JPH08258701A - Brake control system for vehicle - Google Patents

Abstract

PURPOSE: To carry out automatic brake control and left-right distribution control of brake force by a pair of actuators in a brake control system for a vehicle furnished with a hydraulic pressure generating means capable of respectively outputting hydraulic pressure in accordance with manual operation from a first output port capable of working output hydraulic pressure on right front wheel and left rear wheel brakes and from a second output port capable of working output hydraulic pressure on left front wheel and right rear wheel brakes independent from the first output port. CONSTITUTION: A state of individually connecting right front wheel and left rear wheel brakes BFR, BRL to first and second output ports 31 , 32 and a state of connecting the right front wheel and right rear wheel brakes BFR, BRR to a first actuator A1 are changed over by a first directional control valve means 41 . A state of connecting left front wheel and the right rear wheel brakes BFR, BRR individually to the second and the first output ports 32 , 31 and a state of connecting the left front wheel and left rear wheel brakes BFR, BRL to a second actuator A2 are switched by a second directional control valve means 42 .

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a first output port capable of exerting an output hydraulic pressure on a right front wheel brake and a left rear wheel brake, and to the left front wheel brake and the right rear wheel brake independently of the first output port. Second that can exert output hydraulic pressure by
It has an output port, and the first hydraulic pressure according to manual operation
Also, the present invention relates to a vehicle brake device including hydraulic pressure generating means capable of outputting from the second output port.

[0002]

2. Description of the Related Art A state in which an actuator is connected to a wheel brake when the operation of the actuator is normal, and a state in which a master cylinder as hydraulic pressure generating means is connected to the wheel brake when the operation of the actuator is abnormal There is already known a brake device in which the output pressure of the master cylinder is used for fail-safe when the actuator malfunctions, for example, in Japanese Patent Application Laid-Open No. 5-65060.

[0003]

SUMMARY OF THE INVENTION In the above conventional one,
Since the output hydraulic pressure of the actuator can be freely controlled by the controller, the braking force of the wheel brake can be easily adjusted. However, an actuator is required for each wheel brake in order to perform automatic braking control for controlling the braking force of each of the four wheels and lateral distribution control of the braking force.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle brake device capable of automatic brake control and lateral distribution control of braking force by a pair of actuators.

[0005]

In order to achieve the above object, the invention according to claim 1 is a first output port capable of exerting an output hydraulic pressure on the right front wheel brake and the left rear wheel brake,
In addition, the left front wheel brake and the right rear wheel brake have a second output port capable of exerting an output hydraulic pressure independently of the first output port, and the hydraulic pressure according to the manual operation is output from the first and second output ports. In a vehicle brake device including hydraulic pressure generating means capable of outputting respectively, first and second actuators capable of outputting hydraulic pressures corresponding to an input electric quantity, and a right front wheel brake connected to a first output port and a right side. First switching valve means capable of switching between a state in which the rear wheel brake is connected to the second output port and a state in which the right front wheel and the right rear wheel brake are connected to the first actuator;
Second switching valve means capable of switching between a state in which the left front wheel brake is connected to the second output port and the left rear wheel brake is connected to the first output port, and a state in which the left front wheel and left rear wheel brakes are connected to the second actuator It is characterized by including and.

According to a second aspect of the present invention, in addition to the configuration of the first aspect of the invention, between the right rear wheel brake and the first switching valve means, and the left rear wheel brake and the second switching valve means. Proportional pressure reducing valves are provided between them.

According to the invention of claim 3, in addition to the structure of the invention of claim 1 or 2, the first switching valve means selects the right front wheel brake as the first output port and the first actuator. Front right wheel switching valve that can be selectively switched and connected, and right rear wheel switching valve that can be selectively switched and connected to the second output port and the first actuator for the right rear wheel brake. The switching valve means selectively switches the front left wheel brake to the second output port and the second actuator and is connectable to the left front wheel, and the rear left wheel brake selectively to the first output port and the second actuator. And a switching valve for the left rear wheel that can be switched and connected.

According to the invention of claim 4, in addition to the structure of the invention of claim 3, between the right front wheel switching valve and the right front wheel brake, and between the right rear wheel switching valve and the right rear wheel brake. A first anti-lock brake control modulator is provided on one side, and a second anti-lock is provided on one side between the left front wheel switching valve and the left front wheel brake and between the left rear wheel switching valve and the left rear wheel brake. A brake control modulator is provided.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which the present invention is applied to a brake system for a front engine / front drive vehicle will be described below with reference to the drawings.

1 to 3 show an embodiment of the present invention, FIG. 1 is a view showing the structure of a vehicle brake device, and FIG. 2 is an actuator corresponding to the right front wheel and right rear wheel brake, and an opening / closing operation. FIG. 3 is a sectional view showing the configuration of the valve and the proportional pressure reducing valve, and FIG. 3 is a proportional pressure reducing characteristic diagram of the proportional pressure reducing valve.

First, in FIG. 1, the brake device is
A master cylinder M as a hydraulic pressure generation means capable of outputting a hydraulic pressure according to a manual operation, and first and second actuators A capable of respectively outputting a hydraulic pressure according to an input electric quantity.
₁ and A ₂ .

The master cylinder M is of a tandem type, and the brake operating force of the brake pedal 1 is input to the master cylinder M via the negative pressure booster 2. The master cylinder M includes a first output port 3 ₁ capable of _exerting an output hydraulic pressure on the right front wheel brake B _FR and the left rear wheel brake B _RL ,
The left front wheel brake B _FL and the right rear wheel brake B _RR are provided with a second output port 3 ₂ capable of exerting an output hydraulic pressure, and a brake operating force is applied from the first and second output ports 3 ₁ , 3 _2. The hydraulic pressures corresponding to are output independently of each other.

Right front wheel brake B _FR , left front wheel brake B _FL , right rear wheel brake B _RR and left rear wheel brake B
_RL is switched and connected to the master cylinder M and the first and second actuators A ₁ and A ₂ by the first and second switching valve means 4 ₁ and 4 ₂ .

The first switching valve means 4 ₁ has a right front wheel brake B.
Connect _FR to the first output port 3 ₁ and connect the right rear wheel brake B _RR to the second output port 3 ₂ but disconnect the right front wheel brake B _FR and the right rear wheel brake B _RR from the first actuator A _1. And the right front wheel brake B _FR
Is cut off from the first output port 3 ₁ and the right rear wheel brake B _RR is cut off from the second output port 3 ₂ but the right front wheel brake B _FR and the right rear wheel brake B _RR are connected to the first actuator A _1. Can be switched. The second switching valve means 4 ₂ connects the left front wheel brake B _FL to the second output port 3 ₂ and the left rear wheel brake B _RL to the first output port 3 ₁ , but the left front wheel brake B _FL and the left front wheel brake B _FL. The state where the rear wheel brake B _RL is cut off from the second actuator A ₂ , and the left front wheel brake B _FL is cut off from the second output port 3 ₂ and the left rear wheel brake B _RL is cut off from the first output port 3 ₁ . Is capable of switching the state in which the left front wheel brake B _FL and the left rear wheel brake B _RL are connected to the second actuator A ₂ .

Thus, the first switching valve means 4₁Is the right front wheel blur
Key B_FRThe first output port 3₁And the first actuator
Type A₁Switch valve 5 for the right front wheel that can be selectively connected to
_FRAnd the right rear wheel brake B_RRThe second output port 3₂and
First actuator A₁It is possible to connect by switching to
Right rear wheel switching valve 5_RRAnd the second switching valve means 4 ₂
Is the front left wheel brake B_FLThe second output port 3₂And the
2 actuator A₂Selectable to connect to the left
Front wheel switching valve 5_FLAnd the left rear wheel brake B_RLThe first output
Heart 3₁And the second actuator A₂Alternately switched to
Switch valve 5 for the left rear wheel that can be connected_RLComposed of and. Shi
Each switching valve 5_FR, 5_RR, 5_FL, 5_RLIs an electromagnetic switching valve
It

Between the right rear wheel switching valve 5 _RR and the right rear wheel brake B _RR , the first proportional pressure reducing valve 6 ₁ and the first antilock brake control modulator are sequentially arranged from the right rear wheel switching valve 5 _RR side. 7 ₁ is interposed between the left rear wheel switching valve 5 _RL and the left rear wheel brake B _RL , in order from the left rear wheel switching valve 5 _RL side, the second proportional pressure reducing valve 6 ₂ and the second antilock. A brake control modulator 7 ₂ is provided. A _first opening / closing valve 8 ₁ is interposed between the first actuator A ₁ and the right front wheel switching valve 5 _FR and the right rear wheel switching valve 5 _RR, and the second actuator A ₂ and the left front wheel switching valve are provided. A second on-off valve 8 ₂ is provided between 5 _FL and the left rear wheel switching valve 5 _RL .

Referring also to FIG. 2, the first actuator A ₁ comprises a control valve 10 and a linear solenoid 11.

The housing 12 of the control valve 10 has an output chamber 13, a release chamber 15 having a partition wall 14 interposed between the output chamber 13, and a sliding hole having one end connected to the release chamber 15. 1
6 and a working chamber 17 having a diameter larger than that of the sliding hole 16 and one end of which is coaxially connected to the other end of the sliding hole 16 and the other end of which is open. The linear solenoid 11 is attached to the housing 12 so that the drive rod 18 is coaxially arranged in the working chamber 17 so as to close the outer end of the working chamber 17.

A spool valve body 19 having one end facing the release chamber 15 is slidably fitted in the sliding hole 16 so that the release chamber 1
A return spring 20 is contracted between one end of the spool valve element 19 and the partition wall 14 within the space 5. The spring force of the return spring 20 causes the spool valve element 19 to move the other end to the drive rod 1.
It is urged so that it always comes into contact with 8.

A reaction force pin 21 having a diameter smaller than that of the spool valve body 19 is penetrated through the partition wall 14 in a liquid-tight and slidable manner, and one end of the reaction force pin 21 facing the output chamber 13 and the housing. A spring 22 that exerts a weak spring force such that the other end of the reaction force pin 21 is always in contact with one end of the spool valve body 19 is contracted between the spring 22 and the valve 12.

The sliding hole 16 is provided with a first annular recess 23 on the release chamber 15 side and a second annular recess 24 on the working chamber 17 side at a distance in the axial direction. Recess 2
The housing 12 is provided with a communication passage 25, one end of which is opened to the inner surface of the sliding hole 16 between the third and the third holes 24, and the other end of the communication passage 25 is communicated with the output chamber 13. Further, the spool valve body 19 is provided with an annular groove 26, which communicates the second annular recess 24 with the communication passage 25 when the spool valve body 19 is in the retracted position as shown in FIG. However, the first annular recess 23 is blocked from the communication passage 25, and when the spool valve body 19 moves forward, the first annular recess 23 is communicated with the communication passage 25, but the second annular recess 24 is blocked from the communication passage 25.

The housing 12 has first and second release ports 27 and 28 communicating with the release chamber 15 and the second annular recess 24, an input port 29 communicating with the first annular recess 23, and an output communicating with the output chamber 13. And a first release port 2 and a second release port 2 as shown in FIG.
7, 28 communicate with the reservoir R attached to the master cylinder M, and the input port 29 communicates with the hydraulic pressure supply source 31.

The hydraulic pressure supply source 31 is provided with a pump 32 for pumping the hydraulic fluid from the reservoir R, an accumulator 33 connected to the pump 32, and a pressure detector 34 for detecting the pressure of the accumulator 33. It is possible to supply a constant hydraulic pressure.

The linear solenoid 11 applies an axial thrust force from the drive rod 18 to the spool valve body 19 in accordance with the amount of electricity input from a controller (not shown). The axial thrust causes the communication passage 25, that is, the output chamber 13 to move to the first position
It is pressed in the direction communicating with the annular recess 23, that is, the input port 29. On the other hand, in the spool valve element 19,
A spring force that opposes the axial thrust is applied by the return spring 20, and the hydraulic pressure of the output chamber 13 is increased by the reaction pin 21.
The reaction force from the reaction force pin 21 is applied against the axial thrust force. In this way, the spool valve element 19 sets the output chamber 13, that is, the output port 30, to the second position so that the thrust of the linear solenoid 11 and the spring force of the return spring 20 and the reaction force from the reaction force pin 21 are balanced. Annular recess 24 or second release port 2
8 in the retracted position and the output port 30 in the forward position to communicate with the input port 29 in the slide hole 16, thereby moving the output port 30 from the linear solenoid 1
The braking hydraulic pressure corresponding to the input electric quantity of 1 is output.

Output port 30 of the first actuator A ₁
Is connected to the right front wheel switching valve 5 _FR and the right rear wheel switching valve 5 _RR via the first opening / closing valve 8 ₁ . The first on-off valve 8 ₁ of the valve housing 36, a large diameter slide Doana 37 closed at one end,
A small-diameter sliding hole 3 having a smaller diameter than the large-diameter sliding hole 37 and one end of which is coaxially connected to the other end of the large-diameter sliding hole 37.
A valve hole 39 having a diameter smaller than 8 and having one end coaxially connected to the other end of the small diameter sliding hole 38, and a valve chamber 40 connected to the other end of the valve hole 39.
Is provided, and between the valve hole 39 and the valve chamber 40,
Tapered valve seat 4 with the other end of the valve hole 39 open at the center
1 is formed.

A pipe line 42 connected to the right front wheel switching valve 5 _FR and the right rear wheel switching valve 5 _RR is connected to the valve chamber 40, and a valve seat 41 is seated in the valve chamber 40. A possible spherical valve body 43 and a spring 44 for urging the valve body 43 in a direction for seating the valve body 43 on the valve seat 41 are housed.

A pilot chamber 45 is formed in the large-diameter sliding hole 37 between the large-diameter sliding hole 37 and one end of the large-diameter sliding hole 37, and a large-diameter piston 46 is fitted in a liquid-tight and slidable manner. A small-diameter piston 47 coaxially and integrally connected to the large-diameter piston 46 is fitted in the small-diameter sliding hole 38 in a liquid-tight manner and slidably. In addition, a rod 48 is loosely inserted in the valve hole 39, one end of the rod 48 is integrally and coaxially connected to the small-diameter piston 47 or is coaxially abutted, and the other end of the rod 48 is in contact with the valve body 43. Can be contacted. Further, a spring 49 is contracted between the large-diameter piston 46 and the step portion between the large-diameter sliding hole 37 and the small-diameter sliding hole 38 in the valve housing 36.

Further, the valve housing 36 is provided with a passage 50 communicating with the output port 30 of the first actuator A _1. The passage 50 is opened on the inner surface of the intermediate portion of the valve hole 39 and has a throttle 51. It communicates with the pilot room 45 via the.

In the first opening / closing valve 8 ₁ having such a structure,
When the hydraulic pressure of a predetermined value or more is output from the output port 30 of the first actuator A ₁ , the hydraulic pressure of the pilot chamber 45 causes the large-diameter piston 46 to resist the spring force of the spring 49 and increase the volume of the pilot chamber 45. The valve body 43 is pushed by the rod 48 and separated from the valve seat 41 to open the valve. Also, the output port 30 of the first actuator A ₁
When the output hydraulic pressure from the spring is less than a predetermined value, the spring 49
Of the large-diameter piston 46 is moved to the side to decrease the volume of the pilot chamber 45 by the spring force, the rod 48 is moved so as to seat the valve body 43 on the valve seat 41, the first on-off valve 8 ₁
Will be closed. Moreover, the passage 51 is formed by the diaphragm 51.
The decrease in the hydraulic pressure in the pilot chamber 45 can be delayed with respect to the decrease in the hydraulic pressure, and the first opening / closing valve 8 ₁ is closed after the hydraulic pressure in the passage 50 is sufficiently decreased. No residual pressure is generated.

The housing 52 of the first proportional pressure reducing valve 6 ₁ has a cylinder hole 53 with one end closed, and the cylinder hole 53.
A large diameter hole 54 is provided coaxially with the other end of the cylinder and one end thereof is coaxially connected and the other end is closed.
The output hydraulic chamber 55 is provided between the cylinder hole 53 and one end closed portion.
And the pressure receiving piston 56 is slidably fitted.
A valve moving piston 58 is slidably fitted in a small cylinder hole 57 provided in the pressure receiving piston 56, and an input hydraulic chamber 59 is formed between the valve moving piston 58 and the pressure receiving piston 56. Thus the housing 52 and has an input port 60 connected to the switching valve 5 _RR for the right rear wheel
And the first anti-lock brake control modulator 7 ₁
And an output port 61 connected to the input port 60, the input port 60 communicates with the input hydraulic chamber 59, and the output port 6
1 is communicated with the output hydraulic chamber 55.

A valve hole 62 communicating with the output hydraulic chamber 55 is provided at an end of the pressure receiving piston 56 on the output hydraulic chamber 55 side, and the valve hole 62 is provided.
A tapered valve seat 63 facing the input fluid pressure chamber 59 is provided coaxially with the valve opening 64 in the center, and a valve body 64 that can be seated on the valve seat 63 is housed in the input fluid pressure chamber 59. And a closing spring 65 is provided between the valve body 64 and the valve moving piston 58.
Is contracted. Moreover, the valve body 64 is integrally provided with a valve opening rod 66 that is loosely fitted in the valve hole 62.

One end of a connector 67 is attached to the valve body 64. On the other end side of the connector 67, a stopper 68 integrally provided with the valve moving piston 58 is provided.
When it moves in a direction away from 4, the connector 67 is inserted so as to be engageable.

A retaining ring 69 is fitted on the end of the pressure receiving piston 56 opposite to the output hydraulic chamber 55, and a step facing the retaining ring 69 on the output hydraulic chamber 55 side of the retaining ring 69. A portion 70 is provided, and the relative movement of the washer 71, which engages with the valve moving piston 58 from the side opposite to the input hydraulic chamber 59, in the axial direction with respect to the pressure receiving piston 56 is the stop ring 69.
It is regulated by the step 70.

A first pressure adjusting spring 72 is contracted between the other end closing portion of the large diameter hole 54 and the pressure receiving piston 56, and a first pressure adjusting spring is provided between the other end closing portion of the large diameter hole 54 and the washer 71. Spring 7
The second pressure adjusting spring 73 having a spring load smaller than that of 2 is contracted.

In explaining the proportional pressure reducing operation of the first proportional pressure reducing valve 6 ₁ , the cross sectional area of the cylinder hole 53 is A ₁ , the cross sectional area of the small cylinder hole 57 in the pressure receiving piston 56 is A ₂ , and the valve hole 62. A ₃ is the opening end cross-sectional area to the valve seat 63, the set load of the first and second pressure regulating springs 72 and 73 is F _S , the input hydraulic pressure to the input port 60 is P _I , and the output from the output port 61 is Let the hydraulic pressure be P _O.

Thus, in the state of P _I ≤F _S / (A ₁ -A ₂ ), the first proportional pressure reducing valve 6 ₁ remains open, and P _I
= P _O. Therefore, as indicated by the straight line L ₁ shown by the solid line in FIG. 3, the output hydraulic pressure P _O changes in proportion to the change in the input hydraulic pressure P _I.

Input hydraulic pressure P_IIncreases, P_I> F_S/
(A₁-A₂), The pressure receiving piston 56 is
And the second pressure adjusting springs 72, 73 are compressed to output the hydraulic chamber 55.
Move to the side that increases the volume of. On the other hand, valve moving pis
The ton 58 is in contact with the other end closed portion of the large diameter hole 54.
There is no movement, and the valve body 64 has its opening rod.
66 at a position where it abuts on one end of the cylinder hole 53.
It is held by the closing spring 65. Therefore, the valve body 6
4 is seated on the valve seat 63 and the valve hole 62 is closed.
Input hydraulic pressure P_IIs increased, the pressure receiving piston
56 moves to the side that reduces the volume of the output hydraulic chamber 55,
The valve body 64 may be separated from the valve seat 63 to open the valve hole 62.
Therefore, in such axial movement of the pressure receiving piston 56,
From the input hydraulic pressure P_IOutput fluid pressure P_OBut
Will be obtained. That is, P _I> F_S/ (A₁−
A₂) State, P_O= F_S/ (A₁-A₂) + P_I× {(A₂-A₃)
/ (A₁-A₃)} And the straight line L shown by the solid line in FIG.₂Output hydraulic pressure, like
P_OIs the input hydraulic pressure P_IA constant ratio {(A₂-A₃) / (A
₁-A₃)} Results in a reduced value.

The second actuator A ₂ and the second on-off valve 8 corresponding to the left front wheel brake B _FL and the left rear wheel brake B _RL
2 and the second proportional pressure reducing valve 6 ₂ are connected to the above right front wheel brake B.
The first actuator A ₁ , the first opening / closing valve 8 ₁ and the first proportional pressure reducing valve 6 ₁ corresponding to the _FR and the right rear wheel brake B _RR are configured in the same manner.

With particular attention to FIG. 1, the first proportional pressure reducing valve 6₁
And right rear wheel brake B_RRThe first anti-roller interposed between
Modulator for stock brake control 7₁Is the first proportional decompression
Valve 6 ₁And right rear wheel brake B_RRNormally open type installed between
Solenoid valve 75₁And the right rear wheel brake B_RRAnd the first reserve
Bar R₁Normally closed solenoid valve 76 interposed between₁And the right rear wheel
Rake B_RRTo 1st proportional pressure reducing valve 6₁Flow of hydraulic fluid to the side
Permits normally open solenoid valve 75₁Connected in parallel to
Check valve 77₁And the second anti-lock brake
Control modulator 7₂Is the second proportional pressure reducing valve 6₂and
Left rear wheel brake B_RLNormally open solenoid valve 75 interposed between₂
And the left rear wheel brake B_RLAnd the second reservoir R₂In between
Normally closed solenoid valve 76₂And the left rear wheel brake B_RLOr
2nd proportional pressure reducing valve 6₂Allow the flow of hydraulic fluid to the
Open type solenoid valve 75₂Check valve 77 connected in parallel to₂
Composed of and.

The suction port of the first return pump 79 ₁ is connected to the first reservoir R ₁ via the suction valve 78 _1, and the discharge port of the first return pump 79 ₁ is connected via the discharge valve 80 ₁ .
It is connected to the second output port 3 ₂ of the master cylinder M. Further, the suction port of the second return pump 79 ₂ is connected to the second reservoir R ₂ via the suction valve 78 _2, and the discharge port of the second return pump 79 ₂ is connected to the master cylinder M via the discharge valve 80 ₂ . It is connected to the first output port 3 ₁ .

The operation of this embodiment will now be described. During normal braking with the brake pedal 1 depressed, for controlling the first and second switching valve means 4 ₁ , 4 ₂ and the first and second antilock brakes. The modulators 7 ₁ and 7 ₂ are in the state shown in FIG. That is, the first switching valve means 4 ₁ connects the right front wheel brake B _FR to the first output port 3 ₁ of the master cylinder M and the right rear wheel brake B _RR to the second output port 3 ₂ of the master cylinder M. In this state, the second switching valve means 4 ₂ is in a state where the left front wheel brake B _FL is connected to the second output port 3 ₂ and the left rear wheel brake B _RL is connected to the first output port 3 ₁ , 1 Antilock brake control modulator 7
₁ is in a state in which the first proportional pressure reducing valve 6 ₁ is connected to the right rear wheel brake B _RR , and the second anti-lock brake control modulator 7 ₂ sets the second proportional pressure reducing valve 6 ₂ in the left rear wheel brake B _RL.
Is connected to.

In this state, the hydraulic pressure output from the first output port 3 ₁ of the master cylinder M by the depression operation of the brake pedal 1 directly acts on the right front wheel brake B _FR and also on the left rear wheel brake B _RL . The hydraulic pressure that is reduced by the 2 proportional pressure reducing valve 6 ₂ and is output from the second output port 3 ₂ directly acts on the left front wheel brake B _FL and the first proportional pressure reducing valve 6 on the right rear wheel brake B _RR . Depressurized at ₁ to work.

At this time, the first switching valve means 4₁For the right front wheel
And right rear wheel switching valve 5_FR, 5_RR, And the second switching valve hand
Step 4₂Left front wheel and left rear wheel switching valve 5_FL, 5_RLAnd
The first and second actuators even if there are
A₁, A₂The first and second opening / closing valves when the
8₁, 8₂Is closed, so each wheel brake
B _FR, B_RR, B_FL, B_RLOr from the master cylinder M
First and second actuator A₁, A₂Hydraulic fluid leaks to
It will not be released.

When the braking forces of the four wheels are distributed and controlled during such braking, the right front wheel brake B _FR and the right rear wheel brake B _RR are moved to the first actuator A ₁ by the first switching valve means 4 _1. The left front wheel brake B _FL and the left rear wheel brake B _RL are connected to the second actuator A ₂ by the second switching valve means 4 ₂ . Therefore, by separately controlling the amount of electricity input to the first and second actuators A ₁ and A ₂ , it is possible to control the lateral distribution of the braking force. Moreover, the right rear wheel brake B _RR and the left rear wheel brake B
_The hydraulic pressure acting on _RL is the first and second proportional pressure reducing valves 6 ₁ ,
The pressure is reduced to a value determined by the proportional pressure reducing characteristic of 6 ₂ , and the front and rear distribution of the braking force is determined by the first and second proportional pressure reducing valves 6 ₁ , 6 ₂ .

The possibility of the wheels locking during braking
When the anti-lock brake control is activated when
Valve changing means 4₁Then, the right front wheel switching valve 5_FRRight front wheel breaker
B _FRThe first actuator A₁Connected to
And the switching valve 5 for the right rear wheel_RRIs the first proportional pressure reducing valve 6₁The
Second output port 3 of star cylinder M₂Connected to
The second switching valve means 4₂Then, the switching valve 5 for the left front wheel_FLBut
Front left wheel brake B_FLThe second actuator A₂Connected to
The left rear wheel switching valve 5_RLIs the second proportional pressure reducing valve 6
₂The first output port 3 of the master cylinder M₁Connected to
It becomes a state. Therefore, the first and second actuators
Type A₁, A₂By individually controlling the amount of electricity input to the
Right and left front wheel brake B_FR, B_FLIndividual braking force
Can be controlled. Furthermore, the first and second anti
Modulator for lock brake control 7₁, 7₂Individually
By controlling, the right and left rear wheel brakes B_RR, B
_RLThe braking force can be controlled individually. That is,
Independent anti-lock brake control of each four wheels is possible.
It

When the automatic brake control is performed by judging the possibility of a collision with the vehicle in front when the brake pedal 1 is not operated and the brake is not operated, the first step is the same as the braking force distribution control during braking. the first switching valve means 4 ₁ right front wheel brake B _FR and the right rear wheel brake B _RR is connected to the first actuator a _1, the second switching valve means 4 ₂ left front wheel brake B _FL and the left rear wheel brake B _RL Second
Connected to actuator A ₂ . This makes it possible to control the amount of electricity input to the first and second actuators A ₁ and A _{2 so} that the braking force can be exerted by the wheel brakes B _FR , B _RR , B _FL and B _RL . Moreover, even during this automatic braking, it is possible to control the distribution of braking force to the left and right and the distribution of braking force to the front and rear.

Furthermore, traction control during non-brake operation
For the purpose, the first switching valve means 4 ₁For the right front wheel
Switching valve 5_FRThe right front wheel brake, which is the drive wheel brake by
B _FRIs the first actuator A₁Connected to the second switching
Valve means 4₂Left front wheel switching valve 5_FLDriven by
Left front wheel brake B which is a brake_FLIs the second actuary
Type A₂Connected to. As a result, the first and second activators
Player A₁, A₂The amount of electricity input to the
Right and left wheel brake B_FR, B_FLIndependent system
It is possible to exert each power, and to the braking force
The left and right independent traction control is possible.

By the way, in the above embodiment, the front engine is
Traction due to being a gin front drive vehicle
The first and second actuators A during operation control₁, A
₂Right front wheel brake B_FRAnd left front wheel brake B_FRContact
However, in the case of a rear drive vehicle, the
First and second actuator A₁, A₂The right rear wheel breaker
B_RRAnd left rear wheel brake B_RLTo connect to
I just need. Also, the first and second anti-lock brake control
Modulator 7₁, 7₂Is the switching valve 5 for the right front wheel _FRand
Front right wheel brake B_FRSwitching valve 5 for the left and front wheels_FLOh
And left front wheel brake B_FLEven if they are installed between each
Good.

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.

[0050]

As described above, in the device according to the first aspect of the present invention, the first and second actuators capable of outputting hydraulic pressures corresponding to the input electric quantities, and the right front wheel brake are connected to the first output port. And the second rear right wheel brake
First switching valve means capable of switching between a state of being connected to the output port and a state of connecting the right front wheel and the right rear wheel brake to the first actuator, and connecting the left front wheel brake to the second output port and the left rear wheel brake. Since the second switching valve means capable of switching between the state in which the first front output port is connected and the state in which the left front wheel and the left rear wheel brake are connected to the second actuator are included, the four wheels can be configured with a simple configuration having a pair of actuators. The automatic brake control and the lateral distribution control of the braking force can be performed. Further, in the lateral distribution control of the braking force, the front and rear wheel brakes on the side where the wheel load increases and the side where the wheel load decreases can be collectively controlled.

According to a second aspect of the invention, in addition to the configuration of the first aspect of the invention, between the right rear wheel brake and the first switching valve means, and the left rear wheel brake and the second switching valve means. Since the proportional pressure reducing valves are respectively provided between them, the braking force distribution control of the four wheels can be performed by the front and rear distribution of the braking force by the proportional pressure reducing valves.

According to the invention of claim 3, in addition to the structure of the invention of claim 1 or 2, the first switching valve means selects the right front wheel brake as the first output port and the first actuator. Front right wheel switching valve that can be selectively switched and connected, and right rear wheel switching valve that can be selectively switched and connected to the second output port and the first actuator for the right rear wheel brake. The switching valve means selectively switches the front left wheel brake to the second output port and the second actuator and is connectable to the left front wheel, and the rear left wheel brake selectively to the first output port and the second actuator. And a switching valve for the left rear wheel, which can be selectively switched and connected, so that the hydraulic pressures of the drive wheel brakes are individually controlled by the first and second actuators, and the left and right independent traction control is performed by the braking force. Is possible .

According to the invention of claim 4, in addition to the structure of the invention of claim 3, between the right front wheel switching valve and the right front wheel brake, and between the right rear wheel switching valve and the right rear wheel brake. A first anti-lock brake control modulator is provided on one side, and a second anti-lock is provided on one side between the left front wheel switching valve and the left front wheel brake and between the left rear wheel switching valve and the left rear wheel brake. Since the brake control modulator is installed, independent anti-lock brake control of the four wheels is possible.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of a vehicle brake device.

FIG. 2 is a cross-sectional view showing configurations of an actuator, an on-off valve, and a proportional pressure reducing valve corresponding to right front wheel and right rear wheel brakes.

FIG. 3 is a proportional pressure reducing characteristic diagram of a proportional pressure reducing valve.

[Explanation of symbols]

3 ₁ 1st output port 3 ₂ 2nd output port 4 ₁ 1st switching valve means 4 ₂ 2nd switching valve means 5 _FL Left front wheel switching valve 5 _FR Right front wheel switching valve 5 _RL Left rear wheel switching valve 5 _RR Right rear wheel switching valve 6 ₁ , 6 ₂ Proportional pressure reducing valve 7 ₁ 1st antilock brake control modulator 7 ₂ 2nd antilock brake control modulator A ₁ 1st actuator A ₂ 2nd actuator B _FL Left front wheel brake B _FR Right front wheel brake B _RL Left rear wheel brake B _RR Right rear wheel brake M Master cylinder as hydraulic pressure generation means

Front page continuation (72) Inventor Kazuya Sakurai 1-4-1 Chuo, Wako-shi, Saitama Stock Research Institute Honda Technical Research Institute (72) Inventor Wataru Saito 1-4-1 Chuo, Wako, Saitama Stock Association Incorporated in Honda R & D Co., Ltd. (72) Inventor Masaaki Kitazawa 840 Kokubu, Ueda City, Nagano Prefecture Nissin Industry Co., Ltd.

Claims (4)

[Claims] 1. A first output port (3 ₁ ) capable of _exerting an output hydraulic pressure on a right front wheel brake (B _FR ) and a left rear wheel brake (B _RL ), and a left front wheel brake (B _FL ) and a right rear wheel. Second output port (3 ₂ ) that can apply output hydraulic pressure to the brake (B _RR ) independently of the first output port (3 ₁ ).
With a hydraulic pressure corresponding to the manual operation
In a vehicle brake device comprising hydraulic pressure generating means (M) capable of outputting from output ports (3 ₁ , 3 ₂ ),
Connect the first and second actuators (A ₁ , A ₂ ) and the right front wheel brake (B _FR ) to the first output port (3 ₁ ) that can output hydraulic pressure according to the amount of input electricity, and rear right The state where the wheel brake (B _RR ) is connected to the second output port (3 ₂ ) and the right front wheel and the right rear wheel brake (B
The first switching valve means (4 ₁ ) capable of switching the state of connecting _FR , B _RR ) to the first actuator (A ₁ ) and the left front wheel brake (B _FL ) are connected to the second output port (3 ₂ ). The left rear wheel brake (B _RL ) to the first output port (3 ₁ )
And a second switching valve means (4 ₂ ) capable of switching the state in which the front left and rear wheel brakes (B _FL , B _RL ) are connected to the second actuator (A ₂ ). Brake device for vehicles. 2. A proportional pressure reducing valve between the right rear wheel brake (B _RR ) and the first switching valve means (4 ₁ ) and between the left rear wheel brake (B _RL ) and the second switching valve means (4 ₂ ). (6 ₁ ,
6 ₂ ) are respectively provided in between.
The vehicle brake device described. 3. The first switching valve means (4 ₁ ) is connectable by selectively switching the right front wheel brake (B _FR ) to the first output port (3 ₁ ) and the first actuator (A ₁ ). The right front wheel switching valve (5 _FR ) and the right rear wheel brake (B _RR ) are second
Output port (3 ₂ ) and first actuator (A ₁ )
Right rear wheel switching valve (5 _RR ) that can be selectively switched to and connected to
The second switching valve means (4 ₂ ) is connectable by selectively switching the left front wheel brake (B _FL ) to the second output port (3 ₂ ) and the second actuator (A ₂ ). The left front wheel switching valve (5 _FL ) and the left rear wheel brake (B _RL ) are first
Output port (3 ₁ ) and second actuator (A ₂ )
Left rear wheel switching valve (5 _RL ) that can be selectively switched to and connected to
The vehicle brake device according to claim 1 or 2, wherein the brake device is a vehicle brake device. 4. One of the right front wheel switching valve (5 _FR ) and the right front wheel brake (B _FR ) and the right rear wheel switching valve (5 _RR ) and the right rear wheel brake (B _RR ) are 1 Anti-lock brake control modulator (7 ₁ ) is installed,
Left front wheel switching valve (5 _FL ) and left front wheel brake (B _FL )
A second anti-lock brake control modulator (7 ₂ ) is provided on one side between the left rear wheel switching valve (5 _RL ) and the left rear wheel brake (B _RL ). Item 3. The vehicle brake device according to item 3.