable driving feeling can be obtained.

[Brief explanation of drawings]

FIG. 1 is a brake control circuit diagram of an embodiment of an anti-skid brake control device according to the present invention.

FIG. 2 is a partially cutaway view showing a passage in the modulator used in this embodiment.

FIG. 3 is a partially cutaway view showing another passageway in the modulator used in this embodiment.

FIG. 4 is a diagram showing another embodiment of the present invention.

FIG. 5 is a diagram showing still another embodiment of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1... Tandem master cylinder, 2... Front wheel cylinder, 3, 5... Brake fluid supply passage, 6, 7... First and second hydraulic pressure regulating valves, 10... Low pressure accumulator (sump device), 11, 12... First and a second flow path switching valve, 1
3... Piston pump, 16... Kickback prevention orifice, 17... Volume chamber, 18... Orifice, 19,
20, 21, 22, 23, 24...passage, M...modulator, a...thin film of elastic body

Claims (3)

[Claims] 1. An anti-skid comprising at least an anti-skid control modulator formed by combining anti-skid control parts into a unit including a pump for re-increasing wheel cylinder pressure after depressurizing during anti-skid brake control. An anti-skid brake control device, characterized in that a thin film made of an elastic material is formed on an inner wall of at least a portion of a passage downstream of the pump discharge side in the modulator. 2. A volume chamber for absorbing pulsations of the pump is provided in the modulator, and a thin film of the elastic material is also formed on an inner wall of the volume chamber. 1. The anti-skid brake control device according to 1. 3. The thin film of the elastic body is one of a thin film formed by coating, a pipe-shaped member pre-formed from only the elastic body, and a pipe-like member pre-formed from the elastic body integrally incorporating a metal collar. The anti-skid brake control device according to claim 1 or 2, characterized in that: