JPH0635843Y2 - Antilock brake device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to an antilock brake device, and more particularly to an antilock brake device for a vehicle having an X-type brake pipe.

[Conventional technology]

As an anti-lock brake device for a vehicle equipped with this type of X-type brake pipe of the related art, “Automotive Technology, Vol.41, No.
1,1987. ”(January 1987, Automotive Engineering Society) 113th
The one described on page 2, FIG. 2 is known.

In this system, a master cylinder generates hydraulic pressure in two systems, one of which extends to the right front wheel cylinder and left rear wheel cylinder, and the other system to the left front wheel cylinder and right rear wheel cylinder. .

In addition, each wheel cylinder is provided with an electromagnetic switching valve for controlling the switching between pressure increase, holding and pressure reduction of the wheel cylinder liquid pressure, and the liquid flowing out of the wheel cylinder at the time of pressure reduction via this electromagnetic switching valve. A reservoir for temporarily storing the liquid and a pump for returning the liquid stored in the reservoir while pressurizing the high-pressure pipe on the master cylinder side are provided.

Then, the slip ratio of each wheel is calculated by a control circuit including a microcomputer, the electromagnetic switching valve corresponding to each wheel cylinder is switched and controlled, and the slip ratio is controlled to be kept within an appropriate range.

[Problems to be solved by the device]

However, in such a conventional one, since the electromagnetic switching valve is provided corresponding to each wheel cylinder of each wheel and individually controlled, the pressure balance between the left and right wheels is electrically controlled by the control circuit. It is necessary to do so and control becomes complicated.

Further, there is a problem that a large number of electromagnetic switching valves are required, resulting in high cost.

Furthermore, in the conventional X-type piping system, in order to maintain the pressure balance function, it is necessary to relate the hydraulic pressure on one side and the hydraulic pressure on the other side to each other. Therefore, when one side fails, However, it is unavoidable that the hydraulic pressure on the other side is influenced by the hydraulic pressure on the one side, and some improvement has been desired.

An object of the present invention is to provide an anti-lock brake device that solves the problems of the related art, can be relatively simplified in control, and can reduce the number of expensive electromagnetic switching valves to be used at low cost.

Further, according to the present invention, by incorporating a simple structure into the pressure balancing valve, when the one side piping system in the X-type piping system fails, the hydraulic pressure of the other side piping system is affected by the pressure reduction of the one side piping system. The purpose is to improve the prior art.

[Means for Solving the Problems]

In order to achieve the above object, the present invention provides a first and a second.
A master cylinder having a hydraulic pressure generating chamber and a wheel cylinder for each wheel are connected in an X-shape, and a reservoir for temporarily storing the liquid flowing out from the wheel cylinder and the master cylinder for storing the liquid in the reservoir In an anti-lock brake device equipped with a pump that recirculates while pressurizing the high-pressure side pipe, it is provided in each of the piping systems to the front wheel cylinders, and performs switching control between increasing, holding, and reducing the hydraulic pressure of the front wheel cylinders. First and second electromagnetic switching valves,
A third electromagnetic switching valve that is provided in either one of the piping systems to the rear wheel cylinders and that controls switching between increasing pressure, holding pressure, and reducing pressure of the rear wheel cylinders of one of the rear wheel cylinders, and the rear wheel A pressure control unit provided on the other side of the piping system to the cylinder for equally controlling the hydraulic pressure of the one rear wheel wheel cylinder and the hydraulic pressure of the other rear wheel wheel cylinder, and the first and second hydraulic pressure generations. In response to the failure of one of the pipe systems connecting the master cylinder having the chamber and the wheel cylinder of each wheel in an X shape, the hydraulic pressure is distributed from the other pipe system to the one pipe system. And a pressure balance valve having a fail-safe portion to secure the same.

[Action]

According to the present invention, the slip ratio of the front wheel is maintained within an appropriate range by increasing, holding, or depressurizing the wheel cylinder liquid in the same manner as in the past by controlling the switching of the first and second electromagnetic switching valves. Be drunk

Further, the slip ratio of one rear wheel is maintained in an appropriate range as is the case with the front wheel by switching control of the third electromagnetic switching valve, and the slip ratio of the other rear wheel is controlled by the third electromagnetic switching valve. By the action of the pressure balancing valve that controls the wheel cylinder hydraulic pressure of the one rear wheel and the wheel cylinder hydraulic pressure of the other rear wheel that are controlled to be equal to each other, the proper range is maintained like the one rear wheel.

Further, when the one side piping system of the X-type piping system fails, the hydraulic pressure of the other side piping system exerts on the one side piping system to realize fail safe.

〔Example〕

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

FIG. 1 shows a schematic configuration of an embodiment of the present invention.

In the figure, 10 is a master cylinder having a first (hereinafter referred to as primary P) and second (hereinafter referred to as secondary S) hydraulic pressure generation chamber, and 11 is a brake pedal.

Reference numeral 20 denotes a wheel cylinder provided for each wheel, and hereinafter, the right front wheel wheel cylinder is 20 _FR , the left front wheel wheel cylinder is 20 _FL , and the right rear wheel and the left rear wheel wheel cylinder are respectively.
_Called 20 _RR and 20 _RL .

The primary P of the master cylinder 10 is connected to the right front wheel wheel cylinder 20 _FR via a first passage 31 and to the left rear wheel wheel cylinder 20 _RL via a second passage 32.
Further, the secondary S of the master cylinder 10 is connected to the left front wheel cylinder 20 _FL via the third passage 33 and the fourth passage.
It is connected via 34 to the right rear wheel wheel cylinder 20 _RR .

Further, a first reservoir passage 35 that branches from the first passage 31 and the second passage 32 and is connected to the first reservoir 41, respectively.
And a second reservoir passage 36 branched from the third passage 33 and connected to the second reservoir 42.

In the vicinity of the branch portion between the first passage 31 and the first reservoir passage 35, the first front wheel wheel cylinder 20 _FR for controlling the hydraulic pressure is provided.
First electromagnetic inflow valve 51A as the electromagnetic switching valve 51 and the first
The electromagnetic outflow valve 51B is located in the vicinity of the branch between the third passage 33 and the second reservoir 36, and is the second electromagnetic inflow valve as the second electromagnetic switching valve 52 that controls the hydraulic pressure of the left front wheel wheel cylinder 20 _FL. 52
A third electromagnetic switching valve for controlling the hydraulic pressure of the left rear wheel wheel cylinder 20 _RL is provided in the vicinity of the branch portion of the second passage 32 and the first reservoir passage 35 with the A and the second electromagnetic outflow valve 52B. The third electromagnetic inflow valve 53A and the third electromagnetic outflow valve 53B as 53 are
They are provided respectively.

The electromagnetic inflow valves 51A, 52A and 53A, and the electromagnetic outflow valve 51
B, 52B and 53B are two-position solenoid valves that open and close the passages, respectively, and are controlled by signals from the control unit 60.

Next, 70A and 70B are plunger pumps that are driven by the motor 71, and are respectively the first reservoir 41 and the second reservoir 42 via the inlet valves 72A and 72B, and the first passage 31 via the outlet valves 73A and 73B. And the second passage 32 on the master cylinder 10 side, and the third passage and the fourth passage.
The passages are connected to the master cylinder 10 side, respectively.

The motor 71 is also controlled by the signal from the control unit 60.

Further, 80 is a pressure balance valve inserted in the fourth passage 34. The pressure balance valve 80 includes a bottomed cylindrical housing 81, a bottomed cylindrical auxiliary piston 82 slidably fitted in the housing 81, and a slidable fitting inside the auxiliary piston 82. And a check valve 84 provided at one end of the auxiliary piston 82.

The check valve 84 includes a plug 84C having a space for accommodating a spring 84B that biases the ball valve element 84A, and a valve seat member 84F having a guide tube 84E with a passage hole 84D formed in the center.

A rod 85 is fixed to the center of the control piston 83, and a spring 86 compressed between the rod 85 and the bottom of the auxiliary piston 82 urges the control piston 83 in a direction in which the control piston 83 contacts the guide cylinder 84E. While in contact with the guide cylinder 84E, the rod 85 pushes the ball valve element 84A of the check valve 84, and the check valve 84A
Open up.

Further, a rod 87 is fixedly installed at the bottom of the housing 81,
The rod 87 penetrates the bottom of the auxiliary piston 82 and limits the amount of movement of the control piston 83.

Further, between the auxiliary piston 82 and the bottom portion of the housing 81, a spring for biasing the auxiliary piston 82 in a direction in which the plug 84C of the check valve 84 and the nut plug 88 of the housing 81 abut.
89 have been reduced.

Then, the housing 81 is sequentially provided with the first to fourth ports.
81A, 81B, 81C and 81D are formed. 1st port 81
A is connected to the upstream side of the fourth passage 34, and has a through hole 84G provided in the side wall of the plug 84C, a passage hole 84D, a through hole 84H provided in the side wall of the guide cylinder 84E, and a communication hole provided in the side wall of the auxiliary piston 82. Hole 8
It communicates with the second port 81B connected to the downstream side of the fourth passage 34 via 2A.

The third port 81C is located on the downstream side of the third electromagnetic inflow valve 53A and has the second passage.
The auxiliary piston 82 is connected to the fifth passage 37 branched from 32.
A fluid chamber A defined by the control piston 83 and the auxiliary piston 82 is communicated with each other through a through hole 82B provided in a side wall near the bottom of the.

Further, the fourth port 81D is connected to the sixth passage 38 branched from the second passage 32 on the upstream side of the third electromagnetic inflow valve 53A, and communicates with the liquid chamber B defined by the auxiliary piston 82 and the housing 81. .

The liquid chamber on the side opposite to the liquid chamber B with respect to the auxiliary piston 82 is called C, the liquid chamber inside the plug 84C is called D, and the liquid chamber on the left side of the control piston 83 is called E.

Next, the operation of this embodiment having the above configuration will be described.

(1) Normal brake operation During normal brake operation in which antilock brake control is not performed, the first to third electromagnetic inflow valves 51A, 52
A and 53B are open, the first to third electromagnetic outflow valves 51B and 52B
And 53A are closed.

The pressure balance valve 80 is also in the illustrated state, and the check valve 84 is also open, so that the fourth passage 34 maintains the communication state.

Therefore, when the brake pedal 11 is stepped on, the hydraulic pressure in the primary P is transferred to the right front wheel wheel cylinder 20 _FR and the left rear wheel wheel cylinder 20 _RL via the first passage 31 and the second passage 32, respectively. Of the left front wheel wheel cylinder 20 _FL via the third passage 33 and the fourth passage 34, respectively.
And the right rear wheel wheel cylinder 20 _RR are independently exerted.

(2) Front Wheel Side Antilock Control The front wheel side antilock control is independently performed by the primary P and the secondary S. Since the left and right wheels have the same control, the right front wheel will be described as a representative.

In order to maintain the hydraulic pressure of the right front wheel cylinder 20 _FR , the first electromagnetic outflow valve 51B is closed and the first electromagnetic inflow valve 51A is closed.

When reducing the pressure, the first electromagnetic outflow valve 51B is opened while the first electromagnetic inflow valve 51A is closed, and the right front wheel wheel cylinder 20 is opened.
_{The FR} brake fluid is returned to the first reservoir 41 via the first reservoir passage 35.

When the pressure is increased again, the brake fluid in the first reservoir 41 is pressurized by the pump 70A driven by the motor 71 and supplied to the master cylinder 10 side of the first passage 31.

(3) Rear wheel side anti-lock control When the rear wheel side tries to lock due to excessive depression of the brake pedal 11, the third electromagnetic outflow valve 53B is generated by the holding signal.
The third electromagnetic inflow valve 53A is closed and the hydraulic pressure of the left rear wheel wheel cylinder _20RL is maintained.

At this time, the pressure of the primary P of the master cylinder 10 is not transmitted to the liquid chamber A through the fifth passage 37, and when it is transmitted from the secondary S to the liquid chamber D, there is a difference between the pressure and the pressure. Then, the control piston 83 moves rightward in the drawing against the spring 86, the ball valve 84A of the check valve 84 closes the communication hole 84D, and the fourth passage 34 is shut off.

Therefore, the left and right rear wheel cylinders 20 _RL and 20 _RR
The pressure rise is stopped and maintained at the same pressure.

In addition, the third electromagnetic inflow valve 53B remains closed by the pressure reducing signal,
When the third electromagnetic inflow valve 53A is opened, the pressure in the liquid chamber A further decreases, the control piston 83 moves further to the right in the drawing, and becomes equal to the pressure in the liquid chamber E.

The brake fluid of the left rear wheel wheel cylinder 20 _RL is returned to the first reservoir 41 via the first reservoir passage 35, and the brake fluid of the right rear wheel wheel cylinder 20 _RR is generated by the right movement of the control piston 83. The increased amount of E is returned to the liquid chamber E, and the liquid pressures of both are kept equal.

Next, in response to the pressure increase signal, the third electromagnetic outflow valve 53B is closed and the third electromagnetic inflow valve 53A is opened, so that the control piston 83 is pushed back to the left side in the drawing, and the check valve 84 is released. Ball valve
84A opens the communication hole 84D. Therefore, the pressure in chamber E rises,
The hydraulic pressure of the left and right rear wheel cylinders 20 _RL and 20 _RR rises while maintaining the same hydraulic pressure.

The above operation is repeated and antilock control is performed.

(4) When one system fails For example, when the primary P fails, the sixth passage 38
The pressure acting on the liquid chamber B is reduced via the, and a pressure difference is generated between the pressure of the secondary S and the liquid chamber C acting on the secondary chamber. Then, the auxiliary piston 82 moves to the right in the drawing against the spring 89, and the control piston 83 abuts on the rod 87 fixed to the housing 81. Then, the rod 85 fixed to the control piston 83 opens the ball valve element 84A of the check valve 84,
The hydraulic pressure of the secondary S reaches the right rear wheel wheel cylinder 20 _RR . This means that the lot 87 of the control piston 83 secures the circulation of the piping system of the right rear wheel wheel cylinder 20 _RR , thereby constituting a fail-safe portion for compensating for the failure on the primary P side. Therefore, the pressure balance valve 80 is
This means that it has a double structure that is also responsible for what should be called a fourth electromagnetic switching valve.

When the secondary S fails, the primary P is not affected structurally.

[Effect of device]

As is clear from the above description, according to the present invention, the pressure balancing valve is interposed in one of the piping systems of the rear wheel wheel cylinder to reduce the number of expensive electromagnetic switching valves used. It is possible to obtain a simple and inexpensive anti-lock brake device.

[Brief description of drawings]

 FIG. 1 is a schematic configuration diagram showing an embodiment of the present invention. 10 ... Master cylinder, 20 ... Wheel cylinder, 41 ... First reservoir, 42 ... Second reservoir, 51 ... First electromagnetic switching valve, 51A ... First electromagnetic inflow valve, 51B ... First electromagnetic outflow valve, 52 ... Second Electromagnetic switching valve, 52A ... second electromagnetic inflow valve, 52B ... second electromagnetic outflow valve, 53 ... third electromagnetic switching valve, 53A ... third electromagnetic inflow valve, 53B ... third electromagnetic outflow valve, 60 ... control unit, 70 … Pump, 80… Pressure balance valve.

Claims (1)

[Scope of utility model registration request] 1. A reservoir having a pipe system for connecting a master cylinder having first and second hydraulic pressure generating chambers and a wheel cylinder for each wheel in an X-shape, and temporarily storing the effluent from the wheel cylinder. And an anti-lock brake device equipped with a pump that recirculates the fluid in the reservoir to the high-pressure pipe on the master cylinder side while pressurizing the high-pressure pipe, and is provided in the piping system to the front wheel cylinders to increase the hydraulic pressure of the front wheel cylinders. The first and second electromagnetic switching valves for controlling switching between pressure, holding, and pressure reduction, and the piping system to the rear wheel cylinder, which are provided in either one of the rear wheel cylinder, and increase pressure of either one of the rear wheel cylinder hydraulic pressures. , A third electromagnetic switching valve for controlling switching between holding and pressure reduction, and a hydraulic pressure of the one rear wheel cylinder provided on the other side of the piping system to the rear wheel cylinder. Any of a pipe system connecting the master cylinder having the pressure control unit and the first and second hydraulic pressure generating chambers, which controls the hydraulic pressure of the other rear wheel cylinder to the wheel cylinder of each wheel in an X shape. A pressure balancing valve having a fail-safe portion that responds to the failure of one of the piping systems and secures the flow of hydraulic pressure from the other piping system to the one piping system. Brake device.