JPH02200552A - Braking hydraulic control device for vehicle - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] A1 Purpose of the invention (1) Industrial application fields The present invention relates to a braking hydraulic control device for a vehicle.

(2) Conventional technology A brake hydraulic control device for a vehicle having an anti-lock control function that lowers the brake hydraulic pressure in response to a wheel becoming likely to lock during braking is known, for example, from Japanese Patent Application Laid-Open No. 63-1991-1.
It is publicly known from Japanese Patent No. 219461 and the like.

(3) Problems to be Solved by the Invention By the way, it is also known that when the drive wheels of a vehicle experience excessive slip, it is possible to eliminate the excessive slip by braking the drive wheels to reduce the driving force. By adding such a traction control function to a brake hydraulic control device with an anti-lock function as described above, it is possible to obtain a brake hydraulic control device with high added value. Possible switching valves and hydraulic power supplies are possible, but in this case it is necessary to avoid complicating the construction.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a braking hydraulic control device for a vehicle that has an anti-lock function and a traction control function with a simple configuration.

B1 Structure of the Invention (1) Means for Solving Problem 411 The device of the present invention includes a master cylinder that outputs braking hydraulic pressure in response to depression of a brake pedal; A braking hydraulic pressure adjustment means for a driving wheel, which comprises a first piston slidably fitted into a cylinder body, and the first piston is biased by a spring from both ends; A cylinder and a pressure regulating supply source; and drive wheel control hydraulic pressure adjusting means interposed between the first control hydraulic chamber and the hydraulic pressure supply source to adjust the hydraulic pressure of the first control hydraulic chamber. .

(2) Effect According to the above configuration, when the switching valve is placed in a state where the master cylinder and the brake device of the driving wheels are in communication, when the brake pedal is depressed, the braking is output from the master cylinder according to the amount of depression. Hydraulic pressure acts on the brake device of the drive wheels to obtain braking force, and when the switching valve is placed in communication with the brake device and the drive wheel braking pressure adjustment means, the hydraulic pressure in the first control hydraulic chamber is applied to the drive wheels. When the hydraulic pressure is lowered by the first control hydraulic pressure adjusting means, the volume of the pressure regulating chamber that communicates with the brake device increases and anti-lock control can be performed.If the hydraulic pressure of the first control hydraulic chamber is further increased, the volume of the pressure regulating chamber increases. Traction control can be performed by contracting and increasing the braking pressure of the brake device.

(3) Embodiment Hereinafter, an embodiment in which the present invention is applied to a front wheel drive vehicle will be explained with reference to the drawings. First, in FIG. 1 showing an embodiment of the present invention, this braking hydraulic control device for a vehicle is
A tandem master cylinder M outputs braking hydraulic pressure in response to depression of the brake pedal P, and a braking system for the left front wheel serves as a driving wheel braking hydraulic pressure adjusting means corresponding to a brake device BFL mounted on the left front wheel as a driving wheel. Hydraulic pressure adjusting means 1C, right front wheel braking oil pressure adjusting means lFl as a driving wheel braking oil pressure adjusting means corresponding to the brake device srs mounted on the right front wheel, and a solenoid valve as a switching valve corresponding to the brake device Brt. 3FL and brake device BF
A solenoid valve 3□ as a switching valve corresponding to II, a hydraulic pressure supply source 4, and a control valve means for non-driving wheels corresponding to the brake device F B 11 L attached to the left rear wheel as a non-driving wheel. A control valve means 511L for the left rear wheel and a brake device B mounted on the right rear wheel as a non-driving wheel. A right rear wheel control valve means 51111 as a non-driving wheel control valve means corresponding to the control valve means 51111, a driving wheel control oil pressure adjusting means interposed between the left front wheel braking oil pressure adjusting means IFL and the oil pressure supply source 4. A hydraulic modulator 6FL for the left front wheel, a hydraulic modulator 6VS for the right front wheel as a drive wheel control hydraulic pressure adjusting means interposed between the braking hydraulic pressure adjusting means 10 for the right front wheel and the hydraulic pressure supply source 4, and a control valve for the left and right rear wheels. The rear wheel hydraulic modulator 6R is provided between the means 51.5o and the hydraulic pressure supply source 4 as a control hydraulic pressure adjusting means for non-driving wheels.

The tandem type master cylinder M has a first braking oil pressure output capo door a for outputting braking oil pressure to the brake device BFL attached to the left front wheel and the brake devices ifB and ll+ attached to the right rear wheel, and The brake device BFI installed on the left rear wheel and the brake device B□ installed on the left rear wheel,
A second brake hydraulic pressure output capo for outputting brake hydraulic pressure to!・
7b, and their braking hydraulic pressure output capos 1-7a, 7
Braking oil pressure corresponding to the amount of depression of the brake pedal P is outputted from b.

Each brake device Byt,, B□, B++t, B□ includes a cylinder 8 and a piston 9 slidably fitted in the cylinder 8, and has a braking force defined between the cylinder 8 and the piston 9. A braking force is generated by the movement of the piston 9 according to the braking oil pressure supplied to the hydraulic chamber IO.

Hydraulic supply #4 includes a hydraulic bove 11 that pumps up hydraulic oil from the oil tank T, an accumulator 12 connected to the hydraulic pump 11, and a pressure switch 13 for controlling the operation of the hydraulic pump 11.

The left front wheel braking oil pressure adjusting means 1y+ and the right front wheel braking oil pressure adjusting means IFR have basically the same configuration, and hereinafter, only the configuration of the left front wheel braking oil pressure adjusting means 1' will be explained. .

The left front wheel braking oil pressure adjustment means IFL includes a cylinder body 15 having a first cylinder hole 14 with both ends closed, a first piston 16 slidably fitted into the first cylinder hole 14, and a first cylinder hole. 14 and the first piston 16, and the first cylinder hole 1.
A first control hydraulic pressure chamber 18 defined between the other axial end wall of 4 and the first piston 16 and a first piston 16 that can be engaged with the first piston 16 from the pressure regulating chamber 17 side and slid relative to the first piston 16. A regulating rod 19 that can be fitted into the first cylinder hole 14 to bias the regulating rod 19 toward the first control hydraulic chamber 18 side.
A first spring 20 is interposed between the regulating rod 19 and one axial end wall of the spring 20, and a first spring 20 is interposed between the regulating rod 19 and the first piston 16 to bias the first piston 16 toward the pressure regulating chamber 17. A second spring 21 is provided.

The regulating rod 19 penetrates the center of the first piston 16 in an axially relatively movable and oil-tight manner, and one axial end of the regulating rod 19 is connected to the first piston 16 from the pressure regulating chamber 17 side. The first spring 20 is compressed between the engaging collar 19a and one axial end wall of the first cylinder hole 14. Further, a collar-shaped spring bearing member 22 is fixed to the other axial end of the regulating rod F19, and a second spring 21 is compressed between the member 22 and the first piston 16. Ru.

In this left front wheel braking oil pressure adjusting means IFL, the pressure regulating chamber 17
When the hydraulic pressure in the first control hydraulic chamber and the first control hydraulic chamber is the same during the day, the regulating rod 19 connects the other end to the first control hydraulic chamber as shown in FIG.
The first piston 16 is positioned in contact with the other end wall of the cylinder hole 14, and in this state, the position of the first piston 16 is restricted by the restriction rod 19.

When the hydraulic pressure in the first control hydraulic chamber 18 decreases, the first piston 16 moves in a direction to increase the volume of the pressure regulating chamber 17 while contracting the second spring 21, and the first control hydraulic chamber 18
When the oil pressure increases, the first piston 16 and the regulating rod 19 move in a direction to reduce the volume of the pressure regulating chamber 17 while contracting the first spring 20.

The solenoid valve 3FL is a braking oil pressure adjustment means IF for the left front wheel.
The pressure regulating chamber 17 of L, the first brake hydraulic pressure output capo) 7a of the master cylinder M, and the brake hydraulic pressure chamber I of the brake device BFL.
It is possible to selectively switch between communication and disconnection with O, and in the off state, the first brake oil pressure output capo door a communicates with the brake oil pressure chamber 10, and in the energized state, it communicates with the pressure regulating chamber 17. It communicates with the brake hydraulic pressure chamber lO.

In addition, the solenoid valve 3Fl is connected to the pressure regulating chamber 17 of the right front wheel brake hydraulic pressure adjusting means 1□, the second brake hydraulic pressure output capo door b of the master cylinder M, and the brake hydraulic pressure chamber 1 of the brake device B□.
0, and in the demagnetized state, the second brake hydraulic pressure output capo door b and the brake hydraulic pressure chamber 1
0, and in the excited state, the pressure regulating chamber 17 and the braking hydraulic pressure chamber 10 are communicated.

The pressure regulating chamber 17 of the braking hydraulic pressure adjusting means 1□ for the left front wheel and the braking hydraulic chamber 10 of the brake device BFL are the solenoid valve 3
7. The solenoid valve 3 is connected to the pressure regulating chamber I7 of the right front wheel braking hydraulic pressure adjusting means l These check valves 31FL, 37□ are connected via a valve 37□.When the oil pressure in the pressure regulation chamber 17 is higher than the oil pressure in the brake oil pressure chamber 10 by a certain value or more, the check valves 31FL and 37□ close the brake oil pressure chamber lO from the pressure regulation chamber 17. Allow only side flow.

The left rear wheel control valve means 511L and the right rear wheel control valve means 5111 basically have the same configuration,
Hereinafter, only the configuration of the left rear wheel control valve means 511L will be described.

The left rear wheel control valve means 511L has second and third cylinder holes 4 coaxially bored with a partition 39 interposed therebetween.
0.41, a third piston 43 that is slidably fitted in the second cylinder hole 40 in the axial direction, and a third piston 43 that is interlocked and connected to the third cylinder hole 41.
a fourth piston 44 that is slidably fitted into the partition wall 39;
and an output chamber 45 defined between the third histone 43;
The second control is defined between the input chamber 46 defined between the kA" 139 and the fourth piston 44, the end wall of the third cylinder hole 41 on the opposite side to the partition wall 39, and the fourth screw 744. A third valve is connected between the hydraulic chamber 47, the input chamber 46 and the output chamber 45.
and the 4th screw]・Communication according to the movement of 43, 44,
It includes an on-off valve mechanism 48 disposed on the partition wall 39 to shut off, and a spring 49 contracted between the end wall of the second cylinder hole 4o opposite to the partition wall 39 and the third piston 43.

The output chamber 45 is communicated with the brake hydraulic pressure chamber 10 of the brake device BIL, and the input chamber 46 is communicated with the second brake hydraulic pressure output capo door b of the master cylinder M. Further, the third and fourth pistons 43.44 are fixed to both ends of a connecting rod 5° that oil-tightly and movably penetrates the partition wall 39, so that the third and fourth pistons 43.44 are interlocked. . Furthermore, the third and fourth pistons 43 and 44 are urged by the spring 49 in a direction to contract the volumes of the output chamber 45 and the second control hydraulic chamber 47 and to increase the volume of the input chamber 46.

The on-off valve mechanism 48 includes a valve chamber 51 bored in the partition wall 39 and communicating with the input chamber 46, a valve hole 52 formed in the partition wall 39 between the valve chamber 51 and the output chamber 45, and the valve hole 52. A valve body 53 is housed in the valve chamber 51 to open and close it, a spring 54 is housed in the valve chamber 51 to bias the valve body 53 in the valve-closing direction, and a graceful spring 54 is inserted into the valve hole 52. The valve rod 55 is inserted through the valve rod 55.

Moreover, one end of the valve rod 55 is fixed to the valve body 53, and the other end is projected into the output chamber 45 through the valve hole 52 so as to come into contact with the third piston 43.

In this opening/closing valve mechanism 48, the third piston 43 is connected to the output chamber 4.
The valve is opened while the third valve is moving toward the partition wall 39 to contract the volume of the third valve, and the third
When the piston 43 moves in the direction away from the partition wall 39, the valve is closed and the input chamber 46 and the output chamber 45 are cut off.

In the left rear wheel control valve means 511L, when the oil pressure in the second control oil pressure chamber 47 is low, the third piston 43 moves toward the partition wall 3.
In this state, the braking oil pressure from the master cylinder M acts on the brake device BIIL from the input chamber 46 via the on-off valve mechanism 48 and the output chamber 45. Furthermore, when the hydraulic pressure in the second control hydraulic chamber 47 increases, the third piston 43 moves in a direction away from the partition wall 39, the on-off valve mechanism 48 closes, and the volume of the output chamber 45 increases. Braking oil pressure decreases.

The left front wheel hydraulic modulator 6FL and the right front wheel hydraulic modulator 6□ are arranged parallel to each other in a common first housing 60, and have basically the same configuration. Front wheel hydraulic modulator 6
Only the structure of FL will be described in detail below.

The left front wheel hydraulic modulator 6FL has a first capotro 1 communicating with the hydraulic pressure supply source 4, a first output capotro 2 communicating with the first control hydraulic pressure chamber 1, and a first release port 63 communicating with the oil tank T. A first spool 64 is slidable in the first housing 60 to switch the communication state between the first input port 1, the first release port 63, and the first output port 2 according to the axial movement. A first spool 64 is fitted freely, and at one end of the first spool 64 is a first
An electromagnetic solenoid 65 is interlocked and connected, and a first output hydraulic chamber 66 communicating with the first output capotro 2 is formed facing the other end surface of the first spool 64 in order to exert a hydraulic pressure to counter the above-mentioned 11 forces. Become.

A fourth cylinder hole 67 is bored in the first housing 60, and the first spool 64 is slidably fitted into the fourth cylinder hole 67. The first electromagnetic solenoid 65 is attached to one outer surface of the first housing 60,
The drive rod 68 of the first electromagnetic solenoid 65 is coaxially inserted into the fourth cylinder hole 67. Also, a first
An output hydraulic chamber 66 is defined, and a return spring 69 that urges the first spool 64 toward one end in the axial direction, that is, toward the first electromagnetic solenoid 65, is housed in the first output hydraulic chamber 66.

Therefore, one end of the first spool 64 has a drive rod 68.
are in constant contact with each other, and the first spool 64 and the first electromagnetic solenoid 65 are interlocked and connected.

The first spool 64 is provided with lands 71, 72 forming an annular groove 70 between them. Also, the fourth cylinder hole 6
7, an annular recess 73 that allows communication between the first release port 63 and the annular groove 70 and an annular recess 74 that allows communication between the first person capotro 1 and the annular groove 70 are spaced in the axial direction. It is provided with an opening. Furthermore, the first spool 64 is provided with a communication passage 75 that opens on the side end surface of the first output hydraulic chamber 66 and communicates with the annular groove 70. When the annular recess 73 is in the hydraulic pressure supply position communicating with the groove 70, the land 7
1, and the first spool 64 is closed from the hydraulic pressure supply position.
When the annular recess 73 is moved to the left and is in the hydraulic release position where the annular recess 73 communicates with the annular groove 70, the annular recess 74 is closed by the land 72, and at an intermediate position between the oil pressure supply position and the oil pressure release position, the inner annular recess 73. 74 are respectively closed by lands 71 and 72.

That is, the first spool 64 is at a hydraulic pressure supply position where the annular groove 70 communicating with the first output hydraulic chamber 66 is communicated with the first person capotro 1 to supply hydraulic pressure from the hydraulic pressure supply source 4 to the first output hydraulic chamber 66. and a hydraulic pressure release position where the annular groove 70 is communicated with the first release port 63 and the first output hydraulic pressure chamber 66 is communicated with the oil tank T.
The hydraulic pressure of the first electromagnetic solenoid 65 acting on one axial end of the spool 64 acts toward the hydraulic pressure supply position, and the hydraulic pressure applied to the other axial end of the first spool 64 due to the hydraulic pressure of the first output hydraulic chamber 66 Acts toward the hydraulic release position.

A first spool 6 is provided on the other end wall of the fourth cylinder hole 67.
a protrusion 76 that can abut the other end surface of 4 and close the communication path 75;
is provided protrudingly, and a first output capotro 2 is bored in the other end wall at a position offset from the protrusion 76. Therefore, the protrusion 7
6 is the first spool 64 when a hydraulic failure occurs in the hydraulic path between the first output hydraulic chamber 66 and the first control hydraulic chamber 18.
The communication passage 75 is closed in response to the maximum rightward movement of the hydraulic modulator 6FL161.
I is prevented from being affected by the oil pressure failure.

The first electromagnetic solenoid 65 is a near solenoid that generates thrust according to the amount of electricity input to it.

In other words, the first electromagnetic solenoid 65 generates a thrust according to the voltage when the excitation current amount or resistance is constant, and when the excitation current amount is summer and the constant is K in the stroke range. The thrust force F generated by the first electromagnetic solenoid 65 is expressed as F=K·■. Further, when the hydraulic pressure of the first output hydraulic chamber 66 is P8 and the pressure receiving area of the first spool 64 facing the first output hydraulic chamber 66 is S, the hydraulic pressure f acting on the first spool 64 is f- 8
,・P,. Therefore, F=K・■>f=sc
-Pw, the first spool 64 moves to the right hydraulic pressure supply position, and when F<f, the first spool 64 moves to the right hydraulic pressure supply position.
Spool 64 moves to the left hydraulic release position.

In this way, depending on the magnitude relationship between the thrust force F and the hydraulic pressure,
By moving the spool 64 in the axial direction, hydraulic oil is supplied from the hydraulic supply source 4 to the first output hydraulic chamber 66,
Since the hydraulic pressure in the first output hydraulic chamber 66 is released, the hydraulic pressure P. is given by the following equation.

Pw-(K/Sc) ・■ In other words, the hydraulic pressure Pt1 is proportional to the current r supplied to the first in magnetic solenoid 65, and the first output hydraulic pressure chamber 66
The hydraulic pressure P, , can be arbitrarily controlled by the current supplied to the first electromagnetic solenoid 65.

The rear wheel hydraulic modulator 6m has basically the same configuration as the left and right front wheel hydraulic modulator 6 FLI 6 FTl described above, and has a second hydraulic modulator connected to the hydraulic pressure supply source 4.
Input port 81, second output port 82 communicating with second control hydraulic chamber 47, and second release port 8 communicating with oil tank T
3, a second input port 81 in the second housing 80 having a
A second spool 84 is slidably fitted in order to switch the communication state between the second release port 83 and the second output port 82 according to the axial movement, and one end of the second spool 84 is connected to an input power source. A second electromagnetic solenoid 85 that exerts a thrust according to the amount of thrust is interlocked and connected, and a second output hydraulic chamber 86 that communicates with the second output port 82 is connected to the second spool 84 and other parts to exert a hydraulic pressure that counters the thrust. It is formed facing the end face. Moreover, the second housing 80 is similar to the first housing 6
The second spool 84 has an axis parallel to the first spool 64 of the left and right front wheel hydraulic modulators 6FL, 6□, and is slidably fitted into the second housing 80. and the second input port 81 is connected to the first input port 81.
The second release port 83 is communicated with the first release port 63.

Next, the operation of this embodiment will be explained. During normal braking operation, the electromagnetic solenoid 65 of the front wheel hydraulic modulators 6, L, 6□ and the rear wheel hydraulic modulator 6R.
85 is demagnetized, and solenoid valve 3 FLl
3 FN is also demagnetized. Brake devices Brt, BFII, BIL, B111+
(7) The brake hydraulic pressure chamber IO is in communication with the brake hydraulic pressure output capo doors a and 7b of the master cylinder M.

In this state, when the brake pedal P is depressed to perform a braking operation, the braking hydraulic pressure generated in the master cylinder M is applied to each brake device B FLI B Fl, B II.
Acts on LB□.

When the front wheels are about to become locked during such braking, or when a locked state occurs, the solenoid valves 3FL and 3Fm are energized. As a result, the brake hydraulic pressure chambers 10 of the brake devices B, L, and B□ are switched from the state in which they were communicating with the master cylinder M to the state in which they are communicated with the pressure regulating chamber 17 of the brake hydraulic pressure adjusting means IFL, 1□ for the left and right front wheels. Sleep. Furthermore, in this state, the first electromagnetic solenoid 65 of the left and right front wheel hydraulic modulator 6 FLI 6 Fl is demagnetized, and the first control hydraulic chamber 18 is in communication with the oil tank T. Therefore, left and right 11
In the brake hydraulic pressure adjustment means 1□, 1□ for 71 wheels, the pressure adjustment chamber 17
The first piston 16 operates in the direction of increasing the volume of the brake hydraulic chamber lO in the front wheel brake device B, , B□.
In this case, the hydraulic pressure decreases and the lock state is reached.

When the slip ratio of the front wheels reaches an optimum state due to the pressure reduction, the first electromagnetic solenoid 65 of the front wheel hydraulic modulator 6 r t +6□ is energized. As a result, a hydraulic pressure corresponding to the amount of excitation current of the first electromagnetic solenoid 65 is generated in the first output hydraulic chamber 66, and this hydraulic pressure acts on the first control hydraulic chamber 18 of the left and right front wheel braking hydraulic pressure adjusting means I FLI I PR. This makes it possible to linearly control the hydraulic pressure in the brake hydraulic chamber 10 so that the optimum slip state is maintained.

When the solenoid valves 3FL and 3□ are returned to their original demagnetized state upon completion of the anti-lock control for the front wheels, the braking hydraulic pressure adjustment means IF for the left and right front wheels is adjusted at the end of the braking operation.
The hydraulic pressure accumulated in the pressure regulating chamber 17 at L and l□ is transferred to the check valve 37. The first piston 16 is released to the master cylinder M side via L and 37□, and the first piston 16 returns to its initial position.

Further, when the rear wheel is about to become locked, or when a locked state occurs, the second electromagnetic solenoid 85 of the rear wheel hydraulic modulator 6II is energized. As a result, a hydraulic pressure corresponding to the excitation current amount of the second electromagnetic solenoid 85 is generated in the second output hydraulic chamber 86, and this hydraulic pressure acts on the second control hydraulic chamber 47 of the control valve means 51L 5□ for both rear wheels. In both rear wheel control well means 5 all 5 am, the on-off valve mechanism 48 closes and the volume of the output chamber 45 increases. Therefore, the hydraulic pressure in the brake hydraulic chamber IO in the brake devices 131L and 131M decreases, and the locked state can be released.

Let us assume that the drive wheels, that is, the front wheels, experience excessive slip while the vehicle is running in a non-braking state.

At this time, the solenoid valves 3FL, 3□ are energized so that each brake device Brt, B- communicates with the pressure regulating chamber 17 of the front wheel brake hydraulic pressure adjusting means IFL, 1□, and the front wheel hydraulic pressure modulator 6 FLI6 r
The first electromagnetic solenoid 65 of * is excited. As a result, a hydraulic pressure corresponding to the excitation current amount is generated in the first output hydraulic chamber 66 of each hydraulic modulator 6 FLI 6 FN, and this hydraulic pressure is applied to the front wheel braking hydraulic pressure adjusting means I FLI 1 ym.
It acts on the first control hydraulic chamber 18 of. As a result, the volume of the pressure regulating chamber 17 is contracted in the front wheel brake hydraulic pressure adjusting means IFL, 1□. Therefore, even though the brake pedal P is not depressed, the brake device BFL,
At B□, the hydraulic pressure in the brake hydraulic chamber 10 increases, and a braking force is applied to the front wheels to reduce the driving force, making it possible to eliminate excessive slip.

FIG. 2 shows another embodiment of the invention, in which parts corresponding to the bipedal embodiment are given the same reference numerals.

Brake device BIL attached to the non-driving wheel, that is, the rear wheel
, B□ is connected to a rear wheel brake hydraulic pressure adjusting means 5R1 as a non-driving wheel brake hydraulic pressure adjusting means. This rear wheel brake hydraulic pressure adjusting means 5R1 has basically the same configuration as the rear wheel hydraulic pressure modulator II of the above embodiment, and includes a second input port 81 communicating with the hydraulic pressure supply source 4, a brake device A second housing 80 having a second output port 82' leading to BIL+ Blm and a second release port 83 leading to the oil tank T has a second input port 81 and a second release port 83 and a second output port 8.
A second spool 84 is slidably fitted in order to switch the state of communication between the second spool 84 and the second spool according to the axial movement.
An electromagnetic solenoid 85 is interlocked and connected to the second output port 82 to exert hydraulic pressure to counteract the thrust.
An output hydraulic chamber 86 is formed facing the other end surface of the second spool 84. Further, a load cell 9o for detecting the amount of depression of the brake pedal P is attached to the master cylinder M.

According to this embodiment, by exciting the second electromagnetic solenoid 85 with an amount of electricity corresponding to the amount of depression of the brake pedal P detected by the load cell 90, the brake device BeLrBa1l is caused to perform braking corresponding to the amount of depression of the brake pedal P. It is possible to supply hydraulic pressure, and the second electromagnetic solenoid 8
It is also possible to perform anti-lock control by lowering the braking oil pressure by controlling the amount of input electricity in step 5.

Therefore, the amount of hydraulic oil from the master cylinder M can be relatively small, and the pedal stroke of the brake pedal P can be reduced to improve the operating feeling, and the master cylinder M can be made smaller. becomes.

In each of the above embodiments, control hydraulic pressure adjustment means for driving wheels and non-driving wheels 6. L, 6□, 6. has been described as a modulator including a linear solenoid, but an ordinary electromagnetic valve may be used as the control oil pressure adjusting means, and in this case, a lower cost control device can be realized.

C1 Effects of the Invention As described above, according to the present invention, normal braking control, anti-lock control, and traction control can be switched by switching control of the switching valve and hydraulic pressure adjustment of the drive wheel control hydraulic pressure adjusting means. With this configuration, it is possible to realize a vehicle brake hydraulic pressure control ffj device having an anti-lock control function and a traction control function.

[Brief explanation of the drawing]

FIG. 1 is a hydraulic circuit diagram of one embodiment of the present invention, and FIG. 2 is a hydraulic circuit diagram of another embodiment of the present invention. IFL, 1□...Front wheel brake oil pressure adjustment means as a drive wheel brake oil pressure adjustment means, 3 FLI 3 vm...
・Solenoid valve as a switching valve, 4...hydraulic supply source,
5F15Fm...Rear wheel control valve means as non-driving wheel control valve means, 6FL, 6□...Front wheel hydraulic modulator as drive wheel control hydraulic pressure adjustment means, 6.・・・
- Rear wheel hydraulic pressure modulator as non-driving wheel control hydraulic pressure adjusting means, 6R... Rear wheel braking hydraulic pressure adjusting means as non-driving wheel braking hydraulic adjusting means, ]4... Cylinder hole;
15... Cylinder body, 1G... First screw 1-n, I
7...Pressure control chamber, 18...1st control j1 hydraulic chamber, 19.
...Restriction rod, 45...Output chamber, 4G...Input chamber, 47...Second control hydraulic chamber, 60...First housing, 61...First release port, 62... 1st output port, G3... 1st release port, 64... 1st spool, 65... 1st electromagnetic solenoid, 66... 1st
Output quasi-pressure chamber, 80... second housing, 81... second input port, 82... second output port, 83...
Second release port, 84...Second spool, 85...
2nd electromagnetic solenoid, 86...2nd output hydraulic chamber, Br+, , B□, BIL, B111...brake device, M...master cylinder, P...brake pedal, T...oil tank

Claims (6)

[Claims] (1) A master cylinder that outputs braking hydraulic pressure in response to depression of the brake pedal; and a first piston with both ends facing the pressure regulating chamber and the first control hydraulic chamber, which are slidably fitted into the cylinder body. and a driving wheel braking hydraulic pressure adjusting means in which a first piston is biased by a spring from both ends; and a switching valve capable of switching between communication and isolation between a brake device mounted on the driving wheel and a master cylinder and a pressure regulating chamber. ;hydraulic supply source;
A braking hydraulic pressure control device for a vehicle, comprising: a drive wheel control hydraulic pressure adjusting means interposed between the first control hydraulic chamber and a hydraulic pressure supply source to adjust the hydraulic pressure of the first control hydraulic chamber. (2) The driving wheel braking oil pressure adjusting means includes a cylinder body having a cylinder hole with both ends closed, a first piston that is slidably fitted into the cylinder hole, an axially one end wall of the cylinder hole, and a first piston that is slidably fitted into the cylinder hole. A pressure regulating chamber defined between one piston, a first control hydraulic pressure chamber defined between the other axial end wall of the cylinder hole and the first piston, and engageable with the first piston from the pressure regulating chamber side. a regulating rod that is slidably fitted to the first piston; and a regulating rod that is interposed between one axial end wall of the cylinder hole and the regulating rod to bias the regulating rod toward the first control hydraulic chamber. The vehicle according to item (1), comprising a first spring and a second spring interposed between the regulating rod and the first piston to bias the first piston toward the pressure regulating chamber. Braking hydraulic control device. (3) An input chamber that communicates with the master cylinder, an output chamber that communicates with the brake device attached to the non-driving wheels and that can communicate with the input chamber, and a second control hydraulic chamber;
Control valve means for non-driving wheels configured to be able to increase the volume of the output chamber while blocking the connection between the input chamber and the output chamber according to an increase in the oil pressure in the second control oil pressure chamber, and adjust the oil pressure in the second control oil pressure chamber. The braking hydraulic control device for a vehicle according to item (1), further comprising a second control hydraulic chamber and a non-driving wheel control hydraulic pressure adjusting means interposed between the second control hydraulic chamber and the hydraulic pressure supply source. (4) The driving wheel control hydraulic pressure adjustment means is arranged in a first housing having a first input port communicating with a hydraulic pressure supply source, a first output port communicating with a first control hydraulic pressure chamber, and a first release port communicating with an oil tank; A first spool is slidably fitted in order to switch the communication state between the first input port, the first release port, and the first output port according to the axial movement, and one end of the first spool is connected to an input power source. A first electromagnetic solenoid that exerts a thrust according to the amount of thrust is interlocked and connected, and a first output hydraulic chamber communicating with the first output port faces the other end surface of the first spool to exert a hydraulic pressure to counter the thrust. The braking hydraulic control device for a vehicle according to item (1), characterized in that: (5) The control hydraulic pressure adjustment means for non-driving wheels includes a second input port communicating with the hydraulic pressure supply source, and a second input port communicating with the second control hydraulic pressure chamber.
A second housing having an output port and a second release port communicating with the oil tank includes a second spool for switching the communication state between the second input port and the second release port and the second output port in response to axial movement. is slidably fitted, and a second electromagnetic solenoid is interlocked and connected to one end of the second spool to exert a thrust according to the amount of input electricity, and a second output is connected to the second spool to exert a hydraulic pressure to counter the thrust. The braking hydraulic control device for a vehicle according to item (3), wherein the second output hydraulic chamber communicating with the port is formed facing the other end surface of the second spool. (6) a second housing having a second input port communicating with a source of hydraulic pressure, a second output port communicating with a brake device mounted on a non-drive wheel, and a second release port communicating with an oil tank; A second spool is slidably fitted in order to switch the communication state between the second release port and the second output port according to the axial movement, and one end of the second spool is configured to apply a thrust according to the amount of input electricity. A second electromagnetic solenoid is interlocked and connected, and a second output hydraulic chamber communicating with the second output port is formed facing the other end surface of the second spool in order to exert a hydraulic pressure that counters the thrust. (1) characterized by comprising wheel brake hydraulic pressure adjustment means;
The vehicle braking hydraulic control device described in 2.