JPH07315188A - Nonskid control device - Google Patents

Abstract

PURPOSE:To miniaturize a motor and save the electric power by providing a solenoid valve to control decompression and holding of a fluid chamber in addition to a motor to actuate a control piston, making it possible to control fluid pressure of a fluid pressure chamber and reducing a load applied on the aforementioned motor at the time of nonskid control. CONSTITUTION:When a wheel causes a skidding state, a solenoid valve 11 opens and a second fluid chamber B is communicated to a reserver 12. As a result, a control piston 2 moves to the right in the drawing by fluid pressure in a first fluid chamber A and a cut valve 3 is closed, additionally, capacity of the first fluid chamber A increases by right movement of the control piston 2, fluid pressure in a wheel cylinder is circulated to the first fluid chamber and decompressed, and a brake is released. In case of brake compression, brake fluid pressure is compressed by way of circulating fluid pressure of the first fluid chamber A to rotate a motor in the state where the solenoid valve 11 is closed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an anti-skid control device capable of optimally controlling a wheel braking force in order to prevent skid of a wheel during braking of a vehicle. Specifically, the present invention relates to an anti-skid control device that can reduce the size of an anti-skid control motor and reduce power consumption.

[0002]

2. Description of the Related Art In recent years, an anti-skid control device has been actively developed for the purpose of improving steering stability during braking and facilitating a driver's driving operation. As an anti-skid control device for a vehicle of this type, Japanese Patent Application Laid-Open No.
The thing etc. which were described in the 5265 gazette are known.

The anti-skid control device described in the above publication discloses a main cylinder for supplying a pressurized liquid, a wheel brake for receiving the pressurized liquid from the main cylinder to limit rotational movement of wheels, and a rotation condition for the wheel. And a controller which produces a signal when this wheel condition is within preset parameters, and which is closed in response to an actuation signal provided by this controller to allow fluid communication between the main cylinder and the wheel brakes. An isolation valve for preventing the above, an actuator for adjusting the pressure in this volume by creating a variable control volume having a vertical hole and a piston slidably and sealingly mounted in the vertical hole, and communicating with the wheel brake, An anti-reversing motor connected to the piston in a torsional manner by a rotor to cause the piston to reciprocate In a brake system, a friction surface that abuts the rotor against a disk and limits rotation of the rotor 88 to lock the position of the piston, and a position where the friction surface abuts against the disk. And a plunger urged to move the plunger to a position separating the abutment between the friction surface and the disk in response to a signal from the control device to rotate the rotor by the reversible motor and move the piston. It is characterized by being connected by an electromagnetic core to be generated.

The anti-skid control device moves the piston by the rotation of the rotor by the reversible motor, and a variable control volume communicating with the wheel brake by the piston slidably mounted in the vertical hole in a sealed state. Occurs, which allows anti-skid control to be performed. Further, with the above-mentioned configuration, each component can be made smaller than that of the conventional anti-skid control device, and further, the rotating mass can be further reduced and the system angular inertia can be remarkably reduced.

[0005]

However, in the anti-skid control device having the above-described structure, the piston is moved by using the driving force of the motor to change the volume of the liquid chamber to perform the anti-skid control. Will be transmitted to the piston with a slight time delay, and the response of decompression will deteriorate. Further, since the mechanism controls the movement of the control piston only by the driving force of the motor, a load is applied to the motor every time the piston is moved, and it is difficult to downsize the motor and reduce power consumption. There were problems such as.

In view of the above, according to the present invention, in addition to the motor that operates the control piston, an electromagnetic valve for controlling the pressure reduction and holding of the liquid chamber is provided, and the hydraulic pressure of the hydraulic chamber can be controlled by this electromagnetic valve. An object of the present invention is to propose an anti-skid control device that can reduce the load on the motor during anti-skid control to reduce the size of the motor and save power. In the present invention, since the anti-skid control is executed using the solenoid valve, the pressure reducing characteristic is also improved.

[0007]

Therefore, according to the present invention, the control piston 2 is slidably arranged in the housing 1 of the antiskid control modulator 10 and the first liquid chamber A defined by the piston 2 is cut. It is connected to the master cylinder M / C via valve 3 and directly connected to the wheel cylinder.
It is also connected to W / C, and the second liquid chamber B partitioned by the piston 2 is connected to a reservoir 12 via a solenoid valve 11, and the control piston 2 is controlled and driven by an electronic control unit 17. It is characterized in that the reversible screw 14 connected to the output shaft 16 of the motor 15 is screwed, and this is a means for solving the problem.

[0008]

[Action]

[During normal brake operation] When the brake pedal is operated to generate hydraulic pressure in the master cylinder M / C,
Oil pressure from M / C is inlet passage 7 → cut valve 3 → first liquid chamber A
→ It is supplied to the wheel cylinder W / C through the outlet passage 8 and the brake acts. When the brake pedal is released, the hydraulic pressure in the wheel cylinder W / C passes through the outlet passage 8, the first liquid chamber A, the cut valve 3 and the inlet passage 7, and the master cylinder M /
It is returned to C and the brake is released.

[During Anti-Skid Control] When the wheel is skided, the solenoid valve 11 opens and the second liquid chamber B communicates with the reservoir 12. As a result, the control piston 2 moves to the right in the drawing due to the hydraulic pressure in the first liquid chamber A, the cut valve 3 closes, and the right movement of the control piston 2 increases the volume of the first liquid chamber A. The hydraulic pressure in the wheel cylinder is the first hydraulic chamber A
It returns to and is decompressed and the brake is released. Further, when the solenoid valve 11 is closed during the pressure reduction, the movement of the control piston 2 stops and the brake fluid pressure at this time is maintained. further,
When pressurizing the brake, when the motor is rotated with the solenoid valve 11 closed, the control piston 2 moves leftward in the figure, and the hydraulic pressure in the first hydraulic chamber A is returned to the wheel cylinder. The brake fluid pressure can be increased.

[0010]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a hydraulic piping diagram of an anti-skid control device according to an embodiment of the present invention. In the figure, 10 is an anti-skid control modulator, and a control piston 2 is slidably arranged in a housing 1 of the modulator 10, and the inside of the housing 1 is a first liquid chamber A and a second liquid chamber by the piston 2. It is divided into B. The first liquid chamber A
Is connected to a master cylinder M / C (not shown) through a cut valve 3 arranged in the housing 1 and an inlet passage 7 formed in the housing 1, and further through an outlet passage 8 formed in the housing 1. It is connected to the wheel cylinder W / C not shown.

When the cut valve 3 is not controlled, the control piston 2
The ball 5 is separated from the valve seat 6 against the urging force of the spring 4 by the locking rod 9 provided on the inlet passage 7 and the outlet passage 8
When the control piston 2 moves to the right in the figure in a manner described later, the ball 5 abuts the valve seat 6 by the urging force of the spring 4 to establish communication between the inlet passage 7 and the outlet passage 8. You can turn it off. Therefore, when the brake pedal is depressed and hydraulic pressure is generated in the master cylinder during non-control, the hydraulic pressure is supplied to the wheel cylinder via the cut valve 3 → first hydraulic chamber A and the brake can be applied. Further, when the brake pedal is released, the hydraulic pressure in the wheel cylinder returns to the master cylinder, contrary to the above.

On the other hand, the second liquid chamber B is connected to the reservoir 12 via a normally closed electromagnetic valve 11, and when the electromagnetic valve 11 is opened, the hydraulic pressure in the second liquid chamber B is stored in the reservoir 12. It is supposed to be refluxed. A check valve 13 is arranged in parallel with the solenoid valve 11. A reversible screw (ball screw) 14 is screwed into the control piston 2 via a reversible screw fitting member 23 fixed to the control piston 2, and the reversible screw 14 is connected to a shaft 16 of a motor 15. Therefore, by rotating the shaft 16 of the motor 15, the control piston 2 can move in the left-right direction in the drawing.

The motor 15 is connected to a conventionally known electronic control unit 17 for executing anti-skid control,
In this control device 17, the speed sensor 18 provided on the wheel is
The drive signal of the motor 15 is output based on the information from the.
Since the anti-skid control mode is similar to the conventional control, detailed description thereof will be omitted here. Further, in the figure, 20 and 21 are seal members, and 22 is a bearing.

Since this embodiment is constructed as described above, the following operation is performed during normal braking and anti-skid control. [Normal brake operation] In the figure, since the cut valve 3 is open during normal brake operation, the inlet passage 7 and the outlet passage 8 formed in the housing 1 are in communication with each other. Therefore, if the brake pedal is operated in this state to generate hydraulic pressure in the master cylinder M / C, the master cylinder M / C
Hydraulic pressure from C is inlet passage 7 → cut valve 3 → first liquid chamber A →
It is supplied to the wheel cylinder W / C through the outlet passage 8. As described above, normally, when the brake pedal is depressed, the hydraulic pressure of the master cylinder M / C is supplied to the wheel cylinder W / C through the oil passage to brake the wheels. When the brake pedal is released, the hydraulic pressure in the wheel cylinder W / C is returned to the master cylinder M / C through the outlet passage 8 → first liquid chamber A → cut valve 3 → inlet passage 7 and the brake is released.

[During Anti-Skid Control] Decompression: When the wheel is skid during brake operation, the solenoid valve 11 opens and the second liquid chamber B communicates with the reservoir 12 by a signal from the electronic control unit. As a result, the first
The control piston 2 is moved to the right in the drawing by the hydraulic pressure in the liquid chamber A, the cut valve 3 is closed, and the right movement of the control piston 2 further increases the volume of the first liquid chamber A. The pressure is returned to the first liquid chamber A to reduce the pressure and the brake is released. At this time, the motor 15 can be simultaneously driven, and the control piston 2 can be moved to the right in the figure by the driving force of the motor 15. In this case, the load on the motor becomes very small.

Holding: When the solenoid valve 11 is closed during depressurization, the movement of the control piston 2 stops and the brake fluid pressure at this time is held. Pressurization: In addition, when applying brake pressure, solenoid valve 1
When the motor is rotated with 1 closed, the control piston 2 moves leftward in the figure via the reversible screw due to the rotation of the motor, and supplies the hydraulic pressure of the first fluid chamber A to the wheel cylinder to brake fluid. The pressure can be increased. By the above operation, anti-skid control is performed with good responsiveness while adjusting the hydraulic pressure in the wheel cylinder W / C.

[0017]

As described in detail above, according to the present invention,
In addition to the motor that operates the control piston, a solenoid valve that controls the decompression and holding of the hydraulic chamber is provided.Since this solenoid valve can control the hydraulic pressure in the hydraulic chamber, the load applied to the motor during anti-skid control Therefore, it is possible to reduce the size of the motor, reduce the power consumption of the motor, and reduce the size of the entire anti-skid device. Further, since the anti-skid control is executed by using the solenoid valve, it is possible to obtain excellent effects such as improvement of the pressure reducing characteristic.

[Brief description of drawings]

FIG. 1 is a hydraulic circuit diagram of an anti-skid control device as an embodiment according to the present invention.

[Explanation of symbols]

 1 Housing 2 Control Piston 3 Cut Valve 4 Spring 5 Ball 6 Valve Seat 7 Inlet Passage 8 Outlet Passage 10 Anti-Skid Control Modulator 11 Solenoid Valve 12 Reservoir 14 Reversible Screw 15 Motor 23 Reversible Screw Fitting Member A First Liquid Chamber B 2nd Liquid chamber

Claims (1)

[Claims] 1. A control piston 2 is slidably disposed in a housing 1 of an antiskid control modulator 10.
The first liquid chamber A partitioned by the piston 2 communicates with the master cylinder M / C via the cut valve 3 and is also directly connected to the wheel cylinder W / C, and the second chamber partitioned by the piston 2 The liquid chamber B is connected to a reservoir 12 via an electromagnetic valve 11, and the control piston 2 is screwed into a reversible screw 14 connected to an output shaft 16 of a motor 15 controlled and driven by an electronic control unit 17. Anti-skid control device.