JPH0767904B2 - Anti-skidding control device - Google Patents

Description

TECHNICAL FIELD The present invention relates to a vehicle anti-skid control device.

[Conventional technology]

Conventionally, various anti-skid control devices have been provided for the purpose of canceling wheel locks when the vehicle is being braked, but recently, types that do not cause the driver to feel an abnormal feeling during control. The tendency to be asked is becoming stronger. This is because an abnormal feeling such as vibration transmitted to the brake pedal may cause a braking operation to be mistaken.

Further, since such an anti-skid control device is provided in association with a normal brake hydraulic pressure transmission system, it is desired that it does not adversely affect the brake operation during normal braking. As something like this,
For example, a device disclosed in Japanese Patent Publication No. 59-2654 has been proposed in which a normally open type cut valve is provided on the way of a brake hydraulic pressure transmission path. However, because the cut valve is normally open, this device is configured to constantly apply high-pressure oil pressure from the accumulator, which is an auxiliary pressure source, to the end of the piston that controls the opening and closing of the valve. Rarely 150 kg /
Even when a brake oil pressure of as much as cm ² is applied, the cut valve must be kept normally open. Therefore, it is necessary to apply a considerable high pressure to the end of the piston. At the start of the anti-skid control, it is necessary to drain the above hydraulic pressure in order to close the cut valve, but this hydraulic pressure is high pressure as described above, which takes time. Further, since it takes time for the piston to move due to the hydraulic pressure acting on the seal, there is a problem that it is difficult to secure quick pressure reduction responsiveness. Further, the failure of the accumulator leads to the closing of the cut valve, which causes a problem that the operation during normal braking is adversely affected.

[Problems to be Solved by the Invention]

The present inventor does not have a feeling of discomfort in the pedal feeling during the anti-skid control as described above, and there is little fear that a failure of the anti-skid control device will adversely affect the normal braking system, and moreover, during the normal braking to the anti-skid control. The responsiveness at the time of shifting can be speeded up, and therefore, when the anti-skid control is started, it is possible to prevent the brake hydraulic pressure more than necessary from flowing into the brake device and more effectively suppress the wheel lock tendency. We have conducted intensive research to develop an anti-skid control device that can achieve this.

From the above viewpoints, the present invention provides a system for brake hydraulic pressure transmission with a gate valve device that shuts off between an input system (input device side such as a master cylinder) and an output system (brake device side) during anti-skid control. To provide an anti-skid control device which does not cause a hydraulic pressure fluctuation in the input system by arranging and reducing and increasing the hydraulic pressure for anti-skid only in the output system of the gate valve device. It was made for the purpose.

Another object of the present invention is to provide a device having a structure in which even if an anti-skid control device is provided, there is almost no possibility that the brake operation during normal braking will be adversely affected.

Another object of the present invention is to provide an anti-skid control device that does not affect the normal brake operation at all even if the control hydraulic system used for anti-skid control has a power failure.

Still another object of the present invention is that it is possible to quickly shift from the normal braking state to the anti-skid control state, and as a result, it is possible to sufficiently cope with various changes in the brake hydraulic pressure to be controlled depending on the situation. To provide a new anti-skid control device.

[Means for Solving the Problems]

The features of the anti-skid control device according to the present invention made to achieve the above-mentioned various objects are that the brake pressure oil of the brake device is provided in the reservoir oil chamber formed at one end of the reservoir piston during the anti-skid control. In the anti-skid control device for controlling the pressure of the auxiliary pressure source introduced into the control oil chamber D formed at the other end of the reservoir piston to increase / decrease the brake hydraulic pressure of the brake device. With a gate valve of, the communication of the one-way path between the brake input device and the brake device is normally performed and the communication of the other path between the brake device and the reservoir oil chamber is blocked, and at the time of anti-skid control, The hydraulic pressure of the auxiliary pressure source is applied to the gate piston that is operatively linked to the gate valve so that the brake input device and the brake are connected to each other. A gate valve device for switching the opening and closing of the gate valve so as to cut off the communication of the one-way path between the devices and to connect the other direction path between the brake device and the reservoir oil chamber, and the control oil chamber D at all times. In addition to connecting the reservoir, a solenoid valve device for selectively communicating the control oil chamber D with the reservoir or the auxiliary pressure source during anti-skid control is provided.

[Action]

According to the present invention, the two-way path switching type gate valve switches the path by the hydraulic pressure of the auxiliary pressure source acting on the gate piston, so that the communication between the brake device and the brake input device such as the master cylinder is immediately cut off. At the same time, the brake device is communicated with the reservoir oil chamber of the reservoir device, and the reservoir piston forming the reservoir device is moved substantially without resistance by the action of the brake hydraulic pressure flowing from the brake device. Therefore, the brake hydraulic pressure can be quickly reduced.

Example of Invention

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

In the figure, 1 is a gate valve device, which is a master cylinder M /
The brake oil pressure transmission passage (hereinafter referred to as the main passage) between C and the wheel cylinder W / C of the brake device is provided in the middle of the passage.

The gate valve device 1 is a valve that normally opens (corresponds to an initial position) between the main paths 2 and 3 and normally closes between a path 4 branched from the main path 3 (hereinafter referred to as a branch path). When the valve body (ball) 5 is moved by the gate piston 6 described later (corresponding to the operating position), the main path 2,
It is composed of a combination of a gate valve that closes 3 and opens the branch path 4 and a gate piston 6 that switches the ball 5 of the gate valve from an initial position to an operating position. The movement of the ball 5 is switched using the control oil pressure introduced into the control oil chamber A (first control oil chamber) facing one end as an operation input. Reference numeral 7 is a hold spring for biasing the ball 5 to the initial position shown in the figure, 8 is its spring seat, 9 is a lightly loaded set spring for engaging the gate piston 6 with the ball 5, 11 is a cylinder, and B is a branch. The gate oil chamber is formed so that the other end of the gate piston 6 faces as a part of the path 4.

Reference numeral 10 is a check valve bypass-connected to the gate valve so as to allow pressure oil to flow back from the wheel cylinder W / C to the master cylinder M / C.

Reference numeral 12 denotes a reservoir device, which has a stepped reservoir piston 15 that is slidably engaged with the stepped cylinders 13 and 14, and the reservoir piston 15 is pressed toward the small diameter side end portion by a return spring 16 and has an initial position shown in the figure. In this initial position, the ball portion 17 formed at the small-diameter end portion abuts on the opening valve seat portion 18 of the branch passage 4 facing the reservoir chamber C, and the space between the branch passage 4 and the reservoir chamber C is always maintained. It is supposed to close.

The end surface of the large-diameter stepped portion of the reservoir piston 15 of this example faces the control oil chamber A ′ for decompression which is in communication with the control oil chamber A of the gate valve device 1 and the pressure is applied to the control oil chamber A ′. When the oil is introduced, the reservoir piston 15
And therefore the ball portion 17 and the valve seat 18 are separated from each other, so that the branch path 4 and the reservoir chamber C communicate with each other,
Further, the inflow brake hydraulic pressure is reduced by increasing the internal volume of the reservoir chamber C. The movement of the reservoir piston 15 may occur only when the pressure oil is introduced into the control oil chamber A ′. In other words, if the pressure oil is not introduced into the control oil chamber A ′, the branch passage 4 It is necessary to provide the reservoir piston 15 so that the reservoir piston 15 does not move even if hydraulic pressure is transmitted to it. For this reason, the opening diameter of the valve seat 18, the set load of the return spring 16 and the like are appropriately selected and determined.

The large diameter portion on the other end side of the reservoir piston 15 is normally exposed to the control oil chamber D (second control oil chamber) for pressurizing the brake hydraulic pressure in the atmospheric pressure state.

Next, the first solenoid valve device for supplying / discharging hydraulic pressure to / from the control oil chamber A and the second solenoid valve device for supplying / discharging / holding hydraulic pressure to / from the control oil chamber D will be described. Is a normally closed first solenoid valve 21 for introducing the pressure oil in the accumulator 20 into the control oil chamber A (and A ′) when necessary,
A normally open second solenoid valve 22 that guides the pressure oil in the control oil chamber A (and A ') to the control oil chamber D, and a normally open third solenoid valve that allows the pressure oil in the control oil chamber D to escape to the reservoir 24. It consists of 23 and
The gate valve device 1 and the reservoir device 12 are controlled as shown in the following table by switching the opening and closing of these electromagnetic valves. Reference numeral 25 is a pump for pumping the oil in the reservoir 24 to the accumulator 20, and reference numerals 26, 27, 28 and 29 are pressure oil feed paths, respectively. The set of the first solenoid valve 21 and the second solenoid valve 22 constitutes a first solenoid valve device, and the second solenoid valve 22 and the third solenoid valve 23 constitute a second solenoid valve device. .

The control circuit (not shown) for switching the opening and closing of these solenoid valves may use a known anti-skid control circuit that detects the rotating state of the wheel during braking and evaluates the excess or deficiency of the braking force. When a sudden drop in the rotation speed is detected, a brake hydraulic pressure reduction signal (that is, a signal for closing the first solenoid valve → open, a signal for opening the second solenoid valve → close), and a signal for holding the brake hydraulic pressure (that is, opening the first solenoid valve) Signal of continuation, second solenoid valve closed → open, third solenoid valve open → close) Brake hydraulic pressure pressurization signal (that is, first signal)
The solenoid valve continues to open, the second solenoid valve closes to open, and the third solenoid valve closes continuously signal).

According to the configuration of this example, since the input device side of the main path is depressurized and repressurized in a state where it is completely shut off from the brake device side during anti-skid control, so-called kickback is difficult. In addition, there is no influence on the normal brake due to the failure of the control hydraulic system. Moreover, since the control hydraulic pressure is controlled by opening and closing the solenoid valve,
There is an advantage that it can deal with various control characteristics.

The present invention is not limited to the above embodiment, and various modified embodiments can be considered. For example, each solenoid valve may be driven to open / close in a pulsed manner.

〔The invention's effect〕

The present invention does not cause an abnormal feeling such as kickback to the brake pedal during the anti-skid control, and the failure of the anti-skid control system does not affect the normal braking mechanism at all, so that the safety can be ensured. Moreover, there is an effect that it is possible to respond favorably to delicate control, especially because the main path is closed quickly at the start of anti-skid control, so more pressure oil than necessary flows into the brake device. The effect is also effectively suppressed, so that there is also an advantage that the wheel lock recovers quickly. Furthermore, when the configuration of the above-described embodiment is adopted, the inflow of pressure oil in the brake device on the main path into the reservoir is double blocked by the two valves of the gate valve device and the reservoir device. The advantage is that pressure oil can be effectively prevented from flowing into the reservoir during normal braking, and an increase in pedal stroke can be reliably prevented, and its usefulness is extremely great.

[Brief description of drawings]

The drawing is a schematic diagram of the configuration of an anti-skid control device showing an embodiment of the present invention. 1: Gate valve device, 2, 3: Main path 4: Branch path, 5: Ball 6: Gate piston, 7: Hold spring 8: Spring seat, 9: Set spring 10: Check valve, 11: Cylinder 12: Reservoir device , 13, 14: Cylinder 15: Reservoir piston 16: Return spring 17: Ball part, 18: Valve seat 20: Accumulator 21: First solenoid valve, 22: Second solenoid valve 23: Third solenoid valve, 24 : Reservoir 25: Pumps 26,27,28,29: Pressure oil feeding route.

Claims (1)

[Claims] 1. An auxiliary pressure source for introducing brake pressure oil of a brake device into a reservoir oil chamber formed at one end of a reservoir piston and introducing it into a control oil chamber D formed at the other end of the reservoir piston during anti-skid control. In an anti-skid control device that controls the brake hydraulic pressure of the brake device by controlling the pressure of the brake device, the anti-skid control device has a gate valve of a two-way path switching type and always has a one-way path between the brake input device and the brake device. And disconnecting the other direction path between the brake device and the reservoir oil chamber, and at the time of anti-skid control, the hydraulic pressure of the auxiliary pressure source is applied to the gate piston operatively linked to the gate valve. The communication of the one-way path between the brake input device and the brake device is cut off, and the other direction diameter between the brake device and the reservoir oil chamber is cut off. And a gate valve device for switching the opening and closing of the gate valve so as to communicate with each other, the control oil chamber D is normally communicated with the reservoir, and the control oil chamber D is selectively used as a reservoir or an auxiliary pressure source during anti-skid control. An anti-skid control device comprising: a solenoid valve device communicating with the anti-skid control device.