JPH0519041U - Vehicle slip control device - Google Patents

Abstract

(57) [Abstract] [Purpose] To provide a slip control device for a vehicle, which can be easily arranged in a narrow space such as an engine room. A first unit 1 incorporating a switching control means for preventing control lock and a second unit 4 incorporating a switching control means for preventing acceleration slip are integrated by bolts 5A, 5B and 5C. , And the ports 1A and 1B on the side of the first unit 1 and the ports on the side of the second unit 4 facing them were directly connected.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a vehicle slip control device capable of appropriately controlling a slip caused by a relationship between a torque applied to a driving wheel and a friction coefficient of a road surface not only when braking a vehicle but also when accelerating.

[0002]

[Prior Art]

 Conventionally, as a slip control device for a vehicle of this type, there is one described in JP-A-63-1858557.

In such a control device, a first unit in which an actuator of an antilock brake device is incorporated and a second unit in which an actuator of a traction control device is incorporated are separately configured, and these first and The second unit is connected by piping.

Here, the actuator in the first unit is connected between the master cylinder and the wheel cylinder, and controls the hydraulic pressure of the wheel cylinder to control the braking when the wheel lock during braking is detected. This is to prevent slippage. On the other hand, the actuator in the second unit is connected in the pipeline between the master cylinder and the actuator of the anti-lock brake device, and when a slip during acceleration is detected, the actuator is connected to the master cylinder and the actuator. It prevents the slippage during acceleration by blocking the conduit between the actuator of the anti-lock brake system and the hydraulic pressure of the wheel cylinder by using the pressure of a pressure source different from the master cylinder. is there.

[0005]

[Problems to be solved by the device]

 However, the first unit of the anti-lock brake device and the second unit of the traction control device are separately arranged in a limited and narrow space such as the engine room of an automobile, and they are connected by piping. Had problems with layout.

An object of the present invention is to provide a vehicle slip control device that can be easily arranged in a narrow space such as an engine room.

[0007]

[Means for Solving the Problems]

 The vehicle slip control device of the present invention includes a master cylinder as a first pressure source, a wheel cylinder provided on a wheel, and first and second connection ports between the master cylinder and the wheel cylinder. And a first unit connected to the first unit, a brake lock prevention switching control unit that is provided in the first unit and controls the hydraulic pressure of the wheel cylinder when a brake lock occurs, and the master cylinder. The fourth connection port is connected to the first connection port of the first unit via third and fourth connection ports, and is integrally connected to the first unit. Is provided in the second unit, which is connected to the first connection port of the first unit in conformity with the first connection port, and the master unit is provided when the acceleration slip occurs. An acceleration slip prevention switching control means for controlling the hydraulic pressure of the wheel cylinder by using a second pressure source while blocking the line between the cylinder and the first connection port of the first unit. It is characterized by having.

[0008]

[Action]

 The vehicle slip control device of the present invention integrally includes a first unit incorporating a switching control means for preventing braking lock and a second unit incorporating a switching control means for preventing acceleration slip. By connecting the connection ports of these first and second units directly to each other without using special piping, it is easy to install the slip control device itself in a narrow space such as the engine room. It should be

When a plurality of brake lock prevention switching control means are provided, at least one switching control means is incorporated into the second unit to couple the second unit to the first unit. Different slip control modes can be easily selected depending on whether or not it is used.

Further, when a plurality of sets of switching control means for preventing braking lock are provided, by incorporating at least one set of switching control means in the detachable third unit to the first or second unit, Different slip control modes can be easily selected depending on the usage state of whether or not to connect the third unit.

[0011]

【Example】

 Embodiments of the present invention will be described below with reference to the drawings.

1 and 2 show a first embodiment of the present invention.

In FIG. 1, reference numeral 1 denotes a first unit in which a switching control means for preventing a brake lock, which will be described later, is incorporated. A relay box 2 attached to the unit 1 has a motor relay and a solenoid relay (not shown). The unit 1 and the relay box 2 constitute an anti-lock brake device. Further, 3 is a motor for driving a pump described later. The unit 1 is provided with first and second input ports 1A and 1B and four output ports 1C, 1D, 1E and 1F. As shown in FIG. 2, each of these output ports 1C, 1D, 1E and 1F is connected to a wheel cylinder 22 provided on four wheels 21 on the front, rear, left and right. In the following, the wheel cylinders of the right front wheel 21 FR and the left front wheel 21FL are 22FR and 22FL, and the wheel cylinders of the right rear wheel 21RR and the left rear wheel 21RL are 22RR and 22RL.

In this embodiment, the rear wheels 21RR and 21RL are driving wheels, and the front wheels 21FR and 21FL are driven wheels. A wheel speed sensor for detecting the number of revolutions of each wheel is attached to each wheel, and their detection signals are input to a controller (not shown) configured by a micro computer. The controller detects braking slips and acceleration slips on the wheels during braking and acceleration of the vehicle and performs slip control as described below.

The first unit 1 includes a total of four sets of switching control means for braking lock prevention (hereinafter, referred to as “first switching control”) corresponding to the four wheel cylinders 22FR, 22FL, 22RR and 22RL. "Means") is incorporated.

First, the first switching control means corresponding to the wheel cylinder 22FL of the left front wheel FL is a first, a second, and a first switching control means formed in parallel between the first input port 1A and the output port 1C. It is configured to be incorporated in the three passages 31FL, 32FL, and 33FL of No. 3.

That is, the normally open electromagnetic inflow valve 11FL is provided in the first passage 31FL, and only the flow from the output port 1C side to the input port 1A side is allowed in the second passage 32FL. The check valve 12FL is provided, and the check valve 13F, the pump 14F, the check valve 15F, the reservoir 16F and the normally closed electromagnetic outflow valve 17FL are provided in series in the third passage 33FL. The check valves 13F and 15F in the third passage 33FL allow only the flow from the output port 1C side to the input port 1A side.

Similarly, a first switching means corresponding to the wheel cylinder 22FR of the right front wheel FR is formed between the input port 1A and the output port 1D.

That is, in the passages 32FR and 33FR corresponding to the first and second passages 31FL and 32FL, the electromagnetic inflow valve 11FR and the check valve corresponding to the electromagnetic inflow valve 11FL and the check valve 12FL, respectively. 12 FR is provided. The first passages 31FL and 31FR and the second passages 32FL and 32FR are partially formed in common. Further, the passage 33FR corresponding to the third passage 33FL is formed by branching from a midway position between the reservoir 16F and the electromagnetic outflow valve 17FL in the third passage 33FL, that is, the third passage 33FL. It is formed in common with 33FL. An electromagnetic outflow valve 17FR corresponding to the electromagnetic outflow valve 17FL is provided between the reservoir 16F and the output port 1D. Therefore, the check valve 13F, the pump 14F, the check valve 15F, and the reservoir 16F are provided in common to the third passages 33FL and 33FR of the wheel cylinders 22FL and 22FR of the left front wheels. ..

On the other hand, between the second input port 1B and the output ports 1E and 1F, the first switching control means for the wheel cylinders 22RR and 22RL of the left and right rear wheels is configured. The switching control means is configured in the same manner as that for the wheel cylinders 22FR and 22FL for the left and right front wheels described above. Therefore, in FIG. 2, the same parts are denoted by reference numerals with RR, RL, or R, and the description thereof will be omitted.

In FIG. 1, reference numeral 4 is a second unit in which a switching control means for preventing acceleration slip, which will be described later, is incorporated, and this unit 4 penetrates through it and is screwed to the first unit 1. It is integrally connected to the first unit 1 by three bolts 5A, 5B and 5C. As shown in FIG. 2, the unit 4 is provided with first and second input ports 4A and 4B, first and second output ports 4C and 4D, and an input / output port 4E.

The output ports 4C and 4D are provided at positions facing the input ports 1A and 1B of the first unit 1, and when the first and second units 1 and 4 are coupled, the port 1A And port 4C are directly connected, and port 1B and port 4D are directly connected. Elastic O-rings 6 and 6 (see FIG. 1) are interposed between these connecting portions. As shown in FIG. 1, the three bolts 5A, 5B and 5C are screwed so that the bolts 5A and 5B face each other with the port 1A in between and the bolts 5B and 5C face each other with the port 1B in between. ing.

Therefore, the first and second units 1 and 4 are directly connected without using a special pipe, and are integrally connected.

In the second unit 4, between the second input port 4B, the second output port 4D and the input / output port 4E, switching control means for preventing acceleration slip (hereinafter, referred to as “second "Switching control means") is configured. A traction control device is constituted by the unit 4 and a pump or the like which will be described later and is connected to the inlet / outlet port 4E.

The second switching control means includes first and second check valves 41 and 42 and a normally open first electromagnetic inflow valve 43 between the input port 4B and the output port 4D, respectively. Are connected in parallel, and a normally closed second electromagnetic inflow valve 44 is connected between the inlet / outlet port 4E and the output port 4D. The first check valve 41 permits only the flow from the input port 4B side to the output port 4D side, and the second check valve 42 allows the fluid pressure on the output port 4D side to be an abnormally high pressure. When it becomes, it opens and the high pressure is released to the input port 4B side.

In FIG. 2, reference numeral 7 denotes a master cylinder (first pressure source), which generates a hydraulic pressure according to the depression amount of the brake pedal 8 and outputs the hydraulic pressure to the first and second output pipes. Output from 7A and 7B. Further, the master cylinder 7 is provided with a reservoir 7C for storing the brake fluid, and the reservoir 7C is connected with first and second inlet / outlet pipes 7D and 7E.

The first and second output pipes 7A and 7B are connected to the first and second input ports 4A and 4B of the second unit 4, respectively.

The first inlet / outlet pipe 7D is connected to the inlet / outlet port of the second unit 4 via the first check valve 81, the pump 82, the second check valve 83, and the first accumulator 84. The second inlet / outlet pipe 7E is connected to the port 4E, and is connected to the inlet / outlet port 4E of the second unit 4 via the second accumulator 85 and the fourth check valve 86. Further, a fifth check valve 87 is connected between the middle of the piping between the second accumulator 85 and the fourth check valve 86 and the first piping 7D for entry and exit. The first and second check valves 81 and 83 allow only the flow from the first inlet / outlet pipe 7D side to the inlet / outlet port 4E side, and the third check valve 86 is connected to the inlet / outlet port 4E side. To the second inlet / outlet pipe 7E side, and the fourth check valve 87 flows from the second inlet / outlet pipe 7E side to the first inlet / outlet pipe 7D side. It is only forgiving.

Next, the operation will be described.

(1) Normal Brake Operation During normal brake operation in which slip control during braking and slip control during acceleration are not performed, the electromagnetic inflow valve 11 (11FL, 11FR, 11) in the first unit 1 is operated. RL and 11RR) are opened, and the electromagnetic outflow valve 17 (17FL, 17FR, 17RL and 17RR) is closed, and the first electromagnetic inflow valve 43 in the second unit 4 is opened. And the second electromagnetic inflow valve 44 is closed.

Therefore, the hydraulic pressure output from the first output pipe 7A of the master cylinder 7 by the depression of the brake pedal 8 is introduced into the wheel cylinders 22FL and 22FR on the front wheel side via the electromagnetic inflow valves 11FL and 11FR. Will be done. On the other hand, the hydraulic pressure output from the second output pipe 7B of the master cylinder 7 passes through the first electromagnetic inflow valve 43 and then to the wheel cylinders 22RL and 22RR on the rear wheel side via the electromagnetic inflow valves 11RL and 11RR. Will be introduced.

(2) Slip Control During Braking This slip control during braking (antilock brake control) is performed independently for each wheel 21FL, 21FR, 21RL and 21RR.

Therefore, the slip control for the left front wheel 21FL will be described as a representative.

The controller that senses the slip of the left front wheel 21FL during braking controls the first switching control means in the first unit 1 as necessary to maintain and reduce the hydraulic pressure in the wheel cylinder 22FL. Or increase the pressure.

That is, first, in order to maintain the hydraulic pressure in the wheel cylinder 22FL, the electromagnetic inflow valve 11FL is closed and the electromagnetic outflow valve 17FL is left closed. Next, when reducing the pressure, the electromagnetic inflow valve 11FL is closed and the electromagnetic outflow valve 17FL is opened to release the hydraulic pressure in the wheel cylinder 22FL into the reservoir 16F. Next, when increasing the pressure, the hydraulic pressure from the master cylinder 7 is guided again into the wheel cylinder 22FL via the electromagnetic inflow valve 11FL. Therefore, in the case of this pressure increase, the electromagnetic inflow valve 11FL is opened and the electromagnetic outflow valve 17FL is closed.

The slip control for the other wheels 21FR, 21RL and 21RR is similar. However, regarding the rear wheels 21RL and 21RR, the hydraulic pressure from the master cylinder 7 is introduced through the second unit 4.

(3) Slip Control During Acceleration The slip control (traction control) during acceleration is performed on the rear wheels 21RL and 21RR that are the drive wheels.

That is, the controller that senses the slip of the rear wheels 21RL and 21RR at the time of acceleration controls the second switching control means in the second unit 4 as necessary to control the inside of the wheel cylinders 22RL and 22RR. Increase, maintain, or reduce the fluid pressure.

First, in the case of increasing the pressure, the first electromagnetic inflow valve 43 is closed and the second electromagnetic inflow valve 44 is opened. As a result, the communication between the master cylinder 7 and the wheel cylinders 22RL and 22RR is cut off, and the hydraulic pressure in the accumulator 84 is introduced through the second electromagnetic inflow valve 44, so that the wheel cylinders 22RL and 22RR are introduced. Increase the fluid pressure inside. Next, when the pressure is maintained, the electromagnetic outflow valves 17RL and 17RR in the first unit 1 are closed, and the electromagnetic inflow valve 11RL and the electromagnetic inflow valve 11RR are closed. Next, when decompressing, the electromagnetic inflow valve 11RL and the electromagnetic inflow valve 11RR in the first unit 1 are closed, and the electromagnetic outflow valves 17RL and 17RR are opened to operate the wheel cylinders 22RL and The hydraulic pressure in 22RR is released into the reservoir 16R. As described above, in this slip control during acceleration, the electromagnetic inflow valves 11RL and 11RR are operated with the first electromagnetic inflow valve 43 closed and the second electromagnetic inflow valve 44 opened. Also, the electromagnetic outflow valves 17RL and 17RR are controlled to be opened and closed.

When the pressure inside the accumulator 84 becomes equal to or lower than a predetermined pressure, the pump 82 operates to increase the pressure inside the accumulator 84.

The check valves 12 (12FL, 12FR, 12RL and 12RR) in the first unit 1 are arranged from the corresponding wheel cylinder 22 (22FL, 22FR, 22RL and 22RR) side to the master cylinder 7 side. The brake fluid will be smoothly returned to the. Further, the first check valve 41 in the second unit 4 improves the responsiveness when increasing the pressure in the wheel cylinders 22RL and 22RR, and the second check valve 42 is used in the wheel cylinders 22RL and 22RL. Prevents abnormal high pressure from being trapped inside the 22RR.

FIG. 3 to FIG. 7 are views for explaining the second embodiment of the present invention. The same parts as those in the first embodiment described above are designated by the same reference numerals and the description thereof will be omitted.

In the case of the present embodiment, the first switching control means for the wheel cylinder 22RR of the right rear wheel 21RR is provided in the second unit 52 corresponding to the second unit 4 of the above-described embodiment. A configuration in which a first unit 51, which is incorporated and is in charge of the first unit 1 of the above-described embodiment, is provided with a total of three sets of first switching control means for the other wheel cylinders 22FL, 22FR and 22RL. Has become.

The first and second units 51 and 52 are integrally connected by the bolts 5A, 5B and 5C similar to those in the above-described embodiment, and their connecting surfaces are aligned with each other. 4 ports 51A and 52A (corresponding to ports 1A and 4C in FIG. 2), 51B and 52B, 51 C and 52C, and 51D and 52D, respectively, so as to be directly connected. Corresponding port is provided.

However, in the specific configuration example of the first and second units 51 and 52 shown in FIGS. 4 to 7, one set of ports 51B and 52B in FIG. 3 is replaced with another set of ports. It also functions as 51C and 52C. That is, the ports 51C and 52C in FIG. 3 are deleted, and further, in the second unit 52, the portion corresponding to the port 52C and the portion corresponding to the port 52B are connected to each other. The specific configuration of the second unit 52 will be described later.

Further, the first unit 51 is provided with ports 51E, 51F and 51G corresponding to the ports 1C, 1D and 1E in FIG. 2, and the second unit 52 is provided with the ports in FIG. Ports 52E, 52F, 52G and 52H corresponding to 4A, 4B, 4E and 1F are provided.

Therefore, the control device of the present embodiment constitutes a control system similar to that of the first embodiment described above, and operates in the same manner as itself.

By the way, the first unit 51 in the present embodiment can be mounted on an automobile without the second unit 52 being connected, and in this case, it has only a function as an antilock brake device. Will be done.

That is, in this case, the first and second output pipes 7A and 7B of the master cylinder 7 are connected to the input ports 51A and 51B, respectively, and the ports 51B and 51D are closed and output. The wheel cylinders 22RL and 22RR for the left and right rear wheels are connected to the port 51G. Therefore, the hydraulic pressure in those wheel cylinders 22RL and 22RR will be similarly controlled.

This means that by mounting only the first unit 51 on the automobile, the three-channel anti-lock brake control can be performed on the wheels 21FL, 21FR, 21RL and 21RR. After all, depending on whether or not the second unit 52 is attached to the first unit 51, there are two control modes, that is, a four-channel control mode with an antilock brake function and a traction control function, and only an antilock brake function. One of the three channel control modes can be easily selected.

Incidentally, in the prior art, as described in, for example, Japanese Patent Laid-Open No. 188557/1988, the same applies unless the first unit 51 is replaced for 4-channel control or 3-channel control. Could not be changed.

Further, as shown in FIG. 4, the second unit 52 in the present embodiment is provided with an inverted traction control unit between the upper and lower housing portions 52-1 and 52-2 in which the liquid passages are formed. The stop valves 41 and 42, the electromagnetic inflow valves 43 and 44, and the antilock control electromagnetic inflow valve 11RR, electromagnetic outflow valve 17RR, and check valve 12RR are mounted. In FIG. 5, 90 is a bolt for connecting the upper and lower housing parts 52-1 and 52-2.

8 to 11 are views for explaining the third embodiment of the present invention.

In the case of the present embodiment, the first switching control means for the wheel cylinder 22RR of the right rear wheel 21RR in the second embodiment described above is replaced with a new third unit 53 from the inside of the second unit 52. It has been reconfigured inside. The third unit 53 is, as shown in FIG. 8, coupled to the first unit 51 by bolts 61A and 61B, and the coupling surfaces thereof have three pairs of ports directly connected to each other. Is formed. That is, the ports 51B, 51C and 51D shown in FIG. 9 are formed on the first unit 51 side, and the ports 53A, 53B and 53C shown in FIGS. 8 and 9 are formed on the third unit 53 side. An elastic O-ring 62 as shown in FIG. 8 is interposed at each connecting portion of these three pairs of ports. The bolts 61A and 61B are screwed so as to face each other with the three pairs of ports sandwiched therebetween. Therefore, the first and third units 51 and 53 are directly connected to each other without using a special pipe and are integrally connected.

Therefore, in the present embodiment, in the connection state as shown in FIG. 9, a control system similar to that of the above-described first and second embodiments is configured, and the same control system as those of them is formed. Function.

By the way, the first unit 51 in this embodiment is in a state in which the second unit 52 is not coupled as shown in FIG. 10 or the second and third units 52 and 53 as shown in FIG. It can be installed in an automobile without the connection of the. In these cases, the ports that are not connected are blocked. Then, in the connection state of FIG. 10 and FIG. 11, only the function as the antilock brake device is fulfilled, respectively, and further, in the former connection state of FIG. 10, the wheels 21FL, 21FR, 21RL and 21RR are connected. 4 channels of anti-lock brake control can be performed, while on the other hand, in the latter connection state of FIG. 11, 3 channels of anti-lock brake control can be performed. After all, depending on the connection state of the first, second and third units 51, 52 and 53, there are three control modes, that is, a four-channel control mode with an antilock brake function and a traction control function, and an antilock brake. It is possible to arbitrarily select either the 4-channel control mode with only functions or the 3-channel control mode with only anti-lock braking function.

In addition, in the present embodiment, the third unit 53 may be configured to be connectable to the second unit 52.

[0058]

[Effect of the device]

 As described above, the vehicle slip control device of the present invention includes the first unit incorporating the switching control means for preventing braking lock and the second unit incorporating the switching control means for preventing acceleration slip. Since the unit is integrally connected and the connection ports of the first and second units are directly connected to each other without using special piping, the slip control device itself can be installed in an engine room or the like. It can be easily installed in a small space.

When a plurality of brake lock prevention switching control means are provided, at least one set of switching control means is incorporated into the second unit to couple the second unit to the first unit. It is also possible to easily select a different slip control form depending on the usage state of whether or not.

Further, when a plurality of sets of switching control means for preventing braking lock are provided, by incorporating at least one set of switching control means in the detachable third unit to the first or second unit, Different slip control modes can be easily selected depending on the usage state of whether or not to connect the third unit.

[Brief description of drawings]

FIG. 1 is an exploded perspective view showing a first embodiment of the present invention.

FIG. 2 is a schematic configuration diagram of a slip control device shown in FIG.

FIG. 3 is a schematic configuration diagram showing a second embodiment of the present invention.

FIG. 4 is a schematic configuration diagram of a second unit shown in FIG.

5 is a plan view of the slip control device shown in FIG.

6 is a view on arrow VI of FIG.

FIG. 7 is a view on arrow VII of FIG.

FIG. 8 is an exploded perspective view showing a third embodiment of the present invention.

9 is a schematic configuration diagram of the slip control device shown in FIG.

10 is a schematic configuration diagram in a state where the second unit shown in FIG. 8 is not coupled.

FIG. 11 is a schematic configuration diagram in a state where the first and second units shown in FIG. 8 are not coupled.

[Explanation of symbols]

 1 1st unit 1B input port (1st connection port) 1E, 1F output port (2nd connection port) 4 2nd unit 4B input port (3rd connection port) 4D output port (4th connection port) Port) 5A, 5B, 5C Bolt 7 Master cylinder 21RL, 21RR Rear wheel 22RL, 22RR Rear wheel wheel cylinder

Claims (4)

[Scope of utility model registration request] 1. A master cylinder as a first pressure source, a wheel cylinder provided on a wheel, and a first cylinder connected between the master cylinder and the wheel cylinder via first and second connection ports. A first unit, a brake lock prevention switching control unit that is provided in the first unit and that controls the hydraulic pressure of the wheel cylinder when a brake lock occurs, the master cylinder, and the first unit. Connected to the connection port of the first unit through the third and fourth connection ports and integrally connected to the first unit, and the fourth connection port is connected to the first unit of the first unit. A second unit which is connected to the connection port and is connected to the second unit; and when the second unit is provided, the master cylinder and the first unit are connected when an acceleration slip occurs. And a switching control unit for preventing acceleration slip for controlling the hydraulic pressure of the wheel cylinder by using a second pressure source while blocking a conduit between the first connection port of the engine and the first connection port. Slip control device for a vehicle. 2. The first and second units are coupled by a bolt penetrating one side thereof and screwed to the other side, and the bolt sandwiches the first and fourth connection ports. The vehicle slip control device according to claim 1, wherein a plurality of the slip control devices are provided at opposing positions. 3. A plurality of wheel cylinders are provided, and at least one of a plurality of sets of brake lock prevention switching control means corresponding to each of the plurality of wheel cylinders is provided.
The vehicle slip control device according to claim 1, wherein a set is provided in the second unit. 4. A plurality of the wheel cylinders are provided, and at least one of a plurality of sets of brake lock prevention switching control means corresponding to each of the plurality of wheel cylinders is provided.
The vehicle slip control device according to claim 1, wherein a set is provided in a third unit that is detachably attached to either one of the first unit and the second unit.