JPS61113541A - Vehicle brake hydraulic control device - 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 A0 Object of the Invention (11 Industrial Field of Application) The present invention relates to a brake hydraulic control system for a vehicle, particularly an input hydraulic chamber communicating with an output port of a master cylinder, and an input hydraulic chamber communicating with a wheel brake. It has an output hydraulic chamber that generates braking hydraulic pressure according to the hydraulic pressure in the control chamber, and when the wheels are about to enter a lock state, the volume of the output hydraulic chamber increases in accordance with the supply of control hydraulic pressure to the control chamber. The present invention relates to a brake hydraulic control device for a vehicle having a brake hydraulic modulator configured as described above.

(2) Conventional technology Conventionally, such a brake hydraulic control device for a vehicle operates a piston in accordance with the hydraulic pressure in the input hydraulic chamber to reduce the volume of the output hydraulic chamber. Hydraulic pressure is generated from the output hydraulic chamber, and during anti-lock control, the control hydraulic pressure supplied to the control chamber operates the piston in the opposite direction to that described above to increase the volume of the first output hydraulic chamber.

(3) Problems to be Solved by the Invention In the conventional vehicle brake hydraulic control device described above, the braking hydraulic system is separated into one from the master cylinder to the manual hydraulic chamber and the other from the output hydraulic chamber to the wheel brakes. Therefore, when supplying hydraulic pressure to the braking hydraulic system, it is necessary to fill both of them with hydraulic oil. In addition, the piston is always in operation when the brake is operated, and the number of strokes is large, resulting in poor durability.

Therefore, the present applicant has integrated the braking hydraulic system from the master cylinder to the wheel brakes to make it easier to fill the hydraulic oil, and to improve durability by reducing the stroke and number of pistons. Normally open to cut off the connection between people and the output hydraulic chamber during anti-lock control.

We have already proposed a hydraulic control device in which a type of valve mechanism is installed on the bulkhead between the human body and the output hydraulic chamber.

According to such a hydraulic control device, the above problems are solved. However, when the vehicle is driving on a rough road or when antilock control is excessively controlled due to a failure of the antilock control valve means,
When the hydraulic pressure in the control chamber increases abnormally, the volume of the output hydraulic chamber becomes abnormally large, and as a result, the hydraulic system between the output hydraulic chamber and the wheel brakes becomes negative pressure, which may cause so-called air trapping.

SUMMARY OF THE INVENTION Accordingly, a first object of the present invention is to provide a vehicle brake hydraulic pressure control device having a simple configuration that prevents the volume of an output hydraulic chamber from becoming abnormally large.

Incidentally, the load applied to the rear wheels of the vehicle during braking is smaller than that to the front wheels, and therefore the braking oil pressure of the rear wheel brakes is lowered accordingly. Conventionally, a proportional pressure reducing valve is used to reduce this braking oil pressure.

In view of the above circumstances, a second object of the present invention is to provide a brake hydraulic pressure for a vehicle in which, in addition to the effects of the first invention, a brake hydraulic pressure modulator has an extremely simple structure and has a function as a proportional pressure reducing valve. The purpose of the present invention is to provide a control device.

Structure of the B1 Invention (1) Means for Solving the Problems According to the first invention, the first piston is fixed to one end of the piston rod that oil-tightly and movably penetrates the partition wall, and the second piston is attached to the other end of the piston rod so as to be relatively movable, and
It is urged to move relative to the partition wall in a direction closer to the partition wall.

According to the second invention, in addition to the structure of the first invention,
The piston is formed to have a smaller diameter than the second piston.

(According to the configuration of the first invention, the second piston (21) is attached to the piston rod so that the biasing force toward the partition wall and the force moving away from the partition wall due to the hydraulic pressure of the output hydraulic chamber are balanced. Since the output hydraulic pressure chamber moves relative to the other, it is possible to avoid negative pressure in the output hydraulic chamber.

According to the configuration of the second invention, in addition to producing the effect of the first invention, it is possible to reduce the oil pressure in the output oil pressure chamber in proportion to the oil pressure in the input oil pressure chamber.

(31 Pages Below, one embodiment of the present invention will be explained with reference to the drawings. First, in FIG. 1, a tandem type master cylinder Mc
Oil passages 2a and 2b are connected to the pair of output ports la and lb, and the output oil pressure from one output port la is transmitted to the right front wheel brake oil pressure modulator M through the oil passage 2a.
fr and left rear wheel brake hydraulic modulator M r
The output oil pressure from the other converter 1b is supplied to the brake hydraulic pressure modulator M for the left front wheel via an oil passage 2b.
Brake hydraulic modulator Mrr for fll and right rear wheel
is supplied to The left and right front wheel brake oil pressure modulators Mfβ and Mfr adjust the brake oil pressure corresponding to the output oil pressure of the master cylinder MC to the left and right front wheel brakes Bfff and Bfr.
The brake hydraulic modulators Mrl, Mr, and r for the left and right rear wheels apply braking hydraulic pressure proportionally reduced from the output hydraulic pressure of the master cylinder Mc to the brakes Brl for the left and right rear wheels.

Act to give Brr.

In addition, in order to reduce the braking hydraulic pressure when each wheel is about to lock, a control hydraulic pressure source 5 and a reservoir R are provided.
Brake hydraulic modulator for left and right front wheels Mfl, Mfr
and brake hydraulic modulator MrL for left and right rear wheels.
Anti-lock control valve means 6a, 6b are provided between Mr.
is interposed.

That is, the brake hydraulic modulator Mf for the left and right front wheels
j! , Mfr is controlled by the operation of one antilock control valve means 6a, and the antilock operation of the left and right rear wheel brake hydraulic modulators MrJ and Mrr is controlled by the operation of the other antilock control valve means 6b. be done.

2 to 4, each brake hydraulic modulator Mf1. Mf r, Mr l, and Mr r are provided in a common casing 7. Moreover, there are brake hydraulic modulators for the left and right front wheels MfLMfr, and brake hydraulic modulators for the left and right rear wheels Mrj! ! .

Mrr are arranged parallel to each other. Further, the brake hydraulic pressure modulator for the right front wheel, to which hydraulic pressure is supplied from the brake hydraulic modulator in the same hydraulic system, that is, one of the master cylinders Mc (capo) 1a:
rj and a brake hydraulic modulator Mr1 for the left rear wheel,
The brake hydraulic modulator Mf is arranged so that the brake hydraulic modulator Mff for the left front wheel and the brake hydraulic pressure modulator Mrr for the right rear wheel, to which hydraulic pressure is supplied from the other converter 1b of the master cylinder Mα, are adjacent to each other on a straight line parallel to each other. l, Mf r, Mr l, Mr r are arranged. Furthermore, a brake hydraulic modulator for left and right front wheels MfI1. One anti-lock control valve means 6a is arranged on the extension of a straight line connecting Mfr, and brake hydraulic modulators for left and right rear wheels Mrj2. The other anti-lock control valve means 6b is arranged on the extension of a straight line connecting Mr.
The anti-lock control valve means 5a, 5b are integrally supported by a mounting portion 85 provided on the side thereof, and a reservoir R is disposed above the anti-lock control valve means 5a, 5b.

Each brake hydraulic modulator Mf6. Mfr.

MrLMrr extends in the vertical direction and is arranged parallel to each other, and is a brake hydraulic modulator for left and right front wheels Mf.
The configuration of CMfr is basically the same, including brake hydraulic modulators for left and right rear wheels Mrj! , Mrr is composed of the brake hydraulic modulator M for the left and right front wheels, except for a part.
It is basically the same as fl and Mfr. Therefore, the structure of the brake hydraulic modulator Mfl for the left front wheel will be described in detail below, and the brake hydraulic modulator Mf for the left and right front wheels will be described in detail regarding the brake hydraulic modulator Mrr for the right rear wheel. , Mfr will be explained, and the main parts corresponding to the left front wheel brake hydraulic modulator Mfl will be shown with the same reference numerals.

In Fig. 5, the brake hydraulic modulator M for the left front wheel
The fffi is constructed by assembling components from above into a bottomed cylinder 68 that is bored in the casing 7 and has an open upper end. That is, in the cylinder hole 8, there is a disk-shaped partition wall 9.
and the cylindrical sleeve 10 are inserted. The partition wall 9 is inserted into the cylinder hole 8 with an O ring 11 interposed between it and the inner surface of the cylinder hole 8, and the sleeve 10 is inserted into the cylinder hole 8 with an O ring 13 interposed between it and the inner surface of the cylinder hole 8. 8 will be inserted. A stepped portion 12 facing upward is provided in the middle of the cylinder hole 8. A lid member 14 is attached to the casing corresponding to the open end of the cylinder hole 8, and the partition wall 9 and the sleeve 10 are clamped and fixed between the lid member 14 and the stepped portion 12. Note that the sleeve 10 may be integrated with the partition wall 9.

By fixing the partition wall 9 and the sleeve lO within the cylinder 68, a first cylinder portion 15 below the partition wall 9 and a second cylinder portion 16 above the partition wall 9 are formed concentrically within the casing 7. be done.

A first piston 17 is slidably connected to the first cylinder portion 15 , and an input hydraulic chamber 1 is inserted between the first piston 17 and the partition wall 9 .
8 is defined, and a control chamber 19 is defined between the bottom of the casing and the first piston 17. ' An annular oil passage 28 is defined between the lower outer surface of the partition wall 9 and the inner surface of the cylinder hole 8.
An oil passage 20 is bored to communicate between the annular oil passage 28 and the annular oil passage 28 . The casing also has an annular oil passage 2 which opens at the side surface 7a on the left front wheel brake hydraulic modulator MfI side.
An inlet oil passage 21 communicating with 8 is bored. Furthermore, the annular oil passage 28 is similarly provided in the brake oil pressure modulator Mrr for the right rear wheel, and the annular oil passage 28 and the annular oil passage 28 of the brake oil pressure modulator Mfl for the left front wheel are connected via a communication passage 29. The communication passage 29 is bored in the casing 7 on an axial extension of the inlet oil passage 21. When machining the casing 7'', the inlet oil passage 21
And the communication passage 29 is drilled at the same time. Moreover, the opening end of the inlet oil passage 21 has an output port of the master cylinder Mc.
An oil passage 2b that continues to the port 1b is connected. therefore,
The output oil pressure from the output port 1b is supplied to the input oil pressure chambers 18 of both brake oil pressure modulators Mfjl and Mrr.

A second piston 22 having the same diameter as the first piston 17 is slid into the second cylinder portion 16, and an output hydraulic chamber 23 is defined between the second piston 22 and the partition wall 9.
A spring chamber 24 is defined between 2 and the lid member 14. An oil passage 2 is provided in the sleeve 10 to constantly communicate with the output oil pressure chamber 23.
An outlet oil passage 26 is formed in the side wall of the casing 7 to connect the oil passage 3b (see Fig. 1) leading to the front left wheel brake hydraulic modulator Mfl. The outlet oil passage 26 is formed on the side surface 7a of the casing 7 on the same side as the inlet oil passage 21.
It will be opened in

The lid member 14 is basically formed into a cylindrical shape with a bottom, and its open end is screwed into the open end of the cylinder hole 8 to form the sleeve 1.
Touched by 0. Moreover, a hole 27 is provided at the closed end of the lid member 14.
is drilled.

An input hydraulic chamber 18 and an output hydraulic chamber 2 are located in the center of the bulkhead 9.
A through hole 31 is drilled over three spaces, and this through hole 3
1, the piston rod 3 is inserted with an O-ring 32 interposed between the two.
3 is inserted so as to be freely movable in the axial direction. The first piston 17 is integrally provided at the bottom of the piston rod 33, and the second piston 22 is sealed at the top of the piston rod 33 to allow relative axial movement within a limited range. It is attached with the member 34 interposed between the two. Further, a step portion 35 facing upward is integrally provided at the top of the piston rod 33, and a receiving member 36 that abuts the step portion 35 is fixed to the upper end of the piston rod 33 by a nut 37.

The second piston 22 is integrally provided with a cylindrical portion 38 extending toward the partition wall 9, and the inner diameter of this cylindrical portion 38 near the partition wall 9 is connected to the piston rod through a regulating step portion 38a facing the partition wall 9 side. It is formed to have a larger diameter than 33. Further, a stepped portion 33a is provided in the middle of the piston rod 33, and the second piston 22 has a position where it abuts the receiving member 36, and a position where the restricting step 38a is in contact with the stepped portion 33a. The piston rod 33 is movable relative to the piston rod 33 between the position where it abuts the piston rod 33 and the position where it abuts the piston rod 33 . Moreover, the relative movable amount thereof is set to be larger than the movable amount of the piston rod 33.

The piston 11 is located closer to the partition wall 9 than the first piston 17.
The piston rod 33 is provided with a flange 42, which abuts against the partition wall 9 and restricts upward movement of the piston rod 33. That is, in a state where the piston rod 33 is located at the lowest limit as shown in FIG. 5, the movable amount of the piston rod 33 is equal to the distance between the flange 42 and the partition wall 9. In addition, the first piston 17 and the collar portion 42
A seal member 43 is fitted between them, and a seal member 45 is fitted between the flange 44 provided at the lower end of the piston rod 33 and the first piston 17, and both seal members 43.4
5 is in sliding contact with the inner surface of the first cylinder portion 15. Furthermore, the second piston 22 has an annular fitting groove 4 in a portion near the partition wall 9.
6 is provided, and a sealing member 47 that comes into sliding contact with the inner surface of the second cylinder portion 16 is fitted into this fitting groove 46 .

A first spring 48 is interposed between the receiving member 36, that is, the piston rod 33, and the lid member 14, and the spring force of the first spring 48 causes the piston rod 33 to move downward, that is, the first piston 17. is urged in a direction away from the partition wall 9. In addition, the receiving member 36, that is, the piston rod 33 and the second piston 22
The first spring 4 is provided between the first spring 4 and the first spring 4 for exerting a spring force to relatively move the second piston 22 toward the partition wall 9.
A second spring 52 with a smaller set load than spring 8 is interposed. Moreover, the set load of the second spring 52 is set so that the second piston 22 cannot be moved relative to the partition wall 9 side against the minimum hydraulic pressure generated in the output hydraulic pressure chamber 23 during proper anti-lock control. During braking operation or proper anti-lock control, the second vibrator 22 is pressed against the receiving member 36.

The partition wall 9 is provided with a valve mechanism 53 that communicates and cuts off communication between the input hydraulic chamber 18 and the output hydraulic chamber 2'3.

The valve mechanism 53 includes a valve chamber 54 provided in the partition wall 9 and connected to the human hydraulic pressure chamber 1B, a valve hole 55 provided between the valve chamber 54 and the output hydraulic chamber 23, and a valve chamber for opening and closing the valve hole 55. a spherical valve body 56 housed within the valve body 54;
The drive rod 57 is integrated with the valve hole 55 and faces the output hydraulic chamber 23, and the spring 58 is housed in the valve chamber 54 and urges the valve body 56 toward the valve hole 55. A conical valve seat 59 whose diameter becomes smaller toward the valve hole 55 side is provided on the end surface of the valve chamber 54 on the valve hole 55 side. The length of the drive rod 57 is such that when the second piston 22 is displaced to the maximum extent toward the partition wall 9, it is pressed by a pressing portion 60 provided at the tip of the cylindrical portion 38 of the second piston 22, and presses the valve body 56. The value is set to a value sufficient to move the valve away from the valve seat 59.

Regarding the brake hydraulic modulator Mrr for the right rear wheel,
The first piston 17' is determined to have a smaller diameter than the second piston 22, and the first cylinder portion 15' is accordingly determined to have a smaller diameter than the second piston 22.
The inner diameter of Moreover, the first spring 48. ' is the set load of the first brake hydraulic modulator Mf4 for the left front wheel.
The spring 48 is set larger than the first spring 48'.
is larger than the first spring 48. Accordingly, the lid member 14' also becomes larger.

For other structures of the brake hydraulic modulator Mrr for the right rear wheel, please refer to the brake hydraulic modulator Mf for the left front wheel.
1, and the outlet oil passage 26' is opened in the side surface 7a of the casing 7 adjacent to the outlet oil passage 26 of the brake hydraulic modulator Mfl for the left front wheel.
6', oil passage 4b (first
(see figure) are connected.

The brake hydraulic modulator Mfr for the right front wheel and the brake hydraulic pressure modulator Mrl for the left rear wheel are configured in the same manner as described above, and the inlet oil passage 71 communicating with the annular oil passage 28 of the brake hydraulic modulator Mfr for the right front wheel, and the brake hydraulic pressure modulator Mfr for the left rear wheel are connected to each other. The outlet oil passages 72 and 72' communicating with the output hydraulic chambers 23 of the hydraulic modulators Mfr and Mrl are as follows.
The inlet oil passage 21 and the outlet oil passage 26, 26' are opened in the side surface 7a of the casing 7. Inlet oil passage 71
The oil passage 2a is connected to the outlet oil passages 72 and 72', and the oil passages 3a and 4a are respectively connected to the outlet oil passages 72 and 72'.

At the bottom of the casing 7, a supply oil passage 73a communicating with the control chamber 19 of the brake hydraulic modulator MfLMfr for the left and right front wheels, and a brake hydraulic modulator M for the left and right rear wheels are provided.
A supply oil passage 73b communicating with the control chamber 19 of rLMrr is bored in a straight line and parallel to each other, and these supply oil passages 73a.

One end opening of 73b is closed with lids 74a and 74b.

Both supply oil passages 73a, 73b are for supplying control hydraulic pressure to each control chamber 19, and the supply oil passages 73a, 7
The other end of 3b is connected to the control hydraulic pressure source 5 via anti-lock control valve means 6a, 6b.

Referring again to FIG. 1, the control fluid pressure source 5 includes a hydraulic pump P pumping control fluid, such as hydraulic oil, from a reservoir R;
The hydraulic pump P is driven as necessary during vehicle operation. In addition, the control hydraulic pressure source 5 includes a hydraulic sensor S for detecting failures and oil pressure failures of the hydraulic pump P, as well as the start and stop of driving the hydraulic pump P.
is attached.

The anti-lock control valve means 6a, 6b have first solenoid valves Via, Vlb which are closed during normal times, and second solenoid valves Via, Vlb which are open during normal times.
It consists of electromagnetic valves V2a and V2b, and when each wheel is about to lock, the first electromagnetic valves Via and Vlb are driven to open, and the second electromagnetic valves V2a and V2b are driven to close.

Wandering first solenoid valve Vla, Vl
b is a supply oil path 73a.

73b, and the second solenoid valve v2a%
V 2 b is provided in the middle of return oil passages 75a, 75b that branch from the supply oil passages 73a, 73b and reach the reservoir R between the first electromagnetic valves Via, Vlb and the control chamber 19.

In addition, the first solenoid valves Vla, Vlb and the second solenoid valve v2a
, V2b is a cylindrical housing 76a.

76b, and the housings 7
A reservoir R is arranged above 5a and 75b.

Each brake hydraulic modulator Mf　l, Mf　r.

Mrj2. A cap 77 is fitted to the upper end of the casing 7 so as to cover the lid member 14, 14' of the Mrr. On the upper surface of the cap 77, support parts 78a and 78b having an arcuate cross section and an open top are provided. provided. Each support portion 78a, 78b includes both anti-lock control valve means 6a,
Each solenoid valve V1 a, Vl b of 6b: V2a, V2
Connecting members 79a and 79b for connecting wiring to b are fitted and held, respectively.

Next, the operation of this embodiment will be explained. First, the operation of both front circumferential brake hydraulic pressure modulators Mrl and Mfr will be explained. In the normal driving state, the brake pedal 83
During non-braking, when the piston rod 33 is not operated, the piston rod 33 is moved downward by the spring force of the first spring 48, and the second piston 22 is in contact with the partition wall 9. Therefore, in the valve mechanism 53, the drive rod 57 is pressed by the pressing portion 60 of the second piston 22, and the valve body 56 is separated from the valve seat 59 to open the valve. Therefore, from the master cylinder MC output ports (1a, lb), the input hydraulic pressure chamber 18, the valve chamber 54, and the valve hole 5.
5, output oil pressure chamber 23, oil passage 25, outlet oil passage 26, 26'
and each brake Bfl, Bf via oil passages 3a, 3b.
A hydraulic path is formed leading to r. This makes it possible to extremely easily fill the brake hydraulic system with hydraulic oil, similar to a brake hydraulic system not equipped with a brake hydraulic control system for anti-lock control. That is, whereas conventionally, the hydraulic path from the master cylinder Mc to the input hydraulic chamber 18 and the hydraulic path from the output hydraulic chamber 23 to the brakes Bfl and Bfr had to be separated and filled with hydraulic oil. , from master cylinder Mc to both front wheel circumferential brakes M
Since the braking hydraulic pressure path up to fLMfr is established,
By filling hydraulic oil from the master cylinder Mc side, filling of hydraulic oil to both brakes Bfl and Bfr is completed.

When a brake operation is performed using the brake pedal 83, the braking oil pressure from the output ports la and lb of the master cylinder Mc is supplied to both brakes Bfβ and Bfr via the hydraulic path. At this time, since the control fluid pressure from the control fluid pressure source 5 is not supplied to the control chamber 19, the second piston 22 remains displaced to the maximum extent toward the partition wall 9 by the spring force of the first spring 48. The valve mechanism 53 remains closed. In this way, the braking oil pressure is transferred from the master cylinder Mc to each brake Bfβ.
, Bfr, so the piston stroke switch that was conventionally provided to detect brake hydraulic pressure leakage can be omitted, and the system can be operated using the same means as a brake hydraulic system that does not have an anti-lock control function. Hydraulic leakage can be detected.

When the braking force becomes excessive during brake operation and the wheels are about to lock, the second solenoid valve v2a closes and the first solenoid valve v2a closes.
Since the electromagnetic valve Via is opened, anti-rotation control hydraulic pressure from the control hydraulic pressure source 5 is supplied to the control chamber 19. As a result, the first piston 17 and the piston rod 33 are pushed upward against the downward force generated by the first spring 48 and the hydraulic pressure of the input hydraulic chamber 18 . At this time, the second piston 22 moves upward together with the piston rod 33 while in contact with the receiving member 36 until the upward force due to the hydraulic pressure of the output hydraulic chamber 23 and the downward force due to the second spring 52 are balanced.

Along with this, the second piston 22 separates from the partition wall 9, so the valve body 56 of the valve mechanism 53 seats on the valve seat 59 and closes, causing both brakes Bfε of the braking oil pressure.

As the supply to Bfr is cut off, the volume of the output hydraulic chamber 23 increases. As a result, the braking oil pressure is reduced and the wheels are prevented from becoming stuck.

Here, the operation during excessive anti-lock control such as when driving on a rough road or when the control hydraulic pressure source 5 is out of order will be explained. First, during non-braking, as the control fluid pressure in the control chamber 19 increases,
The first piston 17 and the piston rod 33 are connected to the first spring 48
The second piston 22 moves upward against the spring force of the second piston 22.
Its upward movement is restrained by the spring 52, and the second piston 2
2 moves downward relative to the piston rod 33. As a result, the volume of the output hydraulic chamber 23 decreases, and the output hydraulic chamber 2
3 is prevented from becoming in a practically inconvenient state.

Regarding the brake hydraulic modulators Mrl and Mrr for both rear wheels, the above-mentioned both front circumferential brake hydraulic modulators Mfl
, Mfr, but since the pressure receiving area of the first piston 17' is set smaller than the pressure receiving area of the second piston 22, the pressure is reduced in proportion to the hydraulic pressure in the input hydraulic chamber 18. The brake hydraulic pressure can be outputted from the output hydraulic pressure chamber 23, and it functions as a proportional pressure reducing valve. Therefore, the output hydraulic pressure of master cylinder Mc is proportionally reduced and supplied to both rear wheel brakes Brl and Brr.

Effects of the C0 Invention As described above, according to the first invention, the first piston is fixed to one end of the piston rod that penetrates the partition wall in an oil-tight and movable manner, and the second piston is fixed to the other end of the piston rod. The second piston is mounted so as to be relatively movable and is urged to move relatively toward the bulkhead, so that the second piston receives a force in the direction away from the bulkhead and a force in the direction close to the bulkhead due to the hydraulic pressure in the output hydraulic chamber. It moves relative to the piston rod so that the biasing force towards the piston rod is balanced. Therefore, even if the hydraulic pressure in the control chamber increases abnormally, the volume of the output hydraulic chamber is prevented from becoming abnormally large, and the pressure in the output hydraulic chamber is prevented from decreasing to a negative pressure that would be a practical disadvantage. .

According to the second invention, in addition to the configuration of the first invention, since the first piston is formed to have a smaller diameter than the second piston,
In addition to achieving the effects of the first invention, the brake oil pressure modulator can also have the function of a proportional pressure reducing valve. Therefore, in a brake hydraulic control device that requires a proportional pressure reducing valve, the proportional pressure reducing valve can be made unnecessary by using the brake hydraulic pressure modulator of the present invention, and in a brake hydraulic control device that does not require a proportional pressure reducing valve, By using the brake hydraulic pressure modulator of the present invention, the possibility of wheel locking is reduced even when the control hydraulic pressure source loses hydraulic pressure.

[Brief explanation of drawings]

The drawings show one embodiment of the present invention, and Fig. 1 is an overall hydraulic system diagram, Fig. 2 is a front view, Fig. 3 is a plan view of Fig. 2, and Fig. 4 is a right side view of Fig. 2. Top view, Figure 5 is V- in Figure 2.
It is a V-line enlarged sectional view. 7... Casing, 8... Cylinder hole, 9... Partition wall, 15.15'... First cylinder part, 16... Second cylinder part, 17.17'... First piston ,1
8... Input hydraulic chamber, 19... Control chamber, 22... Second piston, 23... Output hydraulic chamber, 53... Valve mechanism 13ff, Bfr"" Front wheel brake, BrJ! ,Br
r...Rear wheel brake, Mc...Master cylinder,
Mf1. Mfr, Mr,, Mrr - Brake hydraulic modulator 11m engraving (no change in content) Figure 1 Figure 2 Figure 3 Figure 5 Procedural Dispute Book (Method) % Formula % 2. Name of Invention Vehicle Brake hydraulic pressure 11 control device 3, relationship with the case of the person making the amendment Patent applicant name (532) Honda Motor Co., Ltd. 4, agent address 4-5-5 Shinbashi, Minato-ku, Tokyo, date of amendment order

Claims (3)

[Claims] (1) A partition wall is provided in the middle of the cylinder hole drilled in the casing to divide the cylinder hole into a first cylinder part and a second cylinder part, and the first cylinder part has an input hydraulic chamber communicating with the master cylinder. A first piston is slidably connected to the partition wall and defines a control chamber that can communicate with a control hydraulic pressure source on the opposite side of the partition, and an output hydraulic chamber that communicates with the wheel brakes is connected to the partition wall in the second cylinder part. A second piston defined on the side and interlocked with the first piston is slid together, and the partition wall is provided with a valve mechanism that shuts off the input hydraulic chamber and the output hydraulic chamber in response to movement of the first piston toward the partition wall. In the brake hydraulic control device for a vehicle, the first piston is fixed to one end of a piston rod that penetrates the partition wall oil-tightly and movably, and the second piston is fixed to one end of the piston rod that penetrates the partition wall in an oil-tight manner and movable. 1. A brake hydraulic control device for a vehicle, characterized in that the brake hydraulic control device is relatively movably mounted on an end thereof and is biased to relatively move in a direction approaching a partition wall. (2) A partition wall is provided in the middle of the cylinder hole bored in the casing to divide the cylinder hole into a first cylinder part and a second cylinder part, and the first cylinder part has an input hydraulic chamber communicating with the master cylinder. A first piston is slidably connected to the partition wall and defines a control chamber that can communicate with a control hydraulic pressure source on the opposite side of the partition, and an output hydraulic chamber that communicates with the wheel brakes is connected to the partition wall in the second cylinder part. A second piston defined on the side and interlocked with the first piston is slid together, and the partition wall is provided with a valve mechanism that shuts off the input hydraulic chamber and the output hydraulic chamber in response to movement of the first piston toward the partition wall. In the brake hydraulic control device for a vehicle, the first piston is formed to have a smaller diameter than the second piston, and a piston rod is provided at one end of the piston rod that oil-tightly and movably penetrates the partition wall. A brake hydraulic control device for a vehicle, wherein the second piston is fixedly installed, the second piston is relatively movably attached to the other end of the piston rod, and is biased to relatively move in a direction approaching the partition wall. (3) The brake hydraulic control device for a vehicle according to claim (2), wherein the brake hydraulic modulator is provided between a master cylinder and a rear wheel brake.