JPH06507586A - Automotive brake system - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] Automotive brake system Technical field The present invention provides a driving control mode for correcting a detected slip condition of automobile wheels. A hydraulic brake system for automobiles that can be operated by It is effective for applying power to the cylinder and supporting its startup, and it is also detectable. Automatically operates in driving control mode without driver intervention depending on the slip condition of the wheels. Dynamically operates the mask cylinder to perform brake operation and correct slip conditions. , relates to a system with a servo booster.

Background technology In the conventional device described in British Patent Specification No. 0303470, the cruise control motor The air supply to the booster at the controlled by a solenoid valve. Booster operation in travel control mode This is followed by a large amount of emptying to quickly return the booster to its normal operating mode. Airflow is required. For this reason, solenoid valves must be used to control large boats. therefore, a correspondingly large armature is required. This is the manufacturing cost, This is disadvantageous in terms of power consumption and increases noise during operation. Installation space around the booster Since the pace is limited, in some cases it may be necessary to remove the solenoid valve from the engine compartment. It is necessary to install it at a separate location in the engine room, such as on a firewall that separates it from the engine room. be. As a result, the length of the pipe installed between the booster and the valve becomes longer, so the response If the time increases or if the pipe breaks and comes off, the brake operation will be controlled. This may cause various problems such as becoming disabled. In addition, excessive operating noise There is also a possibility that it may be transmitted indoors.

Disclosure of invention It is an object of the invention that the brake booster activates the brake system in cruise control mode. and provide a braking system that minimizes or eliminates the above-mentioned problems. It's about doing.

According to the invention, the present braking system is characterized by the influence of pressure on one side of the booster chamber. operates below to create a differential pressure between the booster chambers and perform travel control braking operation. , equipped with a pilot valve.

Preferably, the pilot valve includes a differential pressure responsive member, and the pilot valve includes a differential pressure responsive member. The member assumes the first position when there is no differential pressure across the member, and assumes the first position when subjected to a differential pressure. the second position when the member is in the first position by actuating a pair of valves. position, it supplies pressure to one of the booster chambers and releases pressure to the other chamber. When in the second position, it forms a pressure approximately equal to the pressure and another pressure when in the second position. The arrangement is such that the pressure is supplied to one side of the chamber to create a differential pressure and provide cruise control braking action. It is set up.

The differential pressure responsive member supports a pair of valve discs that engage respective valve seats, each bed having: When the other is not engaged, it is engaged by the corresponding valve body.

The pressure across said responsive member is controlled by a switching valve, preferably an electric solenoid valve. controlled, said switching valve changes the pressure on one side of the member to the pressure on the other side of the member. Switch from the same pressure to a different pressure. Preferably, the latter pressure is is the pressure in the other chamber.

Brief description of the drawing Hereinafter, the present invention will be described by way of example with reference to the accompanying drawings.

FIG. 1 is a side view showing a part of one embodiment of the brake system of the present invention.

Figures 2 and 3 are enlargements of a portion of the system of Figure 1, each showing different operating conditions. It is a diagram.

FIG. 4 is a schematic diagram showing a part of a modified example of the system of the present invention.

Preferred modes for carrying out the invention Referring to FIG. 1, the system of the present invention has a housing 2, generally designated 1. Equipped with the servo booster shown. The housing 2 is supported by a movable hub 6. A movable partition plate in the form of a diaphragm assembly 5 held by the inner chamber 3 and divided into 4 parts. The booster is supplied with hydraulic oil from the hydraulic oil tank 8. It is attached to the mask cylinder 7. Inside of booster and mask cylinder The structure is conventional, and detailed explanation will be omitted.

For example, a force applied to the input lot 9 via a driver foot pedal (not shown) When the valve mechanism 10 is actuated, atmospheric air flows into the internal chamber 4. This results in , power is applied to the mask cylinder 7 in a conventional manner via the output lot 11. Ru. The illustrated booster applies the brakes to correct detected wheel spin. It functions in cruise control mode without driver intervention. This mode is It is controlled by a pilot valve assembly 12 mounted on the front wall of the booster. pa The pilot valve assembly 12 applies a vacuum to the rear chamber 4 of the booster in a manner described below. Or alternatively supply atmospheric air.

Pilot valve assembly 12 is shown in more detail in FIGS. 2 and 3. This group The body is equipped with a solenoid valve 14 having a coil assembly 15. coil assembly The body 15 responds to the electrical signal output from the spin detection means in a conventional manner as required. It is excited accordingly. The armature 16 of the solenoid valve is connected to the booster via passage 18A. The air flow through the passage 18 leading to the chamber 3 and further through the passage 15A communicating with the outside is controlled. It supports the valve body 17 to be controlled. The valve body 13 is a valve that communicates with the booster chamber 3. The air flow through the opening 13A of the star housing is controlled and the rod 19 It is connected to the diaphragm 20 via the diaphragm 20. The diaphragm 20 has a pair of mutually It is supported to define isolated chambers 21,22.

The chamber 21 connects the solenoid valve 12 via an orifice 23 and a passage 24. It communicates with the server 25. The solenoid valve 12 has its valve body in the position shown in FIG. In this case, it communicates with the atmosphere.

The rod 19 is formed as part of the diaphragm 20 in this embodiment. It supports the valve body 26. The spring 27 biases the valve body 26 around the inlet 29. Engage with the formed seat 28.

The inlet 29 connects the chamber 22, which is in constant communication with the atmosphere, and the booster via the interior of the booster. It extends in a known manner between a passageway 30 communicating with the rear chamber 4 of the star.

For normal operation of the booster under driver control via rod 9, the solenoid The de-energized valve is in its de-energized state, as shown in FIG. As a result, chamber 25 was connected to the atmospheric pressure 15A, and the valve body 17 was connected to the vacuum chamber 3 of the booster. Block the passage 18.

Under these conditions, both sides of the pilot valve diaphragm 20 are exposed to atmospheric pressure. On the other hand, the diaphragm is biased by the spring 27 so that the valve body 26 seats around the inlet 29. 28 to reach the illustrated position in which the inlet 29 is blocked. The diaphragm is in this position. If the valve body 13, which is also supported by the rod 19, is Taking the position shown moved from the opening 13A of the housing, the vacuum is applied to the chamber 3. from there to the passageway 30 and from there to the chamber 4.

As a result, the booster becomes inactive. The vacuum is also directed to the underside of the valve body 26. , the engagement between the valve body and the seat 28 is maintained.

The travel control mode is started upon detection of a wheel spin condition.

An electrical signal is then sent from suitable conventional control means to energize the solenoid valve, Armature 16 moves to the position shown in FIG. That is, the valve body 17 is connected to the atmospheric passage 15A. and the vacuum chamber 3 of the booster via passages 18A and 18. It communicates with the bar 25.

Vacuum is thus communicated via passageway 24 to orifice 23 and to diaphragm 2. 0 to the upper side of the diaphragm, creating a pressure difference in the chamber 2 below the diaphragm. Atmospheric pressure is created within 2, thereby lifting the diaphragm. As a result, the valve At the same time that body 13 is snugly engaged over opening 13A, valve body 26 is lifted from seat 28. It rises. This allows passage 30 to communicate with the atmospheric pressure below the diaphragm, and is propagated to the rear chamber 4 of the booster, allowing brake application without driver intervention. Demonstrate row control function. When the skid control signal ends, the solenoid valve When the valve body returns to its de-energized state shown in FIG. 2 and opens the passage 15A again, Valves 13 and 26 return to their original positions and the cruise control mode ends.

FIG. 4 shows a diaphragm 2o configured similarly to FIGS. 2 and 3 and a valve body 1 related thereto. Employing a pair of solenoid valves that work together to control 3 and 26, Figure 3 schematically shows an alternative valve configuration. The upper chamber 21 of the diaphragm 20 typically contains a valve. It is connected to the atmosphere through a passage 41, an orifice 43, and a passage 44.

The lower chamber 30 of the diaphragm 20 communicates with the atmosphere via a passageway 45. Ru. The vacuum chamber 3 of the booster is connected via a passage 46 to the other solenoid valve 40 It is connected to the inlet 47 of the. Additionally, passageway 46 includes a flow restrictor 48 . two When the valves 40 and 41 are in the de-energized state in the illustrated position, the atmospheric pressure exists on both sides of the inlet, and when the valve body 26 is engaged with the inlet 28 by the spring 27 and the inlet is closed, Both hold the valve body 13 in its open position so that the vacuum in the booster chamber 3 is not allowed to pass through. It communicates with the booster chamber at the rear via channel 31. Under these conditions, It is unlikely that the booster will operate without intervention from the driver, as explained above. It is possible. In its illustrated non-energized position, the solenoid valve 40 This prevents communication between the chamber 3 and the chamber 21 above the diaphragm.

When travel control is required, the solenoid valves 40, 41 are energized and the respective electrical Lift up children 40A and 41A. As a result, passage 46, inlet 47 and passage 47A by introducing the vacuum into the upper chamber 21 through the to isolate atmospheric pressure from the upper chamber. The answer regarding diaphragm 20 is that it is operating. , the booster is started in cruise control mode as described above. End of driving control mode If valve 41 does not open after degaussing, open the small valve connecting chamber 21 to the atmosphere. A separate orifice 50 allows atmospheric air to slowly flow back into the chamber 21. Finally, the pressure in the bars 21 and 3o is equalized, and the diaphragm is moved to the position shown. position to prevent undesired braking action. Ten thousand valve 40 is turned on during demagnetization. If the port 47 is not covered, the orifice 50 and the orifice 43 in the valve 41 are The flow restrictor 48 is blocked by the combined air flow, and at least Back pressure is generated to a level that allows the diaphragm to assume the state shown in Figure 4, so the vacuum is routed from chamber 3 back into the rear booster chamber to prevent undesired braking action. finish the work. The various orifices shown schematically in FIG. It may be formed in a conventional manner, but may also be integrated into the valve seat, for example.

Note that the solenoid valve may be located far away from the booster, or may be located far away from the booster. It may also be connected to the diaphragm valve assembly via a flexible vibrator. Such a pipe Even if damaged or dislodged, the pilot valve will remain closed under atmospheric pressure. This condition can only be resolved by applying a vacuum to the upper chamber of the pilot valve. so that no undesirable braking action occurs.

A solenoid-activated pilot is used to switch the booster between normal operation and cruise control operation. Because I used a solenoid valve, I was able to use a relatively small solenoid valve, and This minimizes the power required and the noise generated from solenoid valve operation. I can do it.

International Search Report 111. TI... /I'll'l. . .

□-Ceramic PCT/GB92100g8G

Claims (11)

[Claims] 1. Operated in driving control mode to compensate for detected vehicle wheel slip conditions. A hydraulic brake system for automobiles that is capable of A master cylinder that supplies pressure fluid to the cylinder, and a pair of cylinders separated by a movable partition plate. A servo booster having a chamber, the partition plate being connected to an output means. and output power through the output means under the influence of the differential pressure between the booster chambers. A servo booster attached to the master cylinder to support its operation and an early wheel slider of the pressure in one of said booster chambers in response to a signal resulting from detection of a drop condition. By operating under the influence of the vehicle, a pressure difference is created between the booster chambers. Equipped with a pilot valve that performs cruise control braking operations without driver intervention. A brake system characterized by: 2. The pilot valve includes a differential pressure responsive member, and the differential pressure responsive member If there is no pressure difference across it, the first position is taken; if there is a pressure difference, the second position is taken. position, and said member is placed in the first position by actuating a pair of valves. The pressure is supplied to one of the booster chambers to approximately equal the pressure in the other chamber. When in the second position, create a pressure and another pressure in one side of the chamber. be arranged to supply and form a differential pressure to perform cruise control braking operation. The brake system according to claim 1, characterized in that: 3. The differential pressure responsive member supports a pair of valve bodies that engage with respective valve seats, and is engaged by the corresponding valve body when the other is not engaged, and the valve Claim 1, wherein the body and each seat constitute the pair of valves. Brake system described in item 2. 4. characterized in that the responsive member is biased to its first position by a spring. The brake system according to claim 2 or 3. 5. Claims 2 to 3, wherein the response member is a diaphragm. The brake system according to any one of paragraph 4. 6. pressure across the responsive member is controlled by a switching valve; changes the pressure on one side of the member from the same pressure to a different pressure on the other side of the member. switching, and switching of the applied pressure causes the responsive member to move from its first position to its first position. second position, thereby switching the state of said pair of valves between open and closed. The invention according to any one of claims 2 to 5, characterized in that: key system. 7. the switching valve being actuated by an electric solenoid responsive to the signal; The brake system according to claim 6, characterized in that: 8. The armature of the solenoid supports a valve body, the valve body being disposed on both sides thereof. by working alternately with a pair of valve ports communicating with the atmosphere and vacuum, respectively. , the movement of the armature from one operating position to the other is controlled by one of the responsive members. Characterized by changing the pressure acting on the side from atmosphere to vacuum and vice versa The brake system according to any one of claims 2 to 5. 9. Pressure across the response member is controlled by a pair of switching valves, the pressure across the response member being controlled by a pair of switching valves; The first of the diverter valves is normally installed in an atmospheric passage connecting one side of the response member to the atmosphere. The other one of the switching valves is arranged to connect the vacuum chamber of the booster and the other one of the switching valves. disposed in a vacuum passageway between said one side of said responsive member and said other side of said responsive member; side is always connected to the atmosphere, so that during simultaneous activation of each valve, the first valve is connected to the inlet The other valve opens the vacuum passage and supplies the vacuum to the response section. said one side of the material such that said responsive member moves from its first position to its first position. 2 to switch the state of the pair of valves between open and closed. The invention according to any one of claims 2 to 5, characterized in that key system. 10. A service for use in a brake system according to any one of the preceding claims. A bobooster, which is connected to the output means and which controls the differential pressure between the booster chambers. Applying power to the master cylinder through the output means under the influence to cause its operation. A movable partition plate supports the separation of a pair of chambers and early wheel slits. In use, one of said booster chambers is activated in response to a signal resulting from detection of a boost condition. Under the influence of one pressure, a pressure difference is formed between the booster chambers and the car driver and a pilot valve that performs cruise control braking action without intervention by A servo booster featuring: 11. The pilot valve includes a differential pressure responsive member, the member crossing the member. It takes the first position when there is no differential pressure, and the second position when it is subjected to a differential pressure. , said member is configured to operate a boot when in a first position by actuating a pair of valves. Supply pressure to one of the star chambers to create a pressure approximately equal to the pressure in the other chamber. and when in the second position, another pressure is applied to one side of the chamber. It is characterized by being arranged to form a differential pressure and perform travel control braking operation. A servo booster according to claim 10.