JPS63305066A - Antiskid brake circuit - Google Patents

Abstract

PURPOSE:To aim at the secureness of remaining braking force at time of trouble in one system by installing three control valves which independently control braking devices for left, right and both wheels of rear or front shafts with each air pressure signal out of an OR function valve, one side of dual valves and the other side one. CONSTITUTION:A first modulator 22 controls air pressure for brake chambers 25a, 25b of a front one shaft, applying each brake to both wheels of the front one shaft. Next, a second modulator 23 controls air pressure for an air tank 8a with an air pressure signal fed out of one side of dual brake valves 21, then this air pressure is fed to left-wheel brake chambers 26a, 27a of both first and second shafts, applying each brake to these left wheels. And, a third modulator 24 controls air pressure of an air tank 8b with an air pressure signal fed out of the other side of the dual valves 21, then this air pressure is fed to right-wheel brake chambers 26b, 27b of both these first and second shafts, applying each brake to these right wheels. Consequently, a brake circuit system for these symmetrical wheels of both first and second shafts is set down to two independent systems, so that the brake system for the front one shaft is left operated intact if one system gets out of order.

Description

DETAILED DESCRIPTION OF THE INVENTION a. Field of Industrial Application The present invention relates to a brake circuit for an anti-skid device of an automobile having a two-system brake circuit.

b. Prior Art If the wheels of a motor vehicle are applied too vigorously to the wheels while traveling at high speed, the vehicle may lose its bearings. This is a phenomenon that occurs when the wheels are completely locked. It is impossible for humans to control the vehicle with their feet the moment it starts to skid while suddenly applying the brakes.

For this reason, there are anti-skid devices that automatically control the brake devices on the wheels momentarily when the brakes are applied suddenly.

Figure 2 shows an example of the configuration of an air brake circuit for a conventional three-axle vehicle, that is, a front l-axis and two rear axles (arrows indicate the front). The dual brake valve 1 is operated to control the air pressure in the air tanks 8a and 8b, and the air pressure signal is transmitted to the first . 2nd and 3rd relay valves 2, 3.4. The air pressure signal (brake instruction pressure) sent from one side of the dual brake valve l causes the air pressure from the air tank 8a controlled by the first relay valve 2 to be
The brake chambers 5a and 5b of the brake system of the shaft are supplied to the brake chambers 5a and 5b, and the second and third relay valves 3 and 4 are activated by the air pressure signal (brake command pressure) sent from the other of the dual brake valves 1. The air pressure from the air tank 8b, which is controlled via the
and 6b and 7b to operate the brakes.

Note that 9 is a near compressor driven by an engine (not shown).

On the other hand, an example of the configuration of the air brake in the anti-skid device of the three-axle vehicle (the arrow indicates the front) is shown in Fig. 3.
In the figure, speed signals from rotational speed detectors 10a and 10b that detect the rotational speed of the left and right wheels of the front axle, respectively, are
It is input to the front 1-axis wm unit 13 with a built-in computer, and in response to the sudden braking signal from the dual brake valve 1, the rotational speed, current brake state, and pre-programmed brake state are compared and calculated in the control unit 13. The output signal was used to control the control valve 2a of the brake device for the first front axle. In addition, the speed signals from the rotational speed detectors 11a, 12a and llb, 12b, which respectively detect the rotational speeds of the left and right wheels of the rear cylinder 1 and the second shaft, are transmitted to the computer built-in controller for the rear two axes. 14, compare and calculate the brake condition programmed in advance in the same way as the controller 13,
The control valves 3a and 4a of the rear two axle brake devices were controlled in the same manner by the output signal.

In addition, there is Japanese Patent Application Laid-Open No. 60-215458 as a prior art.

C8 Problems to be Solved by the Invention According to the conventional anti-skid device, the first system brake circuit independently controls the brake devices of the left and right wheels of the front (or rear) axle, and the rear (or front) axle. In a motor vehicle that has a second system brake circuit that independently controls the left and right wheels of the axle, if a failure occurs in the brake piping of either the left or right wheel of the a (or front) axis, recovery (or Before)
There was a problem in that the entire shaft system failed, and only the other front (or rear) shaft system remained, making it difficult to secure braking force for the vehicle.

The present invention has been made in view of the above points, and its purpose is to solve the problems of the anti-skid device brake circuit, and
To provide an anti-skid brake circuit that secures residual braking force even when a failure occurs in one of the brake circuits for an automobile having two brake circuits subjected to anti-skid control. .

d. Means for Solving the Problems The configuration of the present invention for solving the above problems is to independently adjust the left and right wheels of the rear (or front, hereinafter in this section, the same order is in parentheses) axle. An anti-skit brake circuit that controls brakes includes a dual brake valve, a valve with an OR function that selects and operates the air pressure signal of one of the dual brake valves with a higher air pressure, and a valve with the OR function. a first control valve operated by an air pressure signal or an electric signal, which controls the brake devices of the left and right wheels of the front (or rear) axle in response to an air pressure signal from one of the dual valves; a second control valve actuated by a pneumatic signal or an electric signal to control the braking device for the left wheel of the (or front) axle; and a brake for the right wheel of the rear (or front) axle by the pneumatic signal of the other dual valve. A third control valve operated by air pressure or an electric signal that controls the device is provided, and each brake device for the left and right wheels of the front (or rear) axle and the left and right wheels of the rear (or front) axle is independently operated. It is characterized by control.

e. Examples Hereinafter, preferred embodiments of the present invention will be described in detail by way of example based on the drawings.

FIG. 1 shows one embodiment of the present invention, and is a brake circuit diagram applied to an air brake of an automobile having one front axle and two rear axles (arrows indicate the front).

In the figure, this brake circuit has two independent brake circuits for the left and right wheels of the rear axle, and air tanks 8a and 8
b by operating the dual brake valve 21 to control the air pressure.
The air pressure signal (brake command pressure) is transmitted to the double relay valve 20 and the second valve. to the third modulator 23.24. The double relay valve 20 receives both air pressure signals (brake command pressure) from the dual brake valve.
Either one of the higher air pressure signals is selected and actuated accordingly to control the air pressure supplied from the air tanks 8a, 8b via the double check valve 19 and send it to the first modulator 22. At the same time, the double relay valve 20 is a valve having a so-called OR function, which cuts off the input side of the other low air pressure signal.

Said 1st. Second. Third modulator 22.23.24
is a kind of control valve, which is operated by an input air pressure signal or electric signal to control the air pressure of the air source and supply it to the brake chamber of each brake device.

The first modulator 22 controls the air pressure to the brake chambers 25a, 25b of the front l-axis brake device, and
Apply the brakes to the left and right wheels. second modulator 2
3 controls the air pressure in the air tank 8m by the air pressure signal (brake instruction pressure) sent from one of the dual brake valves 21, and controls the brake chamber 26a of the rear cylinder 1 and the brake device for the left wheel of the second shaft; 27a to apply the brake, and the third modulator 24
The air pressure signal (brake instruction pressure) sent from the other of the dual brake valves 21 causes the air tank 8b to
The air pressure is controlled and supplied to the rear cylinder 1 and the brake chambers 26b and 27b of the brake device for the right wheel of the second shaft to apply the brakes.

Furthermore, although not shown in the drawings, rotational speed detectors for detecting rotational speeds are provided on each wheel of the vehicle, and the left and right wheels of the front l axis, the rear first axle, the left and right wheels of the front l axis, the rear first... The rotational speed of each wheel is independently detected for each channel of the left wheel of the second shaft, the rear cylinder 1°, and the right wheel of the second shaft, and is input to each controller built in the combiator. Based on the sudden brake signal, each controller calculates and compares the rotational speed, current brake state, and pre-programmed brake state,
The first. Second. Anti-skit brake control is possible by controlling each of the third modulators 22, 23, and 24.

Therefore, the second one. The brake circuit systems for the left and right wheels of the second axis are two independent systems, and the brake circuit system for the front l axis remains even if one of the two systems fails. . Therefore, the front l axis, the rear l axis. 2nd wheel left, rear 1st wheel. It is possible to secure braking force for two of the three channels on the right side of the second axis.

In the above embodiment, instead of the front axle, the left rear wheel, and the right rear wheel, it is also possible to configure brake circuits for the left front wheel, the right front axle, and the rear wheel. , a double relay valve has been described as an example, but a double check valve or the like may also be used.

It should be noted that the technology of the present invention is not limited to the technology in the above-mentioned embodiments, and means of other modes that perform the same function may be used, and the technology of the present invention can be modified in various ways within the scope of the above-mentioned configuration. It is possible to add.

f. Effects of the Invention As is clear from the above explanation, according to the present invention, the rear (or front, hereinafter in this section, the same order is in parentheses) of the motor vehicle.
In the anti-skid brake circuit that brakes the left and right wheels of the axle independently, even if a failure occurs in the brake circuit of either the left or right wheels of the rear (or front) axle, the other rear wheel and It is a two-system brake circuit in which the front wheel (or the other side of the front axle and the rear wheel) remains, so the front (or rear) left and right wheels, the left wheel of the rear (or front) axle, and the rear (or Of the three channels of the right wheel of the front) axle, residual braking force can always be secured for two channels.

In addition, even if a failure occurs in the brake circuit of either the left or right wheel of the front (or rear) axle, the brake circuit of the right wheel of the rear (or front) axle remains, ensuring braking force. Can be done.

Therefore, even when a failure occurs in the one-channel brake circuit, the braking force of the vehicle is ensured, making it possible to increase safety compared to the prior art.

[Brief explanation of drawings]

Fig. 1 shows an embodiment of the automatic brake circuit of the present invention, and Fig. 2 is a circuit diagram of air brake piping for a 3-axle vehicle. Fig. 2 is a circuit diagram of air brake piping for a conventional 3-axle vehicle. is the anti-skid 7 in the air brake of a conventional 3-axle vehicle.
FIG. 19...Double check valve, 20...Tuffle relay valve, 21...Dual brake valve, 22.23.24...Modulator, 25a, 25b
, 26a, 26b, 27a, 27b... Brake chamber. Patent applicant Jidosha Kiki Co., Ltd. (and 2 others) Figure 1 Figure 2 Figure 3

Claims (1)

[Claims] In an anti-skid brake circuit that independently controls the brakes on the left and right wheels of the rear (or front, hereinafter the same in parentheses) axle of an automobile, there is provided a dual brake valve and an air pressure of the dual brake valve. a valve that is operated by selecting one of the air pressure signals with a higher value, and an air pressure signal or an electric signal that controls the brake devices of the left and right wheels of the front (or rear) axle based on the air pressure signal from the valve. a second control valve that is actuated by an air pressure signal or an electric signal that controls a braking device for the left wheel of the rear (or front) axle by the air pressure signal of one of the dual valves; A third control valve operated by air pressure or an electric signal controls a brake device for the right wheel of the rear (or front) axle based on the air pressure signal of the other of the dual valves, An anti-skid brake circuit that independently controls each brake device for the left and right wheels of the rear (or front) axle.