JPH08253124A - Brake device of vehicle - Google Patents
Brake device of vehicleInfo
- Publication number
- JPH08253124A JPH08253124A JP7056150A JP5615095A JPH08253124A JP H08253124 A JPH08253124 A JP H08253124A JP 7056150 A JP7056150 A JP 7056150A JP 5615095 A JP5615095 A JP 5615095A JP H08253124 A JPH08253124 A JP H08253124A
- Authority
- JP
- Japan
- Prior art keywords
- piston
- brake
- chamber
- output
- input chamber
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/42—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
- B60T8/4208—Debooster systems
- B60T8/4266—Debooster systems having an electro-mechanically actuated expansion unit, e.g. solenoid, electric motor, piezo stack
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/3255—Systems in which the braking action is dependent on brake pedal data
- B60T8/326—Hydraulic systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、任意の液圧を車輪ブレ
ーキに作用せしめ得るようにして、ブレーキ倍力制御、
各輪でのブレーキ力配分制御、アンチロックブレーキ制
御、トラクション制御および自動ブレーキ制御等を可能
とした車両のブレーキ装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake boosting control, in which an arbitrary hydraulic pressure can be applied to a wheel brake.
The present invention relates to a vehicle brake device capable of controlling braking force distribution on each wheel, anti-lock braking control, traction control, automatic braking control, and the like.
【０００２】[0002]
【従来の技術】従来、液圧ポンプによりアキュムレータ
に蓄えられた高液圧を、サーボ弁等により調圧して車輪
ブレーキに作用する液圧を任意に制御可能としたブレー
キ装置が、たとえば特開平４−９５５５６号公報等によ
り知られている。2. Description of the Related Art Conventionally, there is a brake device in which a high hydraulic pressure stored in an accumulator by a hydraulic pump is regulated by a servo valve or the like so that the hydraulic pressure acting on a wheel brake can be arbitrarily controlled. It is known from JP-A-95556.
【０００３】[0003]
【発明が解決しようとする課題】ところが、上記従来の
ものでは、リザーバ、ポンプ、アキュムレータ、ポンプ
の作動を制御するための圧力センサおよびサーボ弁等の
複雑な油圧部品が多く必要であり、また各油圧部品が異
常となったときのバックアップを考慮するとより一層複
雑な構成をとらざるを得ない。However, the above-mentioned conventional ones require many complicated hydraulic parts such as a reservoir, a pump, an accumulator, a pressure sensor for controlling the operation of the pump, a servo valve, and the like. Considering the backup when the hydraulic parts become abnormal, a more complicated structure is inevitable.
【０００４】本発明は、かかる事情に鑑みてなされたも
のであり、少ない部品による簡単な構成で車輪ブレーキ
の液圧を任意に制御可能とするとともに、液圧制御が不
調となったときのブレーキ圧確保を可能とした車両のブ
レーキ装置を提供することを目的とする。The present invention has been made in view of the above circumstances, and makes it possible to arbitrarily control the hydraulic pressure of a wheel brake with a simple structure using a small number of parts, and to use the brake when the hydraulic pressure control fails. An object of the present invention is to provide a vehicle brake device capable of ensuring pressure.
【０００５】[0005]
【課題を解決するための手段】上記目的を達成するため
に、請求項１記載の発明は、ブレーキ操作に応じた液圧
を出力するマスタシリンダと；車輪ブレーキに接続され
る出力室に前面を臨ませるとともにマスタシリンダに接
続される入力室に背面を臨ませてハウジングに摺動自在
に嵌合されるピストン、ならびに該ピストンの軸方向位
置を調整可能としてピストンに連結される位置調整手段
を有する液圧制御装置と；入力室および出力室間を結ぶ
バイパス路に設けられる開閉弁と；を備えることを特徴
とする。In order to achieve the above object, the invention according to claim 1 has a master cylinder for outputting hydraulic pressure according to a brake operation; and a front surface for an output chamber connected to a wheel brake. And a piston that is slidably fitted in the housing with its rear face facing the input chamber connected to the master cylinder and position adjusting means that is adjustable in axial position of the piston and is connected to the piston. A hydraulic pressure control device; and an opening / closing valve provided in a bypass path connecting the input chamber and the output chamber.
【０００６】また請求項２記載の発明によれば、上記請
求項１記載の発明の構成に加えて、前記ピストンの出力
室に臨む受圧面積が入力室に臨む受圧面積よりも大きく
設定される。According to the invention of claim 2, in addition to the structure of the invention of claim 1, the pressure receiving area of the piston facing the output chamber is set larger than the pressure receiving area facing the input chamber.
【０００７】さらに請求項３記載の発明によれば、上記
請求項２記載の発明の構成に加えて、ハウジングには、
ピストンとの間に入力室を形成する壁部が設けられ、ピ
ストンよりも小径にして該ピストンに同軸にかつ一体に
連設されるとともに壁部を液密にかつ軸方向移動自在に
貫通するロッドに位置調整手段が連結される。According to a third aspect of the invention, in addition to the structure of the second aspect of the invention,
A rod is provided between the piston and a wall that forms an input chamber, has a smaller diameter than the piston, is coaxially and integrally connected to the piston, and penetrates the wall in a liquid-tight and axially movable manner. The position adjusting means is connected to.
【０００８】[0008]
【実施例】以下、図面により本発明の一実施例について
説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.
【０００９】マスタシリンダＭの出力ポート１からはブ
レーキペダル２のブレーキ操作に応じた液圧が出力され
るものであり、該出力ポート１の出力液圧は、液圧制御
装置３により調圧されて車輪ブレーキＢに与えられ、液
圧制御装置３の作動が異常であるときには液圧制御装置
３を迂回するバイパス路４を介して出力ポート１の出力
液圧が車輪ブレーキＢに作用せしめられる。A hydraulic pressure corresponding to the brake operation of the brake pedal 2 is output from the output port 1 of the master cylinder M, and the output hydraulic pressure of the output port 1 is regulated by the hydraulic pressure control device 3. Is applied to the wheel brake B, and when the operation of the hydraulic control device 3 is abnormal, the output hydraulic pressure of the output port 1 is applied to the wheel brake B via the bypass passage 4 that bypasses the hydraulic pressure control device 3.
【００１０】液圧制御装置３は、ハウジング５に摺動自
在に嵌合されるピストン６と、該ピストン６に一体のロ
ッド７に連結されてピストン６の軸方向位置を調整する
位置調整手段としてのモータ８とを備える。The hydraulic pressure control device 3 is a piston 6 slidably fitted in the housing 5 and a rod 7 integral with the piston 6, and is connected to a rod 7 to serve as position adjusting means for adjusting the axial position of the piston 6. Motor 8 of.
【００１１】ハウジング５には、一端が端壁９で閉じら
れたシリンダ孔１０が設けられており、該シリンダ孔１
０には、前記端壁９との間に形成される出力室１１に前
面を臨ませるようにしてピストン６が摺動自在に嵌合さ
れる。また端壁９と反対側でシリンダ孔１０の他端を規
定するようにしてハウジング５には壁部１２が一体に設
けられており、ピストン６の背面が臨む入力室１３が、
該ピストン６および壁部１２間に形成される。而して入
力室１３に連通してハウジング５に設けられた入力ポー
ト１４はマスタシリンダＭの出力ポート１に接続され、
出力室１１に連通してハウジング５に設けられた出力ポ
ート１５は車輪ブレーキＢに接続される。The housing 5 is provided with a cylinder hole 10 whose one end is closed by an end wall 9.
The piston 6 is slidably fitted into the shaft 0 so that the front surface faces the output chamber 11 formed between the end wall 9. Further, a wall portion 12 is integrally provided in the housing 5 so as to define the other end of the cylinder hole 10 on the side opposite to the end wall 9, and the input chamber 13 facing the rear surface of the piston 6 is
It is formed between the piston 6 and the wall portion 12. Thus, the input port 14 provided in the housing 5 in communication with the input chamber 13 is connected to the output port 1 of the master cylinder M,
The output port 15 provided in the housing 5 in communication with the output chamber 11 is connected to the wheel brake B.
【００１２】ハウジング５には、壁部１２に関してシリ
ンダ孔１０と反対側に作動室１６が形成されており、一
端をピストン６に一体にかつ同軸に連設されたロッド７
が壁部１２を同軸に貫通して作動室１６側に延設され、
このロッド７の他端は、スプライン１７等により、軸方
向移動は可能であるが軸線まわりの回転を阻止されるよ
うにしてハウジング５に支承される。而して壁部１２に
はロッド７の外面に摺接するリング状のシール部材１８
が装着される。A working chamber 16 is formed in the housing 5 on the side opposite to the cylinder hole 10 with respect to the wall portion 12, and one end of the rod 7 is integrally and coaxially connected to the piston 6.
Extends coaxially through the wall 12 toward the working chamber 16 side,
The other end of the rod 7 is supported by the housing 5 by a spline 17 or the like so that the rod 7 can move in the axial direction but is prevented from rotating around the axis. Thus, the ring-shaped sealing member 18 that slidably contacts the outer surface of the rod 7 on the wall portion 12.
Is attached.
【００１３】ロッド７はピストン６よりも小径であり、
ロッド７の横断面積をＡ2 としたときに、ピストン６の
前面が出力室１１に臨む受圧面積Ａ1 は、ピストン６の
背面が入力室１３に臨む受圧面積（Ａ1 −Ａ2 ）よりも
大きい。The rod 7 has a smaller diameter than the piston 6,
When the cross-sectional area of the rod 7 is A 2 , the pressure receiving area A 1 where the front surface of the piston 6 faces the output chamber 11 is smaller than the pressure receiving area (A 1 −A 2 ) where the back surface of the piston 6 faces the input chamber 13. large.
【００１４】モータ８は、正逆回転自在のものであり、
ピストン６およびロッド７の軸線と平行な出力軸１９を
作動室１６内に突入させるようにしてハウジング５に固
定的に取付けられ、作動室１６内で出力軸１９には駆動
ギヤ２０が固定される。一方、ロッド７と同軸である被
動ギヤ２１が作動室１６内に収納されており、該被動ギ
ヤ２１は軸受２２でハウジング５に回転自在に支承さ
れ、前記駆動ギヤ２０に噛合される。しかも被動ギヤ２
１はロッド７にボールねじ２３を介して結合される。し
たがってモータ８の作動に応じてロッド７すなわちピス
トン６が軸方向に作動せしめられることになる。The motor 8 is rotatable forward and backward,
An output shaft 19 parallel to the axes of the piston 6 and the rod 7 is fixedly attached to the housing 5 so as to project into the working chamber 16, and the drive gear 20 is fixed to the output shaft 19 in the working chamber 16. . On the other hand, a driven gear 21 coaxial with the rod 7 is housed in the working chamber 16, and the driven gear 21 is rotatably supported by the housing 5 by a bearing 22 and meshed with the drive gear 20. Moreover, the driven gear 2
1 is connected to the rod 7 via a ball screw 23. Therefore, according to the operation of the motor 8, the rod 7, that is, the piston 6 is axially operated.
【００１５】バイパス路４は、液圧制御装置３の入力室
１３および出力室１１間を結ぶものであり、このバイパ
ス路４には、開閉弁としての常開型電磁弁２４が設けら
れる。The bypass passage 4 connects between the input chamber 13 and the output chamber 11 of the hydraulic pressure control device 3, and the bypass passage 4 is provided with a normally open solenoid valve 24 as an opening / closing valve.
【００１６】モータ８の正逆作動および常開型電磁弁２
４の消磁・励磁は電子制御ユニット２５により制御され
るものであり、この電子制御ユニット２５には、ブレー
キペダル２によるブレーキ操作量としての踏力を検出す
べくブレーキペダル２およびマスタシリンダＭ間に介設
される踏力センサ２６、ならびに車輪速度センサ２７等
の検知信号が入力される。Forward / reverse operation of the motor 8 and the normally open solenoid valve 2
The demagnetization / excitation of No. 4 is controlled by an electronic control unit 25, and this electronic control unit 25 is provided between the brake pedal 2 and the master cylinder M in order to detect a pedaling force as a brake operation amount by the brake pedal 2. Detection signals from the pedaling force sensor 26, the wheel speed sensor 27, etc. provided are input.
【００１７】次にこの実施例の作用について説明する
と、ブレーキペダル２をブレーキ操作したことが踏力検
出センサ２６で検出されるのに応じて、電子制御ユニッ
ト２５は常開型電磁弁２４を励磁して閉弁する。したが
ってマスタシリンダＭの出力ポート１から出力される液
圧は液圧制御装置３の入力室１３に入力され、ピストン
６は、入力室１３の液圧により出力室１１の容積を縮小
する方向に押圧される。一方、電子制御ユニット２５
は、踏力検出センサ２６で検出されるブレーキ操作量、
ならびに車輪速度センサ２７で検出される車輪速度等に
基づいて、たとえばブレーキ操作量と車体減速度とが一
定の関係となるような演算を実行し、その演算結果に従
ってモータ８を作動せしめる。これによりロッド７すな
わちピストン６の軸方向位置が定まる。ここで、入力室
１３に入力される液圧すなわちマスタシリンダＭの出力
液圧をＰM としたときにＰM ×（Ａ1 −Ａ2 ）なる液圧
力がピストン６に作用するとともにモータ８からのアシ
スト力Ｆがピストン６に作用することになり、｛ＰM ×
（Ａ1 −Ａ2 ）＋Ｆ｝と釣り合う液圧が出力室１１で発
生し、その出力室１１の液圧が車輪ブレーキＢに作用す
ることになる。The operation of this embodiment will now be described. The electronic control unit 25 excites the normally open solenoid valve 24 in response to the fact that the pedal operation sensor 26 detects that the brake pedal 2 has been braked. To close the valve. Therefore, the hydraulic pressure output from the output port 1 of the master cylinder M is input to the input chamber 13 of the hydraulic control device 3, and the piston 6 is pressed by the hydraulic pressure of the input chamber 13 in the direction of reducing the volume of the output chamber 11. To be done. On the other hand, the electronic control unit 25
Is the brake operation amount detected by the pedal effort detection sensor 26,
In addition, based on the wheel speed and the like detected by the wheel speed sensor 27, for example, a calculation is performed so that the brake operation amount and the vehicle body deceleration have a constant relationship, and the motor 8 is operated according to the calculation result. This determines the axial position of the rod 7, that is, the piston 6. Here, when the hydraulic pressure input to the input chamber 13, that is, the output hydraulic pressure of the master cylinder M is P M , the hydraulic pressure P M × (A 1 −A 2 ) acts on the piston 6 and the motor 8 The assisting force F of is applied to the piston 6, and {P M ×
A hydraulic pressure balanced with (A 1 −A 2 ) + F} is generated in the output chamber 11, and the hydraulic pressure in the output chamber 11 acts on the wheel brake B.
【００１８】この際、マスタシリンダＭから送り出され
る作動液量は、出力室１１から車輪ブレーキＢに送り出
される作動液量の（Ａ1 −Ａ2 ）／Ａ1 ですみ、出力室
１１の容積変化量よりも入力室１３の容積変化量を小さ
くし、マスタシリンダＭの横断面積を従来のブレーキ装
置に比べて小さく設定することができる。またピストン
６よりも小径にしして該ピストン６に同軸にかつ一体に
連設されるロッド７が、ハウジング５の壁部１２を液密
にかつ軸方向移動自在に貫通せしめられ、該ロッド７に
モータ８が連結されるので、壁部１２およびピストン６
間に形成される入力室１３に臨むピストン６の受圧面積
設定と、該ピストン６とモータ８との連結機能とを統合
した構成として、液圧制御装置３の小型化を図ることが
可能となる。At this time, the amount of hydraulic fluid delivered from the master cylinder M is (A 1 -A 2 ) / A 1 of the amount of hydraulic fluid delivered from the output chamber 11 to the wheel brakes B, and the volume change of the output chamber 11 changes. The volume change amount of the input chamber 13 can be made smaller than the amount, and the cross-sectional area of the master cylinder M can be set smaller than that of the conventional brake device. Further, a rod 7 which is smaller in diameter than the piston 6 and which is coaxially and integrally connected to the piston 6 penetrates the wall portion 12 of the housing 5 in a liquid-tight manner so as to be movable in the axial direction. Since the motor 8 is connected, the wall 12 and the piston 6
The hydraulic pressure control device 3 can be miniaturized by setting the pressure receiving area of the piston 6 facing the input chamber 13 formed therebetween and the function of connecting the piston 6 and the motor 8 to each other. .
【００１９】しかも液圧制御装置３から液圧を出力する
にあたって、従来必要であったリザーバ、ポンプ、アキ
ュムレータ、圧力センサおよびサーボ弁等の複雑な油圧
部品が不要である。Moreover, in outputting the hydraulic pressure from the hydraulic pressure control device 3, complicated hydraulic parts such as a reservoir, a pump, an accumulator, a pressure sensor and a servo valve, which have been conventionally required, are unnecessary.
【００２０】モータ８の作動が不調となった等により液
圧制御装置３に何らかの異常が生じたときには、電子制
御ユニット２５により常開型電磁制御弁１４が消磁、開
弁される。これによりブレーキ操作に応じてマスタシリ
ンダＭから出力される液圧は、バイパス路４を経て車輪
ブレーキＢにそのまま作用することになる。この場合、
アシスト力は得られないが、上述のようにマスタシリン
ダＭの横断面積が小さいので、ドライバによるブレーキ
操作力も小さくてすむ。When any abnormality occurs in the hydraulic control device 3 due to a malfunction of the motor 8 or the like, the electronic control unit 25 demagnetizes and opens the normally open electromagnetic control valve 14. As a result, the hydraulic pressure output from the master cylinder M in response to the brake operation directly acts on the wheel brake B via the bypass passage 4. in this case,
Although no assisting force can be obtained, since the cross-sectional area of the master cylinder M is small as described above, the brake operating force by the driver can be small.
【００２１】ところで、上記液圧制御装置３と、該液圧
制御装置３を迂回する常開型電磁弁２４とから成る組合
せが、各車輪毎に対応して設けられていると、前後方向
加・減速度、横方向加・減速度およびヨーレート等によ
り、前後左右に最適なブレーキ力配分を行なうことが可
能である。また車輪がロックしそうになったときには、
モータ８を逆方向に作動せしめることにより、ブレーキ
力を緩めることが可能であり、このアンチロックブレー
キ制御時に、入力室１３の容積変化を比較的小さくして
ブレーキペダル２へのキックバックを小さくすることが
可能である。さらにドライバがブレーキ操作をしていな
いでも、モータ８を作動せしめることによりブレーキ液
圧を得ることができるので、ブレーキによるトラクショ
ン制御、前車両との衝突検知等による自動ブレーキ制
御、車両姿勢制御およびクルーズコントロールなどに適
用することも可能である。By the way, if a combination of the hydraulic pressure control device 3 and the normally open solenoid valve 24 that bypasses the hydraulic pressure control device 3 is provided corresponding to each wheel, it is applied in the front-back direction. -By using deceleration, lateral acceleration / deceleration, yaw rate, etc., it is possible to optimally distribute the braking force to the front, rear, left and right. When the wheels are about to lock,
By operating the motor 8 in the reverse direction, it is possible to loosen the braking force. During this antilock brake control, the volume change of the input chamber 13 is made relatively small, and the kickback to the brake pedal 2 is made small. It is possible. Further, even if the driver is not operating the brake, the brake fluid pressure can be obtained by operating the motor 8. Therefore, the traction control by the brake, the automatic brake control by the detection of the collision with the preceding vehicle, the vehicle attitude control and the cruise. It can also be applied to controls and the like.
【００２２】以上、本発明の実施例を詳述したが、本発
明は上記実施例に限定されるものではなく、特許請求の
範囲に記載された本発明を逸脱することなく種々の設計
変更を行なうことが可能である。Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above embodiments, and various design changes can be made without departing from the present invention described in the claims. It is possible to do.
【００２３】たとえば常開型電磁弁２４に代えて、常閉
型電磁弁を開閉弁として用いることもできる。For example, instead of the normally open solenoid valve 24, a normally closed solenoid valve can be used as an opening / closing valve.
【００２４】[0024]
【発明の効果】以上のように、請求項１記載の発明は、
ブレーキ操作に応じた液圧を出力するマスタシリンダ
と；車輪ブレーキに接続される出力室に前面を臨ませる
とともにマスタシリンダに接続される入力室に背面を臨
ませてハウジングに摺動自在に嵌合されるピストン、な
らびに該ピストンの軸方向位置を調整可能としてピスト
ンに連結される位置調整手段を有する液圧制御装置と；
入力室および出力室間を結ぶバイパス路に設けられる開
閉弁と；を備えるので、位置調整手段および開閉弁の制
御により、位置調整手段の故障時の通常ブレーキ機能を
確保した上で、少ない部品による簡単な構成で車輪ブレ
ーキの液圧を任意に制御することが可能となる。As described above, the invention according to claim 1 is
A master cylinder that outputs hydraulic pressure according to the brake operation; a front surface faces the output chamber connected to the wheel brakes and a rear surface faces the input chamber connected to the master cylinder, and is slidably fitted into the housing And a hydraulic control device having position adjusting means connected to the piston so that the axial position of the piston can be adjusted;
An on-off valve provided in a bypass path connecting the input chamber and the output chamber is provided. Therefore, by controlling the position adjusting means and the on-off valve, the normal braking function at the time of failure of the position adjusting means is ensured, The hydraulic pressure of the wheel brakes can be arbitrarily controlled with a simple configuration.
【００２５】また請求項２記載の発明によれば、上記請
求項１記載の発明の構成に加えて、ピストンの出力室に
臨む受圧面積が入力室に臨む受圧面積よりも大きく設定
されるので、ピストンのストロークに対する出力室の容
積変化量よりも入力室の容積変化量を小さくして、マス
タシリンダの小径化やアンチロックブレーキ制御時のキ
ックバック低減を図ることができる。According to the invention of claim 2, in addition to the structure of the invention of claim 1, the pressure receiving area of the piston facing the output chamber is set larger than the pressure receiving area facing the input chamber. By making the volume change amount of the input chamber smaller than the volume change amount of the output chamber with respect to the stroke of the piston, it is possible to reduce the master cylinder diameter and reduce kickback during antilock brake control.
【００２６】さらに請求項３記載の発明によれば、上記
請求項２記載の発明の構成に加えて、ハウジングには、
ピストンとの間に入力室を形成する壁部が設けられ、ピ
ストンよりも小径にして該ピストンに同軸にかつ一体に
連設されるとともに壁部を液密にかつ軸方向移動自在に
貫通するロッドに位置調整手段が連結されるので、入力
室に臨むピストンの受圧面積設定と、該ピストンおよび
位置調整手段の連結機能とを統合した構成として、液圧
制御装置の小型化を図ることができる。Further, according to the invention of claim 3, in addition to the constitution of the invention of claim 2 above,
A rod is provided between the piston and a wall that forms an input chamber, has a smaller diameter than the piston, is coaxially and integrally connected to the piston, and penetrates the wall in a liquid-tight and axially movable manner. Since the position adjusting means is connected to the hydraulic pressure control device, it is possible to reduce the size of the hydraulic pressure control device by integrating the setting of the pressure receiving area of the piston facing the input chamber and the connecting function of the piston and the position adjusting means.
【図１】ブレーキ装置の構成を示す液圧回路図である。FIG. 1 is a hydraulic circuit diagram showing a configuration of a brake device.
３ 液圧制御装置 ４ バイパス路 ５ ハウジング ６ ピストン ７ ロッド ８ 位置調整手段としてのモータ １１ 出力室 １２ 壁部 １３ 入力室 ２４ 開閉弁としての常開型電磁弁 Ｂ 車輪ブレーキ Ｍ マスタシリンダ 3 Hydraulic Pressure Control Device 4 Bypass Path 5 Housing 6 Piston 7 Rod 8 Motor as Position Adjusting Means 11 Output Chamber 12 Wall 13 Input Chamber 24 Normally Open Solenoid Valve as Open / Close Valve B Wheel Brake M Master Cylinder
Claims (3)
スタシリンダ（Ｍ）と；車輪ブレーキ（Ｂ）に接続され
る出力室（１１）に前面を臨ませるとともにマスタシリ
ンダ（Ｍ）に接続される入力室（１３）に背面を臨ませ
てハウジング（５）に摺動自在に嵌合されるピストン
（６）、ならびに該ピストン（６）の軸方向位置を調整
可能としてピストン（６）に連結される位置調整手段
（８）を有する液圧制御装置（３）と；入力室（１３）
および出力室（１１）間を結ぶバイパス路（４）に設け
られる開閉弁（２４）と；を備えることを特徴とする車
両のブレーキ装置。1. A master cylinder (M) which outputs a hydraulic pressure according to a brake operation; and a front face of an output chamber (11) connected to a wheel brake (B) and which is connected to the master cylinder (M). And a piston (6) slidably fitted in the housing (5) with its rear face facing the input chamber (13), and the piston (6) is adjustable in axial position and connected to the piston (6). A hydraulic control device (3) having a position adjusting means (8) to be operated; an input chamber (13)
And a switching valve (24) provided in a bypass passage (4) connecting the output chambers (11);
臨む受圧面積が入力室（１３）に臨む受圧面積よりも大
きく設定されることを特徴とする請求項１記載の車両の
ブレーキ装置。2. The brake device for a vehicle according to claim 1, wherein a pressure receiving area of the piston (6) facing the output chamber (11) is set larger than a pressure receiving area of the input chamber (13). .
との間に入力室（１３）を形成する壁部（１２）が設け
られ、ピストン（６）よりも小径にしして該ピストン
（６）に同軸にかつ一体に連設されるとともに壁部（１
２）を液密にかつ軸方向移動自在に貫通するロッド
（７）に位置調整手段（８）が連結されることを特徴と
する請求項２記載の車両のブレーキ装置。3. The housing (5) includes a piston (6).
And a wall portion (12) forming an input chamber (13) is provided between the wall portion (12) and the piston (6) so as to be coaxially and integrally connected to the piston (6) and the wall portion ( 1
3. The vehicle brake system according to claim 2, wherein a position adjusting means (8) is connected to a rod (7) penetrating through (2) liquid-tightly and axially movable.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05615095A JP3714986B2 (en) | 1995-03-15 | 1995-03-15 | Brake device for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05615095A JP3714986B2 (en) | 1995-03-15 | 1995-03-15 | Brake device for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH08253124A true JPH08253124A (en) | 1996-10-01 |
| JP3714986B2 JP3714986B2 (en) | 2005-11-09 |
Family
ID=13019067
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP05615095A Expired - Fee Related JP3714986B2 (en) | 1995-03-15 | 1995-03-15 | Brake device for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3714986B2 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007230435A (en) * | 2006-03-02 | 2007-09-13 | Honda Motor Co Ltd | Brake device |
| EP2762371A1 (en) * | 2011-09-30 | 2014-08-06 | Honda Motor Co., Ltd. | Electric brake device |
| ITUB20155747A1 (en) * | 2015-11-19 | 2017-05-19 | Freni Brembo Spa | BRAKING SYSTEM FOR VEHICLES, IN PARTICULAR CYCLES AND MOTORCYCLES, AND METHOD OF IMPLEMENTATION OF A BRAKING SYSTEM FOR VEHICLES |
| WO2018224457A1 (en) * | 2017-06-09 | 2018-12-13 | Continental Teves Ag & Co. Ohg | Brake system and method for operating a brake system |
-
1995
- 1995-03-15 JP JP05615095A patent/JP3714986B2/en not_active Expired - Fee Related
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007230435A (en) * | 2006-03-02 | 2007-09-13 | Honda Motor Co Ltd | Brake device |
| JP4711858B2 (en) * | 2006-03-02 | 2011-06-29 | 本田技研工業株式会社 | Brake device |
| EP2762371A1 (en) * | 2011-09-30 | 2014-08-06 | Honda Motor Co., Ltd. | Electric brake device |
| EP2762371A4 (en) * | 2011-09-30 | 2015-04-08 | Honda Motor Co Ltd | Electric brake device |
| US9440629B2 (en) | 2011-09-30 | 2016-09-13 | Honda Motor Co., Ltd. | Electric brake device |
| ITUB20155747A1 (en) * | 2015-11-19 | 2017-05-19 | Freni Brembo Spa | BRAKING SYSTEM FOR VEHICLES, IN PARTICULAR CYCLES AND MOTORCYCLES, AND METHOD OF IMPLEMENTATION OF A BRAKING SYSTEM FOR VEHICLES |
| WO2018224457A1 (en) * | 2017-06-09 | 2018-12-13 | Continental Teves Ag & Co. Ohg | Brake system and method for operating a brake system |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3714986B2 (en) | 2005-11-09 |
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