JPH0629006B2 - Anti-skidding control device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an anti-skid control device for suitably eliminating wheel lock occurrence during vehicle braking.

(Prior Art) Recently, various types of anti-skid control technologies have been proposed in order to improve safety during vehicle braking.
As a typical example of such a thing, for example, a brake hydraulic pressure transmission path (hereinafter referred to as a main path) that connects a master cylinder (hydraulic pressure generation device) and a brake device is normally opened and when the brake hydraulic pressure needs to be lowered. A normally open first solenoid valve device (hereinafter referred to as a hold valve) that closes is arranged, and a bypass-connected path (hereinafter referred to as a bypass path) is provided for this main path, and A second electromagnetic valve device (hereinafter referred to as a pressure reducing valve) that normally closes the partition between the brake system-side output systems of the main path,
In addition, there has been proposed a configuration in which when the brake hydraulic pressure needs to be lowered, the pressure is pumped to the master cylinder side through the normally closed type pressure reducing valve that opens. Further, in the anti-skid control device having such a configuration, there is a problem that the hydraulic pressure fluctuation in the master cylinder becomes large and the brake pedal interlocking with the master cylinder is given a movement called so-called kickback, so the kickback phenomenon is avoided. In order to reduce the brake oil pressure, the pressure oil is returned to the pressure oil return mechanism, and further upstream of the hold valve in the main path (master cylinder side) through a gate valve that closes during anti-skid control. A system provided is also proposed (JP-A-57-104445).

(Problems to be Solved by the Invention) However, in the device of the above-mentioned conventional example, the volume of the master cylinder pressure chamber is reduced by the movement of the piston that occurs when the gate valve is closed at the start of the anti-skid control, and this is the force that returns the brake pedal. Therefore, even if it is limited to the initial stage, the effect of kickback cannot be completely eliminated.

The present invention has been made for the purpose of providing an anti-skid control device that is not affected by kickback even when such anti-skid control is started.

Another object of the present invention is to provide an anti-skid control means provided with a gate valve that can reliably maintain the opening of the gate valve during normal times and can reliably close the main path for anti-skid control. Where it is.

(Means for Solving the Problems) The feature of the anti-skid control device according to the present invention made to realize the above object is that the brake hydraulic pressure control mechanism including the pressure oil return mechanism has a main path upstream side. In the device having the gate valve interposed therebetween, the gate valve receives hydraulic pressure from the pressure oil return mechanism at one end in the axial direction, and receives hydraulic pressure at the brake device side at the other end in the axial direction. , A piston having a gate as a portion that closes the transmission path in the shaft intermediate portion, and a spring that presses the piston toward the one end side to normally open the gate, and the oil pressure acting on the one end is It is provided so that the piston moves and closes the gate when the hydraulic pressure acting on the other end is greater than that of the other end, and the axial middle part of the piston is axially defined by the shaft parts on both sides partitioned by the gate. Product The hydraulic action forces used are arranged so as to be balanced in the axial direction.

The configuration of the brake hydraulic control mechanism of the anti-skid control device to which the present invention is applied is generally a combination of a hold valve, a pressure reducing valve, a reservoir in a bypass passage, a pressure oil pumping pump, and a pressure accumulator. Yes, in short, the brake oil pressure is pumped to the pressure accumulator via the pressure reducing valve by the pressure reducing signal, which is one of the anti-skid signals, and the brake oil pressure is reduced, and then the oil pressure of the pressure accumulator is restored by opening the hold valve. It is designed to be transmitted to the braking device.

(Operation) According to the above configuration, the piston having the gate that closes the brake hydraulic pressure transmission path is acted on by the hydraulic pressure in the gate opening direction during normal braking, so that the gate can be reliably opened and the anti-skid control can be performed. At times, the gate can be closed without causing hydraulic pressure fluctuations on the master cylinder side, and the hydraulic action raised by the pressure oil return mechanism acts on the piston in the direction of closing the gate to reliably close the transmission path. You can

(Example) Hereinafter, the present invention will be described based on an example shown in the drawings.

In the figure, 1a to 1c are brake hydraulic pressure transmission paths (main paths), which are connected so as to communicate between a master cylinder M / C (not shown) and a wheel cylinder W / C of a brake device, and a gate on the way. It passes through the on-off valve chamber 2a of the valve 2, passes through the hold valve 3, and reaches the wheel cylinder W / C. The hold valve 3 is a normally open type valve that is electromagnetically closed. The closed valve is operated by an anti-skid pressure reducing signal that is output by an unillustrated anti-skid control circuit so as to release the wheel lock during vehicle braking. It has become. Further, the gate valve 2 is always open / close valve chamber 2 as described later.
a is opened, and the main paths 1a and 1b are communicated with each other.

Reference numeral 4 denotes a bypass passage that is bypass-connected to the main passage 1c downstream of the hold valve 3, and is a normally closed type pressure reducing valve 5, which is electromagnetically opened by an antiskid pressure reducing signal 5, a reservoir 6, a pump 7, a pressure accumulator. 8 and a return valve 9 are sequentially provided, and when the pressure reducing valve 5 is opened, the brake hydraulic pressure (main path 1
c and hydraulic pressure in the wheel cylinder M / C),
The pressure oil is made to flow into the pressure accumulator 8 by pumping the pressure oil to the pressure accumulator 8 and then returned from the return valve 9 to the main path 1b between the gate valve and the hold valve.

Next, the structure of the gate valve 2 will be described. In the gate valve 2 of this example, a cylinder body (not shown) is provided with a pair of spaced apart cylinders 10 and 11 having the same concentric diameter and the same diameter. The oil pressure from the pressure accumulator 8 acts on one end portion of the sliding contact and the oil pressure from the wheel cylinder W / C acts on the other end portion.
The oil chambers on which these hydraulic pressures act are referred to as A and B, respectively.

Reference numeral 13 denotes a set spring, which is stretched between the cylinder wall surface and the other end of the piston 12 in the oil chamber B so as to make the piston 12 stand still while being biased to a predetermined position on the oil chamber A side. Has become. A valve body portion 15 that closes the opening / closing valve chamber 2a by a movement against the spring force of the set spring 13 of the piston 12 is provided in the axial middle portion of the piston 12 in cooperation with the valve seat 14 on the cylinder body side.
Is provided, and the communication between the main paths 1a and 1b is cut off when the circuit is closed.

The movement of the piston 12 against the spring force of the set spring 13 is performed when the hydraulic pressure of the pressure oil from the pressure accumulator 8 acts on the one end, and the oil chamber A is connected to the bypass passage 4. Always in communication. The return valve 9 is built in the piston 12 and is provided so as to allow the flow of the pressure oil from the pressure accumulator 8 only to the downstream main path 1b of the opening / closing valve chamber 2a.

16 is a wheel cylinder W / C to a master cylinder M / C
It is a check valve that allows the return of pressure oil to the cylinder, and ensures the return of pressure oil when the brake is released.

In the gate valve 2 having the above configuration, even if both shaft ends are slidably engaged with the cylinders 10 and 11 having the same diameter, and the hydraulic pressure at the time of braking is transmitted to the on-off valve chamber 2a, the piston 1
There is no possibility of causing hydraulic pressure to move 2 against the set spring 13, and therefore there is no delay in hydraulic pressure transmission during normal braking or hydraulic transmission during sudden braking.

The anti-skid control operation of this example will be briefly described. During normal braking, the hydraulic pressure from the master cylinder M / C is transferred to the wheel cylinder W / W in the order of the main paths 1a, 1b, 1c.
It is transmitted to C and braking force is generated. At this time, as described above, there is no problem of restricting the flow of pressure oil in the gate valve 2 portion, and there is no brake operation delay.

Next, when wheel locking occurs during vehicle braking and antiskid control is performed, the hold valve 3 and the pressure reducing valve 5 are closed by a pressure reducing signal from an antiskid control circuit (not shown). As a result, the main paths 1b, 1
Direct communication between c is cut off, and the pressure oil in the main path 1c flows into the reservoir 6 to reduce the brake oil pressure. Therefore, the braking force is reduced and the wheel lock is released. The pressure oil that has flowed into the reservoir 6 is pumped up by the pump to the pressure accumulator 8, and when its hydraulic action acts on one end of the piston 12 (the end on the cylinder 10 side), the piston 12 moves to the left in the figure. Open and close valve chamber 2a
After that, the communication between the upstream side (master cylinder side) and the downstream side (brake device side) of the gate valve 2 is completely shut off in terms of pressure, and kickback to the brake pedal does not occur. In this state, the brake hydraulic pressure (main path 1
(c and the hydraulic pressure in the wheel cylinder W / C) flow into the reservoir 6 and the hydraulic pressure in the oil chamber A is low, and the hydraulic pressure in the hydraulic chamber B is high because the hydraulic pressure of the pressure accumulator 8 pumped by the pump 7 is high. The closing of the on-off valve chamber 2a by 12 continues. The gradual repressurization (recovery) of the brake hydraulic pressure, which is usually performed following this state, closes the pressure reducing valve 5,
The hold valve 3 can be opened and closed repeatedly by a repressurization signal from an anti-skid control circuit (not shown).

The anti-skid control circuit for giving the above anti-skid signal may be configured by known means.

According to the above-described configuration, the gate valve 2 causes the piston 12 to move only after the pressure oil is pumped to the pressure accumulator after the brake oil pressure is reduced, which causes the main path 1 to move.
Although the communication between a and 1b is cut off, in other cases, the piston 12 does not move and the main path 1
There is an effect that smooth communication between a, 1b and 1c can be guaranteed, and there is no kickback to the brake pedal because the gate valve pressure shuts off between the master cylinder and the brake device during anti-skid control. Further, the return of the pressure oil when the brake is released is also guaranteed by the opening of the gate valve.

(Effects of the Invention) According to the present invention, proper operation of anti-skid control is ensured during vehicle braking, kickback to the pedal is prevented, return of pressure oil at brake release is guaranteed, and pressure oil during normal braking is further ensured. The guarantee of smooth flow is obtained, and its usefulness is great.

[Brief description of drawings]

The drawings are schematic configuration diagrams of a vehicle anti-skid control device according to the present invention. 1a to 1c ... main path, 2 ... gate valve 2a ... open / close valve chamber, 3 ... hold valve 4 ... bypass path, 5 ... pressure reducing valve 6 ... reservoir, 7 ... pump 8 ... accumulator , 9 Return valve 10, 11 Cylinder, 12 Piston 13 Set spring 14 Valve seat, 15 Valve body 16 Relief valve.

Claims (1)

[Claims] 1. An anti-skid signal is activated downstream of a portion of a normally open type gate valve that closes a transmission path of a normally open type gate valve provided midway in a transmission path of a brake hydraulic pressure from a master cylinder to a brake device, and the inside of the brake device is activated. The brake oil pressure control mechanism that causes the pressure oil in the pressure oil return mechanism to flow into the pressure oil return mechanism to reduce the brake oil pressure, and then supplies the pressure oil in the pressure oil return mechanism to the brake device again to pressurize the brake oil pressure. In the provided anti-skid control device, the gate valve is
One end in the axial direction receives the hydraulic pressure from the pressure oil return mechanism, the other end in the axial direction receives the hydraulic pressure on the side of the brake device, and the shaft intermediate part is provided with a gate as a part for closing the transmission path. A piston having, and a spring for pressing the piston toward the one end side to normally open the gate, when the oil pressure acting on the one end is larger than the oil pressure acting on the other end, The piston is provided so as to move to close the gate, and the axial middle portion of the piston is provided so that hydraulic acting forces acting in the axial direction on the shaft portions on both sides partitioned by the gate are balanced in the axial direction. Anti-skid control device characterized by