JPH05162626A - Hydraulic brake controller for vehicle - Google Patents

Abstract

PURPOSE:To restrain operation noise by opening a valve device between the first fluid pressure chamber and an accumulator with the traveling of a piston in a fluid pressure regulating device, and keep a shut-down valve in a shut-down condition during brake slippage control to discharge the brake fluid to a reservoir at the time of lowering brake fluid pressure. CONSTITUTION:Pressure fluid from a master cylinder 1 in fluid pressure regulating devices 8A, 8B is fed to the second fluid pressure chamber 39 of a piston 35 through pipe lines 5, 6. At this time, since electromagnetic shut-down valves 7A, 7B are shut down, the capacity of the first fluid pressure chamber 38 is decreased, so that pressure is increased. The projection part 35a of the piston 35 which travels further presses up a valve ball 42, and pressure fluid from an accumulator 25 passes through a shut-down valve 27 and is fed to the first fluid pressure chamber 38 until the pressure in the first fluid pressure chamber has become the same as that in the second fluid pressure chamber 39. Then the pressure fluid is fed to the wheel cylinders of front Meets 14a, 14b to apply brakes. For releasing the brakes, switching valves 13A, 13B are switched to a Z position, and the pressure fluid is discharged to the reservoir 4 of the master cylinder 1.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle hydraulic brake control device for controlling at least a braking slip among a wheel braking slip and a driving slip.

[0002]

2. Description of the Related Art FIG. 6 shows a conventional vehicle hydraulic brake control device. In FIG. 6, a master cylinder 601 with a booster (boost device) is shown in FIG. It comprises a master cylinder portion 603 integrally connected and a reservoir 604 attached thereto.

The booster portion 602 is constructed in a known manner, and a push rod 607 connected to a brake pedal 606 is connected to an input shaft 605 of the booster portion 602.

Boosting pressure chamber 60 in booster section 602
Pipe lines 609 and 610 are connected to 2. Pipeline 609
The first cut valve 611 is connected to the side, and the second cut valve 612 is connected to the side of the pipeline 610. These cut valves 611,
Reference numeral 612 is a mechanically operated valve, which is configured so as to be able to take two states depending on the movement of the input shaft 605.

That is, one cut valve 611 is normally in a state where both sides communicate with each other as shown in the figure, and the other cut valve 612 is in a state where both sides are shut off.

When the brake pedal 606 is depressed to operate the input shaft 605, the cut valve 611 is in a state of blocking both sides, and the other cut valves 612 are in a state of communicating with each other.

The accumulator 6 is installed in the second cut valve 612.
13 is connected, and a membrane member is stretched over the casing as is well known even if not explicitly shown. Compressed gas is introduced into one of the chambers and stored in the other chamber according to the gas pressure. The size of the accumulated pressure of the liquid to be stored is determined.

A pipe line 618 is connected to the reservoir 604 of the master cylinder with booster 601. From this, a pipe line 620a is branched and a relief valve 619 is connected.
Further, a pipe line 620b is connected to the other side, and is connected to an accumulator 613 via a pipe line 621.

Further, the suction side of the hydraulic pump 622 and the above-mentioned cut valve 611 are connected to the pipe line 618.

That is, the hydraulic pump 622 mainly comprises a pump main body 624 and a motor 623 for driving the pump main body 624. The pump main body 624 receives a cam conversion reciprocating driving force as is well known, and is reciprocally fitted into the cylinder. High pressure and low pressure are alternately generated in the pressure chamber 625 by the combined piston,
By alternately opening the check valves 627 and 629 provided in the pipelines 626 and 628 connected to this, pressurized liquid is supplied to the pipeline 621 side, which supplies the booster via the check valve 696. The pressure is supplied to an accumulator 613 for supplying pressure to the attached master cylinder 601. On the other hand, the suction side, that is, the check valve 629 side, is on the reservoir 604.
Connected to the side.

As described above, the hydraulic pump 622 for supplying the hydraulic pressure to the booster portion 602 of the booster-equipped master cylinder in the brake hydraulic pressure control device of the conventional example is connected and configured.

Two well-known hydraulic chambers are defined in the master cylinder portion 603 of the booster-equipped master cylinder 601, and pipe lines 631 and 632 are connected to each of them. According to this conventional example, the front and rear separation piping system is adopted, and one pipe line 631 is connected to the front wheels 638a, 638b side. That is, the pipe line 631 is connected to the pipe line 633 via the check valve device 702, and via the pipe lines 634 and 635 branching therefrom and the 3-port 3-position electromagnetic switching valves 636 and 637 as hydraulic pressure control valves. Front wheel 638
It is connected to the wheel cylinders a and 638b.

Further, the switching valves 636 and 637 and the check valve device 70.
2, a check valve 639 having a forward direction from the wheel cylinder to the master cylinder with a booster 601 side in parallel,
640 is connected. Further, a discharge side of a hydraulic pump 641 described later is connected to the conduit 633.

On the other hand, the conduit 632 is provided with a pressure reducing proportional valve 694, a damping unit 704, and a drive slip control valve device 64.
2. The rear wheels 649a and 649b are connected to each other via a pipe 643. That is, the pipeline 643 is the pipelines 645 and 64.
6 and these are connected to the rear wheel 649 via 3-port 3-position electromagnetic switching valves 647 and 648 as hydraulic control valves.
It is connected to the wheel cylinders a and 649b.

Check valves 650 and 651 are connected in parallel to the switching valves 647 and 648 so that the direction from the wheel cylinder side to the master cylinder with booster 1 side is the forward direction. Similarly to the front wheels, the rear wheels 649a and 649b also have a throttle 670 and a damping chamber 6 in the duct 643.
The discharge side of the hydraulic pump 641 is connected via 71.

As is well known, the hydraulic pump 641 comprises a motor 652 for driving it and a pump main body 653, and the pump main body 653 drives a piston fitted in a pair of cylinders and the piston. It is composed of a cam drive unit and defines pressure chambers 654A and 654B for alternately generating high pressure and low pressure by these pistons. These are check valves 655, 656 and 65, respectively.
7, 658, the check valves 656, 658 are the discharge sides, and the check valve 658 is connected to the damping chamber 671 described above.

The damping chamber 671 has a well-known structure and forms, for example, a mere liquid retaining space, in which a part of the discharged liquid is temporarily stored so as to suppress the magnitude of the pulse pressure to the pipe line 643 side. I have to.

The check valves 655 and 657 are the suction side of the hydraulic pump 641.
62 is connected.

The reservoirs 661 and 662 are so-called low-pressure reservoirs, and are composed of a piston slidably fitted in the casing and a relatively weak spring for urging the piston toward the storage chamber.

That is, the storage chambers of these reservoirs 661 and 662 are, as will be described later, wheels 638a, 638b and 64.
The hydraulic fluid discharged from the wheel cylinders 9a and 649b is temporarily stored, and the hydraulic pump 41 is driven to drive the pipeline 63.
The pressure is discharged to the side of 3, 643.

Switching valves 636, 637 and 647, 648
Have the same structure, the structure of only the switching valve 636 will be described below.
One output terminal (not shown) of the control unit is connected to 36a, and the position of A ', B'or C'is taken according to the level of this output.

That is, when the output is at "0" level, the position of A'is taken, and as shown in the drawing, the pipe line 634 and the wheel 6 are
38a communicates with the wheel cylinder side, and when the output level is "1/2", it takes the B'position, disconnects the pipe line 634 from the wheel cylinder side, and loosens the pipe line 663 side. The pipeline 634 and the wheel cylinder side are also blocked.

When the output level becomes "1", the C'position is set. At this time, the pipe line 634 side and the wheel cylinder side are cut off, but the loosening pipe line 663 and the wheel cylinder side are communicated with each other. Is becoming By this communication, the pressure liquid from the wheel cylinder of the wheel 638a is discharged to the storage chamber of the reservoir 661 through the loosening pipe 663.

The other switching valves 637, 647, 648 are also constructed in the same manner, and the solenoid portions 637a, 647, respectively.
The other output terminals from the control unit are connected to a and 648a, and they are located at positions A ', B'or C'depending on the level of these outputs, respectively, and at the position C', they are loosening conduits. 663 and 665 are wheels 638
b, 649a and 649b are connected to the wheel cylinder side, and the pressure liquid is discharged from these to the storage chambers of the reservoirs 661 and 662.

The drive slip control valve device 642 comprises a cut valve 690 and a check valve device 691. When a control unit (not shown) determines that drive slip control should be performed on these solenoid portions 690a and 691a, an excitation signal is supplied to them. Normally, as shown in the drawing, the cut valve 690 is phase-closed on both sides, and when the solenoid portion 690a is excited, the cut valve 690 is switched to a position where they are communicated with each other. On the other hand, the check valve device 691 is connected between the damping unit 704 and the pipe 643, but normally these are in phase communication with each other, and when the solenoid portion 691a thereof is excited, it functions as a check valve. It is switched to the position and functions as a check valve whose forward direction is from the side of the pipe 643 to the side of the damping unit 704.

Further, the damping unit 704 is a parallel circuit of the throttle 693 and the check valve 692, and the check valve 692 has a forward direction from the master cylinder side to the drive slip control valve device 642 side. It is a check valve.

The check valve device 7 connected to the side of the pipe 631
Reference numeral 02 denotes a mechanical check valve device, which has a pressure detector 7
02a is connected to the pipe 631, and normally the pipe 63
Although the position where the first side and the side of the pipeline 633 communicate with each other is taken, the pipeline 6 is depressed by depressing the brake pedal 606.
When a fluid pressure of a predetermined value or more is generated in 31, this is detected by the pressure detection unit 702a and switched to the check valve position, and as a check valve in which the direction from the pipeline 631 side to the pipeline 633 side is the forward direction. It will work.

Further, the high pressure accumulator 70 is provided in the pipe line 633.
0 is connected to the accumulator 700. As is well known, this is mainly composed of a piston 700a and a relatively strong spring 700b, which drives a hydraulic pump 641 and discharges the discharge liquid from the piston. It is designed to accumulate pressure. Further, in the conventional example, a drive slip control accumulator 695 is separately provided, and this is connected to the booster accumulator 613 via a check valve 696.

According to this conventional example, the rear wheels 649a and 649b are provided.
Is a drive wheel for which the switching valves 647, 648 are provided.
The drive slip control valve device 6 is connected to the pipe 643 connected to
42, connected to accumulator 695, which is line 7
It is connected to the hydraulic pump 622 via 06.

When the brake pedal 606 is stepped on, the push rod 607 moves forward, whereby the booster portion 60
The second input shaft 605 moves in conjunction with each other to generate hydraulic pressure in the master cylinder portion 603.

A motor 623 for driving the hydraulic pump 622
Is driven when the engine switch is turned on, and sucks and pressurizes the brake fluid from the reservoir 604 to cause the accumulators 613 and 695 to accumulate pressure.

The brake fluid from the accumulators 613 and 695 is supplied to the booster pressure chamber 608 by depressing the brake pedal 606 so that the first cut valve 611 and the second cut valve 612 take the closed position and the communication position, respectively. Thus, the boosting action of the known booster unit 602 is performed. That is, the pedal effort of the driver's brake pedal 606 is assisted.

As a result, the hydraulic pressure generated in the master cylinder portion 603 passes through the pipe line 632 and is driven by the drive slip valve device 6.
42 (since neither the drive slip control nor the anti-skid control is performed yet, the normal position shown in the figure is taken),
Further, it is transmitted to the wheel cylinders of the rear wheels 649a, 649b through the switching valves 647, 648 (at the A position) as hydraulic pressure control valves. On the other hand, the hydraulic pressure in the conduit 631 passes through the switching valves 636 and 637 as similar hydraulic pressure control valves, and the front wheel 6
It is transmitted to the wheel cylinders 38a and 638b.

As described above, the wheels 649a, 649
The brake is applied by supplying the hydraulic fluid to the wheel cylinders b, 638a, 638b.

The above is the normal braking action, but the case where the drive slip control is performed next will be described.

When the accelerator pedal is depressed after the clutch is switched to start running the wheels, the torque of the engine rises, which causes the wheels to start. When the engine torque overcomes the frictional force of the wheels with respect to the ground. A slip phenomenon occurs, that is, the rotational speed of the wheels becomes higher than the speed of the vehicle, and if the vehicle continues to run as it is, the steering becomes unstable. Therefore, drive slip control is performed by the control unit.

That is, when the control unit determines that the drive slip is equal to or greater than the predetermined value, the solenoid section 6 of each valve 690, 691 of the drive slip control valve device 642.
90a and 691a are excited. That is, the pipeline 643
And 706 are in phase communication with each other, but the master cylinder with a booster 601 side and the hydraulic pressure control valve side are in a state of phase shutoff by a check valve 691b. That is, the check valve 691b at this time functions as a relief valve, and when the hydraulic pressure in the conduit 643 becomes higher than a predetermined value, it works to relieve the master cylinder side.

As a result, the brake fluid accumulated in the accumulator 695 is transmitted to the wheel cylinders of the rear wheels 649a and 649b, which are drive wheels, through the pipe line 706, the cut valve 690, the pipe line 643, and the switching valves 647 and 648. To be done.

As a result, the drive slip is controlled. That is, the drive slip value is reduced by applying the brake.

The hydraulic brake control device of the conventional example has the above-mentioned structure and operates, but the pulse pressure is generated on the side of the check valves 656 and 658 by the drive of the hydraulic pump 641. To do. The damping chamber 671 and the throttle 670 to which this is applied significantly reduce the pulsating pressure toward the pipe line 643, but the pulsation causes pedal kick and operating noise. A vehicle equipped with this hydraulic brake control device generates an uncomfortable operating sound caused by the pulsation of the hydraulic fluid discharged from the hydraulic pump 641 during the drive slip control and the braking slip control. This is very uncomfortable for the driver, and may mistakenly recognize that some failure has occurred.

The present invention has been made in view of the above-mentioned problems, and suppresses the operation sound having a feeling of strangeness caused by the pulsation of the hydraulic fluid generated by the driving of the hydraulic pump during the drive slip control and the braking slip control, and the operation is performed. It is an object of the present invention to provide a vehicle hydraulic brake control device capable of further improving the operation feeling of a person compared with the conventional one.

[0042]

The above object is to evaluate a brake slip of a wheel connected to a master cylinder, a shutoff valve connected to a hydraulic pressure generating chamber of the master cylinder, and an output port side of the shutoff valve. A hydraulic pressure control valve that controls the brake fluid pressure of the wheel brake device in response to a command from the control unit, a reservoir that stores brake fluid in advance, an accumulator, and the brake fluid in the reservoir. A hydraulic pump for pressurizing and supplying a pressurized liquid to the accumulator, and a hydraulic pressure adjusting device arranged between the master cylinder and the accumulator, the hydraulic pressure adjusting device being a main body, A seal ring is attached to an inner hole of the main body and slidably fitted therein, and a piston that defines a first hydraulic chamber and a second hydraulic chamber in the main body, the first hydraulic chamber, and the piston are provided. Arranged between the accumulator And a valve device that opens and closes between them, the second hydraulic chamber is connected to the master cylinder side, the first hydraulic chamber is connected to the hydraulic control valve side, and the second hydraulic chamber of the piston is connected. When the valve device is opened by the movement from the pressure chamber to the first hydraulic chamber, the shut-off valve is in the shut-off state during the braking slip control, and when the brake hydraulic pressure of the wheel is reduced by the control of the hydraulic pressure control valve. The vehicle hydraulic brake control device is characterized in that the brake fluid is discharged from the wheel brake device to the reservoir via the hydraulic pressure control valve.

[0043]

Since the discharge port of the hydraulic pump is not connected to the master cylinder side, there is no kickback or pedal vibration to the master cylinder. When the brake is released, the hydraulic fluid of the wheel brake device is discharged to a reservoir that stores brake fluid in advance through the hydraulic pressure control valve. Since the discharge pressure liquid of the hydraulic pump can be stored in the accumulator, it is not necessary to operate the hydraulic pump at all times.
Further, even if a large amount of brake fluid is discharged to the reservoir to release the brake, it is not necessary to immediately pressurize the fluid and supply it to the pressure fluid supply pipe connecting the master cylinder and the fluid pressure control valve as in the conventional case. Therefore, even in such a case, the operating noise is extremely low and the quietness is high. Furthermore, during braking slip control, the shutoff valve closes and the piston in the hydraulic pressure control device moves.At this time, the amount of this movement is proportional to the amount of depression of the brake pedal connected to the master cylinder, so the driver should be able to apply the brake. It informs the anti-skid operation due to overshooting by an appropriate pedal stroke change. Therefore, frequent anti-skid control can be avoided as much as possible.

[0044]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle hydraulic brake device according to an embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 shows the first embodiment. Two hydraulic pressure generating chambers are formed in the cylinder body 2 of the tandem master cylinder 1, and these hydraulic pressure generating chambers are formed by depressing the brake pedal 3. Liquid pressure is generated in the pressure generating chamber.
Further, the reservoir 4 communicates with each hydraulic pressure generating chamber and the reservoir 4
Is formed on the upper wall of each of the hydraulic pressure generating chambers
Connected to the electromagnetic shutoff valves 7A, 7B (spring 73
Normally, it is in the S position due to the spring force. ) Input ports and the hydraulic pressure adjusting devices 8A, 8B have throttles 65a, 65
It is connected via b.

The output ports of the electromagnetic cutoff valves 7A and 7B are connected to the conduits 9a and 9b, which are further connected to the conduits 10a and 1b.
The drive slip control valves 11A and 11B (normally in the N position due to the spring force of the spring 82) are connected via 0b. Conduit 12 connected to this output port
a and 12b are 3-port 3-position electromagnetic switching valves 13A and 13B (normally X due to the spring force of the spring 71) as hydraulic control valves.
Takes a position. ) Is connected to the wheel cylinder of the right front wheel 14a and the wheel cylinder of the left front wheel 14A. Further, the input ports and the output ports of the three-port three-position electromagnetic switching valves 13A and 13B are arranged in parallel from the front wheels 14a and 14b side to the pipe lines 12a and 12b.
The check valves 15a and 15b whose forward direction is the side are connected.

Check valves 16a and 16b whose forward direction is from the output port side to the input port side are connected in parallel to the input ports and the output ports of the electromagnetic shutoff valves 7A and 7B. The conduits 9a and 9b connected to the output ports of the shutoff valves 7A and 7B are connected to the input port of the dual pressure reducing proportional control valve 17, and this output port is connected to the conduit 18.
It is connected via a and 18b to the input ports 58a and 58b of the positive displacement hydraulic pressure generator 19, which will be described in detail later, and the output port 20 of the positive displacement hydraulic pressure generator 19.
a and 20b are connected to the wheel cylinder of the left rear wheel 14c and the wheel cylinder of the right rear wheel 14d. As described above, the X pipe connection is adopted.

Further, the third input port 20c of the positive displacement type hydraulic pressure generator 19 is provided with a 3-port 3 as a third hydraulic pressure control valve.
The output port of the position electromagnetic switching valve 13c is connected,
This input port is connected to the conduit 33a via a diaphragm 66. The discharge port of the 3-port 3-position electromagnetic switching valve 13c is connected to the pipe line 90, which is connected to the input port of the shutoff valve 21. Further, the hydraulic pressure supply pipe line 22 is connected separately from the pipe line 33a as shown by the dotted line, and normally, the U position is taken by the action of the spring 23 and the pipe line 90 is formed.
Side and a conduit 9 connected to the reservoir 4 of the master cylinder 1
However, when the hydraulic pressure is generated in the pipe line 22, the T position is set, and the pipe line 90 and the pipe line 91 are brought into phase communication with each other.

A suction port of a hydraulic pump 24 is connected to the reservoir 4 of the master cylinder 1, is connected to a pressure accumulator chamber of the discharge side accumulator 25, and a pressure detection switch 26 for detecting the hydraulic pressure is provided. It is connected. As a result, the hydraulic pump 24 is drive-controlled so that the accumulated pressure in the accumulator 25 is within a predetermined range. The accumulator chamber of the accumulator 25 is connected to the shut-off valve 27 via the pipe 28, which receives the hydraulic pressure of a predetermined amount or more in the pipe 28 to be in the P position, but normally the spring force of the spring 27a causes Q to occur. The pipe 28 and the pipe 30 are cut off at a certain position, and when a hydraulic pressure higher than a predetermined value is generated in the pipe 28, that is, the accumulator 25, this is cut off by the shutoff valve 27 via the pressure detection circuit 29. Therefore, the P position is taken and the pipeline 28 side and the pipeline 30 side are in phase communication with each other. Again pipeline 30
Is connected to a first input port 45 of each of the hydraulic pressure adjusting devices 8A and 8B via a pipe line 31 separated from the pipe line 31 and a pipe line 32 connected to the pipe line 31.

Next, details of the hydraulic pressure adjusting devices 8A and 8B will be described. However, since they have the same structure, only one hydraulic pressure adjusting device 8A will be described. This is Hoe T
A piston 35 having a seal ring 36 is slidably fitted in an inner hole formed in a lower portion of the main body 34, and the first hydraulic chamber 38 and the lower portion are provided in the upper portion. The second hydraulic chamber 39 is defined in the part, and the first hydraulic chamber is also defined.
Is urged downward by a spring 37 stretched over 38 ,
Normally, the lower end portion is brought into contact with the bottom surface of the main body 34 as shown in the drawing.

The second input port 4 is provided on the bottom wall of the main body 34.
0 is formed, which is connected to line 5. The first
The port 41 formed in communication with the hydraulic chamber 38 of the
It is connected to a. A valve ball 42 is arranged in a valve chamber 46 formed in an upper portion of the main body 34. The valve ball 42 receives a spring force of a valve spring 44 via a pressing member 43 and a valve seat 47.
Seated in. As a result, the valve chamber 46 and the first hydraulic chamber 38 are normally shut off from each other. However, as will be described later, when the piston 35 moves upward by a predetermined amount or more, the protrusion 35a of the piston 35 lifts the valve ball 42 upward, that is, the valve ball 42 separates from the valve seat 47, and thus the first hydraulic pressure is released. The chamber 38 and the valve chamber 46 are in phase communication with each other, so that when the shutoff valve 27 is in communication, the hydraulic pressure of the accumulator 25 is passed through the pipe lines 30, 31, 32 to the valve chamber 4
6 is introduced.

Next, the details of the positive displacement type hydraulic pressure generator 19 will be explained. The seal ring 5 is provided in the inner hole of the main body 50.
A pair of pistons 51a, 51b fitted with 5a, 55b
Are slidably fitted, and during this time, the spring 53 is adjusted to urge the springs in opposite directions, and usually takes the position shown in the figure. A control chamber 52 is defined between them by these pistons 51a, 51b, and input chambers 60a , 60b are defined on both sides thereof, which communicate with the above-mentioned output ports 20a, 20b and rear wheels 14c, 14d. Connected to the wheel cylinder of.

A valve chamber 5 is provided outside the input chambers 60a and 60b.
9a and 59b are defined on which valve balls 56a and 5b are formed.
6b is provided and is biased to the valve seats 100a and 100b. The pistons 51a and 51b have rods 54a and 5a.
4b are connected to each other and are inserted into through holes for connecting the input chambers 60a , 60b and the valve chambers 59a , 59b. In the state shown in the drawing, the valve balls 56a, 56b are connected to the springs of the valve springs 57a, 57b. Valve seats 100a, 100 against the force
It is separated from b. Drive slip control valve 11A, 1
1B is a 3-port 2-position electromagnetic switching valve, which takes the M position when its solenoid 81 is excited by a drive slip control signal, and connects the conduits 33a and 33b with the conduits 12a and 12b. ing. In addition, the switching valve 13A,
The discharge port of 13B is connected to the shutoff valve 21 via the pipe line 102.

The hydraulic brake system for a vehicle according to the first embodiment of the present invention is constructed as described above. Next, its operation will be described.

First, the normal braking action will be described. By depressing the brake pedal 3, a hydraulic pressure is generated in the hydraulic pressure generating chamber in the cylinder body 2, and these are electromagnetically cut off via the pipe lines 5 and 6. Valves 7A, 7B (now solenoid part 7
Since No. 2 is not excited, it is in the S position. ), The pipelines 10a, 10b, the drive slip control valve 1
1A, 11B (Now, the solenoid 81 is not excited, so it is in the N position.), Conduits 12a, 12
b, 3-port 3-position solenoid switching valve 13 as a hydraulic control valve
The pressure fluid is supplied to the wheel cylinders of the front wheels 14a and 14b through A and 13B. Therefore, these brakes are applied. Further, the electromagnetic shut-off valves 7A, 7B, the dual pressure reducing proportional control valve 17, the pipe lines 18a, 18b, the ports 58a, 58b of the positive displacement hydraulic pressure generator 19, the gaps between the valve balls 56a, 56b and the valve seats 100a, 100b, and the input. Chamber 60a, 60
b, the rear wheels 14c, 14d through the ports 20a, 20b
Fluid is supplied to the wheel cylinders of the rear wheels 14c, 1
The brake is applied to 4d.

The above is the normal braking action, but it is assumed that the anti-skid control is started because the brake pedal 3 is now rapidly depressed. Electromagnetic cutoff valve 7 by anti-skid control signal from a control unit (not shown)
When the control unit determines that the solenoids 72 of A and 7B are excited, the lines 5 and 6 and the lines 9a and 9b are disconnected, and the control unit should now release the brakes. Solenoid switching valve 13A, 13
A current of level "1" is applied to the solenoid portion 71 so that B and 13C can be switched to the Z position. In addition,
For the sake of clarity, all wheels 14a, 14a
It is assumed that b, 14c and 14d simultaneously reach the same skid state. As a result, the pressure liquid from the wheel cylinders of the front wheels 14a and 14b is discharged through the pipe line 102, the shutoff valve 21 (now in the T position), the pipe line 91, and to the reservoir 4 of the master cylinder 1. .. Also 3 port 3
The position electromagnetic switching valve 13c is also switched to the Z position, so that the port 20c is connected to the pipe line 90 side, and the brake fluid in the control chamber 52 in the positive displacement hydraulic pressure generating device 19 is the 3-port 3-position electromagnetic switching valve 13c and the pipe. Path 90, then shut-off valve 2
1 (currently in the T position) and the pipe line 91 to be similarly discharged to the reservoir 4 of the master cylinder 1. As a result, the brake fluid in the control chamber 52 in the positive displacement hydraulic pressure generator 19 decreases, so that the pair of pistons 51
a and 51b move toward each other and move toward the valve balls 56a and 56b.
b is seated on the valve seats 100a and 100b, and the piston 5
The volumes of the input chambers 60a 1 and 60b 2 are increased by the movement of 1a and 51b in the direction of approaching each other. As a result, the hydraulic pressure of the wheel cylinder is reduced on the rear wheels 14c and 14d communicating with the rear wheels. From the above, the wheels 14a, 14b, 1
Brakes on 4c and 14d are reduced.

Subsequently, when the control unit judges that the braking force should be kept constant, 3 ports 3
A current of "1/2" level is supplied to the solenoids 70 of the position electromagnetic switching valves 13A, 13B, and 13C. This switches them to the Y position. Therefore, the hydraulic pressures of the front wheels 14a and 114b and the rear wheels 14c and 14d are kept constant. That is, the braking force is kept constant.

Next, when the control unit judges that the braking force should be increased again, the 3 port 3
The position solenoid switching valves 13A, 13B and 13C cut off the current of the solenoid 70 to switch them to the X position again. Therefore, the liquid in the first hydraulic chamber 38 of the hydraulic pressure adjusting devices 8A and 8B is
The accumulated pressure liquid in the wheel cylinders of the front wheels 14a and 14b and the accumulator 25 is supplied to the positive displacement hydraulic pressure generating device 19 and the control pressure for all the wheels is increased again. Here, the operation of the hydraulic pressure adjusting devices 8A and 8B will be described.

By depressing the brake pedal 3, the pressure liquid from the master cylinder 1 is supplied to the second hydraulic chamber 39 side defined below the piston 35 through the pipe lines 5 and 6. At this time, the electromagnetic shutoff valves 7A and 7B are connected to the solenoid 7
When 2 is excited (during anti-skid control), R
Since it is cut off from the pipe line 9a side at the position,
A hydraulic pressure difference is generated between the hydraulic chamber 38 and the second hydraulic chamber 39, and the piston 35 moves upward. As a result, the first hydraulic chamber 3
The volume of 8 is reduced, and therefore the pressure is increased, and when further moved, the protrusion 35a of the piston 35 pushes up the valve ball 42 against the spring force of the valve spring 44. That is, the valve ball 42 and the valve seat 4
Move away from 7. Therefore, the pressure liquid from the accumulator 25 is now generated in the shutoff valve 27 (in the pipe line 28,
Since it is in the P position, it is in phase communication. )
Between the second hydraulic chamber 39 through the pipe lines 30, 31, 32,
It is supplied to the first hydraulic chamber 38 until the pressure difference disappears (until the balance). From here, port 41, conduits 9a, 9b, 1
0a, 10b, drive slip control valve devices 11A, 11B
(It is in the N position.) Further, it passes through the pipe line 12a and the X position of the 3-port 3-position electromagnetic switching valves 13A and 13B, and the front wheel 14
It is supplied to the wheel cylinders a and 14b, and the brake is applied thereby. Further, the switching valve 13C is also switched to the X position so that the pressure liquid from the accumulator 25 passes through the pipe lines 30 and 33a, the switching valve 13C at the X position, and the input port 20c of the positive displacement hydraulic pressure generator 19. is supplied to the control chamber 52, thereby the piston 51a by supplying the brake fluid in the control chamber 52, 51b is moved in the direction away phase. As a result, the volumes of the input chambers 60a , 60b are reduced, and at this time, the valve balls 56a, 56b are replaced by the valve seats 100a,
Since it has been seated in 100b and is blocked between the master cylinder 1 side, by a decrease in volume, the input chamber 60a, 60
The hydraulic pressure of the wheel cylinders of the rear wheels 14c and 14d communicating with b increases. Therefore, all wheels 14a, 14b, 14
The braking force of c and 14d rises again.

Proper anti-skid control is performed by repeating the above-described cycle of braking force reduction, constant holding, and raising. Further, according to the present invention, the following effects are also obtained.

That is, when the anti-skid control is started, the solenoid 72 of the electromagnetic shut-off valves 7A and 7B is excited, so that it passes through the R position and passes through the pipe lines 9a and 9b side and the pipe lines 5 and 6 side. Therefore, the hydraulic fluid from the pipe lines 5 and 6 is transmitted to the second hydraulic chamber 39 through the input port 40 of the hydraulic pressure adjusting devices 8A and 8B, and the first hydraulic chamber 38 and the second hydraulic pressure are cut off. Since a hydraulic pressure difference is generated between the chamber 39 and the chamber 39 , the piston 35 moves upward by an amount corresponding to the hydraulic pressure difference, that is, in proportion to the force with which the brake pedal 3 is depressed. As a result, even during the anti-skid control, the driver does not suppress the depression of the brake pedal 3 but depresses the brake pedal 3 in proportion to the force, and the hydraulic pressure in the first hydraulic chamber 38 is increased by increasing the pressure. By lowering and raising the piston 35, the pedal stroke to the master cylinder 2 also moves in conjunction with the piston 35, and thus it is possible to inform the driver that the ABS operation is in progress by an appropriate pedal stroke. You can recognize if you are overspending. Therefore, if the braking force is reduced by determining that the brake is applied too much under the condition of the road on which the vehicle is currently traveling, the proper braking force can be obtained in a short time without repeating the frequent anti-skid control cycle. All wheels 14a,
14b, 14c, 14d.

Next, the slip control will be described. For example, if the accelerator pedal is depressed too much when starting, the control unit simultaneously judges this and energizes the solenoid 81 of the drive slip control valves 11A and 11B.
This switches them to the M position. That is, the pipelines 33a and 33b are communicated with the pipelines 12a and 12b, and the pipelines 12a and 12b and the pipeline 10 that have been communicated with each other so far are connected.
Phase-blocks a and 10b. Therefore, since the shut-off valve 27 is in the P position at this time via the pipes 33a and 33b, that is, the pipe 30, the pressure liquid of the accumulator 25 passes through the drive slip control valves 11A and 11B, and the 3-port 3-position electromagnetic switching valve 13
It is supplied to the wheel cylinders of the front wheels 14a and 14b through the X positions of A and 13B, and the brakes are applied. That is, the drive slip is reduced. At this time, in the positive displacement type hydraulic pressure generator 19, no pressurized liquid is supplied to the valve chambers 59a and 59b (because the brake pedal 3 is not depressed), and the volume of the control chamber 52 is in the normal state shown in the figure. Therefore, the rear wheels 14c and 14d cannot be braked. That is, according to the present embodiment, since the front wheels 14a and 14b are the driving wheels, this driving slip is controlled.

Further, in the drive slip control, when the control unit determines that the brake should be loosened in order to approach the optimum drive slip value, the switching valve 13
A and 13B are switched to the Z position. This makes front wheel 1
The hydraulic fluid in the wheel cylinders 4a and 14b is supplied to the pipe line 102,
It is discharged to the reservoir 4 of the master cylinder 1 through the shutoff valve 21 (takes the T position) and the pipe line 91. Therefore, the braking force of the front wheels 14a and 14b, which are the driving wheels, is reduced. When the control unit determines that the braking force should be constant, the solenoid 71 of the 3-port 3-position electromagnetic switching valves 13A and 13B has a level "1/2".
Current is applied to switch to the Y position, and the braking force of the front wheels 14a and 14b is kept constant. By repeating such increase, decrease, and constant holding of the braking force, the drive slip of the front wheels 14a, 14b, which are the drive wheels, is controlled to an optimum value.

The above is the case where the accumulator 25, the pressure detection switch 26, the hydraulic pump 24, etc. operate normally and the hydraulic pressure in the accumulator 25 is within a predetermined range. Accumulator 2
It is assumed that the hydraulic pressure in the accumulator chamber of No. 5 has dropped significantly. In this case, the shutoff valve 27 is switched to the shutoff position Q by the hydraulic pressure detection of the pressure sensing pipeline 29 connected to the pipeline 28.
The pressure supply to the sides of the pipelines 30a and 30b is stopped. That is, the liquid pressure in the conduits 30, 33a, 33b becomes "0". Further, the shutoff valve 21 is also switched to the shutoff position U by this. Therefore, the pipelines 90, 102 side and the pipeline 91 side, that is, the reservoir 4 side of the master cylinder 1 are blocked. Therefore, the 3-port 3-position electromagnetic switching valves 13A, 13B and 13
Even if the solenoid 70 of C is excited by the current of level "1" and switched to the Z position, the pressure fluid is retained without being discharged from the front wheels 14a and 14b, and is connected to the electromagnetic switching valve 13c. Since the brake fluid in the control chamber 52 of the die hydraulic pressure generator 19 is not discharged, the braking force of the rear wheels 14c and 14d is also kept constant, and no brake is applied.

When the driver releases the pedaling force from the brake pedal 3, the brake fluid in the first hydraulic chamber 38 in the hydraulic pressure adjusting devices 8A and 8B is the port 41 and the check valve 16.
It recirculates to the master cylinder 1 side through a and 16b. As a result, the piston 35 moves downward, and the valve ball 42 is seated on the valve seat 47 as shown in the drawing.

The hydraulic brake control device for a vehicle according to the embodiment of the present invention is constructed and operates as described above.
In addition to the effects, the following effects are also achieved. That is, according to this embodiment, the pulse pressure discharged from the hydraulic pump 24 is not transmitted to the hydraulic pressure generating chamber of the master cylinder 2. That is, since no pulse pressure is applied to the brake pedal 3, the pedal feeling is extremely good. Also, with the pressure detection switch 26,
Since the hydraulic pressure accumulated in the accumulator 25 is adjusted so as to be within a predetermined range, it is not necessary to constantly drive the hydraulic pump 24, and the operating noise and vibration caused thereby can be greatly reduced as compared with the conventional case. it can. In particular, when the accumulator 25 is of a gas filling type, the pulse pressure of the pump 24 is absorbed in the pressure accumulator chamber of the accumulator 25, so that the operating noise can be made particularly low. Further, since no pulse pressure or vibration is transmitted from each member connected to the pipe lines 5 and 6 connected to the hydraulic pressure generation chamber of the master cylinder 2, the chassis to which the cylinder body 2 of the master cylinder 1 is attached The vibrations transmitted to the vehicle etc. are eliminated, so that the vibrations caused by the hydraulic pump of the entire vehicle are almost eliminated, and the feeling to the driver can be made very good.

A vehicle hydraulic brake control system according to a second embodiment of the present invention will now be described with reference to FIG. The parts corresponding to those in the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

In this embodiment, as in the first embodiment, the electromagnetic shutoff valves 7A and 7B are provided between the master cylinder 1 and the port 41 communicating with the first hydraulic chamber 38 of the hydraulic pressure adjusting devices 8A and 8B. Rather than being provided, the pipes 201a and 201b are directly connected by providing the pipe lines 201a and 201b between the master cylinder 1 and the output ports of the 3-port 3-position electromagnetic switching valves 13A and 13B. Further, the input port 5 of the variable volume hydraulic pressure generator 19
8a and 58b are directly connected to the dual pressure reducing control valve 1 from the port 41 of the hydraulic pressure adjusting devices 8A and 8B even during normal braking.
Hydraulic pressure is supplied via 7. The other structure is the same as that of the first embodiment, but is different in operation from the ducts 201a and 2a.
01b is directly connected to the output port side of the electromagnetic switching valves 13A and 13B, that is, to the wheel cylinders of the front wheels 14a and 14b, so that the hydraulic pressure from the master cylinder 1 via the pipelines 201a and 201b is reduced during normal braking. The point is that power is transmitted quickly without being subject to throttling at the respective ports of the drive slip control valves 11A and 11B and the electromagnetic switching valves 13A and 13B. The front wheel 14
The hydraulic pressure of the wheel cylinders a and 14b is adjusted by the hydraulic pressure adjusting device 8
It is also transmitted from the A and 8B sides via the pipelines 9a, 9b, 10a, 10b and 12a, 12b, which is the drive slip control valves 11A, 11B and the electromagnetic switching valve 13 described above.
The transmission speed of the pipes 201a,
Since it is slower than that from 201b, as a result, the front wheels 14 are preferentially given by the hydraulic pressure from these pipelines 201a and 201b.
The brakes a and 14b are applied. Therefore, the braking speed of the brake can be made higher than that in the first embodiment. Therefore, although the brakes are applied to these, the anti-skid control is started and the solenoids 72 of the electromagnetic cutoff valves 7A and 7B are excited as in the first embodiment, and the master cylinder 1 side and the hydraulic control valve are activated. The electromagnetic switching valves 13A and 13B are closed, and the same operation as in the first embodiment is performed. The same applies to the drive slip control. In the first embodiment, when the anti-skid control is started and the electromagnetic switching valves 7A and 7B are in the shut-off positions, the pistons 35 of the hydraulic pressure adjusting devices 8A and 8B are set to the piston 35 when the amount of hydraulic pressure decreases (first hydraulic chamber 38). Side) Move upwards for the first time. The operation in the case where the accumulator 25, the hydraulic pump 24, the pressure detection switch 26, etc. malfunction and the accumulated pressure in the accumulator 25 decreases is the same as in the first embodiment.

FIG. 3 shows a vehicle hydraulic brake control device according to a third embodiment of the present invention.
Parts corresponding to those in FIG. 2 are designated by the same reference numerals, and detailed description thereof will be omitted.

That is, according to this embodiment, the front and rear separation piping system is adopted, and all the wheels 14a, 14b, 14c and 1 are used.
3 port 3 position solenoid switching valve 313 for 4d
A, 313B, 313C and 313D are provided. Further, in the present embodiment, the drive wheels are both rear wheels 14c and 14d, to which the drive slip control valve 311 is connected to the output port side of the electromagnetic switching valve 7B. Further, in the master cylinder 301, two hydraulic pressure generating chambers are formed, one of which is connected to the pipe line 305, and the other hydraulic pressure generating chamber is connected to the master cylinder 301 via the pressure reducing proportional control valve 302. It is connected to 306. In addition, the 3-port 3-position solenoid directional control valves 313A, 313B, 313C, 313D are attached to each wheel 1.
Although the variable displacement hydraulic pressure generator 19 is provided like the rear wheels 14c and 14d in the above embodiment by providing the variable displacement hydraulic pressure generators 4a, 14b, 14c and 14d, this is omitted. The normal braking action, anti-skid control action, and drive slip control action are substantially the same as those in the above-mentioned embodiment except for the action of the positive displacement hydraulic pressure generating device 19, and therefore will be omitted. The switching valves 313A, 313B, 313C, 31
The 3D discharge port is connected to the shutoff valve 315 via the line 317.
Which is connected to line 3 via pressure sensing line 316.
Although it receives a hydraulic pressure of 0, its action is similar to that of the shutoff valve 21 of the first and second embodiments.

FIG. 4 shows a vehicle hydraulic brake control device according to a fourth embodiment of the present invention. The parts corresponding to those in the above embodiment are designated by the same reference numerals and detailed description thereof will be omitted. To do. That is, also in the embodiment, unlike the first embodiment, the positive displacement hydraulic pressure generator 19 is not provided, but instead of the wheels 14a, 14b, 14c, 14d, the 3-port 3-position electromagnetic switching valves 313A, 313B, Three
13C and 313D are provided, and the liquid pressure adjusting device 8 is also provided.
The output ports 41 of A and 8B are respectively connected to the conduits 402a, 402a,
It is connected to electromagnetic switching valves 313B and 313C for the rear wheels via 402b and pressure reducing proportional valves 401a and 401b.
In this embodiment, valves corresponding to the drive slip control valves 11A, 11B and 311 of the first and second embodiments are not provided. That is, in this embodiment, the drive slip control is not performed, but it is clear that the same effect as that of the above embodiment can be obtained. In this embodiment, the X piping system is adopted.

FIG. 5 shows a fifth embodiment of the present invention, and the portions corresponding to those in the above-mentioned embodiment are designated by the same reference numerals and detailed description thereof will be omitted.

In this embodiment as well, the drive slip control is not performed as in the fourth embodiment, and the electromagnetic cutoff valves 7A and 7B are arranged in the same relationship as in the second embodiment. That is, the output ports of the electromagnetic cutoff valves 7A and 7B are the conduits 502a and 502b.
The pipelines 501a and 501b connected to the output ports of the switching valves 313A and 313D via the solenoid valves 7A and 7B are connected to the output ports 41 of the hydraulic pressure regulators 8A and 8B.
The output port of is directly connected to the pressure reducing proportional valves 401a and 40b and the switching valves 313A and 313B without being connected. The operation and effect are similar to those of the second and fourth embodiments.

Although the respective embodiments of the present invention have been described above, the present invention is of course not limited to these, and various modifications can be made based on the technical idea of the present invention.

For example, in the embodiment shown in FIGS. 1 to 3, the drive slip control valve 11A, 11B or 311 is provided so that the drive slip control can be performed, but this is omitted and only the brake slip control is performed. May be. In this case, in FIGS. 1 and 2, the conduits 10a and 10b are directly connected to the conduits 12a and 12b. Further, in the embodiment of FIG. 5, the drive slip control valve is not provided and only the braking slip control is performed. However, a drive slip control valve may be provided so that the drive slip control can also be performed. The pipe connection may be performed in the same manner as in the embodiment shown in FIGS.

Further, in the above embodiment, the four wheels are the driving wheels and only the two wheels are the driving wheels. However, of course, the present invention can be applied to the all wheels driving vehicle.

Further, in the above embodiment, only two wheels are four wheels and the driving wheels are the driving wheels, but the present invention can also be applied to all-wheel driving vehicles.

Although the master cylinder 1 is not provided with a booster in the above embodiments, it may be provided with a booster as shown in FIG. 6 of the conventional example. In this case, the booster hydraulic pump 22 is used in the present invention. It may be used as the hydraulic pump 24.

[0079]

According to the vehicle hydraulic brake control apparatus of the present invention, the pedal kick phenomenon is eliminated, the operating noise is greatly reduced, and the start of anti-skid control (braking slip control) is started by the brake pedal. You can feel
The amount of depression can be adjusted to avoid frequent anti-skid control.

Although the master cylinder 1 is not provided with a booster in the above embodiments, it may be provided with a booster as shown in FIG. 6 of the conventional example. In this case, the hydraulic pump 22 for the booster is used in the present invention. It may be used as the hydraulic pump 24.

[Brief description of drawings]

FIG. 1 is a piping system diagram of a vehicle hydraulic brake control device according to a first embodiment of the present invention.

FIG. 2 is a piping system diagram of a vehicle hydraulic brake control device according to a second embodiment of the present invention.

FIG. 3 is a piping system diagram of a vehicle hydraulic brake control device according to a third embodiment of the present invention.

FIG. 4 is a piping system diagram of a vehicle hydraulic brake control device according to a fourth embodiment of the present invention.

FIG. 5 is a piping system diagram of a vehicle hydraulic brake control device according to a fifth embodiment of the present invention.

FIG. 6 is a piping system diagram of a conventional vehicle hydraulic brake control device.

[Explanation of symbols]

1 Tandem master cylinder 7A Electromagnetic cutoff valve 7B Electromagnetic cutoff valve 8A Hydraulic pressure adjustment device 8B Hydraulic pressure adjustment device 13A 3 port 3 position electromagnetic switching valve 13B 3 port 3 position electromagnetic switching valve 13C 3 port 3 position electromagnetic switching valve 24 Hydraulic pump 25 Accumulator 35 Piston 38 First Hydraulic Pressure Chamber 39 Second Hydraulic Pressure Chamber 42 Valve Ball 43 Pressing Member 44 Valve Spring 301 Master Cylinder 313A 3 Port 3 Position Electromagnetic Changeover Valve 313B 3 Port 3 Position Electromagnetic Changeover Valve 313C 3 Port 3 Position Electromagnetic Switching valve 313D 3-port 3-position solenoid switching valve

Claims (2)

[Claims] 1. A master cylinder, a shut-off valve connected to a hydraulic pressure generating chamber of the master cylinder, and an output port side of the shut-off valve, which receives a command from a control unit for evaluating braking slip of wheels. Hydraulic control valve for controlling the brake fluid pressure of the wheel brake device, a reservoir that stores the brake fluid in advance, an accumulator, and the brake fluid in the reservoir is pressurized to apply pressure to the accumulator. A hydraulic pump for supplying liquid and a hydraulic pressure adjusting device arranged between the master cylinder and the accumulator are provided, and the hydraulic pressure adjusting device has a main body and a seal ring attached to an inner hole of the main body. And then slidably fitted into the main body
A piston that defines a hydraulic chamber and a second hydraulic chamber;
And a valve device arranged between the hydraulic chamber and the accumulator to open and close the space, the second hydraulic chamber is connected to the master cylinder side, and the first hydraulic chamber is the hydraulic control valve. Side, the valve device is opened by the movement of the piston from the second hydraulic pressure chamber to the first hydraulic pressure chamber, and the shutoff valve is in a shutoff state during braking slip control. When the brake fluid pressure of the wheel is reduced by the control described above, the brake fluid is discharged from the wheel brake device to the reservoir via the fluid pressure control valve. .. 2. A shut-off valve is provided in a pipe line connecting the hydraulic pressure control valve and the reservoir, and when the hydraulic pressure of the accumulator is above a predetermined value, they are in phase communication with each other. The hydraulic brake control device for a vehicle according to claim 1, wherein