JPS6243348A - Hydro-booster associated with anti-skid device - Google Patents

Abstract

PURPOSE:To improve the anti-skid control performance by facing first and second control oil chambers against the power piston in brake oil pressure generating mechanism and independently controlling the first and second control chambers through a solenoid valve unit. CONSTITUTION:Power piston 101 will receive the hydraulic pressure in first control oil chamber C which is fed with oil pressure from control oil chamber F through solenoid valve unit 200 and move to apply moving force to an engaging hydraulic piston 102. Said piston 102 has a flow path 102a penetrating in axial direction and a check valve 103 is arranged in said flow path 102a. The oil chamber A' facing against the power piston side end section of hydraulic piston 102 is communicated with the oil chamber A in second cylinder II while the oil chamber B facing against the opposite side end section of piston 102 is communicated with the wheel cylinder W/C. Hydraulic pressure is transmitted into the control chamber C to move the power piston 101 thus to move the hydraulic piston 102, then a gate valve 103 will close to produce such brake oil pressure as proportional to the oil pressure in first control oil chamber C into the oil chamber B.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to a hydrobooster for a brake system combined with an anti-skid device.

[Background of the invention]

Conventionally, various devices have been proposed for use in vehicle braking systems, such as a no-hydro booster as a booster mechanism and an anti-skid control device to prevent wheel locking during braking. These are generally configured as individual devices.

However, since these are incorporated into a single system called the vehicle brake, if they are skillfully combined to form an integrated unit, it will be easier to assemble into the vehicle, and it will also improve the structure. If functional improvement is achieved, its usefulness will be extremely large.

Therefore, based on this viewpoint, the present applicant filed a patent application filed in
The present invention has proposed a hydro booster as shown in No. 02532 and others, and it can be said that if the amplifier skid control characteristics of the previously proposed hydro booster can be improved, its usefulness will be further increased.

[Purpose of the invention]

The present invention has been made based on this point of view, and its purpose is to provide a hydro booster with an anti-skid device by utilizing the structure, by simply improving the structure, and by adding BL-' kana parts. There are several companies that offer hydroboosters with significantly improved skid control performance.

[Summary of the invention]

The hydro booster according to the present invention, which was made from this point of view, has a feature that it has a power piston that moves in response to control hydraulic pressure transmitted from a pressure accumulation source, and moves to the moving state of this power piston to adjust the brake hydraulic pressure. a brake hydraulic pressure generating mechanism that generates a brake hydraulic pressure; a pedal response device that determines a level of control hydraulic pressure transmitted from the pressure accumulation source to the brake hydraulic generating mechanism in dependence on a depression force of a brake pedal; A hydro booster with an anti-skid device, which is equipped with a solenoid valve device that reduces or increases the control hydraulic pressure when anti-skid control is required, or maintains it as necessary, the hydraulic booster is equipped with The main power piston has a first control oil chamber that applies control oil pressure in the direction of increasing the generated brake oil pressure, and a second control oil chamber that applies control oil pressure in the direction of decreasing the generated brake oil pressure. The electromagnetic valve device is provided so that the control oil pressures of the first and second control oil chambers can be independently controlled.

[Embodiments of the invention]

The present invention will be explained below based on embodiments shown in the drawings.

This embodiment includes a fail-safe component that functions as a general mask cylinder type brake hydraulic pressure generator in the event of a failure of the pressure accumulation source, and therefore the power piston in this embodiment The brake oil pressure generation mechanism included in the brake system is provided with a structure that also includes a square mechanism that closes the pressure oil passage connected from the face-safe mechanism to the brake device side during normal braking, and opens it when a failure occurs.

In the figure, reference numeral 1 is a cylinder pedi, and from the right end (hereinafter referred to as the rear end) side of the figure, the stepped first cylinder ■, which has a built-in pedal response device as a hydro booster mechanism;
The 27th cylinder has a built-in fail-safe hydraulic pressure generation mechanism that generates 7 fail-safe hydraulic pressures for the brake hydraulic system.
and a third cylinder {circle around (2)} containing a built-in hydraulic pressure generating mechanism for generating brake hydraulic pressure for the second brake hydraulic system are provided coaxially with each other, and these M2. The fail-safe hydraulic pressure generating mechanism in the third cylinder and the brake hydraulic pressure generating mechanism for the second brake hydraulic system have substantially the same structure as the existing tandem type mask cylinder device. Further, the brake hydraulic pressure of the second brake hydraulic system may be directly transmitted as brake hydraulic pressure to a brake device connected thereto, or may have a configuration similar to that of the first system.

First, the structure inside the first cylinder I will be explained. This is because the control piston 3, in which a suitable flow path is formed, is slidably fitted to the first cylinder I, and the return spring 5
The rear end (right end in the figure) is suppressed and biased toward the opening side. A flow path switching piston 4 is slidably fitted within the internal cylinder 3a of the control piston 3, and a bushing rod 2 is engaged with the rear end thereof.

The gash rod 2 is connected at its rear end to a brake pedal (not shown), and first presses and moves the switching piston 4 when the brake pedal is pressed against the brake pedal.

A pedal response device (hereinafter simply referred to as a booster) for determining the control oil pressure level for the amplifier skid configured in the relationship between the control piston 3 and the switching piston 4 is as follows:
When the brake is not applied, the oil chamber G and the hydraulic release oil chamber are in communication with each other through the passages 3b and 4m, and the switching piston 4 is pushed into the control piston 3 by the braking operation. When pushed into the passage 3c, communication between the passages 3b and 4m is cut off.

The passage 4b is communicated with the oil chamber G and the oil chamber F, and the pressure oil in the pressure accumulator 6 is introduced into the oil pressure F. This introduction oil pressure is
The hydraulic pressure also acts on the front end surface of the switching piston 4, and therefore, the hydraulic pressure is transmitted to the Gunsch rod 2 and the brake pedal 4 as a road reaction force via the switching piston 4. The hydraulic pressure introduced and maintained at the brake pedal is determined as a value proportional to the force with which the brake pedal is pressed (therefore referred to as control hydraulic pressure hereinafter). In addition, 7 is a switching piston 40 return spring.

Next, the structures inside the second cylinder (2) and the third cylinder (2) will be described.

A DR4 tandem master cylinder type hydraulic pressure generating mechanism is accommodated within 1 m of these cylinders. That is, a first hydraulic piston 8 engaged with the front end of the control piston 3, a second hydraulic piston 9 spaced apart from and facing the front end of the first hydraulic piston 8 via a set spring 10, and a second The front of the second hydraulic piston/9 is moved by a return ring 11 that returns the hydraulic piston 9 toward the rear side
The 1st oil chamber (7 oil chambers) faces the rear end of each.

A second oil chamber H is formed.

These oil chambers A, H are closed when there is no access to the brake pedal and each piston is in its initial position (the position shown) by various springs.12.
13 to the reservoirs 14 and 15, and when the brake pedal is lowered, the piston cup 1 of each piston
6.17 closes 12.13 (Competing Poe)
Hydraulic pressure is generated in accordance with the decrease in each oil guide volume. Note that 18 and 19 are intake ports, respectively.

The mechanism housed within the cylinder body 1 above is the first oil stopper A by way of the downstairs to the brake pedal.

A large hydraulic pressure is generated in the second oil chamber H depending on the pedal depression blade, respectively.
Further, control hydraulic pressure depending on the pedal depression blade is introduced into the oil chamber F from a pressure accumulator and is maintained therein.

Note that 20 is a pump that pumps pressure oil from the reservoir to the pressure accumulator 6.

Next, the brake hydraulic pressure generating mechanism 100 of the first brake hydraulic system housed in the fourth cylinder (2), which is formed independently of the cylinders 1, U, and III, will be explained.

The brake hydraulic pressure generating mechanism 100 of this example includes a four-stroke force piston 1 for generating brake hydraulic pressure during normal braking.
01 and no during normal braking? Hydraulic piston 1 that cooperates with war piston 101 to generate brake hydraulic pressure, and has a built-in on-off valve 103 that transmits the fail-safe hydraulic pressure generated in the oil chamber A to the brake device side in the event of a failure.
It consists of 02 combinations.

The four-way warp piston 101 moves and engages in response to the hydraulic pressure of the first control oil chamber C, to which pressure oil is transmitted from the control oil chamber F through the electromagnetic valve device (i.e., anti-skid device). A moving force is applied to the hydraulic piston 102. On the other hand, the hydraulic piston 102 has a passage 102a penetrating in the axial direction, and when the pawl 105 comes into contact with the locking rod 104, normally the pawl 105 is separated from the valve seat 102b to open the passage 102&, and the hydraulic piston 102 is opened. ) 7102, the engagement by the locking rod 104 is released and the pawl 105 is seated on the valve seat 102b, thereby closing the flow path 102.
The check valve type on-off valve 103 that closes the & is built in this flow path 102a.

The oil chamber A', which the end of the hydraulic piston 102 faces on the four-power piston side, communicates with the oil chamber A in the second cylinder (2), and the oil chamber B, which the opposite end of the hydraulic piston 102 faces, It is communicated with the wheel cylinder W/C of the brake device.

As described above, when the hydraulic pressure is transmitted to the first control oil chamber C,
The power piston 101 moves to suppress the hydraulic piston 102, which closes the on-off valve 103, and thereafter a brake oil pressure proportional to the oil pressure of the first control oil XC is generated in the oil chamber B.

On the other hand, when the hydraulic pressure is not transmitted to the first control oil chamber C during braking due to failure of the pressure accumulator 6, etc., the oil pressure in the fail-safe oil chamber A of the second cylinder
At this time, since the hydraulic piston 102 does not move, the on-off valve 103 remains open, so the hydraulic pressure generated in the oil chamber A is transmitted to the oil chamber B via the oil chamber A'.
This becomes the brake oil pressure.

Note that 106 is a return spring for returning the power piston 101, 107 is a return spring for returning the hydraulic piston 102, and 108 is a set ring for the locking rod 104.

Further, the brake hydraulic pressure generating mechanism 100 of this example further has the following two characteristic configurations. That is, the first feature is that the large diameter portion 101& of the nowaer piston 101 facing the first control oil chamber C is provided with a larger diameter than the diameter of the hydraulic piston 102, and the second feature is that ) J? A hydraulic force is applied to the quaston 101 from a second control oil chamber E in a direction opposite to the hydraulic force from the first control oil chamber C.

The first feature is that the control oil pressure required to generate the necessary brake oil pressure is determined by changing the cross-sectional area ratio (AC>A) between the first control oil chamber C and the oil chamber B that generates the brake oil pressure. This means that the pressure can be lowered, and this provides various benefits such as, for example, reducing the capacity of the Achiemulator 6 and improving the durability of the seal.

The second feature is that the hydraulic pressure of the first control oil chamber C and the second control oil chamber E is controlled by the combination with the electromagnetic valve device 200 described later, thereby controlling the brake oil pressure during anti-skid control. This has the advantage of being able to select various modes of depressurization and pressurization.

Next, the solenoid valve device 200 of this example will be explained.

The solenoid valve device 200 of this example includes a normally open first solenoid valve 205 interposed in a path 201 that transmits pressure oil from a control oil chamber F on the booster side to a first control oil chamber C; A normally closed second solenoid valve 206 interposed in the path 202 between the first control oil chamber C and the second control oil chamber E, and the connection from the second control oil chamber E to the reservoir 208 It consists of a normally open third solenoid valve 207 interposed in the paths 203 and 204,
During normal braking, the control oil pressure is transmitted only to the first control oil chamber CK via the first solenoid valve 205 which is in the normally open state.
Brake oil pressure is generated in the oil chamber B according to the predetermined operation of the power piston 101 described above.

On the other hand, during amplifier skid control, by switching the opening and closing of the first to third electromagnetic valves 205, 206, and 207, it is possible to appropriately select υ, e.g., the pressure reduction mode or pressurization mode described in Ill. 2 below.

(a) Sudden pressurization: Apply control pressure only to C.

Fourth grade pressurization: Apply control pressure to C and E at the same time.

Or release the control pressure of E.

C Rapid pressure reduction Remove the control pressure of C.

Apply control pressure to the second-class vacuum E.

Or release the control pressure at C and E at the same time.

Such two control modes may be provided using a control circuit that outputs actuation signals to the first to third solenoid valves as appropriate depending on the wheel speed state of the vehicle, and such a control circuit is known in the art. It can be used as is or modified as needed.

〔Effect of the invention〕

According to the invention, the anti-skid device and the hide o7”-
By integrating the brake system, various devices used in the brake system can be made smaller, and there is no movement of the brake pedal on the road during anti-skid, and furthermore,
It has the advantage that the depressurization and pressurization modes for anti-skid control can be obtained suitably depending on the actual wheel speed state, and its usefulness is unique.

[Brief explanation of drawings]

The drawings are based on the present invention...Outline of the structure of the Hydropusta.
It is a figure which shows an example. 1: Cylinder gear 2: Push rod 3: Control piston 4: Switching piston 5: Return spring 6: Pressure accumulator 8: First hydraulic piston 9: Second
Hydraulic piston 12.13: Competition, N-) 18.19: Intake port 20: YN pump 100 brake hydraulic pressure generation mechanism 101: Power piston 102: Hydraulic piston 103: Opening/closing valve 104: Locking rod 105: Closing rod 106.107: Return spring 108: Set spring 200: Solenoid valve device 201.202, 203.204: Path 205: First solenoid valve (normally open type) 206: Second solenoid valve (normally closed type) 207 : Third solenoid valve (normally open type).

Claims (1)

[Claims] A brake hydraulic pressure generating mechanism includes a power piston that moves in response to control hydraulic pressure transmitted from a pressure accumulation source, and a brake hydraulic pressure generation mechanism that moves the power piston to a moving state to generate brake hydraulic pressure; and a brake hydraulic pressure generation mechanism that generates brake hydraulic pressure from the pressure accumulation source. A pedal response device that determines the level of the control hydraulic pressure depending on the depression force of the brake pedal, and a control hydraulic pressure transmitted to the brake hydraulic pressure generation mechanism, which reduces or increases the pressure when anti-skid control is required, or adjusts the pressure as necessary. A hydro booster equipped with an anti-skid device including a solenoid valve device for holding the hydraulic pressure, and a first control oil that acts on the power piston of the brake oil pressure generation mechanism to apply a control oil pressure in the direction of increasing the generated brake oil pressure. and a second control oil chamber that applies a control oil pressure in the direction of reducing the generated brake oil pressure, and the solenoid valve device independently controls the control oil pressure of the first and second control oil chambers. A hydro booster equipped with an anti-skid device.