JPH092229A - Anti-lock braking device for vehicle - Google Patents

Abstract

PURPOSE: To provide an anti-lock braking device simple in constitution so as to be manufactured at a low cost and suited to an evacuating method without needing to actuate a hydraulic pump after the completion of anti-lock control. CONSTITUTION: A control valve 14 for controlling the fluid pressure of wheel brakes 16, 18 is composed of a solenoid valve 14a and solenoid cutoff valves 14b, 14c. A brake fluid in a low back pressure reservoir is divided and fed to the wheel brakes 16, 18 by a hydraulic pump 29 through one-way valves 23, 26 and orifices 24, 27. The valve body of the solenoid valve 14a can be moved by fluid pressure in the normal state. The seat face of the inlet valve 21c of the hydraulic pump 20 is provided with a small slit for vacuum transmission.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The invention of this application relates to an antilock brake device for a vehicle.

[0002]

2. Description of the Related Art A control valve installed in a passage connecting a wheel brake to a pressure generating chamber of a master cylinder shuts off the wheel brake from the pressure generating chamber of the master cylinder and has a low back pressure reservoir (a reservoir to which a low back pressure is applied). ) To allow the brake fluid in the wheel brakes to flow into the low back pressure reservoir to reduce the fluid pressure in the wheel brakes, and the control valve controls the wheel brakes to the pressure generation chamber of the master cylinder and the low back pressure. An anti-lock brake device for a vehicle having a structure in which the hydraulic pressure in the wheel brake is increased again by causing the brake fluid in the low back pressure reservoir to flow into the wheel brake by a hydraulic pump that is shut off from the reservoir and driven by an electric motor has already been proposed. Known, JP-A-62-13
4361 and JP-A-5-50910.

The vehicle anti-lock brake device described in Japanese Patent Laid-Open No. 62-134361 is a control system in which the first wheel brake and the second wheel brake are installed in a passage connecting to one pressure generating chamber of the master cylinder. By simultaneously disconnecting the first wheel brake and the second wheel brake from the pressure generating chamber by a valve and connecting to one low back pressure reservoir, the brake fluid in the first wheel brake and in the second wheel brake The brake fluid is simultaneously discharged into the low back pressure reservoir to simultaneously reduce the hydraulic pressure in the first wheel brake and the hydraulic pressure in the second wheel brake, and the control valve controls the first wheel brake and the second wheel brake. The wheel brakes of the same are simultaneously cut off from the pressure generating chamber and the low back pressure reservoir, and the brake fluid in the low back pressure reservoir is driven by one electric motor. The hydraulic pressure in the first wheel brake and the hydraulic pressure in the second wheel brake are simultaneously reincreased by flowing into the first wheel brake and the second wheel brake through one one-way valve by two hydraulic pumps. It is something to press. The control valve is composed of one 3-port 3-position electromagnetic switching valve or two 2-port 2-position electromagnetic shutoff valves.

The vehicle anti-lock brake device described in Japanese Patent Laid-Open No. 5-50910 is provided for each of the first wheel brake and the second wheel brake connected to one pressure generating chamber of the master cylinder by a passage. A low back pressure reservoir and hydraulic pump are installed. The control valve is
It is composed of four 2-port 2-position electromagnetic shutoff valves, which can individually shut off the first wheel brake and the second wheel brake from the pressure generating chamber and connect them to the low back pressure reservoir, and The first wheel brake and the second wheel brake can be individually isolated from the pressure generating chamber and the low back chamber reservoir. The two pumps are driven by one electric motor, and the flow rate of the brake fluid flowing into the wheel brakes by the hydraulic pump is made smaller than the flow rate of the brake fluid flowing out from the wheel brakes to the low back pressure reservoir. This anti-lock brake device can individually reduce and increase the hydraulic pressure of the first wheel brake and the hydraulic pressure of the second wheel brake.

[0005]

Nowadays, in a vehicle anti-lock brake system, the hydraulic pressure of a first wheel brake and the hydraulic pressure of a second wheel brake connected to one pressure chamber of a master cylinder are separately provided. It is required to be able to depressurize and re-pressurize and be inexpensive.

The vehicle antilock brake device described in Japanese Patent Laid-Open No. 62-134361 is inexpensive because it has a small number of solenoid valves, hydraulic pumps, and low back pressure reservoirs, but it is less expensive than the first wheel brake. The hydraulic pressure and the hydraulic pressure of the second wheel brake cannot be reduced and reincremented separately.

Further, in the vehicle anti-lock brake device described in Japanese Patent Laid-Open No. 5-50910, the hydraulic pressure of the first wheel brake and the hydraulic pressure of the second wheel brake are individually reduced and re-intensified. However, it is expensive due to the large number of solenoid valves, hydraulic pumps, and low back pressure reservoirs.

Further, in these conventional vehicle antilock control devices, the brake fluid in the low back pressure reservoir is discharged from the low back pressure reservoir only by the operation of the hydraulic pump, and after the antilock control is completed. The low back pressure reservoir was emptied by operating the hydraulic pump for a predetermined time to secure the brake fluid pressure reduction performance at the next antilock control. Consumes power.

Further, in the conventional anti-lock control device for a vehicle, when the air in the brake device at the time of assembling the vehicle is performed by the vacuum air bleeding method, it is necessary to operate the solenoid valve and the air in the hydraulic pump. Can't pull out.

A first object of the invention of this application is that the first wheel brake and the second wheel brake connected to one pressure generating chamber of the master cylinder can be individually depressurized and repressurized and are inexpensive. Therefore, it is an object of the present invention to provide an anti-lock brake device for a vehicle that can empty the low back pressure reservoir without operating the hydraulic pump after the anti-lock control is completed.

A second object of this application is to provide an anti-lock brake device for a vehicle, which can facilitate vacuum air bleeding work at the time of vehicle assembly in addition to the first object.

[0012]

An antilock brake device for a vehicle according to the invention of this application has a first wheel brake, a second wheel brake, and both wheel brakes. A master cylinder having a pressure generating chamber for applying a hydraulic pressure to the wheel, a low back pressure reservoir, and a brake fluid supply from the pressure generating chamber to each of the wheel brakes is stopped during antilock control. Of the brake fluid flowing out to the low back pressure reservoir to reduce the fluid pressure of the wheel brakes, and the brake fluid flowing out from the wheel brakes to the low back pressure reservoir during antilock control to the low back pressure reservoir. Inflow from a back pressure reservoir into the first wheel brake via a first one-way valve and a first orifice in series with each other and at the same time to the second wheel brake. A hydraulic pump for inflowing through a second one-way valve and a second orifice that are in series, and a brake fluid flow from the first wheel brake and the second wheel brake to the electromagnetic switching valve during antilock control, respectively. A first normally open electromagnetic cutoff valve and a second normally open electromagnetic cutoff valve for increasing the hydraulic pressure of the first wheel brake and the hydraulic pressure of the second wheel brake again, and the first wheel. A first valve having a check valve that allows the brake fluid in the brake to return to the pressure generating chamber without passing through the first normally-open electromagnetic cutoff valve and the electromagnetic switching valve, but blocks the reverse flow thereof. The bypass passage and the brake fluid in the second wheel brake are allowed to return to the pressure generating chamber without passing through the second normally open electromagnetic cutoff valve and the electromagnetic switching valve, but the reverse flow is blocked. Has a check valve The vehicle anti-lock brake system and a second bypass passage,
The electromagnetic switching valve is configured so that the valve body freely moves in accordance with the fluid pressure acting on the valve body when the solenoid is not energized.

Further, in the antilock brake device for a vehicle according to the invention of this application, as described in claim 2, the check valve is configured to be closed only by the fluid pressure. The one-way valve and the second one-way valve form a discharge valve of the hydraulic pump, and a vacuum transmitted from the low back pressure reservoir side is pumped to the seat surface of the suction valve of the hydraulic pump. A vacuum transmission slit for transmission to the chamber is formed.

[0014]

In the anti-lock brake device for a vehicle according to claim 1, when a brake operating force is applied to the master cylinder to brake the vehicle, hydraulic pressure corresponding to the brake operating force is applied from the pressure generating chamber of the master cylinder. It is applied to the first wheel brake and the second wheel brake, and the first wheel brake and the second wheel brake apply braking force to the first wheel and the second wheel, respectively.

In the antilock control, when the electromagnetic switching valve and / or the electromagnetic cutoff valve is operated, the first wheel brake and / or the second wheel brake is disconnected from the pressure generating chamber and connected to the low back pressure reservoir. , The brake fluid of the first wheel brake and / or the brake fluid of the second wheel brake flows out to the low back pressure reservoir through the electromagnetic shutoff valve and the electromagnetic switching valve, and the hydraulic pressure of the first wheel brake and / or the second wheel The brake fluid pressure is reduced.

The hydraulic pump basically continues to be driven from the start to the end of the antilock control. Therefore, the brake fluid flowing out from the first wheel brake and / or the second wheel brake to the low back pressure reservoir is introduced into the first wheel brake by the hydraulic pump through the first one-way valve and the first orifice, and at the same time, Two-way valve and second
It flows into the second wheel brake through the orifice.
Due to the presence of the two orifices, the liquid discharged from the hydraulic pump flows into the first wheel brake and into the second wheel brake regardless of the hydraulic pressure difference between the first wheel brake and the second wheel brake. It is divided into a stream and a stream.
Due to the presence of the two one-way valves, the brake fluid of the wheel brake with the higher hydraulic pressure of the first wheel brake and the second wheel brake flows to the wheel brake with the lower hydraulic pressure during the suction stroke of the hydraulic pump. Is prevented.

The flow rate of the brake fluid flowing into the first wheel brake by the hydraulic pump is smaller than the flow rate of the brake fluid flowing from the first wheel brake to the low back pressure reservoir,
Further, since the flow rate of the brake fluid that flows into the second wheel brakes by the hydraulic pump is smaller than the flow rate of the brake fluid that flows out from the second wheel brakes to the low back pressure reservoir, the operation of the electromagnetic switching valve and the electromagnetic cutoff valve is performed. Hydraulic pressure of the first wheel brake and / or hydraulic pressure of the second wheel brake by keeping the state in which the first wheel brake and / or the second wheel brake is disconnected from the pressure generating chamber and connected to the low back pressure reservoir by Keeps depressurizing. In addition, the solenoid switching valve,
When the first wheel brake and / or the second wheel brake is cut off from the pressure generating chamber and the low back pressure reservoir by operating the electromagnetic cutoff valve, the brake fluid of the first wheel brake and / or the brake fluid of the second wheel brake is generated. Is stopped, and the hydraulic pressure of the first wheel brake and / or the hydraulic pressure of the second wheel brake is increased again by the inflow of brake fluid by the hydraulic pump.

When the brake operation is released, the hydraulic pressure in the pressure generating chamber of the master cylinder is reduced to atmospheric pressure, and the operation of the electromagnetic switching valve and the electromagnetic cutoff valve is released. Therefore, the brake fluid in each wheel brake returns to the pressure generating chamber through the electromagnetic cutoff valve and the electromagnetic switching valve due to the difference between the hydraulic pressure in the wheel brake and the hydraulic pressure in the pressure generating chamber, and at the same time passes through the bypass passage. And return to the pressure generation chamber. Then, the brake fluid in the low back pressure reservoir is at the time when the valve body of the electromagnetic switching valve can be moved by the fluid pressure in the low back pressure reservoir, that is, the hydraulic pressure of the wheel brake is lowered by the hydraulic pressure of the low back pressure reservoir. At that point, it returns to the pressure generating chamber through the solenoid switching valve.

Further, in the antilock brake device for a vehicle according to the second aspect, when vacuum is applied to the master cylinder during vacuum air bleeding work during vehicle assembly, this vacuum is transmitted to the electromagnetic switching valve. It is also transmitted to each wheel brake through the bypass passage. The vacuum transmitted to the wheel brake is further transmitted to the electromagnetic switching valve through the electromagnetic cutoff valve. In the electromagnetic switching valve, vacuum is transmitted from both the master cylinder side and the wheel brake side, so the movement of the valve element causes the low back pressure reservoir to communicate with the master cylinder or wheel brake.
The vacuum is transmitted to the low back pressure reservoir, and from there is further transmitted to the pump chamber of the hydraulic pump through the vacuum transmission slit of the suction valve of the hydraulic pump. Therefore, even if the electromagnetic switching valve or the electromagnetic cutoff valve is not operated, the vacuum is transmitted to all the parts of the brake fluid pressure passage, and the air bleeding of all the portions of the brake fluid pressure passage is achieved.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vehicle antilock brake device according to the invention of this application will be described with reference to the drawings.

In the embodiment of FIG. 1, the left front wheel brake that applies a braking force to the left front wheel that is a driving wheel and the right rear wheel brake that applies a braking force to the right rear wheel that is a driven wheel are the first of a tandem type master cylinder. Connected to the second pressure generation chamber of the master cylinder, and the right front wheel brake that applies a braking force to the right front wheel that is a driving wheel and the left rear wheel brake that applies a braking force to the left rear wheel that is a driven wheel This is an anti-lock brake device for FF vehicles (front engine / front drive vehicles).

In FIG. 1, the brake operating force applied to the brake pedal 10 is doubled by the negative pressure type booster 11 and then applied to the tandem type master cylinder 12. The master cylinder 12 has a first pressure generating chamber 12a and a second pressure generating chamber 12b. Pressure generating chamber 12a
The master cylinder 12 is provided with a master cylinder reservoir 12c for replenishing the brake fluid to and 12b.

Pressure generating chamber 12a of master cylinder 12
Are connected to the right front wheel brake 16 via the passage 13, the control valve 14 and the passage 15, and to the left rear wheel brake 18 via the passage 13, the control valve 14 and the passage 17, respectively.

The control valve 14 is installed in a passage 14d which is connected to the passage 13 and is connected to passages 15 and 17 via passages 14e and 14f, respectively, and selectively selects a front right wheel brake 16 and a rear left wheel brake 18. And at the same time, the three-port two-position electromagnetic switching valve 14a for shutting off the pressure generating chamber 12a and connecting to the low back pressure reservoir 20 via the passage 19 and the right front wheel brake 16 selected in the passage 14e are selected. 2 port 2 position normally open type electromagnetic shutoff valve 14 for shutting off from the electromagnetic switching valve 14a
b and the left rear wheel brake 1 installed in the passage 14f
8 is selectively shut off from the solenoid operated directional control valve 14a.

The low back pressure reservoir 20 is a well-known one in which a cylinder and a piston form a liquid chamber connected to the passage 19, and the piston is biased by a spring so that the volume of the liquid chamber becomes small. .

The low back pressure reservoir 20 is connected to the suction passage 21a of the hydraulic pump 21. The hydraulic pump 21 is a piston type hydraulic pump and is driven by an electric motor 22.

A suction valve 21c is arranged in the suction passage 21a of the hydraulic pump 21, and its discharge passage 21b.
Are connected to the passage 15 by a passage 25 in which a one-way valve 23 and an orifice 24 are installed in series, and are connected to the passage 17 by a passage 28 in which a one-way valve 26 and an orifice 27 are installed in series. These one-way valves 23 and 26 constitute a discharge valve of the hydraulic pump 21, and the suction valve 21c
The one-way valves 23 and 26 are both provided with a valve closing spring.

One end is connected to the passage 13 and the other end is connected to the passage 1.
5 to the bypass passage 29 connected to the passage 5.
A bypass valve 31 is provided with a check valve 30 which allows only the flow to the passage 3 and one end of which is connected to the passage 13 and the other end of which is connected to the passage 17. A stop valve 32 is installed. Check valves 30, 3
Reference numeral 2 is a structure that closes the valve only by the fluid pressure.

Pressure generation chamber 12b of master cylinder 12
Are connected to the left front wheel brake 36 via the passage 33, the control valve 34 and the passage 35, and to the right rear wheel brake 38 via the passage 33, the control valve 34 and the passage 37, respectively.

The control valve 34 is installed in a passage 34d connected to the passage 33 and connected to passages 35 and 37 via passages 34e and 34f, respectively, and selectively selects a front left wheel brake 36 and a rear right wheel brake 38. And at the same time, the three-port two-position electromagnetic switching valve 34a for shutting off the pressure generating chamber 12b and connecting to the low back pressure reservoir 40 via the passage 39 and the left front wheel brake 36 installed in the passage 34e are selected. 2 port 2 position normally open type electromagnetic shut-off valve 34 for shutting off the electromagnetic switching valve 34a
b and the right rear wheel brake 3 installed in the passage 34f
8 is selectively shut off from the solenoid operated directional control valve 34a.

The low back pressure reservoir 40 is a known one in which a cylinder and a piston form a liquid chamber connected to the passage 39, and the piston is biased by a spring so that the volume of the liquid chamber becomes small. .

The low back pressure reservoir 40 is connected to the suction passage 41a of the hydraulic pump 41. The hydraulic pump 41 is a piston type hydraulic pump and is driven by the electric motor 22.

A suction valve 4 is provided in a suction passage 41a of the pump 41.
1c is provided, and the discharge passage 41b is provided with a passage 4 in which a one-way valve 42 and an orifice 43 are installed in series.
4 to the passage 35, the one-way valve 45 and the orifice 4
6 are connected to the passages 37 by passages 47 arranged in series. Intake valve 41c and one-way valve 42,
Each of the components 45 has a valve closing spring.

One end is connected to the passage 33 and the other end is connected to the passage 3.
The bypass passage 48 connected to the passage 5 includes the passage 35 to the passage 3
A bypass valve 50 having one end connected to the passage 33 and the other end connected to the passage 37 is provided with a check valve 49 which allows only the flow from the passage 37 to the passage 33. A stop valve 51 is installed. Check valve 49,5
Reference numeral 1 is a valve that is closed only by fluid pressure.

The electromagnetic switching valves 14a and 34a, the electromagnetic cutoff valves 14b, 14c, 34b and 34c, and the electric motor 22 are provided for each of the right front wheel, the left rear wheel, the left front wheel, and the right rear wheel during braking of the vehicle. Based on the signals from the rotation sensors 53, 54, 55 and 56, the pressure is reduced for each of the right front wheel brake 16, the left rear wheel brake 18, the left front wheel brake 36, and the right rear wheel brake 38.
It is electrically operated by the electronic control unit 52 which determines the necessity of re-pressurization.

The electromagnetic shutoff valves 14b, 14c, 34b and 34c are configured to return to the open position (non-actuated position) by springs, while the electromagnetic switching valves 14a, 3 are used.
4a is not provided with a spring for returning to the inoperative position.

The electromagnetic switching valves 14a and 34a have the same structure, and the details of the electromagnetic switching valve 14a are shown in FIGS. In FIG. 2, reference numeral 61 is a metal body, and a stepped cylinder hole 62 having a horizontal axis,
The first communicating with the small diameter portion 62a of the stepped cylinder hole 62
Port 63 (which communicates with the passage 13 of FIG. 1) and the second port 6 which communicates with the small diameter portion 62 a of the stepped cylinder hole 62.
4 (communicating with the passage 14d in FIG. 1) and the third port 65 (see FIG. 1) communicating with the large diameter portion 62b of the stepped cylinder hole 62.
(Communicating with the passageway 19) is formed.

In the right bulging portion of the large diameter portion 62b of the stepped cylinder hole 62, the left bulging portion of the fixed iron core 67 of the solenoid 66 and the left taper portion of the non-magnetic sleeve 68 are arranged. The fixed core 67 and the sleeve 68 are fixed to the body 61 and the space between the sleeve 68 and the body 61 is sealed by press-fitting the stop ring 69 between the tapered portion of the sleeve 68 and the tapered portion of the body 61. ing.

The solenoid 66 includes a movable iron core 70 in the sleeve 68, a spring 71 for biasing the movable iron core 70 to the right, an electric coil 72 arranged so as to surround the outside of the sleeve 68, and a magnetic material. Of the yoke members 73 and 74.

As shown in FIG. 2 and FIG. 3, in the small diameter portion 62a of the stepped cylinder hole 62, a metal first valve seat member 75, a metal second valve seat member 76, a metal 79 of a spacer 77 made of metal and a valve body 78 made of a spherical metal
Is arranged. The valve seat members 75 and 76 have the same shape and size, and the valve seat members 75 and 76 have through holes 75a and 76a at their central portions, respectively. The reduced diameter portions 75b and 76b of the valve seat members 75 and 76 are press-fitted inside the spacer 77. The spacer 77 has an outer diameter slightly smaller than the outer diameters of the valve seat members 75 and 76, and the small diameter portion 6 of the stepped cylinder hole 62.
An annular passage 80 is formed between the peripheral surface of 2a. Further, it has three radial grooves from the inner diameter of the portion where the valve body 78 is located to the outer diameter. The passage 80 and the radial groove allow the assembly 79
The communication between the second port 64 and the through holes 75a and 76a is secured regardless of the circumferential position of the.

After the assembly 79 is inserted into the small diameter portion 62a, the peripheral portion of the upper end of the small diameter portion 62a is caulked to form the stopper portion 61a, so that the projection 84 formed on the lower surface of the valve seat member 75 is removed. The small-diameter portion 62a bites into the lower end surface of the valve seat member 76 to seal between them, and the outer periphery of the upper end of the valve seat member 76 and the stop portion 61a are sealed to fix the valve seat members 75 and 76 to the body 61.

In the large diameter portion 62b of the stepped cylinder hole 62, the valve body 28 is separated from the valve seat member 76 and the valve seat member 75 is provided.
A rod 81 is arranged to be pressed against. This rod 81 is connected to the movable iron core 70 of the solenoid 66, and when the electric coil 72 is energized, the solenoid 6
Propelled to the left by 6. A guide 82 for guiding the rod 81 is provided in the large diameter portion 62b of the stepped cylinder hole 62.
And a stop ring 83 for fixing this is arranged. The stop ring 83 is fixed by caulking the peripheral wall of the large diameter portion 62b.

The hydraulic pumps 21 and 41 have the same structure, and the details of the hydraulic pump 21 are shown in FIG. In FIG. 4, the drive cam 102 arranged near the right end of the hole 101 of the body 100 is driven to rotate around the rotation center O by the electric motor 22 of FIG. Hole 10
A plug 104 having an outlet 103 (which communicates with the discharge passage 21b in FIG. 1) is fitted and fixed to the left end portion of 1. A pump plunger 111 equipped with an annular seal member 110 is slidably fitted to the right side portion of the hole 101. In the pump chamber 112 formed between the pump plunger 111 and the plug 104, the pump plunger 1
A compression coil spring 113 that presses the right end surface of 11 against the drive cam 102 is arranged. In a hole 114 formed in the body 100 so as to communicate with the pump chamber 112, a seat member 115 fixed to the body 100, a retainer 116 locked by the seat member 115, and a tension member provided between the retainer 116 and the retainer 116. Compression coil spring 11
An intake valve 120 including a spherical valve body 119 that is pressed against the tapered seat surface 118 of the seat member 115 by the valve 7 is provided. A small slit 124 for vacuum transmission is formed on the seat surface 118.

When the vehicle is running and the brake pedal 10 is not depressed, the electromagnetic switching valves 14a and 34a are operated.
Then, the electromagnetic shutoff valves 14b, 14c, 34b and 34c occupy the positions shown in FIG. 1, and the electric motor 22 is not operated.

When the brake pedal 10 is depressed,
The brake fluid in the pressure generating chamber 12a of the master cylinder 12 is supplied to the right front wheel brake 16 through the passage 13, the control valve 14 and the passage 15 and to the left rear wheel brake 18 through the passage 13, the control valve 14 and the passage 17, respectively. At the same time, the pressure generating chamber 1 of the master cylinder 12
The brake fluid of 2b passes through the passage 33, the control valve 34 and the passage 3
5 to the left front wheel brake 36 and through the passage 33, the control valve 34 and the passage 37 to the right rear wheel brake 38.
Respectively. In that case, the brake fluid in the passage 13 flows to the passage 15 through the electromagnetic switching valve 14a and the electromagnetic shutoff valve 14b, and at the same time to the passage 17 through the electromagnetic switching valve 14a and the electromagnetic shutoff valve 14c. It flows into the passage 35 through the electromagnetic switching valve 34a and the electromagnetic cutoff valve 34b, and at the same time, flows into the passage 37 through the electromagnetic switching valve 34a and the electromagnetic cutoff valve 34c. As a result, the hydraulic pressures of the right front wheel brake 16, the left rear wheel brake 18, the left front wheel brake 36, and the right rear wheel brake 38 increase, and the right front wheel brake 16, the left rear wheel brake 18, the left front wheel brake 36, and the right front wheel brake 36, respectively. The rear wheel brake 38 applies braking force to the right front wheel, the left rear wheel, the left front wheel, and the right rear wheel, respectively. If no locking tendency occurs in any of the right front wheel, the left rear wheel, the left front wheel, and the right rear wheel, the liquid of each of the right front wheel brake 16, the left rear wheel brake 18, the left front wheel brake 36, and the right rear wheel brake 38 is released. The pressure becomes the hydraulic pressure corresponding to the brake pedal depression force.

When the brake pedal 10 is released, the hydraulic pressure in the pressure generating chambers 12a and 12b decreases,
The brake fluid of the front right wheel brake 16 passes through the passages 15 and 13 to the pressure generating chamber 12a, and the brake fluid of the left rear wheel brake 18 passes through the passages 17 and 13 to the pressure generating chamber 12a and the brake fluid of the left front wheel brake 36. The brake fluid passes through the passages 35 and 33 to generate pressure in the pressure chamber 12b.
Then, the brake fluid of the right rear wheel brake 38 returns to the pressure generating chamber 12b through the passages 37 and 33, respectively.
The hydraulic pressure of each of the front right wheel brake 16, the rear left wheel brake 18, the front left wheel brake 36, and the rear right wheel brake 38 decreases. In that case, the brake fluid in the passage 15 flows to the passage 13 through the electromagnetic cutoff valve 14b and the electromagnetic switching valve 14a and to the passage 13 through the bypass passage 29, and the brake fluid in the passage 17 flows to the electromagnetic cutoff valve 14c and the electromagnetic switching valve. Flowing through the valve 14a to the passage 13 and through the bypass passage 31 to the passage 13, the brake fluid in the passage 35 flows through the electromagnetic cutoff valve 34b and the electromagnetic switching valve 34a to the passage 33 and through the bypass passage 48. The brake fluid in the passage 33 flows to the passage 33 through the electromagnetic cutoff valve 34c and the electromagnetic switching valve 34a, and also to the passage 33 through the bypass passage 50.

When the brake pedal 10 is depressed, if any one of the front right wheel, the rear left wheel, the front left wheel and the rear right wheel tends to lock, for example, if the rear left wheel tends to lock, electronic control is performed. The device determines that the hydraulic pressure of the left rear wheel brake 18 needs to be reduced, and the electromagnetic switching valve 1
4a and the electromagnetic cutoff valve 14b are operated, and at the same time, the electric motor 2
Activate 2 By operating the electromagnetic switching valve 14a, the left rear wheel brake 18 causes the low back pressure reservoir 20 to pass through the passage 17, the electromagnetic cutoff valve 14c, the electromagnetic switching valve 14a and the passage 19.
The brake fluid of the left rear wheel brake 18 starts to flow out to the low back pressure reservoir 20, and the fluid pressure of the left rear wheel brake 18 starts to decrease. Since the front right wheel brake 16 is shut off from the electromagnetic switching valve 14a by the operation of the electromagnetic shutoff valve 14b, the brake fluid of the front right wheel brake 16 does not flow out to the low back pressure reservoir 20.

Hydraulic pump 2 driven by electric motor 22
In the first example, the brake fluid flowing from the left rear wheel brake 18 to the low back pressure reservoir 20 is sucked by the suction passage 21a and flows into the passage 15 through the discharge passage 21b and the passage 25, and at the same time, the passage 17 is passed through the discharge passage 21b and the passage 28. Flow into. That is, since the orifices 24 and 27 are installed in the passages 25 and 28, respectively, the hydraulic pressure of the discharge passage 21b is the hydraulic pressure of the right front wheel brake 16 having the higher hydraulic pressure of the right front wheel brake 16 and the left rear wheel brake 18. Further, the brake fluid in the discharge passage 21b is divided into a flow flowing into the passage 15 and a flow flowing into the passage 17. The ratio of the flow rate flowing into the passage 15 and the flow rate flowing into the passage 17 depends on the ratio between the area of the orifice 24 and the area of the orifice 27. Hydraulic pump 21
Front wheel brake 1 with high hydraulic pressure when the vehicle is in the intake stroke
The brake fluid of No. 6 flows to the left rear wheel brake 18 having a low fluid pressure through the passages 25 and 28 because the one-way valve 2
Blocked by 3.

As described above, the operation of the hydraulic pump 21 causes the brake fluid to flow from the low back pressure reservoir 20 to the passage 17, that is, the left rear wheel brake 18, and the flow rate of the brake fluid is from the left rear wheel brake 18. 17, electromagnetic shutoff valve 14
c, the flow rate of the brake fluid flowing out to the low back pressure reservoir 20 through the electromagnetic switching valve 14a and the passage 19 is much smaller, and the fluid pressure of the left rear wheel brake 18 continues to be reduced.

The hydraulic pressure of the right front wheel brake 16 whose outflow of brake fluid is stopped by the operation of the electromagnetic cutoff valve 14b is increased in response to the inflow of brake fluid by the operation of the hydraulic pump 21.

When the locking tendency of the left rear wheel is eliminated, the electronic control unit determines that the hydraulic pressure of the left rear wheel brake 18 needs to be increased, and activates the electromagnetic shut-off valve 14c to lower the height of the rear left wheel brake 18. Stop the outflow of brake fluid to the pressure reservoir 20. As a result, the hydraulic pressure of the left rear wheel brake 18 is increased again according to the inflow of brake fluid due to the operation of the hydraulic pump 21.

The hydraulic pump 41 is also operated by the operation of the electric motor 22, but the low back pressure reservoir 40 is empty, so that the hydraulic pump 41 is in an idle operation state.

If, for example, the right rear wheel tends to lock while the hydraulic pressure of the left rear wheel brake 18 is being controlled, the electronic control unit determines that the hydraulic pressure of the right rear wheel brake 38 needs to be reduced, and the electromagnetic control is performed. The switching valve 34a and the electromagnetic cutoff valve 34b are operated. By operating the electromagnetic switching valve 34a, the right rear wheel brake 3
8 is connected to the low back pressure reservoir 40 via the passage 37, the electromagnetic shutoff valve 34c, the electromagnetic switching valve 34a and the passage 39,
The brake fluid of the right rear wheel brake 38 is the low back pressure reservoir 4
0 starts to flow out, and the hydraulic pressure of the right rear wheel brake 38 starts to decrease. Since the left front wheel brake 36 is shut off from the electromagnetic switching valve 34a by the operation of the electromagnetic shutoff valve 34b, the brake fluid of the left front wheel brake 36 does not flow out to the low back pressure reservoir 40.

Hydraulic pump 4 driven by electric motor 22
1, the brake fluid flowing from the right rear wheel brake 38 to the low back pressure reservoir 40 is sucked by the suction passage 41a and flows into the passage 35 through the discharge passage 41b and the passage 44, and at the same time, the passage 37 passes through the discharge passage 41b and the passage 47. Flow into. That is, since the orifices 43 and 46 are installed in the passages 44 and 47, respectively, the hydraulic pressure in the discharge passage 41b is the hydraulic pressure of the left front wheel brake 36, which has the highest hydraulic pressure, of the left front wheel brake 36 and the right rear wheel brake 38. As a result, the brake fluid in the discharge passage 41b is divided into a flow flowing into the passage 35 and a flow flowing into the passage 37. The one-way valve 42 prevents the brake fluid of the left front wheel brake 36 having a high hydraulic pressure from flowing through the passage 44 and the passage 47 to the right rear wheel brake 38 having a low fluid pressure when the hydraulic pump 41 is in the intake stroke. To be done.

As described above, the brake fluid flows from the low back pressure reservoir 40 to the passage 37, that is, to the right rear wheel brake 38 by the operation of the hydraulic pump 41. 37, electromagnetic shutoff valve 34
c, the flow rate of the brake fluid that flows out to the low back pressure reservoir 40 through the electromagnetic switching valve 34a and the passage 39 is much smaller, and the fluid pressure of the right rear wheel brake 38 continues to be reduced.

The hydraulic pressure of the left front wheel brake 36 whose outflow of brake fluid is stopped by the operation of the electromagnetic shut-off valve 34b is increased according to the inflow of brake fluid by the operation of the hydraulic pump 41.

When the locking tendency of the right rear wheel is eliminated, the electronic control unit determines that the hydraulic pressure of the right rear wheel brake 38 needs to be increased, and activates the electromagnetic shutoff valve 34c to lower the height of the right rear wheel brake 38. Stop the outflow of brake fluid to the pressure reservoir 40. As a result, the hydraulic pressure of the rear right wheel brake 38 is increased again according to the inflow of brake fluid due to the operation of the hydraulic pump 41.

If, for example, the front right wheel and the front left wheel tend to lock while the hydraulic pressure of the left rear wheel brake 18 and the hydraulic pressure of the right rear wheel brake 38 are being controlled, the electronic control unit causes the hydraulic control of the front right wheel brake 16 to proceed. Pressure and hydraulic pressure of the left front wheel brake 36 are determined to be necessary, and the electromagnetic shutoff valve 14b
And the electromagnetic shutoff valve 34b are released. By releasing the operation of the electromagnetic cutoff valve 14b, the brake fluid of the front right wheel brake 16 flows out to the low back pressure reservoir 20 through the passage 15, the electromagnetic cutoff valve 14b, the electromagnetic switching valve 14a and the passage 19. The brake fluid flows into the right front wheel brake 16 by the operation of the pump 21, but the flow rate thereof is far smaller than the flow rate of the brake fluid flowing out from the right front wheel brake 16 to the low back pressure reservoir 20. Due to
The hydraulic pressure of the front right wheel brake 16 starts to decrease. In addition, the left front wheel brake 36 is released by deactivating the electromagnetic shutoff valve 34b.
Brake fluid flows out to the low back pressure reservoir 40 through the passage 35, the electromagnetic shutoff valve 34b, the electromagnetic switching valve 34a and the passage 39. The brake fluid flows into the left front wheel brake 36 by the operation of the hydraulic pump 41, but the flow rate thereof is much smaller than the flow rate of the brake fluid flowing from the left front wheel brake 36 to the low back pressure reservoir 40. As a result, the hydraulic pressure of the front left wheel brake 36 starts to decrease.

When the lock tendency of the front right wheel is canceled by the hydraulic pressure of the front right wheel brake 16, the electronic control unit determines that the hydraulic pressure of the front right wheel brake 16 needs to be increased again, and reactivates the electromagnetic cutoff valve 14b. The outflow of brake fluid from the front right wheel brake 16 to the low back pressure reservoir 20 is stopped. As a result, the right front wheel brake 16 reincreases pressure in response to the inflow of brake fluid due to the operation of the pump 21. When the tendency of the left front wheel to lock due to the hydraulic pressure of the left front wheel brake 36 is eliminated, the electronic control unit determines that the hydraulic pressure of the left front wheel brake 36 needs to be increased again, and activates the electromagnetic cutoff valve 34b again to move the left front wheel. Stop the outflow of brake fluid from the wheel brakes 36 to the low back pressure reservoir 40. As a result, the left front wheel brake 36 is repressurized in response to the inflow of brake fluid due to the operation of the hydraulic pump 41.

As described above, the brake pedal 10
When the vehicle is being depressed, the front right wheel brake 1
The hydraulic pressure of 6 and the hydraulic pressure of the left rear wheel brake 18 are individually reduced and reincreased by operating the electromagnetic switching valve 14a and the electric motor 22 and then individually operating and deactivating the electromagnetic cutoff valves 14b and 14c. It can be pressed. Further, the hydraulic pressure of the front left wheel brake 36 and the hydraulic pressure of the rear right wheel brake 38 are individually controlled by operating the electromagnetic switching valve 14a and the electric motor 22 and then individually operating and deactivating the electromagnetic shutoff valves 34b and 34c. Can be depressurized and repressurized. And the electromagnetic shutoff valve 1
4b and 14c are actuated to re-increase the hydraulic pressure of the front right wheel brake 16 and the hydraulic pressure of the left rear wheel brake 18, while deactivating the electromagnetic switching valve 14a and deactivating the electromagnetic shutoff valve 14b. By releasing the operation of the electromagnetic shutoff valve 14c, the brake fluid is released from the pressure generating chamber 12
The hydraulic pressure of the front right wheel brake 16 and / or the hydraulic pressure of the rear left wheel brake 18 can be rapidly increased by flowing from a into the front right wheel brake 16 and / or the rear left wheel brake 18. Similarly, while the solenoid cutoff valves 34b and 34c are operated to reincrease the hydraulic pressure of the left front wheel brake 36 and the hydraulic pressure of the right rear wheel brake 38, the operation of the electromagnetic switching valve 34a is released and the electromagnetic switching valve 34a is released. Shut-off valve 34b
Of the brake fluid from the pressure generating chamber 12b and / or the rear right wheel brake 38 by releasing the operation of the electromagnetic shutoff valve 34c.
To rapidly increase the hydraulic pressure of the front left wheel brake 36 and / or the hydraulic pressure of the rear right wheel brake 38.

While the hydraulic pressures of the right front wheel brake 16, the left rear wheel brake 18, the left front wheel brake 36, and the right rear wheel brake 38 are being reduced, for example, pressure is generated due to a large decrease in the brake pedal depression force. Room 12a
And the hydraulic pressure of 12b greatly decreases, and the front right wheel brake 1
6, when the hydraulic pressures of the left rear wheel brake 18, the left front wheel brake 36, and the right rear wheel brake 38 become lower than the respective hydraulic pressures, the brake fluid of the right front wheel brake 16 and the brake fluid of the left rear wheel brake 18 are bypassed. And 3
1 to return to the pressure generating chamber 12a, the brake fluid of the left front wheel brake 36 and the right rear wheel brake 38.
Of the brake fluid returns to the pressure generating chamber 12b through the bypass passages 48 and 50, respectively, and the right front wheel brake 16
And the hydraulic pressure of the left rear wheel brake 18 decrease to the hydraulic pressure of the pressure generating chamber 21a, and the hydraulic pressure of the left front wheel brake 36 and the hydraulic pressure of the right rear wheel brake 38 decrease.
To the liquid pressure of.

The electronic control unit 52 ends the antilock control when the end condition of the antilock control is satisfied, and the electromagnetic switching valves 14a and 34a and the electromagnetic cutoff valves 14b, 14c and 3 are connected.
The operation of 4b and 34c is released, and the electric motor 22 is stopped at the same time. As the brake operation is released and the pressure in the pressure generating chambers 12a and 12b of the master cylinder 12 decreases,
The brake fluid in the wheel brakes 16, 18, 36, 38 returns to the pressure generating chambers 12a, 12b through the control valves 14, 34 and also passes through the bypass passages 29, 31, 48, 50 to the pressure generating chambers 12a, 12b. Return. Then, in the electromagnetic switching valves 14a and 34a, the valve is opened when the hydraulic pressure of the port 64 (wheel brake hydraulic pressure) becomes lower than that of the port 65 (low back pressure reservoir 20, 40 hydraulic pressure). Body 7
8 is separated from the valve seat member 76, the low back pressure reservoir 2
The brake fluid in 0, 40 returns to the pressure generating chambers 12a, 12b through the electromagnetic switching valves 14a, 34a, and the low back pressure reservoirs 20, 40 become empty.

Next, in the vehicle assembling process, when the air in the hydraulic pressure passage is evacuated by the vacuum air bleeding method, the vacuum supplied to the master cylinder reservoir 12c passes through the pressure generating chambers 12a and 12b to the passages 13 and 33. It is transmitted to the electromagnetic switching valve 14a from the passage 13 to adsorb the valve element 78 to the valve seat member 75 and is transmitted to the wheel brakes 16 and 18 through the bypass passages 29 and 31 and the passages 15 and 17, and also to the passage. 33 to the electromagnetic switching valve 34a to adsorb the valve element 78 to the valve seat member 75, and also through the bypass passages 48, 50 and the passages 35, 37.
6, 38. The vacuum transmitted to the passages 15 and 17 is further transmitted to the electromagnetic switching valve 14a through the electromagnetic cutoff valves 14b and 14c, passes through the gap between the valve body 78 and the valve seat member 76, and the passage 19 and the low back pressure reservoir. 20 and further to the seat surface 11 of the suction valve 21c of the hydraulic pump 21.
8 through the slit 124 formed in the pump chamber 112
And to the discharge passage 21b. Also, the passages 35 and 3
The vacuum transmitted to 7 further causes the electromagnetic shutoff valve 34b,
34c, to the electromagnetic switching valve 34a, to the passage 39 and the low back pressure reservoir 40 through the gap between the valve body 78 and the valve seat member 76, and further to the suction valve 41 of the hydraulic pump 41.
It is transmitted to the pump chamber 112 and the discharge passage 41b through the slit 124 formed in the seat surface 118 of c. Therefore, the vacuum is transmitted to all parts of the hydraulic passage, and the air of all parts of the hydraulic passage is released. Thereafter, the vacuum supplied to the master cylinder reservoir 12c is switched to the brake fluid, so that the entire hydraulic passage is filled with the brake fluid.

In FIG. 2, the sleeve 68 is made of a magnetic material to form a new magnetic circuit, so that the magnetic flux passing through the sleeve 68 is saturated in the normal current region.
Set the thickness of 8 and set the magnetic flux loss through the new magnetic circuit
The attraction force may be improved by making the magnetic flux in the case where the sleeve 68 is made of a non-magnetic material smaller than the magnetic flux loss caused by crossing the sleeve 68.

[0065]

In the vehicle anti-lock brake device of the invention of this application, the brake fluid of the two wheel brakes connected to one pressure generating chamber of the master cylinder is supplied from the electromagnetic switching valve and the two electromagnetic cutoff valves. With the control valve, the hydraulic pressures of the two wheel brakes are individually reduced by flowing out to one low back pressure reservoir individually, and the brake fluid of the low back pressure reservoirs is driven by one electric motor for the two wheel brakes. One hydraulic pump and two one-way valves and two orifices allow inflow and distribution, and the control valve isolates the two wheel brakes from the pressure generating chamber and the low back pressure reservoir, so that the fluid of the two wheel brakes is separated. The pressure is re-incremented individually, and the brake fluid of the two wheel brakes can be individually decompressed and re-increased, and the low back pressure reserve And the hydraulic pump is a low cost since it is one each. Since the brake fluid in the low back pressure reservoir automatically returns to the pressure generating chamber through the electromagnetic switching valve when the brake operation is released, it is not necessary to operate the hydraulic pump after the antilock control is completed.

Further, by constructing the control valve as described in claim 2, it is possible to bleed all the air in the hydraulic passage by the vacuum bleeding method without operating the control valve in the vehicle assembling process.

[Brief description of drawings]

FIG. 1 is a brake fluid pressure path diagram of an embodiment of the invention of this application.

FIG. 2 is a diagram showing details of an electromagnetic switching valve in FIG.

FIG. 3 is a partially enlarged view of FIG. 2;

FIG. 4 is a diagram showing details of the hydraulic pump in FIG.

[Explanation of symbols]

 16, 18, 36, 38 ... Wheel brakes 10 ... Brake pedals 11 ... Negative pressure booster 12 ... Master cylinders 12a, 12b ... Pressure generating chambers 14a, 34a ... Electromagnetic switching Valve 14b, 14c, 34b, 34c ... Electromagnetic shutoff valve 20, 40 ... Low back pressure reservoir 21, 41 ... Hydraulic pump 21c, 41c ... Suction valve 23, 26, 42, 45 ...・ One-way valve 24, 26, 43, 46 ... Orifice

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Kei Toda Keiji Aisin Seiki Co., Ltd. 2-1-1 Asahi-cho, Kariya city, Aichi prefecture

Claims (2)

[Claims] 1. A first wheel brake, a second wheel brake, a master cylinder having a pressure generating chamber for applying a hydraulic pressure to the both wheel brakes, a low back pressure reservoir, and the anti-lock control device. An electromagnetic switching valve that stops the supply of brake fluid from the pressure generating chamber to each wheel brake, causes the brake fluid in each wheel brake to flow out to the low back pressure reservoir, and reduces the hydraulic pressure of each wheel brake; When the brake fluid that has flowed out from each of the wheel brakes to the low back pressure reservoir during lock control is caused to flow into the first wheel brake from the low back pressure reservoir via the first one-way valve and the first orifice that are in series with each other. At the same time, a hydraulic pump that flows into the second wheel brake through a second one-way valve and a second orifice that are in series with each other, and the first vehicle during antilock control. A first means for selectively stopping the flow of brake fluid from the wheel brake and the second wheel brake to the electromagnetic switching valve to reincrease the hydraulic pressure of the first wheel brake and the hydraulic pressure of the second wheel brake. 1 normally open type electromagnetic cutoff valve and 2nd normally opened type electromagnetic cutoff valve, and the pressure generation chamber without brake fluid in the first wheel brake passing through the 1st normally opened type electromagnetic cutoff valve and the electromagnetic switching valve. Bypass passage that has a check valve that allows the return to the above but blocks the reverse flow, and the brake fluid in the second wheel brake causes the second normally open electromagnetic cutoff valve and the electromagnetic switching valve. And a second bypass passage having a check valve that allows the return to the pressure generating chamber without passing through the pressure generating chamber but blocks the reverse flow thereof. Has its solenoid An antilock brake device for a vehicle, wherein the valve body is configured to freely move in accordance with a fluid pressure acting on the valve body when not energized. 2. The vehicle antilock brake device according to claim 1, wherein the check valve is configured to be closed only by fluid pressure, and the first one-way valve and the second one-way valve. Form a discharge valve of the hydraulic pump, and a vacuum transmission slit for transmitting the vacuum transmitted from the reservoir side to the pump chamber is formed on the seat surface of the suction valve of the hydraulic pump. An anti-lock brake device for vehicles, which is characterized in that