JPS60116547A - Antiskid brake device - Google Patents

Abstract

PURPOSE:To reduce the amount of variation in hydraulic pressure at the time of braking by providing a first solenoid valve between a master cylinder and a modulator and also providing a pressure reducing chamber between said modulator and a caliper through a branch pipe and a second solenoid valve. CONSTITUTION:When braking, if the speed of rotation of a wheel becomes lower than a set reducing speed, an electronic control part 14 closes a first solenoid valve 16 to cut off a master cylinder 4 from a modulator 8, while it opens a second solenoid valve 18 to allow pressure escape into a pressure reducing chamber 22, reducing the braking pressure being fed to a caliper 10. By cutting off the hydraulic pressure from the master cylinder 4, being sent to the modulator 8, the amount of variation in the hydraulic pressure can be reduced. Thereby, even if the modulator 8 is miniaturized and lightened, the period of the pressure fluctuation becomes shorter, preventing its function from being deteriorated.

Description

[Detailed Description of the Invention] [Technical Field of the Invention] This invention 4J: Relates to a 'j' antiskid brake device, in particular brake 1j. death,
Without changing the pressure on the mask cylinder side, the maximum braking force of the caravan is reduced to a set pressure that is more sensitive than the wheel mouth/tuck pressure, and the amount of change in hydraulic pressure during braking is reduced, making the device smaller and lighter. The present invention relates to an anti-skid brake device that achieves this, prevents functional deterioration, and maintains a good brake operation feeling.

[Technical i"I' Keiko anti-skid brake device of the invention includes: a rotational speed sensor of a wheel, an electronic control unit that issues a braking signal of braking force based on a detection signal from the rotational speed sensor, and The main component is a modulator that receives signals and controls the braking pressure.Upstream of the modulator is connected a mask cylinder that applies hydraulic pressure when the brake is operated, and downstream of the modulator is a cylinder that applies brakes to the wheels. The calipers are connected to each other.

As a result, during sudden braking, the hydraulic pressure from the mask cylinder is reduced to a hydraulic pressure that does not cause locking, prevents skidding due to wheel locking, and maintains directional stability of both wheels.
This results in shorter braking distance.

[Problems with the background art] By the way, the conventional anti-skid brake device
As shown in the figure, the mask cylinder 4, modulator 8, and caliper 10 are sequentially communicated through piping 6, and as shown by the solid line in Figure 3, the mask cylinder 4, the modulator 8, and the lock pressure are reduced in line with the lock pressure and the pressure is reduced to -7 star cylinder pressure. Pressurization is repeated several times to prevent the wheels from collapsing. However, Ii mink also changes due to changes in the friction coefficient between the tire and the road surface. For this reason, if the lock pressure is extremely low relative to the mask cylinder pressure, the amount of change in oil pressure will be extremely large, and the period of lowering the braking pressure will become slower, making it difficult to brake the wheels and prevent them from locking. There is an inconvenience that it becomes a sit.

[Object of the Invention] Therefore, in order to eliminate the above-mentioned disadvantages, the object of the present invention is to provide a first electromagnetic valve between the mask cylinder and the modulator that is opened and closed by an electronic control unit, and to connect a branch pipe between the modulator and the caliper. A second solenoid valve that is controlled to open and close by the electronic control unit is provided in the middle of this branch pipe, and a decompression chamber is provided at the end of the branch pipe, so that when the brake is operated, the mask cylinder side The maximum braking pressure of the caliper can be reduced to a set pressure that is significantly higher than the locking pressure of the wheels without changing the pressure, and the amount of change in hydraulic pressure during braking can be reduced, making the device smaller and lighter. At the same time, it is an object of the present invention to realize an anti-skid brake device that can prevent functional deterioration and maintain good brake operation feeling.

[Structure of the Invention] In order to achieve this object, the present invention includes a mask cylinder that generates hydraulic pressure when the brake is operated, a wheel rotation speed sensor, and a braking force based on a detection signal from the rotation speed sensor. In the anti-skin one-co brake system, the anti-skin one-co-brake device is composed of an electronic control unit that issues a braking signal, a modulator that controls braking pressure in response to the braking signal, and a caliper that brakes the wheels using the pressure from the modulator. A first solenoid valve that is controlled to open and close by the electronic control unit is provided between the modulators, a branch pipe is provided between the modulator and the caliper, and a second solenoid valve that is controlled to open and close by the electronic control unit is provided in the middle of the branch pipe. In addition, a decompression chamber is provided in the branch pipe 6111 section.

[Embodiments of the Invention] Examples of the present invention will be explained below based on the drawings.

1 to 3 show embodiments of this invention. 1st
In the figure, 2 is an anti-skid brake device.

In this anti-skid brake device 2, a modulator 8 is communicated with a mask cylinder 4 via a pipe 6, and a caliper 1o is also communicated with the modulator 8 via a pipe 6. Further, a rotation speed sensor 12 that detects the rotation speed of the wheel is connected to the electronic control section 14, and the electronic control section 1
4 is a modulator 8, and first and second solenoid valves 16, which will be described later.
18 respectively.

In the piping 6 between the mask cylinder 4 and the modulator 8,
A first electric wire 1 whose opening and closing are controlled by the electronic control section 14
Set number 6). Further, a branch pipe 2o is arranged in the pipe 6 between the modulator 8 and the caliper 10, and the electronic control unit 14 controls the opening/closing side of the branch pipe 20 midway through the branch pipe 20. a11 second
A solenoid valve 18 is provided, and a decompression chamber 22 is provided in one portion of the branch pipe 20αg. This decompression chamber 22 is composed of a piston 24 that moves forward and backward, and a biasing means 26 made of a spring that biases the piston 24 toward the second electromagnetic valve 1B side. Furthermore, when the detected rotational speed falls below the set deceleration, for example, when the axle locks due to brake operation, the electronic control is activated to avoid determining that the coefficient of friction (μ) between the tires and the road surface is low. A section 14 is provided. At this time, the electronic control unit 14 is also provided with a function of closing the first solenoid valve 16 and opening the second solenoid valve 18 in the above-mentioned state.

Next, the effect will be explained.

In FIG. 1, during normal braking, for example when braking on a high friction road such as dry concrete, the first solenoid valve 16 is in an open state and the second solenoid valve 18 is in a closed state. As a result, hydraulic pressure is sequentially supplied from the mask cylinder 4 to the modulator 8 and the caliper 10, and normal wheel braking is performed.

Furthermore, if the rotational speed of the wheels falls below the set deceleration, the electronic control unit 14 will control J7. Judging that the friction coefficient (μ) is low, the first electric valve 16 is closed to apply a force between the mask cylinder 4 and the modulator 8, and the second
The solenoid valve 18 is opened to release pressure into the depressurization chamber 22, and the braking pressure supplied to the caliper 10 is lowered (l). This prevents locking without impairing the feeling of brake operation.

In addition, as shown by the solid line in FIG. 3 (by downsizing the pressure reduction gradient port of the conventional modulator, the modulator 8, as shown by the broken line, a delay α occurs in the pressure up-and-down movement period and the function deteriorates. The electronic control unit 14 closes the first solenoid valve 16 and closes the second solenoid valve 18.
By opening , it is possible to cant the hydraulic pressure of the mask cylinder 4 and reduce the amount of change in the hydraulic pressure, as shown by the dashed line from point A in FIG. Even if the weight is reduced and the decompression gradient is reduced,
The pressure up-and-down movement period becomes faster by β (beta), which makes it possible to prevent functional deterioration and to perform effective braking.

Next, to explain in detail along Figs. 2Δ to 2D, for example, the mask cylinder 4 pressure is 30 kg/cJ, and the mouth and mouth pressure is 15 kg/cJ.
g/cJ, the cut pressure canted by closing the first solenoid valve 16 and opening the second solenoid valve 18 is 20 kg/c
Let it be rIl. As shown in FIG. 2A, when the first solenoid valve 16 is open and the second solenoid valve 18 is closed, the oil pressure from the mask cylinder 4 is 30 kg /
cJ is sent to the caliper lO via the modulator 8. Here, if the wheel speed decreases below the set deceleration, the electronic control unit 14 determines that the coefficient of friction (μ) between the tires and the road surface is low, and the first solenoid valve 16 is set to 1L'.
1, and the second solenoid valve 18 is opened. As a result, the pressure of 30 kg/cl sealed in the modulator 8 and caliper 10 is released into the decompression chamber 22, and the cutting pressure is set to 20 kg/cJ, which is about 20% higher than the mouth-to-mouth pressure. That is, as shown in FIG. 2B, a pressure of 30 kg/cJ passes through the second electromagnetic valve 18 and reaches the decompression chamber 22, and pushes the piston 24 against the force of the force means 26, causing the pupil decompression chamber 22 to be pushed.
The cutting pressure is reduced to 20 kg/c+J to prevent the wheels from locking and perform braking.

When the brake operation is completed, the first solenoid valve 16 is opened as shown in FIG. The pressure is reduced to 1 kg/- by 4 degrees. and,
The second solenoid valve 18 is closed to return to the normal state as shown in FIG. 2D.

As a result, when the rotational speed drops by 4° below the set rotational speed, the mask cylinder pressure is forced/throttled, and after the force/throttling, the pressure is reduced to the cut pressure in the decompression chamber without changing the pressure on the mask cylinder side. Brake operation 1' ``Ability to brake effectively while maintaining good sensation.''

It should be noted that this invention is not limited to the above-described embodiments, and can be modified in various ways.

For example, in an embodiment of the present invention, a vacuum chamber is
Place the internal piston and this piston on the second solenoid valve side.
It is also possible to form a decompression chamber using a material that can expand and contract at will and has a depressurizing function.
It's Hi.

[Effects of the Invention] As explained above in detail, according to the present invention, a first solenoid valve whose opening and closing is controlled by an electronic control IBc is provided between the mask cylinder and the modulator, and a branch pipe is arranged between the modulator and the caliper. A second solenoid valve that is controlled to open and close by the electronic control unit is provided in the middle of this branch pipe, and a decompression chamber is provided at the end of the branch pipe, so that the pressure on the mask cylinder side does not change when the brake is operated. In addition, it is possible to reduce the maximum braking pressure of the caliper to a set pressure that is less than the locking pressure of the wheels, and to reduce the amount of change in oil pressure during braking, making the device smaller and lighter and reducing its functionality. This has the effect of being able to prevent the problem and maintain a good brake operation feeling.

[Brief explanation of drawings]

1 to 3 show embodiments of the present invention, FIG. 1 is a system diagram of an anti-skid brake device, and FIGS.
Enlarged cross-sectional view of the main parts showing the operating status of the solenoid valve and pressure regulating chamber, Part 3
The figure is a diagram showing changes in braking pressure due to brake operation 11'i. FIG. 4 is a system diagram of an anti-skinned brake device showing the prior art of the present invention. In the figure, 2 is an anti-skid brake device, 4 is a mask cylinder, 6 is a pipe, 8 is a modulator, 10 is a caliper, 12 is a rotation speed sensor, 14 is an electronic control f;
4.16 is a first solenoid valve, 18 is a second solenoid valve, 20 is a branch pipe, and 22 is a decompression chamber. Agent J: Buried Earth Yoshimi Saigo Patent Attorney Yukio Harada Figure 1 Procedural Amendment (Voluntary) January 13, 1980 Commissioner of the Patent Office Kazuo Wakasugi 1, Indication of Case 1988 Patent Application No. 224384 No. 2, Name of the invention Annasukino 1' Brake device 3, Amended/U Relationship with the case Patent applicant address 300 Takatsuka, Kami Village, Hamana District, Shizuoka Prefecture Name (20B
) Suzuki Motor Co., Ltd. Representative: Shu 4, Agent: 105 Aim: 03-438-224
1 (Representative) Address: 3-4-17 Toranomon, Minato-ku, Tokyo
” - Rokuyu 3rd Building 4th Floor 5, Correction Order II I/J Voluntary Figure 1

Claims (1)

[Claims] 1. A mask cylinder that generates hydraulic pressure when the brake is operated;
a wheel rotation speed sensor; an electronic control unit that issues a braking signal of braking force based on a detection signal from the rotation speed sensor;
In an anti-skid brake device that includes a modulator that receives this braking signal and controls the braking pressure, and a caliper that brakes the wheels using the pressure from the modulator, opening and closing is controlled by the electronic control unit between the mask cylinder and the modulator. A branch pipe is provided between the modulator and the caliper, and a second solenoid valve whose opening and closing are controlled by the electronic control unit is provided in the middle of the branch pipe. l!!J QQ An anti-skinned brake device characterized in that a depressurization chamber is provided at the end of the branch pipe. 2. The electronic control unit is configured to detect when the detected rotational speed has decreased to a set deceleration or higher. Claim 1, which is an electronic control unit having a control function of determining that the coefficient of friction between the tire and the !1゛h surface is low, and closing the first solenoid valve and opening the second solenoid valve. The anti-skinned brake device according to claim 1. 3. The acid ratio chamber is a decompression chamber having one stage of biasing -1 for biasing the piston toward the second electromagnetic valve.
Anti-skid brake device as described in section.