JPH11245800A - Braking pressure controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a braking pressure controller that is designed so as to make a brake operable by the fluid pressure by infallibly selecting the highest fluid pressure even if plural braking input devices are operated at the same time, in this duplex type braking pressure controller which added an electric braking system to a hydraulic braking system. SOLUTION: This braking pressure controller is provided with a first pressure controller 30 controlling pressure in a pressure source 6 in proportion to the output pressure of a master cylinder 2 and outputting it, a second pressure controller 50 controlling the pressure of the pressure source 6 by a command signal of an electronic control unit 11 and outputting it, a selector valve 70 outputting the higher pressure out of each output pressure of both first and second pressure controllers 30 and 50, and a braking device to be operated by the output pressure of this selector valve 70.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake pressure control device for a vehicle, and more particularly to a hydraulic brake system using hydraulic pressure or air pressure, and more particularly to an electric control type brake (so-called brake control device). The present invention relates to a dual-purpose brake pressure control device to which a brake-by-wire system is added.

[0002]

2. Description of the Related Art A hydraulic brake system which generates a fluid pressure by depressing a brake pedal and can actuate a brake by this pressure is well known, and an electronic signal is generated by an electric signal corresponding to the depressing force of the brake pedal. 2. Description of the Related Art An electrically controlled brake system is known in which an electromagnetic valve or the like is controlled by a command from a control device and a controlled pressure from an accumulator is supplied to a wheel cylinder to electrically operate a brake (for example, Japanese Patent Laid-Open No.
-317,941).

[0003]

SUMMARY OF THE INVENTION In the present invention, the above-mentioned two brake systems are integrated, and a brake which enables a physically handicapped person to manually activate an electrically controlled brake system so that either system can be arbitrarily operated. It is an object to provide a pressure control device. By the way, when remodeling a vehicle equipped with the above-mentioned electric control brake system into a vehicle for a physically handicapped vehicle, it is necessary to provide a manual brake operating member. It is common that the brake pedal and the brake pedal are connected by a mechanical link.
It is a very heavy burden for a physically handicapped person to perform a brake operation with the operation lever, and the generated braking force is weak, so that there are many problems in safety, such as a longer braking distance. For this reason, it is conceivable that the brake can be operated with a light force by a joystick-type manual operation member instead of the manual operation lever, but the brake operation form by such a manual operation member and the brake operation form by a brake pedal are considered. When two systems are provided in a vehicle, the following problems occur. That is, the dual-use brake pressure control device as described above has at least two input devices, a brake pedal that is operated by a foot and a brake lever that is manually operated, as input devices. If the driver operates two input devices at the same time, the fluid pressure in the system (hydraulic pressure in the case of hydraulic brakes and air pressure in the case of pneumatic brakes) causes mutual interference, and the driver is required May not be obtained.

Accordingly, the present invention provides a dual-purpose brake pressure control device which includes a manual brake operation member which can be operated by a physically handicapped person with a light force, and further comprises two brake input devices, a brake pedal and a manual operation member. Even if they are operated at the same time, a brake pressure control device that always selects the highest fluid pressure (select high) and can operate the brake by the fluid pressure is provided. The aim is to eliminate points.
According to the present invention, when a driver simultaneously operates two brake input devices, the highest working fluid pressure in each system generated at that time is selected by a selection valve arranged in the device, and the selected working fluid pressure is used. By operating the brake, it is possible to avoid a situation where the fluid pressures in the system cause mutual interference, and it is possible to always obtain a stable braking force. In addition, even a physically handicapped person can operate the brake with a light force.

[0005]

For this reason, the technical solution adopted by the present invention is a first pressure control device for controlling and outputting a pressure of a pressure source in proportion to an output pressure of a master cylinder, and an electronic control device. A second pressure control device that controls and outputs the pressure of the pressure source according to a command signal of the device, a selection valve that outputs a higher pressure of the output pressures of the first and second pressure control devices, A brake device that is operated by an output pressure of a valve.

[0006]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is an overall configuration diagram of the present brake pressure control device, FIG. 2 is an enlarged view of a control valve as a first pressure control device, FIG. 3 is an enlarged view of the second pressure control device. Hereinafter, after describing the overall configuration of the present brake pressure control device, the components of a control valve as a first pressure control device, a second pressure control device that is operated by an electric signal, and a selection valve will be described in detail.

In FIG. 1, 1 is a brake pedal, 2 is a tandem master cylinder, 3 is a reservoir, 4 is a pump, 5 is a pressure sensor, 6 is an accumulator, 7 is a relief valve, 8 is front, rear, left and right wheel cylinders, 30 Is a control valve as a first pressure control device, 50 is a second pressure control device, and 70 is a selection valve, and these are communicated by a flow path as shown. Reference numeral 9 denotes a hand lever, and reference numeral 10 denotes an inter-vehicle distance sensor, which are connected to the electronic control unit 11. The electronic control unit 11 controls an electromagnetic proportional valve in the second pressure control device 50 by an input signal from a hand lever (hand switch) as a manual operation member or an inter-vehicle distance sensor 10 and the like, and also by a signal from the pressure sensor. The pump 4 and the like can be operated.

When the brake pedal 1 is operated and a hydraulic pressure (fluid pressure) is generated in the tandem master cylinder 2, the control valve 30 is actuated by the hydraulic pressure, and the brake pressure is reduced to the fluid pressure of the master cylinder 2. On the other hand, the fluid pressure proportionally increased
Is introduced into the selection valve 70 from the output port 30e. On the other hand, when the hand lever 9 is operated, the operation signal is input to the electronic control device 11, and the electronic control device 11 operates the electromagnetic proportional valve 54 in the second pressure control device 50. As a result, the control valve 60 in the second pressure control device 50 switches the flow path by the hydraulic pressure from the accumulator 6 output from the electromagnetic proportional valve, and the accumulator is increased in proportion to the output pressure from the electromagnetic proportional valve. The fluid pressure of No. 6 is output from the output port of the control valve and is introduced into the selection valve 70.

In the selection valve 70, the control valve 30
A fluid having a higher pressure is selected from the output pressure from the second pressure control device 50 and the output pressure from the second pressure control device 50, and each wheel cylinder 8 is operated by this fluid to operate the brake. When the brake is released, the fluid pressure in the wheel cylinder 8 is returned to the reservoir 3 via the selection valve 70, the second pressure control device 50, or the control valve 30, and the brake is released.

Hereinafter, details of each component constituting the brake pressure control device will be described with reference to FIGS. 1, 2 and 3. [Control Valve 30] In FIG. 2, the control valve 30 is provided with a pilot piston 31, a diaphragm piston 32, and a spool piston 33 in the main body in the arrangement shown in the figure, and the respective pistons 31, 32, 33
Are the first cylinder 34 and the second cylinder 3 formed in the main body.
5. Arranged slidably in a third cylinder 36 formed in the port member 37. The port member 37 is fixed to the main body by appropriate means. The pressure receiving area A1 of the diaphragm piston 32 and the pressure receiving area A2 of the spool piston 33 satisfy A1> A2.

The pilot piston 31 is connected to the first cylinder 3
4 and is formed as a stepped piston having a large-diameter portion 31a and a small-diameter portion 31b.
A first liquid chamber 38, a second liquid chamber 39 and an atmosphere chamber 40 are defined in the cylinder 34. The first fluid chamber 38 of the control valve 30 is connected to the first fluid pressure generation chamber 2a of the tandem master cylinder 2 through the first input port 30a,
The liquid chamber 39 communicates with the second hydraulic pressure generation chamber 2b of the tandem master cylinder 2 via the second input port 30b.
An atmosphere chamber 40 in the control valve 30 communicates with the atmosphere. The pilot piston 31 is in the second liquid chamber 3
Normally, the first spring 41 disposed in the inside 9 is urged rightward in the figure to abut on the main body wall surface.

A diaphragm piston 32 disposed opposite to the pilot piston 31 is slidably provided in a second cylinder 35 formed in the main body, and a diaphragm 42 is provided on an end surface. The second liquid chamber 39 is provided by the diaphragm 42. And liquid-tight compartments. Diaphragm piston 32
An engagement protrusion 43 is formed on the left end face in the drawing to abut the spool piston 33, and the liquid chamber 44 defined by the left end face in the drawing of the diaphragm piston 32 is connected to the reservoir 3 via the discharge port 30c. Are in communication.
The discharge port 30c is also connected to a discharge port 51 of the second pressure control device 50 as shown in FIG. The diaphragm piston 32 is urged toward the spool piston 33 by the second spring 45, and the engagement protrusion 43 is in contact with the spool piston 33.

The spool piston 33 is slidably disposed in a third cylinder 36 in a port member 37 fixed to the main body, and a flow passage 46 is formed in the center of the spool piston. The groove 33 communicates with a groove 47 formed on the outer periphery. When the groove 47 is not operated, the first passage 37 a of the port member 37 and the discharge port 30
When the spool piston 33 moves to the left from the state shown in the drawing (that is, at the time of operation), it communicates with the accumulator 6 through the second passage 37b in the port member 37 and the third input port 30d. Communicate. In addition,
The width L of the groove 47 is the first passage 37 formed in the port member 37.
a from the state in which the flow path 46 at the center of the spool piston 33 is in communication with the first passage 37a on the port member side. When the piston 33 moves and the groove 47 is switched to the state of communication with the second passage 37b on the port member 37 side, a slight time lag occurs. The spool piston 33 is positioned by the main body wall surface at the right end face in the figure by the urging force of the return spring 48. The load relationship between the return spring 48 and the second spring 45 is as follows: the return spring 48> the second spring 45.

The flow passage 46 at the center of the spool piston communicates with a first input port 78 and a second pressure chamber 74 of a selection valve 70 to be described later via a boost chamber 49 → a first output port 30e. For this reason, in the control valve 30, when not operating, the boost chamber 49 is connected to the reservoir 3 via the flow passage 46 at the center of the spool piston → the groove 47 of the spool piston → the first passage 37a on the port member side → the discharge port 30c. It is in communication and is in a pressureless state.

[Second Pressure Control Device 50] As shown in FIG. 1, the second pressure control device 50 is disposed in a pipe connecting the reservoir 3 and a later-described selection valve 70. In FIG. 3, the second pressure control device 50 includes an electromagnetic proportional valve 54 and a control valve 60, which are connected by the illustrated piping. When the electromagnetic proportional valve 54 is not operated, the input port 57 of the valve 54 is shut off from the discharge port 55 and the output port 56 and the output port 56 and the discharge port 5 are closed.
5 is connected to the input port 57 and the output port 56 during operation, so that a controlled accumulator pressure can be supplied to a control valve 60 described later.
The electromagnetic proportional valve 54 is electrically connected to a force sensor 9a that outputs an output signal corresponding to the operation force of the hand lever 9 via the electronic control device 11, and the electronic control device 1
An accumulator pressure corresponding to the operating force of the hand lever 9 can be supplied to the control valve 60 by a command signal from the control lever 1. The electromagnetic proportional valve 54 may be a known one.

The control valve 60 is provided with a diaphragm piston 58 and a spool piston 59 in the main body in the arrangement shown in the drawing, and the respective pistons 58 and 59 are slidably disposed in the main body and on the port member 69. Port member 69
Is fixed to the main body by appropriate means. The pressure receiving area A3 of the diaphragm piston 58 and the pressure receiving area A4 of the spool piston 59 satisfy A3> A4. The diaphragm piston 58 has a diaphragm 61 on an end face, and the input chamber 62 is partitioned in a liquid-tight manner by the diaphragm 61, and the input chamber 62 communicates with the output port 56 of the electromagnetic proportional valve 54. An engagement protrusion 65 is formed on the left end surface of the diaphragm piston 58 in the drawing to contact the spool piston 59, and a liquid chamber 64 defined by the left end surface of the diaphragm piston 58 in the drawing.
Communicates with the discharge port 55 of the electromagnetic proportional valve 54 and the first passage 69 a of the port member 69. The diaphragm piston 58 is urged toward the spool piston 59 by the first spring 63, and the engagement protrusion 65 is in contact with the spool piston 59.

The engagement projection 65 of the diaphragm piston 58
A flow path 66 is formed at the center of the spool piston 59 in contact with the spool piston 59, and the flow path 66 communicates with a groove 68 formed on the outer periphery of the spool piston 59. This groove 68
The second passage 69b in the port member 69 is connected to the second pressure control device 50 when the spool piston 59 moves leftward from the state shown in the drawing (that is, when the spool piston 59 moves) when the non-operation is performed. Is connected to the accumulator 6 through the input port 52. Further, the spool piston 59 is positioned by the main body wall at the right end face in the figure by the urging force of the return spring 67. Note that the load relationship between the return spring 67 and the first spring 63 is as follows: the return spring 67> the first spring 63. Flow path 6 at the center of spool piston 59
6 communicates with a boost chamber 68 in the control valve 60, and the boost chamber 68 is connected to an output port 53 of the second pressure control device 50.
Is connected to the selection valve 70 via a. In the control valve 60, when hydraulic pressure is introduced into the input chamber 62, the diaphragm piston 58 moves to the left in FIG.
9 also moves to the left in the figure. At this time, since the diaphragm piston 58 moves while deforming the diaphragm 61, the sliding resistance of the diaphragm piston 58 can be reduced and responsiveness can be improved as compared with the case where a seal is arranged around the piston as in the related art. .

With the further movement of the spool piston 59, the central flow path 66 in the spool piston 59 is changed into the groove 68 of the spool piston 59 → the second passage 69b of the port member 69 → the input port 52 of the second pressure control device 50 → The fluid in the accumulator 6 communicates with the accumulator 6, flows into the boost chamber 68 from the above-described flow path, and is further supplied to the selection valve 70 from the output port 53 of the second pressure control device 50. The spool piston 59 moves left and right so that the hydraulic pressure of the boost chamber 68 acting on the left end of the spool piston 59 and the hydraulic pressure of the input chamber 62 acting on the right end of the diaphragm piston 58 are balanced. The hydraulic pressure in the boost chamber 68 is increased (boosted) in proportion to the hydraulic pressure in the input chamber 62. The boost ratio is determined by the ratio between the area of the left end of the spool piston 59 and the pressure receiving area of the right end of the diaphragm piston 58.

[Selection valve 70] In FIG.
Is provided with a spool valve 72 in the main body cylinder 71,
As shown, the spool valve 72 defines a first pressure chamber 73, a second pressure chamber 74, and a central chamber 75 between the pressure chambers on the left and right inside the cylinder 71. The spool valve 72 can move left and right in the drawing by the higher pressure of the chamber 74. The first pressure chamber 73 is connected to the output port 53 of the second pressure control device 50 via a pipe 76, and the second pressure chamber 74 is connected to the output port 30 of the control valve 30 via a pipe 77.
e.

The central chamber 75 has a first input port 78, a second input port 79, and an output port 80.
The input port 78 is connected to the output port 30 e of the control valve 30, and the second input port 79 is connected to the output port 53 of the second pressure control device 50.
When 2 moves by the higher pressure of the first pressure chamber 73 and the second pressure chamber 74, one of the input ports is closed,
The other input port is always open. The central chamber 75 is always in communication with each wheel cylinder 8 via the output port 80. In this selection valve 70, for example,
When the pressure in the first pressure chamber 73 is higher than the pressure in the second pressure chamber 74, the spool valve 72 moves to the left as shown in FIG. 79, the pressure from the second input port 79 can be output from the output port 80, and vice versa.
8 can be output.

The operation of the brake pressure control device configured as described above will be described separately for a hydraulic brake system and an electrically controlled brake system. Hydraulic brake system [When not operating] When the brake pedal 1 is open, no pressure is generated in the tandem master cylinder 2 and the first and second fluid chambers 38 and 39 in the control valve 30 are also free of pressure. Therefore, the control valve 30 does not operate, the state of FIG. 1 is maintained, and the pressure fluid from the accumulator 6 is shut off by the spool piston 33 in the control valve 30, so that the pressure is supplied to the selection valve 70. No pressure is generated in the wheel cylinder 8.

[Operation] When the driver steps on the brake pedal 1 and generates pressure in the tandem master cylinder 2, the pressures in the first liquid chamber 38 and the second liquid chamber 39 in the control valve 30 also increase. Piston 3
The pilot piston 31 does not move because the pressures at both ends are equal. In this state, the pressure in the second pressure generating chamber 2b of the master cylinder 2 acts on the diaphragm piston 32 in the control valve 30 via the second input port 30b of the control valve 30 and the second liquid chamber 39. When pressure acts on the diaphragm piston 32 in the control valve 30, the piston 32 moves leftward in FIG. 2, and the spool piston 33 also moves leftward in FIG. At this time, since the diaphragm piston 32 moves while deforming the diaphragm 42, the sliding resistance of the diaphragm piston 32 can be reduced and responsiveness can be improved as compared with the case where a seal is arranged around the piston as in the related art. .

Further movement of the spool piston 33 causes the central flow passage 46 in the spool piston 33 to
7 → the second passage 37b of the port member 37 → communicate with the accumulator 6 via the third input port 30d, and the pressure fluid in the accumulator 6 is introduced into the central passage 46 of the control valve → the boost chamber 49, and further output. Port 3
0e, it is supplied to the second pressure chamber 74 of the selection valve 70, and the spool piston 72 in the selection valve 70 moves rightward from the state of FIG. 1 to open the first input port 78 of the selection valve 70. As a result, the pressure from the control valve 30 is supplied to the wheel cylinder 8 via the first input port 78 → the center chamber 75 → the output port 80 of the selection valve 70, and the brake operates.

The spool piston 33 moves left and right so that the pressure in the boost chamber 49 acting on the left end of the spool piston 33 in the control valve 30 and the master cylinder pressure acting on the right end of the diaphragm piston 32 are balanced. , Boost chamber 49 pressure increases proportionally to master cylinder pressure (power boost)
Is done. The boost ratio is determined by the ratio (A2 / A1) between the pressure receiving area at the left end of the spool piston 33 and the pressure receiving area at the right end of the diaphragm piston 32. In this way, the brake is applied to both the front and rear wheels by the pressure increased (boosted) according to the pedaling force of the brake pedal.

When the brake is released, the first liquid chamber 38,
Since the pressure in the second liquid chamber 39 is released, the spool piston 33 in the control valve 30 returns to the initial position by the pressure in the boost chamber 49 and the action of the return spring 48, and the pressure in the wheel cylinder is applied to the reservoir 3. The brake is released because it is released.

[Fail] When the system of the first pressure generating chamber 2a of the tandem master cylinder 2 fails, the pressure of the second pressure generating chamber 2b of the tandem master cylinder 2 flowing into the second liquid chamber 39 of the control valve 30 As a result, the diaphragm piston 32 and the spool piston 33 can be moved to the left, and the brake can be operated by the pressure from the accumulator 6. When the system of the second pressure generating chamber 2b of the tandem master cylinder 2 fails, 1 Pilot piston 3 with pressure in pressure generating chamber 2b
1. Diaphragm piston 32, spool piston 33
To actuate the brake in the same manner as described above.

[Electric control type brake system] [When not operating] When the brake lever 9 as a manual operation member is released, there is no command from the electronic control device 11, so the electromagnetic proportional valve in the second pressure control device 50 The output pressure from 54 is zero, the control valve 60 does not operate, the pressure from the accumulator 6 does not act on the selection valve 70, and no pressure is generated in the wheel cylinder 8.

[Operation] When the driver operates the hand lever 9 as an operation unit, the electronic control unit 11 operates the electromagnetic proportional valve 54 in the second pressure control unit 50 in accordance with the operation force.
Is operated, and the input port 57 and the output port 56 of the valve 54 are operated.
And control the accumulator pressure to output port 5
6 to the input chamber 62 of the control valve 60. Control valve 6
When hydraulic pressure is introduced into the zero input chamber 62, the diaphragm piston 58 in the control valve 60 moves to the left in the figure, and the spool piston 59 also moves to the left in the figure. By this movement, the central passage 66 in the spool piston 59 is moved from the groove 68 to the second passage 69b of the port member 69, and then to the second pressure control device 50.
Of the control valve 60 through the input port 52 → the accumulator 6 so that the pressure fluid in the accumulator 6
→ Boost chamber 68 → Supplied from output port 53 to first pressure chamber 73 of selection valve 70, moves spool piston 72 leftward to the state shown in FIG.
Open 9. As a result, the pressure from the accumulator 6 is supplied to the wheel cylinder 8 via the central chamber 75 of the selection valve 70 → the output port 80 via the second pressure control device 50, and the brake is operated.

The spool piston is controlled so that the hydraulic pressure of the boost chamber 68 acting on the left end of the spool piston 59 in the control valve 60 and the hydraulic pressure of the input chamber 62 acting on the right end of the diaphragm piston 58 are balanced. The hydraulic pressure in the boost chamber 68 is increased (boosted) in proportion to the hydraulic pressure output from the electromagnetic proportional valve 54 by the left and right movement of the valve 59. The boost ratio is determined by the ratio (A3 / A4) between the pressure receiving area at the left end of the spool piston 59 and the pressure receiving area at the right end of the diaphragm piston 58.

When the brake is released, the electromagnetic proportional valve 54 returns to the initial position, and the input port 57 is connected to the other ports 56 and 5.
5 and the output port 56 and the discharge port 55
The hydraulic pressure in the input chamber 62 of the control valve 60 is released, and the spool piston 59 returns to the initial position.
The flow path 66 in the control valve 60 is the first path 6 of the port member 69.
It communicates with the reservoir 18 via 9a. Thereby, the pressure in the wheel cylinder is returned to the reservoir 18 via the selection valve 70 → the control valve 60 in the second pressure control device 50, and the brake is released.

[At the time of automatic braking] When a slip or the like occurs on the wheels when the vehicle starts, or when the distance between the vehicles becomes less than a predetermined value, it is necessary to operate the brake (at the time of automatic braking).
The electronic control unit 11 (ECU) operates the electromagnetic proportional valve 54 in the second pressure control device 50 based on signals from the wheel speed sensor, the inter-vehicle distance sensor 10, and the like, and the accumulator is controlled in the same manner as in the above-described embodiment. The hydraulic pressure is output from the output port 53 of the second pressure control device 50, and further introduced into the first pressure chamber 73 of the selection valve 70, and the spool piston 72 in the selection valve 70 is set to the state shown in FIG. Input port 7
Open 9. As a result, the pressure from the second pressure control device 50 is supplied to the wheel cylinder 8 via the selection valve 70 to operate the brake.

[When Both Input Devices are Operated Simultaneously] The brake pedal 1 is depressed and the hand lever 9
Is operated, and the control valve 3 is operated in the manner described above.
In the case where the accumulator pressures controlled at the same time are output from the control valve 30 and the second pressure control device 50, the spool valve in the selection valve 70 is controlled by the higher output pressure of the control valve 30 and the second pressure control device 50. 72 moves and applies the brake with the higher pressure. For example, when the output pressure from the control valve 30 is higher than the output pressure from the second pressure control device 50, the pressure in the second pressure chamber 74 becomes higher than the pressure in the first pressure chamber 73. The valve 72 moves to the right side from the position shown in the figure, and opens the first input port 78, closes the second input port 79, and outputs the pressure from the first input port 78 to the central chamber 75 → the output port 80. Then the brakes can work. Thus, even if the driver operates both input devices at the same time during driving, the higher pressure is always selected by the selection valve 70 to operate the brake, so that the brake pressures interfere with each other and the driver needs to operate. A situation in which a braking force cannot be obtained can be avoided.

As the second pressure control device 50, a device as shown in FIG. 4 can be used. Referring to FIG. 5, the pressure control device includes only an electromagnetic proportional valve 54, and the valve 54 is connected to an input port 5 communicating with an input port 52 of the second pressure control device 50.
7, an output port 56 communicating with the output port 53 and a discharge port 55 communicating with the discharge port 51 are provided as shown in the figure. When the proportional solenoid valve 54 is not operated, the input port 5
7 is blocked from the other ports 56 and 55, and the output port 56 and the discharge port 51 are in communication with each other. In operation, the input port 57 and the output port 56 are in communication with each other to control the accumulator pressure. 70 can be supplied. The electromagnetic proportional valve 54 is connected to a hand lever that outputs an output signal corresponding to the pedaling force of the brake pedal, or a sensor that outputs an output signal of the automatic brake via the electronic control unit 11. The accumulator pressure controlled in accordance with the swing angle of the hand lever 9 or the like is supplied to the selection valve 70 by a command signal from the controller 11 to operate the brake. In addition, the electromagnetic proportional valve 54 uses a well-known thing. In this embodiment, since a control valve is not required, the number of parts can be reduced.

In any of the above embodiments,
By providing a conventionally known hold valve and decay valve in a brake pipe between the selection valve 70 and the wheel cylinder, antilock control can be easily performed. Further, the above-mentioned automatic brake can exhibit effects such as collision prevention by enabling it to operate even in a conventional brake system. Further, in the above-described embodiment, the description has been made with the hydraulic brake.

[0035]

As described in detail above, according to the present invention,
If the driver operates both input devices simultaneously while driving, the fluid pressure in the system (hydraulic for hydraulic brakes and pneumatic for pneumatic brakes) will not interfere with each other. A stable braking force can be obtained. The booster is separated from the master cylinder to improve vehicle mountability. Since the electronic control unit 11 can control the hydraulic pump and various valves based on information from various sensors, the electronic control unit 1
Various braking modes can be realized only by changing the program in 1. A pressure control device is provided, and the brake can be operated with a light operating force by operating the brake lever (or hand switch) according to a command from the operation unit, so that it can be applied to vehicles for the physically handicapped. Become. And the like.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a brake pressure control device according to an embodiment of the present invention.

FIG. 2 is an enlarged sectional view of a control valve in the brake pressure control device.

FIG. 3 is an enlarged sectional view of a pressure control device in the brake pressure control device.

FIG. 4 is a diagram of a second embodiment of the pressure control device.

[Explanation of symbols]

REFERENCE SIGNS LIST 1 brake pedal 2 tandem master cylinder 3 reservoir 4 pump 5 pressure sensor 6 accumulator 7 relief valve 8 wheel cylinder 9 hand lever 10 inter-vehicle distance sensor 11 electronic control device 30 first pressure control device (control valve) 31 pilot piston 32 diaphragm piston 33 Spool piston 38 First liquid chamber 39 Second liquid chamber 40 Atmospheric chamber 49 Boost chamber 50 Second pressure control device 54 Electromagnetic proportional valve 60 Control valve 70 Selection valve 71 Cylinder 72 Spool valve 73 First pressure chamber 74 Second pressure chamber 75 Central Room

Claims (1)

[Claims] A first pressure control device for controlling and outputting the pressure of a pressure source in proportion to the output pressure of a master cylinder.
A second pressure control device 50 that controls and outputs the pressure of the pressure source 6 according to a command signal from the electronic control device 11, and a higher one of the output pressures of the first and second pressure control devices 30 and 50. A selection valve 70 for outputting pressure;
And a brake device operated by the output pressure of the brake.