JPS6053452A - Hydraulic controller used for antilock control - Google Patents

Abstract

PURPOSE:To reduce the size of a device, by a method wherein, in an antilock control system having a proportioning valve, the proportioning valve and a valve mechanism, which performs antilock control, are contained in a single body. CONSTITUTION:A device has a valve body 4 which is provided at both sides with cylinders 6 and 7 with a partition 5 nipped between the cylinders, and contains respectively within the cylinders 6 and 7 a valve piston part 10 and a control piston part 11 of a piston 9 having a through-part which extends through the partition 5. The valve piston part 10, functioning as a proportioning valve 12, and in a position, where the one-way valve 12 is deviated to the output liquid chamber (b) side, a ball valve 13 is separated from a valve seat 15 to open a communicating flow passage 17. The control piston part 11 is slid by means of a control oil pressure which is transmitted to a control oil pressure (c) through a pair of electromagnetic valves 20 and 21.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention is based on a hydraulic pressure of 1 tlJ used for anti-lock control of a vehicle.
More specifically, the present invention relates to a hydraulic pressure control device that also has the function of a so-called proportioning valve that reduces rear wheel brake fluid pressure and transmits the reduced pressure.

In general, in order to avoid the risk of wheel locking caused by excessive braking force when braking a vehicle, anti-rotation systems detect the occurrence of wheel locking or a sign of its occurrence and reduce the brake fluid pressure.

Various control systems have been proposed.

By the way, even if a vehicle is equipped with such an anti-lock control system, it is normal to install a so-called F90 portioning valve that transmits brake fluid pressure to the rear wheels at a lower level than that to the front wheels. This is done in consideration of the unlikely failure of the anti-lock control system and to prevent excessive braking on the rear wheels even in this case.

However, in this type of system, the valve mechanism for anti-lock control and the provisioning valve overlap,
This results in various difficulties such as an increase in the number of parts and an increase in the required volume.

Therefore, in the present invention, since the above-mentioned two types of valves have a common feature in that they are both used for controlling the brake fluid pressure system, this common feature is skillfully utilized to simplify the structure as a whole. It is an object of the present invention to provide a hydraulic pressure control device that can fully exhibit the functions of both of the valves.

The gist of the present invention to achieve such an object is to provide first and second cylinders arranged in the axial direction, substantially concentrically formed, and liquid-tightly sealed to each other. A second cylinder, a groportioning valve housed in the first cylinder to reduce and control the rear wheel transmission brake fluid pressure, and a control fluid pressure function that is housed in the second cylinder and is independent of the brake system. The proportioning valve is equipped with a 11i+1 hook piston that is forcibly moved to one side in the direction by force, and an anti-lock hydraulic pressure control mechanism that controls the rise and fall of the control hydraulic pressure, and the proportioning valve has the following features: Between the input fluid chamber leading to the mask cylinder and the output fluid chamber leading to the rear wheel brake system, due to the difference in fluid pressure from both fluid chambers, the input fluid chamber a valve piston movable in a direction, the control piston being configured such that a fixed amount of movement of the valve piston forms a valve that closes a normally open communication flow path between the input and output fluid chambers; , an anti-lock mU characterized in that the valve piston is connected in communication with the pulp piston so that the forced movement to one side in the axial direction coincides with the movement of the valve piston to the manual hydraulic fluid chamber. .

The present invention will be explained below based on an embodiment shown in the drawings.0 Fig. 1 shows an embodiment of the present invention, in which one hydraulic pressure fDIJ (i [ll device) is applied to one rear wheel brake device. belongs to.

In the figure, 1 is a brake cylinder, 2 is a mask cylinder, and 3 is a reservoir.

4, the valve of the hydraulic pressure control device is disposed, and the first valve 4 is the same on both sides of the partition wall 5. A second cylinder 6.7 is formed.

9 is inserted through the through hole 8 of the partition wall 4 and the first. 2nd scene') p
It is a piston installed to span 6.7, and Td
+x valve piston portion 10 slidingly fitted within the cylinder 6;
It consists of a control piston part 11 that slides into the second cylinder 7.

The valve piston portion 1o divides the inside of the first cylinder 6 into an input liquid chamber a (in this example, on the second cylinder 7 side) which communicates with the mask cylinder 2, and an output liquid chamber a which communicates with the rear wheel brake device 19. Also, there is a normally open one-way valve 1 inside.
2, and in the initial position where this one-way valve 12 is biased toward the output liquid chamber side shown in the figure, the beer 13 is pushed to the locking rod 14.
When the piston 9 moves υH in the communication passage 17 away from the valve seat 15 and moves toward the input liquid chamber a, the ball 1
3 is provided so as to sit on the valve seat 15 and close the communication flow path 17. Note that 16 is a hold-on ring that pushes the pole 13 toward the valve seat 15. In this example, the spring force that biases the histone 9 toward the output liquid chamber is 1 DIJ in the second cylinder. ] j It is provided by a corner spring 18 that engages with the piston portion 11.

Note that the rear wheel brake fluid pressure (that is, the output fluid pressure Pb) obtained by the stroke of the valve piston portion 1o is 1t.
The ftl&l state is that of ノ31, so to speak, and the relationship between aA+ and A2 as shown in the figure.
Due to the spring force F of the corner spring 18, the hydraulic pressures Pa and Pb in the input and output liquid chambers are pb = up to a certain corner value.
Isnθ=(A2-Al')/
Due to the relationship Az<1, the output liquid pb rises in a reduced pressure state with respect to the input liquid pressure Pa. This gap one-way valve 12 is repeatedly opened and closed.

In addition, the small 11 raised piston 11 in the second cylinder 7 connects the inside of the second cylinder 7 to the tijU raised oil chamber C and the hydraulic release oil chamber d.
The ml111111 oil chamber C has a pair of supply and
fljlJ suction fluid pressure is transmitted via the exhaust solenoid valve 20.21. And the acting direction of the hydraulic pressure applied to the control piston part 11 by this control hydraulic pressure,
The direction is set to move the valve piston portion 10 of the two-day valve toward the input liquid chamber.

Here, the fluid supply solenoid valve 20 is of a normally closed type, and receives fluid pressure from an appropriate fluid pressure source (not shown) (using a pressure accumulator or an appropriate power source unit of the vehicle) by controlling the TFIU by electromagnetically opening the circuit. The signal is transmitted to the liquid chamber C. The liquid drain solenoid valve 21 is of a normally open type and is normally provided to release the pressure in the control liquid chamber C to the reservoir 3 via the liquid pressure release liquid chamber d. It is designed to hold the hydraulic pressure.

According to the configuration on the second cylinder 7 side having such a configuration, when hydraulic pressure is applied to the control liquid chamber C, the illustrated area A 1 r
Due to the relationship A2, a hydraulic pressure Pc (A3-AI) acts on the right side in the figure, and the nokulp piston portion 10 of the piston 9 is moved in the direction of the input liquid chamber a.

Note that fluid pressure is transmitted to the control fluid chamber C when a wheel lock is detected during vehicle braking or a sign of a wheel lock is detected by an electrical anti-lock control circuit (not shown). The liquid supply valve 20 should always be closed.
By switching the open vF liquid valves to the opposite mode, hydraulic pressure Pc is applied to the control hydraulic pressure chamber C, and by returning to the initial position, the hydraulic pressure Pc is released to the reservoir 3. In this example, when hydraulic pressure is supplied, the degree of increase in the hydraulic pressure Pc can be selected by repeatedly opening and closing the liquid supply valve 20, and when draining liquid, it is held by repeatedly opening and closing the liquid drain valve 21. The degree of hydraulic pressure drop can be selected.

Note that the output characteristics of the signals for electromagnetically operating the liquid supply valve and the liquid drain valve may be determined according to a known anti-skid control method.

To describe the overall operation of the hydraulic pressure control device above, normally, depending on the movement of the Nordrug piston section 10 in the first cylinder 6, the reduced brake fluid pressure is transmitted to the rear wheel brake device. .

When wheel lock occurs due to vehicle braking, a predetermined hydraulic pressure is transmitted to the brake fluid chamber C as described above, and the piston 9 is further supplied with Pc(A3-At) null fluid pressure. act in a superimposed manner as a moving force in the direction of the input fluid chamber a, which causes the piston 9 to move, thereby increasing the volume of the output fluid chamber and thus lowering the brake fluid pressure pb.

At this time, the one-way valve 12 is closed.

After that, as the wheel lock is released, the hydraulic pressure P in the control liquid chamber C
When c is lowered, the piston 9 moves back toward the output liquid chamber according to the hydraulic pressure balance between the input and output liquid chambers a and b,
The brake fluid pressure Pb is raised again. By repeating this operation, wheel lock can be effectively prevented.

In this example, in order to ensure that the brake fluid returns to the mask cylinder side when the brake pedal is released from the road during anti-lock control, the output fluid chamber is connected to the input fluid chamber a. A piston-shaped sealing member 22 is interposed between the piston 9 and the first cylinder 6 to allow the return of liquid to the piston, but this may be replaced by another relief valve. 23 and 24 are sealing members.

FIG. 2 shows another embodiment of the present invention, in which the vehicle brake system is connected in a so-called cross piping type, and the hydraulic pressure control device is commonly integrated with both rear wheel brake devices 19 left rear and 19 right rear. It shows things.

The advantage of this example is that by arranging the pair of hydraulic pressure control devices symmetrically, the corner spring 18 is shared, and the broken supply/discharge valves 20, 21 are shared. In other words, the reason for this sharing is that in the case of rear anti-lock control, it is generally desirable to put both wheels in the same braking state when one wheel lock occurs. This is generally referred to as rear wheel anti-lock shaft control. Note that the same reference numerals in this example as those in FIG.

As described above, in the hydraulic pressure control device used for anti-lock control according to the present invention, the front brake control system which controls rear wheel brake hydraulic pressure reduction (+1) and the anti-lock FI11 control are combined. Its usefulness is extremely great because the parbuoy mechanism is contained in one small structure and can perform operations appropriate for two functions. It should be noted that the present invention is not limited to the structure shown, and for example, the structure of the noroportioning valve can be made by using a known structure with the same dimensions as long as there is no problem, and the structure of the 11y, l (1 ) Since the M2 cylinder may be placed on the left side of the figure with respect to the Uta 1 cylinder, the piston 9 is also the valve piston part and the control 7f=ll.
There is also no need for the e-stone part to be integrated.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram including a cross section of a hydraulic pressure control device showing one embodiment of the present invention, and FIG. 2 is a schematic diagram (2) of the same configuration in the case of a cross piping type. 1 Brake R Dull, 2: Master Cylinder, 3: Redeper, 4: Pulp Body, 5: Partition Wall, 6: Mu S1 Cylinder, 7: Second Cylinder, 8: Through Hole, 9: Piston, lO: Pulp Piston Part, 11: Control piston part, 12 one-way valve, 13: Beer, 14:
Locking rod, 15: Valve seat, 16 Two-hold spring, 17: Communication channel, 18: Corner spring, 19: f rake device, 20: Liquid supply solenoid valve (liquid supply valve), 21: Drainage solenoid Valve (drain valve), 22. 23, 24: Seal member. 4 Yu 718. Soko 1'-"

Claims (1)

[Claims] The first. a second cylinder, a groportioning valve housed in the first cylinder to reduce and control the rear wheel transmission brake fluid pressure, and a fljll t4r hydraulic pressure housed in the second cylinder and independent of the brake system. 1lrlJ is forcibly moved to one side in the p-axis direction by the acting force of
a control piston, and a hydraulic pressure control mechanism for anti-lock control that controls the rise and fall of the control hydraulic pressure, and the floating proportioning valve is connected to an input liquid chamber that passes through the mask cylinder and to the rear wheel brake system. A valve piston is provided between the communicating output liquid chambers so as to be able to move in the direction of the input liquid chamber against the biasing spring force in the direction of the output liquid chamber due to the difference in liquid pressure from both the liquid chambers. The control piston is configured to form a valve that closes the normally open communication passage between the input and output liquid chambers by moving the valve piston by a certain amount, and the control piston is configured such that the forced movement to one side in the axial direction is caused by a valve screw. A hydraulic pressure control device used for anti-lock control, characterized in that the hydraulic pressure control device is interlocked and connected to the valve piston so as to coincide with the movement of ton to the input liquid chamber.