JPH069954B2 - Hydraulic pressure adjustment device for anti-skidding device - Google Patents

Description

Description: [Industrial field of application] The present invention relates to a hydraulic pressure adjusting device for an athi-skid device which is optimal for use in a brake device of a vehicle or the like.

[Conventional technology]

The applicant has previously proposed, as a device of this type, a cut valve provided in a passage from a master cylinder to a wheel cylinder and capable of blocking communication between the two, and a wheel of the cut valve that can open and close the cut valve at one end. A plunger movable to increase the volume of the wheel cylinder side passage of the cut valve by receiving the pressure on the cylinder side, and a plunger formed on the other end side of the plunger to face the wheel cylinder side pressure and apply a pressure to the plunger. A control room for introducing the pressure to be received,
A first solenoid valve device provided in a passage connecting the control chamber and the master cylinder, the first solenoid valve device being switched from a position where the solenoid coil communicates with the solenoid cylinder to a position where the solenoid coil is shut off, and the first solenoid valve device; A second electromagnetic valve device provided between the control chamber and the reservoir, the second solenoid valve device being switched between a position where the control chamber is shut off from the reservoir and a position where the solenoid chamber is communicated with the reservoir according to energization of the solenoid coil. A pump that is provided between the reservoir and the reservoir and that can supply pressurized liquid to the control chamber; and a control unit that determines the skid state of the wheels and controls switching of the first and second electromagnetic valve devices. And a solenoid coil for the first solenoid valve device is communicated by the first brake slack signal issued from the control unit when the anti-skid control is started. In addition, the solenoid coil for the second solenoid valve device is energized each time a brake slack signal is issued from the control unit, and the pressure from the master cylinder is applied to both ends of the plunger at the normal time when anti-skid control is not performed. It is proposed that the cut valve is kept open by operating the cut valve. (Patent application “Hydraulic pressure control device for anti-skid” issued on Dec. 11, 1984) No. 61-139544 gazette. In such a device, a brake slack signal is issued from the control unit at the start of anti-skid control. Accordingly, the solenoid coil is energized, the control chamber is shut off from the master cylinder by the first solenoid valve device, and the control chamber is communicated with the reservoir by the second solenoid valve device. The pressure from the master cylinder is discharged to the reservoir, and the plunger is moved in the direction in which the cut valve closes and the volume of the passage on the wheel cylinder side increases. Then, after that, by supplying or discharging or holding the pressure of the control chamber which is cut off from the master cylinder, the position of the plunger is adjusted to change or make the passage volume on the wheel cylinder side constant, so that the anti-skid control is continued. It has become.

[Problems to be Solved by the Invention]

However, in the previously proposed one, in order to keep the control chamber from the master cylinder by the first solenoid valve device during the anti-skid control, the solenoid coil of the first solenoid valve device is continuously energized. Therefore, the power consumption required for the anti-skid control increases correspondingly, and the performance of the valve device deteriorates due to heat generation of the solenoid coil due to continuous energization.

The present invention has been made in view of the above problems, and is for an anti-skid device in which the first electromagnetic valve device can hold the shut-off position between the control chamber and the master cylinder without continuously energizing the solenoid coil. An object of the present invention is to provide a hydraulic pressure adjusting device.

[Means for Solving the Problems]

In order to achieve the above-mentioned problems, the present invention provides the above-mentioned hydraulic pressure adjusting device for an anti-skid device, wherein
The solenoid valve device of (1) has a valve body that can be closed to prohibit liquid movement from the master cylinder to the control chamber, and has a valve body that is biased by a spring in a valve opening direction. The second solenoid valve device is configured to be closed and held by the differential pressure generated between the master cylinder side and the control chamber side in response to the switching operation to the position where the control chamber communicates with the reservoir. is there.

[Work]

According to this, the brake slack signal is issued from the control unit with the start of the anti-skid control, and the first solenoid valve device is switched to the position where the control chamber is shut off from the master cylinder by energizing the solenoid coil. When the second solenoid valve device is switched to the position where the control chamber communicates with the reservoir, the valve body of the first solenoid valve device causes the differential pressure such that the master cylinder side pressure against the biasing force of the spring> the control chamber side pressure. In response to this pressure difference, the valve is pressed in the valve closing direction. Therefore, even if the energization of the solenoid coil of the first solenoid valve device is cut off thereafter, while the differential pressure is generated,
The first solenoid valve device will continue to be held in a position that shuts off the control chamber from the master cylinder.

〔Example〕

Hereinafter, a hydraulic pressure adjusting device for an anti-skid device according to an embodiment of the present invention will be described with reference to the drawings.

In FIG. 1, the hydraulic pressure adjusting device for an anti-skid device of the present embodiment is shown by (1) as a whole, and hydraulic pressure is supplied from a master cylinder (2). The master cylinder (2) is driven by the brake pedal (3). The master cylinder (2) is provided with a reservoir (4), and one of the hydraulic pressure generating chambers is connected to the front wheel cylinder through a pipe (6) and a device similar to the hydraulic pressure adjusting device (1) shown in FIG. Shall be connected. The other hydraulic pressure generating chamber has a shutoff valve device (8) described later via pipes (5) (7).
Connected to the first input port (16) of the output port (17) of the device (8)
Is connected to the wheel cylinder (11) of the rear wheel (10) via the pipe (9).

The pipe (5) from the mass cylinder (4) is further branched into a pipe (14), which is connected to an input port (12) of a double valve device (15) described later. The first output port (13) of the double valve device (15) is a pipe (1
It is connected to the second input port (18) of the shutoff valve device (8) via 9). The second input port (18) is further connected to a discharge port (27) of a pump device (26) described later via a pipe (24) and a check valve (25). Check valve (25) is from shutoff valve device (8) from pump device (26) side
Liquid flow to the side is allowed, but vice versa.

The second output port (20) of the double valve device (15) is the piping (21) (22), check valve
It is connected to the discharge port (27) of the pump device (26) via (23). The check valve (23) allows the liquid flow from the second output port (20) side of the double valve device (15) to the discharge port (27) side, but prohibits the reverse.

The pipe (21) is further connected to the master cylinder (2) via the pipe (24) '.
Connected in the reservoir (4) of the. In addition, this reservoir (4)
Instead, as is well known, a piston is slidable by mounting a seal ring in the inner hole of the main body, and a relatively weak spring for urging the piston upward, and a liquid chamber and an air chamber above and below the piston. Piping the reservoir so that it is defined (21)
You may connect to.

Next, details of the shutoff valve device (8) will be described.

The valve body (31) has a stepped hole (32) formed in the vertical direction,
The seal ring (35) is attached to the large diameter hole (33) and the medium diameter hole (34).
Plunger or stepped piston fitted with (36) (37)
(The small-diameter portion and the large-diameter portion are shown as separate bodies, but they may be integrated), and are slidably fitted. A ball (41) is provided in the upper small diameter hole (38),
It is biased downward by the spring (42). The piston (37) is urged upward by a spring (39), the shaft portion (37a) is inserted into the small diameter hole portion (40) for communication, and the ball (41) is stepped (in a normal state shown). It is separated from 31a). Large diameter hole
The control chamber (43) and the volume chamber (44) are defined by the piston (37) in the (33) and the medium diameter hole (34), and the upper small diameter hole is formed.
An input chamber (45) is defined in the ball (38) by a ball (41). The input chamber (45), the volume chamber (44) and the control chamber (43) are in constant communication with the first input port (16), the output port (17) and the second input port (18), respectively. In the normal state shown, the input chamber (45) and the volume chamber (44) communicate with each other, but
When (37) moves downward and the ball (41) is seated on the step (31a), the liquid flow from the input chamber (45) side to the volume chamber (44) side is prohibited. However, the reverse is acceptable.

Next, details of the pump device (26) will be described.

A coil (50) wound around a bobbin (49) is arranged and fixed to the lower part of the inner hole of the main body (48), and is slidably attached to the center hole of the bobbin (49) through a sleeve (46). Plunger made of wood
(51) is fitted. The coil (50) is excited by the current from the electric path (59), but the drawing shows the non-excitation state, and the plunger (51) is in contact with the bottom portion (48a) of the main body (48).

The small diameter portion (52) of the plunger (51) is slidably fitted to the small diameter portion of the inner hole of the body (48) with a seal ring (54) interposed, and is urged downward by the spring (55). The plunger (51) is brought into contact with the bottom portion (48a) of the main body (48). In the normal state shown, a liquid chamber (56) having a predetermined volume (for example, 0.1 cc) is formed between the small diameter portion (52) of the plunger (51) and the upper end surface (48b) of the inner wall of the body (48), This communicates with the above-mentioned discharge port (27). When the coil (50) is excited, the plunger (51) is urged upward due to the magnetic attraction force, and the upper end surface of the plunger (51) is in the main body (48).
Stops by contacting the upper end surface (48b) of the inner wall of the, and a check valve for a specified volume of hydraulic fluid in one stroke so far.
(25), send it to the shutoff valve device (8) side via the pipe (24).
When the coil (50) is de-energized, the restoring force of the spring (55) causes the plunger (51) to return downward and take the position shown in the figure. The return stroke at this time causes the reservoir to go through the check valve (23).
A certain amount of hydraulic fluid is sucked from (4). A magnetic circuit is formed by the plunger (51) made of a magnetic material and a part of the main body (48).

Next, details of the double valve device (15) will be described.

An inner hole extending vertically is formed in the main body (61), and the coil (62) is attached to the central portion. Magnetic path forming member (63) with seal rings (78) (79) mounted in the central hole of the coil (62)
Is fitted in the upper hole (64) and the upper valve body (6
5) is provided, and is normally biased upward by a spring (66) to take the position shown in the figure. Valve hole (67) above hole (64)
A ball (68) is arranged inside and is urged downward by a valve spring (69), and in a normal illustrated state, a shaft portion (65a) of the upper valve body (65).
And is separated from the valve seat (67a). That is, the valve hole (67) communicates with the lower hole portion (64). Valve hole (67)
Communicates with the above-mentioned input port (12). On the other hand, the hole (64) communicates with the lower hole (71) through the through hole (70) formed in the magnetic path forming member (63), and the lower valve is provided in this hole (71). Body (72)
Is provided and is urged downward by a spring (73) .In a normal state, the valve ball (74) fixed to the lower end of the valve seat (7
Seated in 1a). That is, the second output port (2
The through hole (75) communicating with (0) is closed. On the other hand, the hole portion (71) communicates with the above-mentioned first output port (13) through the through hole (76). In addition, (77) and (80) are seal rings.

The control unit (60) performs various calculations and judgments based on the output of the wheel speed detector supplied to the input terminal (60a) to generate a brake slack signal and a refill signal. At the time of occurrence, the output S ₁ in the electric path (81) connected to the coil (62) becomes a high level “1”. Also, when a reload signal is generated, the output S ₂
Becomes high level "1".

The embodiment of the present invention is configured as described above. Next, this operation will be described.

Now, it is assumed that the vehicle equipped with the hydraulic pressure adjusting device (1) and the master cylinder (2) is traveling at a constant speed. The output signals S ₁ and S ₂ are both “0”, and each part of the device (1) is in the illustrated state. It is assumed that the brake pedal (3) is rapidly depressed to stop the vehicle at this point.

The pressure liquid from the master cylinder (2) is pipes (5) (7), the input chamber (45) of the shutoff valve device (8), the volume chamber (44), the output port (17) and the pipe.
It is supplied to the wheel cylinder (11) of the wheel (10) through (9). Although not shown, the front wheel cylinder is also supplied with pressurized liquid through the pipe (6) and a device similar to the hydraulic pressure control device (1) shown in FIG. Ring (1
Only the system on the 0) side will be described. Although not shown, the other rear wheel is assumed to be connected in parallel to the pipe (9).

Since the coil (62) of the double valve device (15) is not yet energized, the valve bodies (65) (72) are in the states shown in the drawings, and the pipe (1)
The 4) side and the pipe (19) side communicate with each other, but the pipe (19) side and the pipe (21) side are blocked. Therefore, the master cylinder
The pressure fluid from (4) is also supplied into the control chamber (43) of the shutoff valve device (8), and the piston (37) receives the same fluid pressure from both sides, so it is in the state shown in the figure and the ball (41) Is not separated from the step (31a).

The brake starts to be applied to the wheels as the hydraulic fluid is supplied to the wheel cylinders (11) of the wheels (10). The hydraulic pressure P of the wheel cylinder (11) increases as shown in FIG. 2C. When the control unit (60) determines that the brake is overloaded at time t ₁ , the output signal S ₁ becomes "1" as shown in FIG. 2A. As a result, the coil (62) of the double valve device (15) is excited, the upper valve body (65) is attracted downward, and its shaft portion (65a) is spherical.
Apart from (68), the ball (68) sits on the valve seat (67a). On the other hand,
The lower valve body (72) is sucked upward, and the valve seat (71a) is pulled from the valve ball (74).
Move away from. Therefore, the pipe (14) side and the pipe (19) side are blocked, but the pipe (19) side and the pipe (21) side are communicated.

The pressure fluid from the master cylinder (2) is the control room of the shutoff valve device (8).
The brake fluid in the control chamber (43) is no longer supplied to the (43), and the brake fluid in the control room (43) is connected to the piping (19), the through holes (76) (75) of the double valve device (15), and the piping (21) (2).
It is discharged through the 4) into the reservoir (4). As a result, in the shutoff valve device (8), the piston (37) moves downward,
The ball (41) is seated on the stepped portion (31a), and the liquid flow from the input chamber (45) side to the volume chamber (44) is blocked. With the downward movement of the piston (37), the volume of the volume chamber (44) increases, whereby the wheel cylinder (11) of the wheel (10) communicating with the volume chamber (44).
The hydraulic pressure P of is decreased as shown in FIG. 2C.

Time is loosened too much brake at T _2, should have an output signals S ₁ and the control unit (60) determines the re-filling is "0" as shown in Figure 2 A. After a while, the output signal S ₂ becomes “1” at time t ₃ as shown in FIG. 2B. When the output signal S ₁ becomes “0”, the double valve device (1
Since the coil (62) in 5) is no longer excited and the attractive force is lost, the lower valve body (72) moves downward due to the spring force of the spring (73) and assumes the position shown in the figure. That is, the valve ball (74) is
Sit on 1a). On the other hand, the upper valve body (65) is also biased upward by the spring force of the spring (66) but does not move. That is,
Since the lower valve body (72) is separated from the valve seat (71a) and the pressure fluid is discharged from the control chamber (43) of the shutoff valve device (8) to the reservoir (4) side, it communicates with the control chamber (43). The hydraulic pressure in the hole (64) of the double valve device (15) that is in operation causes the upper valve body (65) to move downward at time t ₁ and causes the ball (68) to move to the valve seat (6
It is much smaller than the hydraulic pressure when seated in 7a). Therefore, the upper valve body (65) will move to a ball due to the pressure difference between the seated ball (68) and the hydraulic pressure applied from the master cylinder (2) side.
The coil (62) does not move upward because it is pressed downward by (68).
The valve closed state can be maintained even when is not excited. Therefore, during the time t _{1 to} t ₂ , the liquid discharge from the control chamber (43) of the shutoff valve device (8) to the reservoir (4) is stopped, the volume of the volume chamber (44) is kept constant, and the second As shown in FIG. C, the hydraulic pressure of the wheel cylinder (11) is kept constant.

When the time output signal S ₂ at t ₃ becomes "1" in the above state, thereby the coil of the pump device (26) (50) is energized. The magnetic attraction force moves the main plunger (52) upwards,
Shutoff valve device (8) for brake fluid of (56) via check valve (25)
It is sent into the control room (43). Plunger (51) is main body (48)
It stops by coming into contact with the upper surface (48b) of the inner end wall of, and after that, the output signal S ₂ becomes "0" and it moves downwards,
One stroke at the time of this forward movement sends a constant volume of brake fluid in the fluid chamber (56) into the control chamber (43) of the shutoff valve device (8), which causes the piston (37) to move upward by this amount of fluid. And the volume of the volume chamber (44) is reduced. Therefore, the hydraulic pressure P of the wheel cylinder (11) increases by this volume decrease as shown in FIG. 2C.

When the output signal S ₂ becomes “0”, the pump device (26)
The plunger (52) moves back downward, but at this time, the brake fluid is sucked from the reservoir (4) into the fluid chamber (56) through the check valve (23). Since the brake fluid is not supplied to the control chamber (43) of the shutoff valve device (8) while the plunger (52) is returning, the hydraulic pressure P of the wheel cylinder (11) is constant as shown in FIG. 2C. Held in.

At time t ₄ , the output signal S ₂ becomes “1” again, and the coil
(50) is excited. Similar to the previous time, the plunger (52) moves upward by a constant stroke and sends a predetermined volume of brake fluid into the control chamber (43) of the shutoff valve device (8) via the check valve (25). The piston (37) moves upward by the amount of the sent liquid, reducing the volume of the volume chamber (44), and
The hydraulic pressure P of (11) is increased as shown in FIG. 2C. When the output signal S ₂ becomes “0”, the plunger (51) returns to the downward direction and sucks a predetermined volume of brake fluid from the reservoir (4).

At time t ₃ , the output signal S ₂ becomes “1” again, and
By repeating the same operation as described above, the hydraulic pressure P of the wheel cylinder (11) increases as shown in FIG. 2C. As shown in FIG. 2B, the output signal S ₂ is a rectangular pulse having a constant frequency, and a single pulse increases the hydraulic pressure P of the wheel cylinder (11) by a predetermined hydraulic pressure.

Hydraulic P of the time in this embodiment t ₆ wheel cylinder (11)
Is approximately equal to the hydraulic pressure at the time of the first slack signal at time t ₁ , and the hole (64) of the double valve device (15) communicating with the control chamber (43) of the shutoff valve device (8). Since the hydraulic pressure of) also increases as the ball (68) is separated from the valve seat (67a), the upper valve body (65) moves upward and enters the illustrated state. As a result, liquid pressure from the master cylinder (2) is applied to both sides of the piston (37) of the shutoff valve device (8), the ball (41) is opened, and the pressure liquid from the master cylinder (2) is input. It is supplied to the wheel cylinder (11) through the chamber (45) and the volume chamber (44). Hydraulic pressure P of wheel cylinder (11)
Rises according to the hydraulic pressure rise speed of the master cylinder (2).

Soon after, at time t ₇ , the control unit (60) determines that the brake is overloaded and generates a slack signal.
That is, the output signal, S ₁ , becomes "1" again. Output signal
S ₂ has disappeared before time t ₇ . The double valve device (15) operates in the same manner as described above, and the control chamber (43) of the shutoff valve device (8) is shut off from the master cylinder (2) side, but communicated with the reservoir (4) side. . The brake fluid in the control room (43) is stored in the reservoir (4).
Ejected inside, the piston (37) moves downwards and the ball (4
1) is closed, the volume of the volume chamber (44) is increased, and the hydraulic pressure P of the wheel cylinder (11) is decreased as shown in FIG. 2C. Thereafter, the same operation as described above is repeated, the wheels are decelerated without locking, and when the vehicle is stopped, the pedal effort on the brake pedal (3) is released. Wheel Cylinder (11)
The pressurized liquid from (3) flows back to the master cylinder (2) side through the volume chamber (44) (opening the ball (41) when it is closed), the input chamber (45). Therefore, the brake is released. In addition, when the ball (68) is seated on the valve seat (67a) in the double valve device (15), the hydraulic pressure on the master cylinder (2) side decreases to zero and the ball (68) moves up and down. The differential pressure at the upper valve disc
It becomes smaller than the spring force of the spring (66) that biases (65) upward, and the upper valve body (65) moves upward to separate the ball (68) from the valve seat (67a) as shown.

The present embodiment performs the above-mentioned actions, but has the following effects.

That is, regardless of the height of the hydraulic pressure P of the wheel cylinder (11) at that time, the hydraulic pressure P of the wheel cylinder (11) is increased at a predetermined speed by a predetermined hydraulic pressure by one output signal S ₂ . be able to. Therefore, a hydraulic pressure having a magnitude proportional to the number of output signals S ₂ can be applied to the hydraulic pressure of the wheel cylinder (11) in a predetermined time. Conventionally, the speed at which the hydraulic pressure is increased has changed due to the difference between the accumulated pressure in the accumulator and the hydraulic pressure in the wheel cylinder at that time. Therefore, the antiskid control characteristic is unstable. Therefore, in this embodiment, regardless of the hydraulic pressure of the wheel cylinder (11) at that time,
Since the hydraulic pressure of the predetermined height can be increased at the predetermined speed according to the number of times of the output signal S ₂ , the antiskid control characteristic can be made stable.

In addition, the present embodiment is a double valve device (15) while the brake slack signal is generated, as compared with that previously proposed by the applicant.
The coil (62) is energized, but when the brake slack signal disappears and the brake re-insertion signal is generated, the coil (6)
The power of 2) is turned off. That is, in this embodiment, the time t ₂
It is not energized at ~ t ₇ . In order to re-load the brake, it is necessary to shut off the control chamber (43) from the master cylinder (2) side in the shutoff valve device (8), but in the previously proposed one, the solenoid of one solenoid valve is continuously excited. It was shut off by that. Therefore, although the power consumption was large and there was an adverse effect due to heat generation, in the present embodiment, the upper valve body (65) in the double valve device (15) can return upward even if the coil (62) is de-energized. No
The ball (68) can hold the shut-off state between the control chamber (43) of the shut-off valve device (8) and the master cylinder (2) side while sitting on the valve seat (67a). Therefore, the amount of power consumption is lower than that of the previously proposed device, and heat is not generated due to continuous energization of the coil (62).

Although the embodiments of the present invention have been described above, the present invention is not limited to these, and various modifications can be made based on the technical idea of the present invention.

For example, in the above embodiment, the coil (62) is excited by the first brake release signal to move the upper and lower valve bodies (65) (72) downward and upward by the magnetic attraction force. Body (6
5) is not moved by a magnetic attraction force, but is moved upward by moving the lower valve body (72) through an appropriate member (6).
You may press down 5).

Further, a coil for moving the upper valve body (65) downward when starting the anti-skid control may be provided separately from the coil (62).

〔The invention's effect〕

As described above, according to the hydraulic pressure adjusting device for an anti-skid device of the present invention, the solenoid for holding the first solenoid valve device at the position for blocking the communication between the control chamber and the master cylinder during the anti-skid control. Since it is not necessary to energize the coil continuously for a long time, the power consumption required for anti-skid control can be reduced and the heat generation of the solenoid coil can be reduced to prevent performance deterioration due to the heat of each part of the valve device. it can.

[Brief description of drawings]

FIG. 1 is a piping system diagram of a pressure adjusting device for an anti-skid device according to an embodiment of the present invention, and FIG. 2 is a graph for explaining the operation of the device. In the figure, (1) …… hydraulic pressure regulator for anti-skid device (8) …… shutoff valve device (15) …… double valve device (62) …… coil (65) …… upper valve body (67a) …… valve seat (68) …… sphere (72) …… lower valve body (74) …… valve ball

Claims (1)

[Claims] 1. A cut valve provided in a passage from a master cylinder to a wheel cylinder and capable of blocking communication between the cut cylinder and the cut valve, the cut valve being openable and closable, and the wheel cylinder side pressure of the cut valve being received at one end thereof. A plunger movable to increase the volume of the wheel cylinder side passage of the cut valve, and a control chamber formed on the other end side of the plunger to face the wheel cylinder side pressure and introduce a pressure for receiving the pressure in the plunger. A first solenoid valve device provided in a passage connecting the control chamber and the master cylinder, the first solenoid valve device switching from a position where the solenoid coil communicates with the solenoid cylinder to a position where the solenoid coil is disconnected, and the first solenoid valve device. A position that is provided between the valve device and the control chamber and communicates with the reservoir from a position that shuts off the control chamber in response to energization of the solenoid coil. A second electromagnetic valve device that switches, a pump that is provided between the control chamber and the reservoir and that can supply pressurized fluid from the reservoir side to the control chamber, and the skid state of the wheels to determine the first skid state. , A control unit for controlling switching of each second solenoid valve device,
The solenoid coil for the first solenoid valve device is energized by the first brake slack signal issued from the control unit when the anti-skid control is started, and the second coil slack signal is issued every time the brake slack signal is issued from the control unit. For the anti-skid device, the solenoid coil for the solenoid valve device is energized, and the pressure from the master cylinder is applied to both ends of the plunger during normal anti-skid control to keep the cut valve open. In the fluid pressure control device, the first solenoid valve device can be closed to prohibit fluid transfer from the master cylinder to the control chamber,
There is a valve body biased by a spring in the valve opening direction, and the valve body is on the master cylinder side in response to a switching operation of the second electromagnetic valve device to a position for communicating the control chamber with the reservoir. A hydraulic pressure control device for an anti-skid device, which is held closed by a differential pressure generated between the control chamber side and the control chamber side.