JPH06219253A - Brake fluid pressure control valve device - Google Patents

Abstract

PURPOSE:To provide a brake fluid pressure control valve device formed so that a wheel cylinder side fluid pressure can be actively controlled while utilizing an actuating mechanism of so-called proportioning valve. CONSTITUTION:In a brake fluid pressure control valve device comprising an inlet 27 connected to a master cylinder 1, outlet 147 connected to a wheel cylinder, hole 20 formed by connecting this outlet 47 to the inlet 27, control piston 34 movably inserted to this hole 20 by receiving at least a pressure in a side of the outlet 47, valve mechanisms 33, 34 provided in the hole 20 and opened/ closed in accordance with moving the control piston 34 and a preload spring 43 for energizing the control piston 34 in a direction of opening these valve mechanisms 33, 34, an auxiliary passage 21 for directly connecting a side of the inlet 27 to a side of the outlet 47, of the valve mechanisms 33, 34, is formed, to provide a solenoid valve for opening/closing this auxiliary passage 21 based on a command from the outside.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake hydraulic pressure control valve device mounted on a brake system of a vehicle and used for controlling an increase in hydraulic pressure on a wheel cylinder side.

[0002]

2. Description of the Related Art Conventionally, as this type, for example, as shown in Japanese Utility Model Laid-Open No. 3-96264, an inlet connected to a master cylinder, an outlet connected to a wheel cylinder, and this outlet are provided. A hole formed by communicating with the inlet, a control piston movably inserted into the hole by receiving at least the outlet side pressure, and provided in the hole and opened / closed according to the movement of the control piston. Valve mechanism,
It is known that the valve mechanism is provided with a preload spring for urging the control piston in a direction to open the valve mechanism, and a valve generally called a proportioning valve is known.

[0003]

In this conventional device,
Until the hydraulic pressure introduced from the master cylinder reaches the specified pressure, the hydraulic pressure of the master cylinder is supplied to the wheel cylinder as it is, and after reaching the specified pressure, the hydraulic pressure supplied to the wheel cylinder is changed to the master pressure. The hydraulic pressure control characteristic is uniquely determined by performing proportional pressure reduction control with respect to the hydraulic pressure of the cylinder, and the brake force acting on the wheel is also corresponding to this.

However, the braking force to be actually applied to each wheel and the braking force balance between the wheels are, for example, the attitude behavior of the vehicle which changes from moment to moment, or in a multi-system braking system. The hydraulic pressure control as described above causes a problem that it is difficult to obtain a suitable braking force in practice.

In order to solve this problem, it is conceivable to use a proportional electromagnetic hydraulic pressure control valve to adjust the hydraulic pressure of a pressure source provided separately from the master cylinder and supply it to the wheel cylinder. Doing so makes the brake system complicated and expensive.

The present invention has been made in view of the above problems, and is a brake hydraulic pressure control system capable of actively controlling the hydraulic pressure on the wheel cylinder side while utilizing the operation mechanism of a so-called proportioning valve. It is an object to provide a control valve device.

[0007]

In order to achieve the above object, in the brake fluid pressure control valve device of the present invention, an auxiliary passage for directly communicating the inlet side and the outlet side of the valve mechanism is formed. However, an electromagnetic valve for opening and closing this auxiliary passage based on a command from the outside is provided.

[0008]

According to the present invention, when the opening / closing of the solenoid valve allows or blocks the movement of the liquid from the inlet to the outlet through the auxiliary passage, the movement timing of the control piston for opening / closing the valve mechanism changes. Or the opening / closing of the valve mechanism due to the movement of the control piston is invalidated,
The degree of rise in outlet side hydraulic pressure changes at appropriate times.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a piping system diagram showing the entire brake system in which the brake hydraulic pressure control valve device 9 of the present embodiment is used. Hereinafter, referring to FIG. 1, the brake system will be described. The whole will be described.

The brake system shown in FIG. 1 is of a so-called cross piping type. The tandem master cylinder 1 is provided with a working fluid reservoir 2 and operates in response to a stepping operation of a brake pedal 3. 2 not shown inside
There are two pressure generating chambers, and in one of the pressure generating chambers, the front wheel cylinder 6 of the left front wheel is branched from the pipe line 4 via the pipe line 4 and branched to the right side via the pipe lines 7 and 13. Rear wheel cylinders 15 for the rear wheels are connected to each other. The front wheel cylinder 6 for the right front wheel is connected to the other pressure generating chamber via the pipe 5, and the rear wheel cylinder 15 for the rear left wheel is connected via the pipes 8 and 14 branched from the pipe 5. Has been done.

Between the pipes 7 and 13, the pipes 8 and 1
4, a pair of brake hydraulic pressure control valve devices 9, 9 are provided for two-system hydraulic pressure control for the rear wheel cylinders 15, 15. The pair of brake hydraulic pressure control valve devices 9 and 9 respectively include a proportioning valve 11 and a solenoid valve 12 which will be described later, in a single housing 10 which is mounted on a vehicle body (not shown) via a mounting bus portion 10a. The control unit 16 is electrically connected to each solenoid valve 12, 12.

The control unit 16 is, for example, a sensor for detecting a hydraulic pressure supplied to the wheel cylinders 6 and 15 or a hydraulic pressure generated in the master cylinder 1, a sensor for detecting a load acting on each wheel and a brake force. Etc. are also connected to the sensor group 17, receive the detection signal from the sensor group 17, and based on this, output a command signal for opening / closing control to each of the solenoid valves 12, 12.

Next, the brake control valve device 9 shown in FIG.
Will be described in detail with reference to FIG. Incidentally, FIG.
2 is a sectional view taken along the line AA showing the configuration of one brake fluid pressure control valve device 9 shown in FIG. 1, but the other brake fluid pressure control valve device 9 has the same configuration as that of FIG. The description is omitted.

In FIG. 2, the housing 10 has a bottomed mounting hole 20 having one end opened to the outside and extending in the axial direction, and a large-diameter hole portion 50 opened at the end opposite to the mounting hole 20 opening. A stepped hole with a bottom extending in the direction is bored in parallel.

Further, on the outer peripheral portion of the housing 10 on the large diameter hole portion 50 side of the stepped hole, a boss portion 23 protruding in the radial direction is formed.
Is provided. An inlet 27 that communicates with the inside of the mounting hole 20 and the inside of the large-diameter hole 50 through the through hole 25 and the through hole 26 that branches off from the middle of the through hole 25.
Is formed, and the master cylinder 1 is connected to this via the conduit 7 in FIG.

A proportioning valve 11 is disposed in the mounting hole 20. The proportioning valve 11 has the same structure as that shown in Japanese Utility Model Laid-Open No. 3-96264, and therefore will be briefly described below.

The proportioning valve 11 is a case 3 composed of two members 30 and 31 press-fitted to each other.
2 and a valve element 33 and a control piston 34 housed in the case 32. In the case 32, a valve hole portion 35 penetrating from the end of the member 30 toward the end of the member 31,
The step hole portion 36 is continuously formed, and the valve hole portion 35 is formed.
A valve element 33 is housed inside. This valve body 33 is
A valve spring 38 received by an annular spring receiving plate 37 provided in the valve hole portion 35 is urged toward the step hole portion 36 side so that it can be brought into contact with and separated from the step portion of the valve hole portion 35. Also, the step hole portion 36
A control piston 34 is inserted therein. The control piston 34 has a small diameter portion 39 to which a seal ring is attached.
And a large-diameter portion 40 are continuous in an axial shape, the liquid passage 41 penetrating in the axial direction and the flange portion 42 projecting in the radial direction.
The small diameter portion 39 side end is made slidable by facing the valve hole portion 35, and the preload spring 43 interposed in the step hole portion 36 is formed by the flange portion 42. receive,
The flange portion 42 is urged toward the opening side of the member 31, and the flange portion 42 is in contact with the step portion of the step hole portion 36. The valve seat 44 formed at the tip of the liquid passage 41 on the valve hole 35 side can be seated on and off the valve body 33. Such a proportioning valve 11 has a pair of seal rings mounted on the outer circumference of the case 32, and is inserted into the mounting hole 20 so that the valve hole portion 35 faces the through hole 26. The lid member 45 screwed in a liquid-tight manner and the bottom of the mounting hole 20 are fixed.

The lid member 45 is formed with an outlet 47 which communicates with the inside of the stepped hole portion 36 of the proportioning valve 11 through a through hole 46, and the rear wheel cylinder 15 is provided with the outlet 47 through the conduit 13 in FIG. Are connected. Further, the lid member 45 is formed with a communication groove 48 extending in the radial direction at the end on the side of the through hole 46, and the outlet 47 is provided through the communication groove 48 and the communication hole 22 formed in the housing 10. It also communicates with the through hole portion 53. As a result, the above-mentioned entrance 2
7 can communicate with the outlet 47 through the proportioning valve 11 and has a part of the through hole 25, a large diameter hole portion 50, a medium diameter hole portion 51, a small diameter hole portion 52, and a through hole portion 53. It is possible to directly communicate with each other through an auxiliary passage 21 constituted by a stepped hole and a communication hole 22.

For the auxiliary passage 21, the auxiliary passage 2
A normally open solenoid valve 12 is provided which can block the communication between the inlet 27 side and the outlet 47 side via 1. The solenoid valve 12
Main body 5 with built-in solenoid and fitted in large-diameter hole 50
9 and the inside diameter portion 5 of the auxiliary passage 21 from inside the main body 59.
Cylindrical member 63 that extends beyond 1 to the middle of the small diameter hole 52
And a plunger 58 guided by the inner circumference of the tubular member 63 and movable according to the excitation or non-excitation of the solenoid.

A shaft member 64 is liquid-tightly inserted into the cylindrical member 63 by engaging one end with the bottom, and a liquid passage 67 penetrating in the axial direction and a liquid passage 67 penetrating the shaft member 64 in the axial direction. A valve seat 69 is formed at the end of the passage 67 on the plunger 58 side. Then, between the shaft portion 64 and the plunger 58,
A valve spring 68 for urging the plunger 58 in the valve opening direction is interposed, and a valve seat 69 of the shaft member 64 is attached to the tip of the reduced diameter step portion 61 protruding from the plunger 58 to the shaft member 64 side. It opposes the valve element 62 so that it can be seated and separated.

In the cylindrical member 63, a plurality of holes 65 are formed to penetrate the peripheral surface in the radial direction to connect the inside and the medium diameter hole portion 51, and the liquid passage 67 is penetrated to the bottom. A hole 66 communicating with the radial hole portion 51 is formed. A pair of seal rings 54 and 56 are fitted around the outer circumference of the tubular member 63 with a sleeve 55 holding a filter 57 interposed therebetween to define a space A between the tubular ring 63 and the tubular member 63. . And
A valve portion 60 composed of the plunger 58, the tubular member 63, and the shaft member 64 is positioned in the auxiliary passage 21, and
The one seal ring 54 engages with the step portion of the medium diameter hole portion 51, so that the inside of the space A and the small diameter hole portion 5 are formed on the outer periphery of the tubular member 63.
It is blocking the communication with 2. In the other seal ring 56, the large-diameter hole portion 50 is located on the side of the space A of the medium-diameter hole portion 51.
To prevent communication with.

The solenoid valve 12 as described above includes the housing 1
0 is mounted and fixed with a tubular member 71 interposed between the flange 70 of the main body 59 and the large-diameter hole portion 50. Further, the main body 59 allows the seal ring 56 and the main body 59 to be fixed.
The pair of seal rings 54, 56 and the sleeve 55 are pressed against the stepped portion of the medium diameter hole portion 51 via the annular member 73 disposed in the medium diameter hole portion 51 between them. .

Since the proportioning valve 11 and the solenoid valve 12 having the same structure as that shown in FIG. 2 are arranged on the other system side of the brake control valve device 9, the details thereof will be described. Detailed description is omitted.

The brake fluid pressure control valve device 9 of the present invention is constructed as described above. Next, the operation of the brake fluid pressure control valve device 9 will be described. For convenience of explanation,
The operation of only one brake hydraulic pressure control valve device 9 will be described.

FIG. 2 shows the non-operating state of the brake hydraulic pressure control valve device 9, in which no hydraulic pressure is generated in the pressure generating chamber of the master cylinder 1, and the control unit 16 is used. Does not output a command signal, and the proportioning valve 11 and the solenoid valve 12 are open.

Now, in order for the driver to operate the brake, the brake pedal 3 is depressed and the master cylinder 1
When a hydraulic pressure is generated in the pressure generating force chamber, the hydraulic pressure is supplied to one front wheel cylinder 6 via the pipe 4. At the same time, the hydraulic pressure generated in the master cylinder 1 is
The path introduced into the inlet 27 of the brake hydraulic pressure control valve device 9 through the pipe 7 and extending from the through holes 25 and 26 to the outlet 47 through the proportioning valve 11 or the valve portion of the solenoid valve 12. It follows the route from the auxiliary passage 21 in which 60 is interposed to the outlet 47, is delivered to the side of the pipeline 13, and is also supplied to the rear wheel cylinder 15. That is, the hydraulic pressure supplied to the rear wheel cylinder 15 is equal to the front wheel.
With the hydraulic pressure supplied to the cylinder 6, the hydraulic pressure rises at the same rate as the hydraulic pressure discharged from the master cylinder 1, and the brakes on the front and rear wheels start to work.

Thereafter, the discharge hydraulic pressure of the master cylinder 1 rises, and the pressure acting on the large diameter portion 40 of the control piston 34 acts on the small diameter portion 39 and the preload spring 43.
When the force becomes larger than the force combined with the spring force of, the control piston 34 moves toward the valve body 33 side against the spring force of the preload spring 43, and the valve body 33 is seated on the valve seat 44 of the liquid passage 41. , Outlet 47 and inlet 2 via the proportioning valve 11
Communication with 7 is cut off. However, the solenoid valve 12
Is still open, and the inlet 27 and the outlet 47 communicate with each other through the auxiliary passage 21. Therefore, the hydraulic pressure introduced to the inlet 27 side passes through the auxiliary passage 21 from the outlet 47 to the pipeline 13. Is continuously supplied to the rear wheel cylinder 15 via. Therefore, the hydraulic pressure supplied to the rear wheel cylinder 15 still rises at the same rate of increase as the discharge hydraulic pressure of the master cylinder 1, and the brake force equivalent to that of the front wheels continues to act on the rear wheels.

In this state, when the control unit 16 receives a detection signal from the sensor group 17 and determines that the braking force is not proper, the control unit 16 outputs a valve closing command signal to the solenoid valve 12. . As a result, the solenoid (not shown) in the main body 59 of the solenoid valve 12 is energized to move the plunger 58 to the valve seat 69 side against the spring force of the valve spring 68, and the valve body 62 is moved to the valve seat 69 of the liquid passage 67. Is seated and blocks communication between the inlet 27 side and the outlet 47 side via the auxiliary passage 21. This allows the rear wheel
The hydraulic pressure supply to the cylinder 15 via the auxiliary passage 21 is stopped. At this time, since the proportioning valve 11 is already in the closed state as described above, the hydraulic pressure supplied from the master cylinder 1 to the inlet 27 is not supplied to the outlet 47 at all. Therefore, the hydraulic pressure in the rear wheel cylinder 15 stops increasing and is kept constant.

Then, with the solenoid valve 12 closed, the inlet 27 of the brake fluid pressure control valve device 9 from the master cylinder 1 is closed.
When the fluid pressure supplied to the control piston 34 increases and the force acting on the small diameter portion 39 of the control piston 34 becomes larger than the force acting on the large diameter portion 40 thereof, the control piston 34 moves to the outlet 47 side and the valve Since the body 33 is separated from the valve seat 44 and the inlet 27 and the outlet 47 are communicated with each other through the proportioning valve 11, the hydraulic pressure supplied to the rear wheel cylinder 15 starts to rise again. After that, when the pressure acting on the large diameter portion 40 of the control piston 34 becomes larger than the combined force of the pressure acting on the small diameter portion 39 and the spring force of the preload spring 43, the control piston 34 again acts on the preload spring 43. The valve body 33 moves toward the valve body 33 side against the spring force, and the valve body 33 is seated on the valve seat 44 of the liquid passage 41. After that, the control unit 16
Disappears the closing signal given to the solenoid valve 12 from
When the solenoid valve 12 is separated from the valve seat 69 of the valve body 62,
Until it is opened again, the proportioning valve 11
In response to the reciprocal movement of the control piston 34, the valve element 33 repeats seating / seating with respect to the valve seat 44, and the rate of increase in pressure sent to the rear wheel cylinder 15 via the outlet 47 is supplied from the master cylinder 1 to the inlet 27. Control to be smaller than the rate of pressure increase
The braking force acting on the rear wheels is smaller than that on the front wheels.

Incidentally, the series of operations as described above is performed on the side of the pipelines 5, 8, 15 through which the other brake hydraulic pressure control valve device 9 is interposed, as in the system on the pipelines 4, 7, 13 side. However, the description thereof will be omitted.

As described above, according to the embodiment of the present invention, the normally open solenoid valve 12 is disposed in the auxiliary passage 21 which directly connects the inlet 27 side and the outlet 47 side of the proportioning valve 11 to each other. Even if the hydraulic pressure at which the tensioning valve 11 starts depressurizing action is exceeded, the hydraulic pressure generated by the master cylinder 1 is directly supplied to the rear wheel cylinders 15 and 15 depending on the situation such as the brake balance of the front and rear wheels. ,afterwards,
When the solenoid valve 12 is closed by the control unit 17, the hydraulic pressure supplied to the rear wheel cylinders 15, 15 is maintained at a constant pressure, and the depressurizing operation of the proportioning valve 11 causes the master cylinder 1 to move. The rate of increase can be controlled to be lower than the discharge pressure.

Further, the auxiliary passage 21 in which the valve portion 60 of the solenoid valve 12 is provided and which directly connects the inlet 27 side and the outlet 47 side
Is provided in the housing 10 in which the provisioning valve 11 is housed, so that a seal for preventing liquid leakage is provided as compared with the case where a pipe is connected to the outside of the housing 10 to form an auxiliary passage. It is possible to form the passage by reducing the number of sealing members and sealing portions, and to smoothly perform the air-nuke in the auxiliary passage 21.

In the illustrated embodiment, the normally open solenoid valve 1 is used.
Although 2 is used, a normally closed type may be used instead.

Further, in the illustrated embodiment, the proportioning valve 11 having the poppet type valve body 33 is used as the proportioning operation mechanism, but instead of this, for example, the actual opening 59-. The solenoid valve 12 may be used in the proportioning valve having no poppet type valve body disclosed in Japanese Patent No. 97155.

Further, in the illustrated embodiment, the brake hydraulic pressure control device 9 is connected to the rear wheel cylinders 15 and 15 to control the hydraulic pressure supplied to the rear wheel cylinders 15 and 15. However, instead of this, the brake fluid pressure control valve device 9 is connected to the front wheel cylinders 6, 6, or the rear wheel cylinders 15, 15 and the front wheel cylinders 6, 6 are respectively provided. The brake fluid pressure control valve device 9 may be connected.

[0037]

As described above in detail, according to the present invention, an auxiliary passage is provided which directly connects the inlet side and the outlet side of the valve mechanism which functions as a proportioning valve, and the solenoid valve which opens and closes this passage. Therefore, by changing the movement timing of the control piston that opens and closes the valve mechanism, or by invalidating the opening and closing of the valve mechanism caused by the movement of the control piston, the posture behavior of the vehicle and the brake system Depending on the pressure failure of the system, the degree of rise of the outlet side hydraulic pressure can be changed at appropriate times to supply the hydraulic pressure to the wheel cylinder, and the appropriate brake force can be applied to the wheels.

Further, since the auxiliary passage in which the valve portion of the solenoid valve is arranged is formed in the same housing together with the hole in which the valve mechanism is arranged, the auxiliary passage is formed by the external pipe to the housing. Compared with the case, it is possible to reduce the number of sealing members and places to prevent liquid leakage, and improve the air bleeding property of the auxiliary passage that directly connects the inlet side and the outlet side.

[Brief description of drawings]

FIG. 1 is a piping configuration diagram showing a brake system to which a brake hydraulic pressure control valve device of the present invention is applied.

FIG. 2 is a view showing the inside of a brake hydraulic pressure control valve device that is an embodiment of the present invention, and is a cross-sectional view taken along the line AA in FIG.

[Explanation of symbols]

 1 Master Cylinder 9 Break Hydraulic Pressure Control Valve Device 10 Housing 11 Proportion Valve 12 Solenoid Valve 6, 15 Wheel Cylinder 20 Mounting Hole 21 Auxiliary Passage 27 Inlet 34 Control Piston 43 Preload Spring 47 Outlet 60 Valve Part

Claims (2)

[Claims] 1. An inlet connected to a master cylinder, an outlet connected to a wheel cylinder, a hole formed by connecting the outlet and the inlet, and a pressure for receiving at least the outlet pressure in the hole. A control piston that is movably inserted into the hole, a valve mechanism that is provided in the hole and that opens and closes according to the movement of the control piston, and a preload that biases the control piston in a direction to open the valve mechanism. In a brake fluid pressure control valve device including a spring, an electromagnetic passage that forms an auxiliary passage that directly connects the inlet side and the outlet side of the valve mechanism, and opens and closes the auxiliary passage based on a command from the outside. A brake fluid pressure control valve device provided with a valve. 2. The hole and the auxiliary passage are formed in one housing, and the solenoid valve is attached to the housing by inserting a valve portion of the solenoid valve into the auxiliary passage. The brake fluid pressure control valve device described.