JPH0539012A - Anti-lock control device - Google Patents

Abstract

PURPOSE:To enhance the braking efficiency of an anti-lock device by making the distribution of fluid pressure optimum between each front wheel brake and each rear wheel brake. CONSTITUTION:A proportional pressure reducing valve 20 is interposed between each right/left wheel brake and a master cylinder, the discharge pressure of pumps 18A and 18B which are driven when the anti-lock brake system of a different line is applied. is introduced to the pressure detecting port 21 of the proportional pressure reducing valve 20, and fluid pressure to be supplied to each rear wheel side is so constituted as to be increased with the proportionally reduced pressure of the proportional pressure reducing valve 20 nullified by means of discharge pressure in a device where anti-lock devices are interposed between each right/left front wheel brake 10A and 10B and a master cylinder 11, and between each right/left rear wheel brake 12A and 12B and the master cylinder respectively.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-lock control device, and more particularly, it aims to improve the braking efficiency by optimizing the hydraulic pressure distribution of front and rear wheel brakes.

[0002]

2. Description of the Related Art Conventionally, there has been provided an antilock brake device provided with a proportional pressure reducing valve (so-called proportioning valve) for proportionally reducing the output hydraulic pressure with respect to the input hydraulic pressure according to the pressure detected by a pressure detection hole. ing. The proportional pressure reducing valve appropriately sets the distribution of the hydraulic pressure of the rear wheel brake and the hydraulic pressure of the front wheel brake in order to prevent the rear wheel brake from locking before the front wheel brake and impairing the stability of the vehicle body. It fulfills its function. Therefore, if the anti-lock device (hereinafter, abbreviated as ABS device) is provided, the proportional pressure reducing valve is essentially unnecessary.

However, it is possible to prevent the ABS device from operating earlier than the friction coefficient μ of the road surface due to the imbalance of the braking force of the front wheel brakes and the rear wheel brakes to cause annoyance such as noise and vibration. In consideration of a case where the ABS device has failed, the proportional pressure reducing valve is used as shown in FIG. 7 even when the antilock device is provided.

In the brake system shown in FIG. 7, X piping is used, and front and rear wheel brakes 1A, 1B and rear wheel brakes 2A, 2B on both left and right sides are provided with antilock devices (ABS devices) 3A, 3B, 3C, 3D, respectively, and rear Wheel brake 2A, 2
Proportional pressure reducing valves 4A and 4B are arranged between B and the master cylinder 5. The proportional pressure reducing valves 4A, 4B connect the pressure detecting holes 6a, 6b to the outlet side of the master cylinder 5 of the other hydraulic system, respectively, so that the rear wheels do not lock earlier than the front wheels. According to the outlet side pressure of the master cylinder 2 detected by 6a and 6b, the rear wheel brake 2
The hydraulic pressures of A and 2B are proportionally reduced with respect to the hydraulic pressures of the front wheel brakes 1A and 1B, and when a failure occurs, the proportional pressure reduction of the P valves 2A and 2B of the other hydraulic system is released to The hydraulic pressure of the wheel brakes 2A and 2B is increased.

In the above antilock control device, generally, nothing is mounted on the vehicle other than the driver.
Since the rear wheels are most likely to be locked (when the vehicle is empty), the braking force is distributed by setting the distribution of the hydraulic pressures of the front and rear brakes accordingly.

However, the ideal distribution of the hydraulic pressures of the front and rear brakes when the luggage, other personnel, etc. are mounted (when the vehicle is loaded) is distributed more to the rear wheels than when the vehicle is empty. Therefore, in the distribution of the brake fluid pressures of the front wheels and the rear wheels by the proportional pressure reducing valve, only the braking force unreasonably lower than the ideal braking force may be distributed to the rear wheels.

On the other hand, by using a ball that rolls by detecting deceleration, proportional pressure reduction of the rear wheel brakes is started with a relatively low hydraulic pressure when the vehicle is empty (low break point hydraulic pressure), and when the vehicle is loaded, A deceleration sensitive type that starts proportional pressure reduction of the rear wheel brakes with a higher hydraulic pressure than when it is empty (high breaking hydraulic pressure) and tries to approach the ideal distribution of brake fluid pressure for the front and rear wheels as much as possible A proportional control valve and a vehicle height responsive proportional control valve that adjusts the above-mentioned hydraulic pressure at the break point by detecting a loaded load from the displacement of the suspension of the vehicle body have been proposed.

However, in the former case, the ball may roll early due to the liquid flow force around the ball.
On the other hand, in the latter case, the rear wheel suspension may float due to the effect of the nose dive.Therefore, even if these proportional control valves are used, the braking force on the rear wheels is lower than the originally required braking force. Can also be significantly smaller.

Compared with the ideal distribution of the front and rear wheel brake braking forces as described above, when the rear wheel braking force is small, the vehicle body deceleration that can be achieved if the ideal distribution is achieved is obtained. As a result, the front wheel, which is overloaded as a result, is locked and the ABS device is activated. It is possible to gradually increase the rear wheel brake pressure by further depressing the brake pedal from this state to operate the master cylinder. However, it is generally understood that the operation of the ABS device is a warning against excessive braking. Therefore, the driver often does not step further.

That is, since the rear wheel brake hydraulic pressure is suppressed by the proportional pressure reducing valve, the antilock control is performed only in the front wheel brake, and the braking force of the rear wheel brake is insufficient, and thus the braking force of the entire vehicle is insufficient. Invited, AB
Despite the provision of the S device, the braking distance is rather extended.

On the other hand, as disclosed in Japanese Utility Model Laid-Open No. 1-90660, a proportional pressure reducing valve is provided between the master cylinder and the actuator for performing the anti-lock operation, and the master cylinder and the actuator are provided. A configuration has been proposed in which a bypass line including an electromagnetic opening / closing valve is provided.

In the above-mentioned structure, during normal operation of the actuator, the electromagnetic on-off valve is opened and the proportional pressure reducing valve is not operated substantially. On the other hand, when the operation of the actuator is abnormal, The above-mentioned electromagnetic on-off valve is closed and the bypass line is closed to operate the proportional pressure reducing valve. With this configuration, it is possible to solve the shortage of the hydraulic pressure of the rear wheel brake due to the provision of the proportional pressure reducing valve as described above.

[0013]

However, in the case of the above configuration, it is necessary to provide the bypass line and the electromagnetic on-off valve, which complicates the structure and increases the cost. In addition, even when the actuator is operating normally, pressure is applied to the actuator directly from the master cylinder without using the proportional pressure reducing valve. It is easy to cause an early lock, which is troublesome because the anti-lock operation often occurs on the rear wheels.

The present invention has been made to solve the problems in the conventional anti-lock control device as described above, and in the anti-lock control device, the distribution of the front and rear wheel brake hydraulic pressures is always in an appropriate state. Therefore, the purpose is to improve the braking efficiency.

[0015]

In order to achieve the above object, the present invention connects a front wheel brake on both left and right sides and rear wheel brakes on both left and right sides to a master cylinder via hydraulic systems of different systems, and at the same time, for each wheel. An anti-lock device is arranged between the brake and the master cylinder.The anti-lock device discharges excess brake fluid pressure from the wheel brake when a wheel lock occurs and at the same time pumps it back to the master cylinder side by reflux. A proportional pressure reducing valve is arranged between the rear wheel brakes on both the left and right sides and the master cylinder, and the proportional pressure reducing valve responds to the input hydraulic pressure according to the pressure introduced into the pressure detection hole. The output hydraulic pressure is proportionally reduced by the pump and the proportional pressure reduction is released when the pump discharge pressure is introduced. A check valve that allows liquid flow from the pump to the master cylinder side and blocks back flow is provided in the return passage that connects the discharge side of the pump to the master cylinder, and the return flow between the check valve and the pump discharge port is provided. A pressure detection passage that branches from the passage and connects to the pressure detection hole of the proportional pressure reducing valve of the different system is provided, and the pump discharge pressure during antilock of the different system is introduced into the proportional pressure reducing valve to release the proportional pressure reduction. The present invention provides an antilock control device characterized by the above.

More specifically, it comprises a first hydraulic system connecting the left and right front wheel brakes to the master cylinder, and a second hydraulic system connecting the left and right rear wheel brakes to the master cylinder.
The discharge pressure of the pump arranged in the first hydraulic system is introduced into the pressure detection hole of the proportional pressure reducing valve arranged in the second hydraulic system. Alternatively, a first hydraulic system that connects the left front wheel brake and the right rear wheel brake to the master cylinder, and a second hydraulic system that connects the right front wheel brake and the left rear wheel brake to the master cylinder are provided, and the left and right rear wheels are provided. The proportional pressure reducing valves are respectively provided between the brake and the master cylinder, and the discharge pressures of the pumps of different systems are introduced into the respective proportional pressure reducing valves.

A check valve is provided between the branch point of the pressure detection passage branched from the return passage and the discharge side of the pump to allow the liquid flow from the pump to the pressure detection passage and prevent the reverse flow. It is preferable that the pressure detection passage is branched from a return passage between two check valves arranged in series of a check valve and the check valve.

[0018]

Since the antilock control device according to the present invention is configured as described above, until the front wheel brake starts the antilock control, the proportional pressure reducing valve changes the hydraulic pressure of the rear wheel brake to the hydraulic pressure of the master cylinder. That is, the pressure is reduced in proportion to the hydraulic pressure of the front wheel brake. When the front wheel brake starts anti-lock control, the proportional pressure reducing valve detects this from the pressure detection hole, and releases the proportional pressure reduction of the rear wheel brake hydraulic pressure. Therefore, even if the driver does not operate the master cylinder by depressing the brake pedal, the hydraulic pressure of the rear wheel brakes increases toward the hydraulic pressure of the master cylinder, and the ideal distribution of the hydraulic pressures of the front and rear wheel brakes is achieved. It is possible to get close to the appropriate allocation.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in detail with reference to the embodiments shown in the drawings. FIG. 1 shows an FR according to the first embodiment of the present invention.
1 shows an anti-lock brake control device for a vehicle, in which left and right front wheel brakes 10A and 10B are connected to a master cylinder 11 via a first hydraulic system I, and left and right rear wheel brakes 12A and 12B are connected to a second hydraulic pressure. It is connected to the master cylinder 11 via system II. The first hydraulic system I
And the second hydraulic system II are independent of each other.

The first hydraulic system I on the front wheel brake side is
Branch passages I-2, I-3 connecting the main supply passage I-1 for supplying the brake fluid pressure to the front wheel brakes to the left and right front wheel brakes 10A, 10B respectively according to the pedaling force of the brake pedal 13.
At the branch point (a), join these branch passages to the front wheel side return passage I-4 at the junction (b), and connect the return passage to the above-mentioned branch point.
It is connected to the main supply passage I-1 on the upstream side of (a). In the branch passages I-2 and I-3, normally-open intake side solenoid valves 14A and 14B are provided on the main supply passage side, respectively, and normally-closed discharge side solenoid valves 15A and 15B are provided on the return passage side. The solenoid valve is interposed, and the solenoid valve on the intake side is closed while the solenoid valve on the discharge side is opened during antilock to discharge the brake fluid from the front wheel brakes 10A and 10B, and the brake fluid from the return passage I-4 to the master cylinder 11 side. I try to reflux.

In the front wheel side return passage I-4, the buffer chamber 16 extends from the confluence side to the master cylinder 11 side.
A, first check valve 17A, pump 18A, second check valve 17
B and the third check valve 17C are sequentially arranged. These check valves 17A, 17B and 17C are respectively the discharge side solenoid valve 1
While permitting the flow of hydraulic fluid from the 5A, 15B side to the master cylinder 11 side, the reverse flow, that is, the flow from the master cylinder 11 to the pump 18 side via the main recirculation path I-6 is blocked. ..

The second check valve 17B and the third check valve 17C
A pressure detection passage 19 is provided which is connected to a pressure detection hole 21 of a proportional pressure reducing valve 20 described later from a branch point (c) between them.

On the other hand, the second hydraulic system II on the left and right rear wheels 12A, 12B side includes the master cylinder 11 to the rear wheel brake 12.
A proportional pressure reducing valve 20 is provided in the supply passage II-1 to A, 12B, and the hydraulic fluid supplied from the master cylinder 11 according to the pedaling force of the brake pedal 13 is passed through the proportional pressure reducing valve 20 to the rear wheel brake 12A, 12B. Further, the rear wheel brakes 12A and 12B are connected to the master cylinder side via the recirculation passage II-2, and the suction side solenoid valve 22 which is normally open on the supply passage II-1 side and the recirculation passage II-2 are normally closed. The discharge side solenoid valve 23 is provided, and the suction side solenoid valve 22 is closed at the time of antilock, while the discharge side solenoid valve 23 is opened to discharge the working fluid of the rear wheel brake to the recirculation passage side.

The rear wheel brake 1 is provided in the return passage II-2.
From the 2A, 12B side toward the master cylinder 11 side, the above-mentioned normally closed discharge side solenoid valve 23, buffer chamber 16
B, fourth check valve 17D, pump 18B and fifth check valve 1
7E are sequentially provided.

The proportional pressure reducing valve 20 has a housing 2
5, the liquid chamber 26 is provided, and the detection hole 21, which communicates with the liquid chamber 26, the inlet hole 27, and the outlet hole 28 are provided. As described above, the pressure detection hole 21 is the first hydraulic system.
The return passage I-4 of I communicates with the pressure detection passage 19 and the inlet hole 27 and the outlet hole 28 communicate with the supply passage II-1 of the second hydraulic system II.

A plunger 30 is slidably arranged in the liquid chamber 26. One end 30a of the plunger 30 is slidably fitted in a guide hole 25a provided in the housing 25 and the cup seal 29 is fitted outside, and a flange portion 30b is provided at the other end and a head portion 30c is provided at the other end. An opening 31a of the seal valve 31 is loosely fitted to the plunger 30 and arranged between the flange portion 30b and the head portion 30c.

The floating ring 32 is externally fitted between the flange portion 30b of the plunger 30 and the one end 30a, and the floating ring 32 is slidably abutted on the inner surface of the liquid chamber 26 via a seal, whereby the liquid chamber 26 is partitioned into a first liquid chamber 26A on the left side in the figure which communicates with the detection hole 21 and a second liquid chamber 26B on the right side in the figure which communicates with an inlet hole 27 and an outlet hole 28. A spring 33 is contracted between the floating ring 32 and the flange portion 30b to urge the plunger 30 to the right side in the drawing,
As shown in FIG. 1, the floating ring 32 is stopped at the position where it comes into contact with the stepped portion 25b of the housing.

The second liquid chamber 26B flows into the second liquid chamber 26B through the inlet hole 27 from the master cylinder 11 through the supply passage II-1 in accordance with the depression amount of the brake pedal 13. The hydraulic fluid that has flowed in flows out through the gap 34 between the seal valve 31 and the plunger 30, the gap between the seal valve 31 and the head portion 30c, and the gap between the head portion 30c and the liquid chamber 26B to the outlet hole 28 via the continuous passage 34. As the plunger 30 moves leftward in the figure, the flow rate decreases, and the amount of hydraulic fluid supplied to the rear wheel brakes 12A and 12B decreases and the pressure is reduced. The supply amount to the wheel brakes is increased and pressurized. Second hydraulic system flowing into the second liquid chamber 26B
II hydraulic fluid and the first hydraulic system flowing into the first fluid chamber 26A
It is cut off from the hydraulic fluid of I by the floating ring 32, and
Since seals are attached to both sides of the floating ring 32,
It is possible to reliably prevent the hydraulic fluid from flowing and intermingling between the two chambers.

On the other hand, in the first liquid chamber 26A, the discharge side solenoid valves 15A and 15B are closed during normal brake operation.
Since the working fluid does not flow into the reflux passage I-4, the working fluid does not flow into the first liquid chamber 26A through the passage 19 and the pressure is set to 0, and the floating ring 32 is set to the stop position in FIG. Hold on. On the other hand, when the front wheels are anti-locked, the discharge side solenoid valves 15A, 15B open and the suction side solenoid valves 14A,
When 14B is closed and the pump 18A is driven, the hydraulic fluid of the front wheel brakes 10A and 10B is discharged to the recirculation passage I-4, and the first liquid chamber 26 of the proportional pressure reducing valve 20 is discharged from the detection liquid passage 19.
The hydraulic fluid having the pump discharge pressure is made to flow into A.

Since a third check valve 17C is provided on the master cylinder 11 side of the detection liquid passage 19, the master cylinder 11 is depressed when the brake pedal 13 is depressed.
Fluid does not flow in from the side. Also, the pump 18
Since the second check valve 17B is also provided between A and A, the hydraulic fluid can be prevented from flowing backward from the passage 19 side to the pump side during pump suction operation. If the pump 18A is not of the plunger type but of the gear type or the like, and the suction pressure does not act on the passage 19 side, the second check valve 17B becomes unnecessary.

Next, the operation of the above device will be described. First,
When the anti-lock device of the front wheel brakes 10A and 10B is not operating, as shown in FIG. 2, the hydraulic pressure supplied from the master cylinder 11 to the inlet hole 27 (inlet hydraulic pressure PM).
The input hydraulic pressure PM is equal to the output hydraulic pressure PR supplied to the rear wheel brakes 12A and 12B from the outlet hole 28 until the hydraulic pressure reaches a predetermined value (break point hydraulic pressure PM1). Here, the breaking point pressure PM
1 is the set load of the spring 33 is F, and the plunger 30
If the effective area of is A, then PM1 = F1 / A.

However, when the hydraulic pressure supplied from the master cylinder 11 to the inlet hole 27 reaches the breaking point hydraulic pressure PM1, the hydraulic pressure acting on the flange portion 30b compresses the spring 33 to move the plunger 30 leftward. Then, the flow passage cross-sectional area of the passage 34 with the outlet hole 28 side is reduced to reduce the flow rate, that is, the input hydraulic pressure RM is proportionally reduced to the rear wheel brake 12.
The output hydraulic pressure PR is supplied to A and 12B.

The pressure reduction ratio of the proportional pressure reduction is determined by the head portion 30.
When c closes the opening 31a of the seal valve 31,
If the area surrounded by the contact portion between the edge of the opening 31a and the head portion 30c is B, then tan θ1 = (B−A) / B.

On the other hand, the front wheel brakes 10A and 10B are directly supplied with hydraulic pressure from the master cylinder 11 without being reduced, and this hydraulic pressure is equal to the input hydraulic pressure PM. Therefore, the distribution of the hydraulic pressure of the front and rear wheels is inclined toward the front wheel brakes 10A and 10B. In this way, when the turning point hydraulic pressure PM1 is reached, the hydraulic pressure of the rear wheel brakes 14A and 14B is suppressed, and the rear wheel brake 1
The brake hydraulic pressure is distributed so that the hydraulic pressure of 4A, 14B becomes lower than the hydraulic pressure of the front wheel brakes 15A, 15B.

In the state where the proportional pressure reduction is performed as described above, the antilock device on the front wheel side is activated, that is, the suction side solenoid valves 14A, 14B are closed and the discharge side solenoid valves 15A,
When 15B is opened and the pump 18A is driven, the hydraulic fluid is discharged from the front wheel brakes 10A and 10B, and the return passage I-
It is returned to the master cylinder 11 side after passing through 4.

At this time, the discharge pressure of the hydraulic fluid discharged from the pump 18A is introduced into the first liquid chamber 26A of the proportional pressure reducing valve 20 through the pressure detection passage 19. Therefore, the first liquid chamber 26
The hydraulic pressure in A rises and the floating ring 39 moves to the spring 33.
Move to the right against. Since the breaking point hydraulic pressure has the relationship shown in the above formula (1), when the spring 33 is contracted, the set load F1 increases, and thus the breaking point hydraulic pressure rises. Therefore, even if the hydraulic pressure PM1 is reached, the proportional pressure reducing operation is not performed, that is, the plunger 30 is moved to the right,
The proportional decompression is released. Therefore, the hydraulic pressure of the master cylinder 11 acting on the inlet hole 27 is increased by the rear wheel brakes 12A, 1.
It is supplied to 2B without decompression.

Therefore, the brake fluid pressure of the rear wheel brakes 12A, 12B releases the proportional pressure reducing action of the proportional pressure reducing valve 20 without increasing the pressure of the master cylinder 11, that is, without depressing the brake pedal 13. As a result, the hydraulic pressure of the master cylinder 11 rises and the braking force held by the proportional pressure reduction of the proportional pressure reducing valve can be utilized to the maximum extent. That is, when the front wheels start the anti-lock, the rear wheels are guaranteed a braking force similar to that of the master cylinder regardless of the pressure (filled pressure) introduced into the pressure detection holes.

For example, in the above-mentioned FIG. 2, the front wheel brake 10 in the state indicated by the point A on the road surface having a certain friction coefficient μ1.
When the antilock control of A and 10B is started, the proportional pressure reducing valve 20 releases the proportional pressure reducing as described above. Therefore, even if the driver does not depress the brake pedal 13, the hydraulic pressure of the rear wheel brakes 12A, 12B rises to the point B, and when this hydraulic pressure is reached, the discharge side solenoid valve 23 on the rear wheel brakes 12A, 12B side opens. When the valve state is established, the pump 18B is activated and only the rear wheel side is in the antilock control state.

Further, in the case of a road surface having another friction coefficient μ2, at point C, when the antilock control of the front wheel brakes 10A, 10B starts, the proportional pressure reducing valve 20 releases the proportional pressure reducing and the rear wheel brakes 12A, 10B. The hydraulic pressure of 12B rises. Therefore, as indicated by a point D, the brake fluid pressures of the front and rear wheel brakes 10A, 10B, 12A, 12B approach the appropriate distribution, and both the front and rear wheels are not locked.

In any of the above cases, the braking efficiency is better than that in the case where the hydraulic pressure of the rear wheel brake is proportionally reduced even after the antilock control is started. In particular, like the latter, the front wheel brakes 10A, 10B and the rear wheel brakes 12
When the hydraulic pressures of A and 12B approach the appropriate distribution, the driver further depresses the brake pedal 13, so that the distribution of the braking force is finally determined by the ideal braking distribution S1.
Can be reached.

Further, since the discharge pressure of the pump 18A is introduced to the proportional pressure reducing valve side 20, there is an advantage that the pulsation of the discharge pressure transmitted to the brake pedal 13 via the master cylinder 11 can be alleviated.

Next, a second embodiment of the present invention shown in FIG. 3 will be described. In the proportional pressure reducing valve 50 of the second embodiment, the housing 51 has a first hole portion 51A which is continuous in the axial direction and has a small diameter.
And a large-diameter second hole portion 51B are provided, and the detection hole 21 communicates with the tip of the first hole portion 51A to connect to the detection liquid passage 19, while the second hole portion 51B has an inlet hole 27 and an outlet hole 28. Are in communication.

A plug member 52 is fixedly arranged at the end of the second hole 51B on the side of the first hole 51A, and the plug member 52 is slidable at one end 30a of the plunger 30 into the central shaft hole 52a. Is inserted into. In addition, the second hole portion 51 of the plug member 52
On the B side, the cup seal 53 is fitted on the plunger 30 and the spring receiver 54 is supported.
The first spring 55 is compressed between the flange 4 and the flange portion 30c of the plunger 30. The second hole portion 51B is the same as the second liquid chamber 26B of the first embodiment, and the seal valve 31 is fitted on the head portion 30c and the flange portion 30b of the plunger 30, and the plunger 30 can be moved leftward in the figure. Exit hole 2
While the flow rate to 8 is decreased, the flow rate is increased by moving to the right.

A floating piston 57 is provided in the first hole portion 51A.
Are arranged slidably. This floating piston 57
Small-diameter portions 57b, 57b having substantially the same diameter as the plunger 30 are provided at both ends of the large-diameter portion 57a which is in sliding contact with the inner surface of the first hole portion 51A. A second spring 58 is arranged between one surface of the large diameter portion 57a and the plug member 52, and a cup seal 59 is fitted on the other surface side of the large diameter portion 57a. Therefore, the inside of the small-diameter first hole portion 51A is partitioned by the cup seal 59, and is separated into the hydraulic fluid inflow chamber 60 communicating with the detection hole 21 and the air chamber 61 between the floating piston 57 and the plug member 52.

Since the second embodiment has the above structure,
The hydraulic fluid discharged from the pump on the front wheel side is supplied to the hydraulic fluid inflow chamber 60 through the pressure detection passage 19 through the anti-lock control, and when the pressure due to the hydraulic fluid exceeds the set load of the second spring 58, the floating piston 57 To the right in the figure. When the floating piston 57 moves to the right against the set load of the second spring 58, eventually the small diameter portion 57 is released.
b comes into contact with one end 30a of the plunger 30, and the plunger 3
0 is moved to the right in the figure, and the opening degree of the seal valve 31 is increased. Therefore, the proportional pressure reducing action of the proportional pressure reducing valve 50 is canceled, and even if the driver does not depress the brake pedal,
The hydraulic pressure of the rear wheel brake can be increased toward the hydraulic pressure of the master cylinder.

Further, in the proportional pressure reducing valve 50 of the second embodiment,
As described above, since the floating piston 57 is moved only when the front wheel side is in the antilock control state, during normal proportional pressure reduction, that is, the front wheel brake side is not in the antilock control state, and the hydraulic pressure on the rear wheel brake side is reduced. When the proportional pressure reduction is performed, the proportional pressure reduction can be reliably performed without being affected by the floating piston 57.

FIG. 4 shows a third embodiment of the present invention, in which a proportional pressure reducing valve 70 is provided in a housing 71 with a first liquid chamber 71A having a small diameter and a second liquid chamber 71B having a large diameter continuous in an axial direction. First
The pressure detection hole 21 communicates with the tip of the liquid chamber 71A and is connected to the pressure detection passage 19, while the inlet hole 27 is provided in the second liquid chamber 71B.
And the outlet hole 28.

A floating ring 72 is slidably disposed in the second liquid chamber 71B via a seal, and one end 30a of the plunger 30 is slidably fitted in a guide groove 72a formed in the floating ring 72. The spring receiver 73 and the flange portion 3 of the plunger 30 are supported.
The spring 33 is compressed between 0b. Second liquid chamber 7
1B, like the second liquid chamber 26B of the first embodiment, a seal valve 31 is externally fitted to the head portion 30c and the flange portion 30b of the plunger 30, and the plunger 30 is moved to the left in the figure to the outlet hole. While the flow rate to 28 is decreased, the flow rate is increased by moving to the right.

The first liquid chamber 71A communicates with the detection hole 21, and the floating ring 72 is moved rightward in the figure against the spring 33 by the hydraulic fluid introduced from the pressure detection passage 19 during the antilock operation of the front wheels. I am trying.

Since the third embodiment is constructed as described above,
The hydraulic fluid discharged from the pump on the front wheel side is supplied to the first liquid chamber 71A via the pressure detection passage 19 through the anti-lock control, and when the pressure due to the hydraulic fluid exceeds the set load of the spring 33, the floating ring 72 is drawn. Move it to the middle right.
The bottom of the groove 72a of the floating piston 72 is the plunger tip 3
When it abuts against 0a, the plunger 30 is moved to the right and the opening degree of the seal valve 31 is increased. Therefore, the proportional pressure reducing valve 7
The proportional depressurizing action of 0 is released, and the hydraulic pressure of the rear wheel brake can be increased toward the hydraulic pressure of the master cylinder even if the driver does not depress the brake pedal.

FIG. 5 shows a fourth embodiment of the present invention, in which a proportional pressure reducing valve 80 is a mechanism utilizing pump discharge pressure due to antilock of the front wheels, and a ball 8 which rolls by detecting deceleration.
The conventional deceleration-sensitive proportional control valve using No. 1 is installed in parallel. That is, a proportional control valve for releasing the pressure reduction on the rear wheel side by the discharge pressure at the front wheel side anti-lock similar to the first to third embodiments is provided on the upper part of the housing 82, while rolling on the lower part of the housing 82. A proportional control valve using a ball 81 is provided, and a valve chamber 83 for accommodating the ball 81 is provided in the inlet hole 27.
With the valve chamber 8 while communicating with the passage 84 and the liquid chamber 85.
3 communicates with a small-diameter liquid chamber 87 on the upper side via a passage 86.

The liquid chamber 87 communicates with the detection hole 21, and the floating piston 88 is slidably fitted therein, and the rod portion 88a of the floating piston 88 is projected into the large diameter liquid chamber 89.
A spring retainer 90 is attached to the protrusion.
An outer spring 92 is attached between the spring retainer 90 and one surface of a stopper 91 arranged on the other end side of the liquid chamber 89, and one end is locked to the other surface of the stopper 91 to attach a spring holder 93. An inner spring 95 is attached between the spring holder 93 and the spring retainer 94.

The liquid chamber 8 is attached to the spring retainer 94.
One end of the plunger 30 arranged inside the valve 5 is abutted, and the plunger 30 is biased in the valve opening direction of the plunger by the spring force of the inner spring 95. The liquid chamber 85 communicates with the inlet hole 27 and the outlet hole 28, and opens and closes between the liquid chamber 85 and the valve seat 97 formed in the liquid chamber 85 by the movement of the plunger 30 and controls the flow rate.

Further, in the fifth embodiment, the pressure detection hole 21
Communicates with the passage 86, and the passage 86 is connected to the second hydraulic system II. Therefore, when the hydraulic fluid of the first hydraulic system I is introduced into the detection hole 21, the hydraulic fluid is mixed with the first hydraulic system I and the second hydraulic system II, so that the hydraulic fluid is directly introduced into the pressure detection hole 21. Without detecting the discharge pressure of the hydraulic fluid.
It is a mechanism to be introduced into. That is, the piston cylinder 100 having the same diameter is provided in the pressure detection passage 19 so that the pump discharge pressure is introduced into the pressure detection hole 21.

In the fifth embodiment, the ball 81 rolls by detecting the deceleration, and when the vehicle is empty, the passage 86 is closed with a relatively low hydraulic pressure (low break point hydraulic pressure), and the floating piston 88 and the spring are closed. The hydraulic pressure acting on the plunger 30 is cut off via the plunger 30, and the plunger 30 is moved leftward in the drawing to move the rear wheel brake 12
The amount of brake fluid to A and 12B is reduced, and proportional pressure reduction of the rear wheel brakes is started. On the other hand, when the vehicle is loaded, the proportional decompression of the rear wheel brakes is started with a higher hydraulic pressure than when the vehicle is empty (higher turning point hydraulic pressure) to try to approach the ideal distribution of brake fluid pressure for the front and rear wheels.

When the front wheels are in the antilock state, the ball 81 closes the passage 86 and proportionally reduces the pressure of the rear wheels because it is in a deceleration state. Therefore, only the pump discharge pressure on the front wheels side is introduced from the detection hole 21. And acts on the floating piston 88.
By the pressing of the floating piston 88, the outer spring 89 is first compressed, then the spring holder 93 is moved, the inner spring 95 is compressed, the spring retainer 94 is moved to the right, and the plunger 30 and the valve seat 97 are opened. Release proportional decompression. Therefore, even if the driver does not depress the brake pedal, the hydraulic pressure of the rear wheel brake can be increased toward the hydraulic pressure of the master cylinder.

FIG. 6 shows a fifth embodiment of the present invention, which is a device for an FF vehicle, in which a master cylinder 11 is provided with a first hydraulic system I'and a second hydraulic system II ', which are X pipes. That is, the first hydraulic system I'is connected to the left front wheel brake 10A and the right rear wheel brake 12B, while the second hydraulic system II 'is connected to the right front wheel brake 10B and the left rear wheel brake 12A. In the figure, in order to distinguish the first hydraulic system from the second hydraulic system, the first hydraulic system has two solid lines (double lines).
, And the second hydraulic system is shown by one solid line.

The front wheel brakes 10A and 10B and the rear wheel brakes 12A and 12B are respectively the master cylinder 1
Inlet solenoid valve 14A, 14B, 22A, 22B between 1 and
And discharge side solenoid valves 15A, 15B, 23 on the side of the return passages I'-2, II'-2 in which the pumps 18A, 18B are provided.
A and 23B are provided, and each wheel brake is equipped with an antilock device.

The master cylinder 11 and the rear wheel brake 1
Proportional pressure reducing valves 110A and 110B having the same structure as any of the proportional pressure reducing valves described in the first to fourth embodiments are provided in the supply passage that connects 2A and 12B, and the master cylinder 11 Is hydraulically controlled by a proportional pressure reducing valve and is supplied to the rear wheel brakes 12A and 12B.

Into the detection holes 111A and 111B of the proportional pressure reducing valves 110A and 110B, the discharge pressure or discharge liquid of the pump 18B or 18A provided in the reflux passage of the different system is introduced, and the pump by the antilock control of the different system is introduced. By the discharge pressure, the proportional deceleration of the rear wheel brake can be released, and the hydraulic pressure of the rear wheel brake can be increased toward the hydraulic pressure of the master cylinder. For example, when the front wheel brake 10A of the first hydraulic system I'is antilock-controlled and the pump 18A is driven, the pump discharge pressure is introduced into the proportional deceleration valve 110B of the second hydraulic system II ', and the second hydraulic system II. 'The proportional pressure reduction of the rear wheel brake 12A is released and the pressure is increased.

[0061]

As is apparent from the above description, in the antilock device according to the present invention, the antilock device is arranged between the front wheel brake and the rear wheel brake and the master cylinder, and the antilock device for the rear wheel brake is provided. Proportional pressure reducing valves are arranged between the lock device and the master cylinder respectively, and the pump discharge pressure that operates at the time of antilock of different system is introduced into the pressure detection hole, and the proportional pressure reducing valve proportionally reduces the rear wheel brake hydraulic pressure. When the front wheel brake starts the anti-lock control while the above state is maintained, the proportional pressure reducing valve detects this as a decrease in the hydraulic pressure in the pressure detection hole and can release the proportional pressure reducing.

Therefore, with the start of the anti-lock control, the hydraulic pressure of the rear wheel brakes increases toward the hydraulic pressure of the master cylinder even if the driver does not step on the brake pedal. It is possible to improve the braking performance by making the distribution close to the ideal braking distribution.

Further, in the antilock device according to the present invention, when the antilock operation does not occur, it is possible to obtain appropriate distribution of the front and rear wheel brake hydraulic pressures by the proportional pressure reducing function of the proportional pressure reducing valve.

The present invention can achieve the above effects without specially providing a hydraulic system, a valve, etc., and can simplify the structure and reduce the cost. It has the advantage of.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a first embodiment of an antilock device according to the present invention.

FIG. 2 is a rear wheel brake hydraulic pressure showing the operation of the first embodiment.
It is a front wheel hydraulic diagram.

FIG. 3 is a sectional view of a proportional pressure reducing valve according to a second embodiment of the present invention.

FIG. 4 is a sectional view of a proportional pressure reducing valve according to a third embodiment of the present invention.

FIG. 5 is a sectional view of a proportional pressure reducing valve according to a fourth embodiment of the present invention.

FIG. 6 is a configuration diagram showing a fifth embodiment of the present invention.

FIG. 7 is a configuration diagram showing an example of a conventional antilock device.

[Explanation of symbols]

 10A, 10B Front wheel brake 11 Master cylinder 12A, 12B Rear wheel brake 18A, 18B Pump 19 Hydraulic pressure detection passage 20, 50, 70, 80, 110A, 110B Proportional pressure reducing valve 21 Pressure detection hole 27 Inlet hole 28 Outlet hole 30 Plunger 31 Seal valve I 1st hydraulic system II 2nd hydraulic system

Claims (4)

[Claims] 1. A front wheel brake on both left and right sides and rear wheel brakes on both left and right sides are connected to a master cylinder via different hydraulic systems, and an antilock device is arranged between each wheel brake and the master cylinder. The anti-lock device is a recirculation type device that discharges excess brake fluid pressure from the wheel brakes when the wheels are locked and is pumped up by a pump and discharged to the master cylinder side. A proportional pressure reducing valve is arranged between the master cylinder and the master cylinder, and the proportional pressure reducing valve reduces the output hydraulic pressure proportionally to the input hydraulic pressure according to the pressure detected by the pressure detecting hole and discharges the pump to the pressure detecting hole. When the pressure is introduced, the structure is such that the proportional pressure reduction is released, while the return that connects the discharge side of the pump of the front wheel brake system and the master cylinder is connected. A non-return valve that allows the liquid flow from the pump to the master cylinder side and blocks the back flow is provided in the flow passage, and is branched from the recirculation passage between the check valve and the pump discharge port to make a proportional pressure reducing valve of a different system. The antilock control device is characterized in that a pressure detection passage connected to the pressure detection hole is provided, and the pump discharge pressure at the time of antilock of a different system is introduced into the proportional pressure reducing valve to release the proportional pressure reduction. 2. The discharge of the pump arranged in the first hydraulic system, which comprises a first hydraulic system connecting the left and right front wheel brakes to the master cylinder and a second hydraulic system connecting the left and right rear wheel brakes to the master cylinder. The device according to claim 1, wherein the pressure is introduced into a pressure detection hole of a proportional pressure reducing valve arranged in the second hydraulic system. 3. A first hydraulic system connecting the left front wheel brake and the right rear wheel brake to the master cylinder, and a second hydraulic system connecting the right front wheel brake and the left rear wheel brake to the master cylinder.
A hydraulic system is provided, the proportional pressure reducing valves are respectively provided between the left and right rear wheel brakes and the master cylinder, and the discharge pressures of the pumps of different systems are introduced to the respective proportional pressure reducing valves. apparatus. 4. A check valve is provided between a branch point of the pressure detection passage branched from the return passage and the pump discharge side to allow a liquid flow from the pump to the pressure detection passage and prevent a reverse flow. 2. The apparatus according to claim 1, wherein the pressure detection passage is branched from a return passage between two check valves arranged in series, the stop valve and the check valve.