JP2000006785A - Hydraulic brake system for vehicle - Google Patents

Hydraulic brake system for vehicle

Info

Publication number
JP2000006785A
JP2000006785A JP10177696A JP17769698A JP2000006785A JP 2000006785 A JP2000006785 A JP 2000006785A JP 10177696 A JP10177696 A JP 10177696A JP 17769698 A JP17769698 A JP 17769698A JP 2000006785 A JP2000006785 A JP 2000006785A
Authority
JP
Japan
Prior art keywords
pressure
piston
hydraulic
regulator
chamber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP10177696A
Other languages
Japanese (ja)
Inventor
Atsushi Yasuda
敦 安田
Michiji Nishii
理治 西井
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin Corp
Original Assignee
Aisin Seiki Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin Seiki Co Ltd filed Critical Aisin Seiki Co Ltd
Priority to JP10177696A priority Critical patent/JP2000006785A/en
Priority to DE1999128756 priority patent/DE19928756A1/en
Publication of JP2000006785A publication Critical patent/JP2000006785A/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/326—Hydraulic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle hydraulic brake system capable of abolishing the solenoid of a solenoid operated directional control valve. SOLUTION: A vehicle hydraulic brake system is provided with a hydraulic source 5 for boosting brake liquid in a reserver 4 to a specified pressure and outputting power hydraulic pressure, a regulator 6 for controlling the output power hydraulic pressure of the hydraulic source to a regulator hydraulic pressure according to the operation amount of a brake pedal 3, a switching valve 8 disposed in a hydraulic pressure passage P1 between a master cylinder 1 and a wheel cylinder Wf1 for opening/closing the hydraulic pressure passage, and a booster 7 having a piston 72 for liquid-tightly separating the regulator and the wheel cylinder from each other for actuating the piston according to the output regulator hydraulic pressure of the regulator to supply a hydraulic pressure matching the regulator hydraulic pressure to the wheel cylinder. The switching valve is installed inside the booster, and mechanically interlocked with the piston to open/close the hydraulic pressure passage.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】本発明は、少なくとも通常ブ
レーキ時に、ホイールシリンダをマスタシリンダから遮
断し、液圧源のパワー液圧を調圧したレギュレータ液圧
に応じた液圧をホイールシリンダに供給する車両用液圧
ブレーキ装置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake system in which a wheel cylinder is disconnected from a master cylinder at least during normal braking, and a hydraulic pressure corresponding to a regulator hydraulic pressure obtained by adjusting a power hydraulic pressure of a hydraulic pressure source is supplied to the wheel cylinder. The present invention relates to a hydraulic brake device for a vehicle.

【０００２】[0002]

【従来の技術】従来のこの種の車両用液圧ブレーキ装置
としては、例えば１９９６年９月に出版された「Automo
tive industry 」の第１１８〜１１９頁に示される「el
ectro-hydraulic brake systems 」（Kelsey-Hayes社）
が知られている。このものでは、マスタシリンダ及びホ
イールシリンダ間に電磁切換弁が設けられ、アキュムレ
ータがレギュレータ（比例制御弁）及び増圧器を介して
ホイールシリンダに接続されている。2. Description of the Related Art A conventional hydraulic brake system for a vehicle of this type is disclosed in, for example, "Automo
tive industry "on pages 118-119
ectro-hydraulic brake systems "(Kelsey-Hayes)
It has been known. In this device, an electromagnetic switching valve is provided between a master cylinder and a wheel cylinder, and an accumulator is connected to a wheel cylinder via a regulator (proportional control valve) and a pressure intensifier.

【０００３】電磁切換弁は、常態ではマスタシリンダを
ホイールシリンダに連通しており、少なくとも運転者が
ブレーキペダルを操作した場合にソレノイドに通電され
て、マスタシリンダ及びホイールシリンダ間の連通を遮
断すると共にマスタシリンダをストロークシュミレータ
に連通する。ストロークシュミレータは、ピストン及び
スプリングで構成され、マスタシリンダ及びホイールシ
リンダ間の連通を遮断している間、ブレーキペダルの操
作量に対応したストロークを与える。レギュレータは、
アキュムレータ内に蓄圧された高液圧を少なくともブレ
ーキペダルの操作量に応じたレギュレータ液圧に調整す
る。増圧器は、シリンダ内に摺動自在に配設されたピス
トンを有する。このピストンにより、ホイールシリンダ
に連通する圧力室とレギュレータ液圧を入力する入力室
とが液密的に分離形成されている。圧力室内にスプリン
グが配設され、圧力室の容積を増大させる方向にピスト
ンを付勢している。従って、レギュレータ液圧によりピ
ストンがスプリングの付勢力に抗して摺動し、圧力室を
圧縮してホイールシリンダのブレーキ液圧を増圧する。An electromagnetic switching valve normally communicates a master cylinder with a wheel cylinder, and at least when a driver operates a brake pedal, the solenoid is energized to cut off communication between the master cylinder and the wheel cylinder. Connect the master cylinder to the stroke simulator. The stroke simulator includes a piston and a spring, and gives a stroke corresponding to the operation amount of the brake pedal while the communication between the master cylinder and the wheel cylinder is interrupted. The regulator is
The high hydraulic pressure accumulated in the accumulator is adjusted to a regulator hydraulic pressure corresponding to at least the operation amount of the brake pedal. The pressure intensifier has a piston slidably disposed in the cylinder. With this piston, the pressure chamber communicating with the wheel cylinder and the input chamber for inputting the regulator hydraulic pressure are formed in a liquid-tight manner. A spring is disposed in the pressure chamber and urges the piston in a direction to increase the volume of the pressure chamber. Therefore, the piston slides against the urging force of the spring by the regulator hydraulic pressure, compressing the pressure chamber and increasing the brake hydraulic pressure of the wheel cylinder.

【０００４】[0004]

【発明が解決しようとする課題】ところが、この装置で
は、少なくともブレーキペダルの操作に応じてマスタシ
リンダ及びホイールシリンダ間の連通を遮断するため
に、電磁切換弁を用いているため、ソレノイドが不可欠
になり、その分コスト的に不利になると共に大型化す
る。However, in this device, an electromagnetic switching valve is used to cut off the communication between the master cylinder and the wheel cylinder at least in accordance with the operation of the brake pedal, so that the solenoid is indispensable. As a result, it is disadvantageous in terms of cost and the size is increased.

【０００５】また、ストロークシュミレータをピストン
及びスプリングで構成しているため、コスト的に更に不
利となる。[0005] Further, since the stroke simulator is constituted by the piston and the spring, the cost is further disadvantageous.

【０００６】故に、本発明は、電磁切換弁のソレノイド
を廃止できる車両用液圧ブレーキ装置を提供すること
を、第1の技術的課題とする。Accordingly, it is a first technical object of the present invention to provide a vehicle hydraulic brake device that can eliminate the solenoid of an electromagnetic switching valve.

【０００７】また、本発明は、ストロークシュミレータ
を安価に構成できる車両用液圧ブレーキ装置を提供する
ことを、第２の技術的課題とする。A second technical object of the present invention is to provide a hydraulic brake device for a vehicle in which a stroke simulator can be constructed at a low cost.

【０００８】[0008]

【課題を解決するための手段】上記第1の技術的課題を
解決するため、請求項１の発明の車両用液圧ブレーキ装
置は、車両の車輪に装着され前記車輪を制動するホイー
ルシリンダと、ブレーキ液を貯蔵するリザーバと、ブレ
ーキペダルの操作量に応じて前記リザーバのブレーキ液
を昇圧しマスタシリンダ液圧を出力するマスタシリンダ
と、前記リザーバ内のブレーキ液を所定の圧力に昇圧し
てパワー液圧を出力する液圧源と、前記液圧源の出力パ
ワー液圧を少なくとも前記ブレーキペダルの操作量に応
じたレギュレータ液圧に調圧するレギュレータと、前記
マスタシリンダ及び前記ホイールシリンダ間の液圧路に
配設され前記液圧路を開閉する切換弁と、前記レギュレ
ータ及び前記ホイールシリンダ間を液密的に分離するピ
ストンを有し、前記レギュレータの出力レギュレータ液
圧に応じて前記ピストンを作動させてレギュレータ液圧
に応じた液圧を前記ホイールシリンダに供給する増圧器
とを備えた車両用液圧ブレーキ装置において、前記切換
弁を、前記ピストンに機械的に連動して前記液圧路を開
閉するように構成したものである。To solve the first technical problem, a vehicle hydraulic brake device according to the first aspect of the present invention includes a wheel cylinder mounted on wheels of a vehicle and braking the wheels. A reservoir that stores brake fluid, a master cylinder that boosts the brake fluid in the reservoir according to the operation amount of a brake pedal and outputs a master cylinder fluid pressure, and boosts the brake fluid in the reservoir to a predetermined pressure to power A hydraulic pressure source that outputs hydraulic pressure, a regulator that regulates an output power hydraulic pressure of the hydraulic pressure source to a regulator hydraulic pressure corresponding to at least an operation amount of the brake pedal, and a hydraulic pressure between the master cylinder and the wheel cylinder. A switching valve disposed in the passage for opening and closing the hydraulic passage, and a piston for liquid-tightly separating the regulator and the wheel cylinder, An intensifier for operating the piston in accordance with the output regulator hydraulic pressure of a regulator to supply a hydraulic pressure according to the regulator hydraulic pressure to the wheel cylinder. The hydraulic passage is configured to be opened and closed mechanically in conjunction with a piston.

【０００９】請求項１の発明によれば、切換弁がピスト
ンに機械的に連動してマスタシリンダ及びホイールシリ
ンダ間の液圧路を開閉するので、切換弁を駆動するため
のソレノイドを廃止でき、結果、安価になると共に小型
化する。According to the first aspect of the present invention, the switching valve opens and closes the hydraulic passage between the master cylinder and the wheel cylinder in mechanical linkage with the piston, so that the solenoid for driving the switching valve can be eliminated. As a result, the cost is reduced and the size is reduced.

【００１０】請求項１において、請求項２の発明に示す
ように、前記ピストンは、ハウジング内に摺動自在に配
設され、一端側に前記ホイールシリンダに連通する圧力
室を形成すると共に他端側にレギュレータ液圧を入力す
る第1入力室を形成し、前記切換弁は、前記第1入力室に
レギュレータ液圧が供給されていないときは、前記マス
タシリンダを前記圧力室に連通し、前記第1入力室にレ
ギュレータ液圧が供給されて前記ピストンが前記圧力室
の容積を小さくする方向に摺動したときに、前記ピスト
ンに機械的に連動して前記マスタシリンダ及び前記圧力
室間の連通を遮断するように構成されていると、好まし
い。[0010] In the first aspect of the present invention, the piston is slidably disposed in the housing, and has a pressure chamber communicating with the wheel cylinder at one end and another end. Forming a first input chamber for inputting a regulator hydraulic pressure on the side, wherein the switching valve communicates the master cylinder with the pressure chamber when the regulator hydraulic pressure is not supplied to the first input chamber; When the regulator hydraulic pressure is supplied to the first input chamber and the piston slides in a direction to reduce the volume of the pressure chamber, communication between the master cylinder and the pressure chamber is mechanically interlocked with the piston. It is preferable to be configured so as to block the light.

【００１１】請求項２において、第1の技術的課題に加
えて第2の技術的課題を解決するために、請求項３の発
明に示すように、前記増圧器が、前記マスタシリンダに
常時連通し前記ピストンの作動に伴い容積が変化する第
２入力室を有すると、好ましい。この構成によれば、マ
スタシリンダに常時連通しピストンの作動に伴い容積が
変化する第２入力室を増圧器に設けたので、簡単な構成
でブレーキペダルのストロークシュミレータ機能を発揮
でき、結果、一層安価になる。According to a second aspect of the present invention, in order to solve the second technical problem in addition to the first technical problem, the pressure intensifier is always in communication with the master cylinder. It is preferable to have a second input chamber whose volume changes with the operation of the piston. According to this configuration, the second input chamber, which is always in communication with the master cylinder and changes in volume with the operation of the piston, is provided in the pressure intensifier, so that the stroke simulator function of the brake pedal can be exhibited with a simple configuration, and as a result, Become cheap.

【００１２】請求項３において、請求項４の発明に示す
ように、前記ハウジングは段付シリンダを有し、前記ピ
ストンは、前記段付シリンダに摺動自在に配設され、前
記圧力室の圧力を受ける受圧面積が前記第1入力室の圧
力を受ける受圧面積よりも大きい段付ピストンであり、
前記第２入力室は、前記ピストンの外周に形成された段
付環状室であり、前記段付環状室は、前記ピストンが前
記圧力室の容積を小さくする方向に摺動するに伴いその
容積が増加するように構成されていると、好ましい。こ
の構成によれば、ブレーキペダルが操作されると、レギ
ュレータ液圧に応じてピストンが圧力室の容積を小さく
する方向に摺動し、それに伴い段付環状室の容積が増加
する。つまり、段付環状室がストロークシュミレータと
して機能する。According to a third aspect of the present invention, the housing has a stepped cylinder, the piston is slidably disposed on the stepped cylinder, and the pressure of the pressure chamber is increased. A stepped piston whose receiving pressure area is larger than the receiving pressure area that receives the pressure of the first input chamber,
The second input chamber is a stepped annular chamber formed on the outer periphery of the piston. The volume of the stepped annular chamber increases as the piston slides in a direction to reduce the volume of the pressure chamber. It is preferable that it is configured to increase. According to this configuration, when the brake pedal is operated, the piston slides in a direction to reduce the volume of the pressure chamber according to the regulator hydraulic pressure, and accordingly, the volume of the stepped annular chamber increases. That is, the stepped annular chamber functions as a stroke simulator.

【００１３】請求項１において、請求項５の発明に示す
ように、前記切換弁は、前記増圧器の内部に設けられて
いると、好ましい。この構成によれば、増圧器の外部に
設ける場合に比べて、小型化できる。According to the first aspect of the present invention, it is preferable that the switching valve be provided inside the pressure intensifier. According to this configuration, the size can be reduced as compared with the case where the pressure booster is provided outside.

【００１４】請求項５において、請求項６の発明に示す
ように、前記ピストンは、ハウジング内に摺動自在に配
設され、一端側に前記ホイールシリンダに連通する圧力
室を形成すると共に他端側にレギュレータ液圧を入力す
る第1入力室を形成し、前記切換弁は、前記ピストンの
一端に固定された弁体と、前記圧力室に前記弁体に着脱
可能に配置された弁座とを有し、前記ピストンが前記圧
力室の容積を小さくする方向に摺動して前記弁体が前記
弁座に着座した後、前記弁体及び弁座は前記ピストンと
共に一体移動するように構成されていると、好ましい。According to a fifth aspect of the present invention, as set forth in the sixth aspect of the present invention, the piston is slidably disposed in the housing, and has a pressure chamber communicating with the wheel cylinder at one end and another end. Forming a first input chamber for inputting a regulator hydraulic pressure on the side, wherein the switching valve has a valve body fixed to one end of the piston, and a valve seat removably mounted on the valve body in the pressure chamber. After the piston slides in a direction to reduce the volume of the pressure chamber and the valve body is seated on the valve seat, the valve body and the valve seat are configured to move together with the piston. Is preferable.

【００１５】[0015]

【発明の実施の形態】以下、本発明の望ましい実施の形
態を図面を参照して説明する。DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings.

【００１６】図１は本実施形態に係る液圧ブレーキ装置
を示すもので、マスタシリンダ１は、負圧式ブースタ２
を介してブレーキペダル３に連結されていると共に、マ
スタリザーバ（リザーバ）４に接続されている。このマ
スタシリンダ１は、２つの圧力室１ａ，１ｂが形成され
たダンデムマスタシリンダで、ブレーキペダル３の操作
量に応じてマスタリザーバ4内に貯蔵されたブレーキ液
を圧力室１ａ，１ｂにて加圧し、マスタシリンダ液圧を
出力する。マスタシリンダ１の圧力室１ａ，１ｂは、そ
れぞれ主液圧路（液圧路）Ｐ１，Ｐ１’を介して車両前
方の車輪ＦＬ，ＦＲのホイールシリンダＷｆｌ，Ｗｆｒ
に接続され、主液圧路Ｐ１，Ｐ１’には後述する増圧器
７，７’が配設されている。FIG. 1 shows a hydraulic brake system according to the present embodiment, in which a master cylinder 1 includes a negative pressure type booster 2.
Is connected to the brake pedal 3 and to a master reservoir (reservoir) 4. The master cylinder 1 is a dandem master cylinder in which two pressure chambers 1a and 1b are formed, and the brake fluid stored in the master reservoir 4 is added in the pressure chambers 1a and 1b in accordance with the operation amount of the brake pedal 3. And output the master cylinder pressure. The pressure chambers 1a and 1b of the master cylinder 1 are respectively connected to the wheel cylinders Wfl and Wfr of the wheels FL and FR in front of the vehicle via main hydraulic paths (hydraulic paths) P1 and P1 '.
, And pressure intensifiers 7 and 7 ', which will be described later, are provided in the main hydraulic pressure paths P1 and P1'.

【００１７】マスタリザーバ４には、パワー液圧を生成
する補助液圧源（液圧源）５の入力側が接続されてい
る。補助液圧源５の出力側は、レギュレータ６及び増圧
器７，７’を介して前輪ホイールシリンダＷｆｌ，Ｗｆ
ｒに接続されると共に、レギュレータ６を介して車両後
方の車輪ＲＬ，ＲＲのホイールシリンダに接続されてい
る。The input side of an auxiliary hydraulic pressure source (hydraulic pressure source) 5 for generating power hydraulic pressure is connected to the master reservoir 4. The output side of the auxiliary hydraulic pressure source 5 is connected to front wheel cylinders Wfl, Wf via a regulator 6 and pressure intensifiers 7, 7 '.
r and connected via a regulator 6 to the wheel cylinders of the wheels RL, RR behind the vehicle.

【００１８】補助液圧源５は、モータ駆動の液圧ポンプ
５１と、アキュムレータ５２と、逆止弁５３と、リリー
フ弁５４とから構成されている。液圧ポンプ５１は、マ
スタリザーバ4内のブレーキ液を吸入昇圧し、それをア
キュムレータ５２に吐出する。アキュムレータ５２は、
液圧ポンプ５１による昇圧ブレーキ液を蓄え、レギュレ
ータ６にパワー液圧を出力する。逆止弁５３は、液圧ポ
ンプ５１及びアキュムレータ５２間に配設され、液圧ポ
ンプ側へのブレーキ液の流れを阻止する。リリーフ弁５
４は、アキュムレータ５２内の液圧が所定の上限値を越
えた場合にアキュムレータ５２内の蓄圧ブレーキ液をマ
スタリザーバ４に逃がす。The auxiliary hydraulic pressure source 5 comprises a motor-driven hydraulic pump 51, an accumulator 52, a check valve 53, and a relief valve 54. The hydraulic pump 51 suctions and pressurizes the brake fluid in the master reservoir 4 and discharges it to the accumulator 52. The accumulator 52
The booster brake fluid by the hydraulic pump 51 is stored, and the power fluid pressure is output to the regulator 6. The check valve 53 is disposed between the hydraulic pump 51 and the accumulator 52, and blocks the flow of the brake fluid to the hydraulic pump. Relief valve 5
4 releases the accumulated brake fluid in the accumulator 52 to the master reservoir 4 when the fluid pressure in the accumulator 52 exceeds a predetermined upper limit.

【００１９】レギュレータ６は、アキュムレータ５２及
び増圧器７，７’（又は後輪ホイールシリンダＷｒｌ，
Ｗｒｒ）間に配設された常閉型の２ポート比例電磁弁６
１と、増圧器７，７’（又は後輪ホイールシリンダＷｒ
ｌ，Ｗｒｒ）及びマスタリザーバ４間に配設された常開
型の２ポート比例電磁弁６２とから構成されている。主
液圧路Ｐ１’には、マスタシリンダ１の圧力室１ｂの圧
力（即ちマスタシリンダ液圧）を検出する圧力センサＰ
Ｓが接続されている。この圧力センサＰＳの検出信号は
電子制御装置ＥＣＵに入力され、電子制御装置ＥＣＵは
圧力センサＰＳの検出信号に応じた電流値を演算し、比
例電磁弁６１，６２に出力する。つまり、比例電磁弁６
１，６２は、アキュムレータ５２のパワー圧をマスタシ
リンダ液圧に応じたレギュレータ液圧に調圧する。The regulator 6 includes an accumulator 52 and pressure intensifiers 7, 7 '(or a rear wheel cylinder Wrl,
Wrr), a normally closed 2-port proportional solenoid valve 6
1 and the pressure intensifiers 7, 7 '(or the rear wheel cylinder Wr
1, Wrr) and a normally open two-port proportional solenoid valve 62 disposed between the master reservoir 4. A pressure sensor P for detecting the pressure of the pressure chamber 1b of the master cylinder 1 (that is, the master cylinder pressure) is provided in the main hydraulic pressure path P1 '.
S is connected. The detection signal of the pressure sensor PS is input to the electronic control unit ECU. The electronic control unit ECU calculates a current value according to the detection signal of the pressure sensor PS and outputs the current value to the proportional solenoid valves 61 and 62. That is, the proportional solenoid valve 6
Reference numerals 1 and 62 regulate the power pressure of the accumulator 52 to a regulator fluid pressure corresponding to the master cylinder fluid pressure.

【００２０】尚、レギュレータ６を２つの２ポート比例
電磁弁で構成したが、アキュムレータ５２に接続される
第１ポート、増圧器７，７’（又は後輪ホイールシリン
ダＷｒｌ，Ｗｒｒ）に接続される第２ポート、及びマス
タリザーバ４に接続される第３ポートをもつ１つの３ポ
ート比例電磁弁で構成しても良く、マスタシリンダに機
械的に連動する機械式レギュレータで構成しても良い。
また、圧力センサＰＳに代えてペダルストロークセンサ
や踏力センサを設けても良い。更に、電子制御装置は、
荷重センサ、車輪速度センサ、ヨーレートセンサ、横加
速度センサ、操舵角センサ等の検出信号を入力し、荷重
に応じた制御、アンチスキッド制御、前後制動力配分制
御、トラクション制御、オーバーステア抑制制御、アン
ダーステア抑制制御、ブレーキアシスト制御、自動ブレ
ーキ制御等の各種制御を行うことができる。Although the regulator 6 is composed of two 2-port proportional solenoid valves, it is connected to the first port connected to the accumulator 52 and the pressure intensifiers 7, 7 '(or the rear wheel cylinders Wrl, Wrr). It may be constituted by one 3-port proportional solenoid valve having the second port and the third port connected to the master reservoir 4, or may be constituted by a mechanical regulator mechanically linked to the master cylinder.
Further, a pedal stroke sensor or a pedaling force sensor may be provided instead of the pressure sensor PS. In addition, the electronic control unit
Input detection signals from load sensor, wheel speed sensor, yaw rate sensor, lateral acceleration sensor, steering angle sensor, etc., and control according to load, anti-skid control, longitudinal braking force distribution control, traction control, oversteer suppression control, understeer Various controls such as suppression control, brake assist control, and automatic brake control can be performed.

【００２１】図２は図１における増圧器７の具体的構成
を示す拡大断面図である。尚、他方の増圧器７’の構成
も増圧器７と同一であるので、その説明を省略する。FIG. 2 is an enlarged sectional view showing a specific configuration of the pressure intensifier 7 in FIG. Note that the configuration of the other pressure intensifier 7 'is the same as that of the pressure intensifier 7, and the description thereof is omitted.

【００２２】増圧器７のハウジング７１には、第１入力
ポート７１ａ、第２入力ポート７１ｂ、出力ポート７１
ｃ及び段付シリンダ孔７１ｄが形成されている。第１入
力ポート７１ａは、レギュレータ６に接続されてレギュ
レータ６の出力レギュレータ液圧を入力する。第２入力
ポート７１ｂは、マスタシリンダ１の圧力室１ａに接続
されてマスタシリンダ液圧を入力する。出力ポート７１
ｃは、左前輪ホイールシリンダＷｆｌに接続される。The housing 71 of the pressure intensifier 7 has a first input port 71a, a second input port 71b, and an output port 71.
c and a stepped cylinder hole 71d are formed. The first input port 71 a is connected to the regulator 6 and inputs the output regulator hydraulic pressure of the regulator 6. The second input port 71b is connected to the pressure chamber 1a of the master cylinder 1 and inputs a master cylinder hydraulic pressure. Output port 71
c is connected to the left front wheel cylinder Wfl.

【００２３】段付シリンダ孔７１ｄには、一端側（図示
右端側）のシール径（シール面積）が他端側（図示左端
側）のシール径（シール面積）よりも大の円柱状の段付
ピストン７２が摺動自在に配設されている。段付ピスト
ン７２の大径端とハウジング７１との間には出力ポート
７１ｃに連通する圧力室７２ａが形成され、段付ピスト
ン７２の小径端とハウジング７１との間には第１入力ポ
ート７１ａに連通する第１入力室７２ｂが形成されてい
る。これにより、圧力室７２ａは第１入力室７２ｂより
も小径とされ、段付ピストン７２の大径端が圧力室７２
ａの液圧から受ける受圧面積Ｓ１は、段付ピストン７２
の小径端が第１入力室７２ｂのレギュレータ液圧から受
ける受圧面積Ｓ２よりも大とされている。In the stepped cylinder hole 71d, a cylindrical stepped seal whose seal diameter (seal area) at one end (right end in the drawing) is larger than the seal diameter (seal area) at the other end (left end in the drawing). A piston 72 is slidably disposed. A pressure chamber 72a communicating with the output port 71c is formed between the large diameter end of the stepped piston 72 and the housing 71, and a first input port 71a is provided between the small diameter end of the stepped piston 72 and the housing 71. A communicating first input chamber 72b is formed. Thus, the pressure chamber 72a has a smaller diameter than the first input chamber 72b, and the large-diameter end of the stepped piston 72 is
The pressure receiving area S1 received from the hydraulic pressure of a
Is smaller than the pressure receiving area S2 received from the regulator hydraulic pressure in the first input chamber 72b.

【００２４】段付ピストン７２の外周部には、圧力室７
２ａ及び第１入力室７２ｂ間に位置するよう段付環状室
７２ｃが形成され、第２入力ポート７１ｂに連通してい
る。この段付環状室７２ｃは、段付ピストン７２の大径
端が圧力室７２ａの液圧から受ける受圧面積Ｓ１と段付
ピストン７２の小径端が第１入力室７２ｂのレギュレー
タ液圧から受ける受圧面積Ｓ２との差に等しい受圧面積
をもっており、段付ピストン７２の圧力室７２ａの容積
を減少させる方向への移動に伴いその容積が増大するよ
うに構成されている。段付ピストン７２の外周部には、
第１入力室７２ｂ及び段付環状室７２ｃ間に位置するよ
うにシールリング７２ｄが配設され、両者間が液密的に
分離されている。また、段付ピストン７２の外周部に
は、段付環状室７２ｃ及び圧力室７２ａ間に位置するよ
うにシールリング７２ｅが配設され、ピストン外周部を
介する段付環状室７２ｃ及び圧力室７２ａ間の連通を遮
断している。A pressure chamber 7 is provided around the outer periphery of the stepped piston 72.
A stepped annular chamber 72c is formed between the first input chamber 72b and the second input chamber 72b, and communicates with the second input port 71b. The stepped annular chamber 72c has a pressure receiving area S1 where the large diameter end of the stepped piston 72 receives from the hydraulic pressure of the pressure chamber 72a and a pressure receiving area where the small diameter end of the stepped piston 72 receives from the regulator hydraulic pressure of the first input chamber 72b. It has a pressure receiving area equal to the difference from S2, and is configured such that the volume of the stepped piston 72 increases as the pressure chamber 72a moves in the direction of decreasing the volume. On the outer periphery of the stepped piston 72,
A seal ring 72d is provided so as to be located between the first input chamber 72b and the stepped annular chamber 72c, and the two are separated in a liquid-tight manner. A seal ring 72e is disposed on the outer periphery of the stepped piston 72 so as to be located between the stepped annular chamber 72c and the pressure chamber 72a, and between the stepped annular chamber 72c and the pressure chamber 72a via the piston outer periphery. Communication is blocked.

【００２５】ハウジング７１には、段付シリンダ孔７１
ｄの図示右端に位置するようにリテーナ部材７３が固定
されている。段付ピストン７２の右端部には円筒部７２
ｆが形成され、円筒部７２ｆの先端にはその開口部を塞
ぐようにリテーナ７４が対向配置されている。このリテ
ーナ７４とリテーナ部材７３との間には、スプリング７
５が配設され、リテーナ７４を段付ピストン７２の円筒
部７２ｆの先端に押圧している。即ち、段付ピストン７
２は、スプリング７５により、圧力室７２ａの容積を増
加する方向に付勢されており、第１入力室７２ｂにレギ
ュレータ液圧が入力されていないときは図示するように
段付ピストン７２の左端面は段付シリンダ孔の左端面に
当接している。The housing 71 has a stepped cylinder hole 71.
The retainer member 73 is fixed so as to be located at the right end in the drawing of FIG. A cylindrical portion 72 is provided at the right end of the stepped piston 72.
f is formed, and a retainer 74 is opposed to the tip of the cylindrical portion 72f so as to close the opening. A spring 7 is provided between the retainer 74 and the retainer member 73.
5, which presses the retainer 74 against the tip of the cylindrical portion 72 f of the stepped piston 72. That is, the stepped piston 7
2 is urged by a spring 75 in a direction to increase the volume of the pressure chamber 72a, and when regulator fluid pressure is not input to the first input chamber 72b, the left end face of the stepped piston 72 as shown in the drawing. Is in contact with the left end face of the stepped cylinder hole.

【００２６】段付ピストン７２の円筒部７２ｆ内には、
常開型の開閉弁（切換弁）８が配設されている。開閉弁
８は、円筒状の弁体８１と、弁体８１に着脱可能な弁座
部材８２と、弁座部材８２を弁体８１に着座する方向に
付勢するスプリング８３とから構成されている。弁体８
１は、段付ピストン７２の円筒部７２ｆの底面側端部に
圧入固定されており、段付ピストン７２と共に一体移動
可能である。この弁体８１は、本体８１ａと、本体８１
ａの外周部に固定された弾性体８１ｂとから構成されて
おり、弾性体８１ｂが弁座部材８２に着脱可能になって
いる。常態（図示状態）では弾性体８１ｂは弁座８２か
ら離脱しており、段付環状室７２ｃは段付ピストン７２
に形成された通路７２ｇ，７２ｈを介して圧力室７２ａ
に連通している。スプリング８３は、リテーナ７４と弁
座部材８２の間に配設され、このスプリング８３によ
り、段付ピストン７２が図示右方に移動したときに弁体
８１が弁座部材８２に着座し、その状態が維持される。In the cylindrical portion 72f of the stepped piston 72,
A normally open on-off valve (switching valve) 8 is provided. The on-off valve 8 includes a cylindrical valve body 81, a valve seat member 82 detachable from the valve body 81, and a spring 83 for urging the valve seat member 82 in a direction in which the valve seat member 82 is seated on the valve body 81. . Valve 8
1 is press-fitted and fixed to the bottom end of the cylindrical portion 72f of the stepped piston 72, and can move together with the stepped piston 72. The valve body 81 includes a main body 81a and a main body 81a.
The elastic body 81b is fixed to the outer peripheral portion of the valve seat a, and the elastic body 81b is detachable from the valve seat member 82. In a normal state (shown), the elastic body 81b is separated from the valve seat 82, and the stepped annular chamber 72c is
Pressure chamber 72a through passages 72g and 72h formed in
Is in communication with The spring 83 is disposed between the retainer 74 and the valve seat member 82, and when the stepped piston 72 moves rightward in the drawing, the valve body 81 is seated on the valve seat member 82 by this spring 83, Is maintained.

【００２７】弁座部材８２にはロッド７６が一体的に設
けられている。ロッド７６は、弁座部材８２の左端から
リテーナ７４を貫通してリテーナ部材７３に向かって延
び、その先端（右端）はリテーナ部材７３内に取付けら
れた保持部材７７によりリテーナ部材７３から外れない
ように支持されている。尚、段付ピストン７２の円筒部
７２ｆの外周には、カップ状シール部材７８が配設され
ている。A rod 76 is provided integrally with the valve seat member 82. The rod 76 extends from the left end of the valve seat member 82 through the retainer 74 toward the retainer member 73, and its tip (right end) is not detached from the retainer member 73 by the holding member 77 attached to the retainer member 73. It is supported by. A cup-shaped seal member 78 is provided on the outer periphery of the cylindrical portion 72f of the stepped piston 72.

【００２８】上記の如く構成された液圧ブレーキ装置の
作動を説明する。The operation of the hydraulic brake device configured as described above will be described.

【００２９】ブレーキペダル３の非操作時には、増圧器
７内に設けられた開閉弁８が開放しているため、マスタ
シリンダ１の一方の圧力室１ａが増圧器７の圧力室７２
ａを介して左前輪ホイールシリンダＷｆｌに連通してい
る。また同様に、マスタシリンダ１の他方の圧力室１ｂ
も増圧器７’を介して右前輪ホイールシリンダＷｆｒに
連通している。When the brake pedal 3 is not operated, the on-off valve 8 provided in the pressure intensifier 7 is open, so that one pressure chamber 1a of the master cylinder 1 is connected to the pressure chamber 72 of the pressure intensifier 7.
a, and communicates with the front left wheel cylinder Wfl. Similarly, the other pressure chamber 1b of the master cylinder 1
Also communicates with the right front wheel cylinder Wfr via the pressure intensifier 7 '.

【００３０】運転者がブレーキペダル３を操作すると、
マスタシリンダ液圧が増圧器７，７’に出力されると共
に、電子制御装置ＥＣＵによりマスタシリンダ液圧に応
じてレギュレータ６が制御される。結果、レギュレータ
６によりアキュムレータ５２のパワー液圧がマスタシリ
ンダ液圧に略比例するレギュレータ液圧に調圧される。
このレギュレータ液圧が増圧器７の入力室７２ｂに入力
され、段付ピストン７２がスプリング７５の付勢力に抗
して圧力室７２ａの容積を減少させる方向に摺動する。
すると、段付ピストン７２と連動する開閉弁８の弁体８
１が弁座部材８２に着座し、マスタシリンダ１の圧力室
１ａ（つまり段付環状室７２ｃ）及び圧力室７２ａ（つ
まりホイールシリンダＷｆｌ）間の連通が遮断される。
この状態で更に段付ピストン７２が摺動すると、圧力室
７２ａのブレーキ液圧が増圧され、このブレーキ液圧が
左前輪ホイールシリンダＷｆｌに供給される。即ち、レ
ギュレータ液圧が左前輪ホイールシリンダＷｆｌに供給
される。尚、同様な作動により、レギュレータ液圧が右
前輪ホイールシリンダＷｆｒに供給される。When the driver operates the brake pedal 3,
The master cylinder hydraulic pressure is output to the pressure intensifiers 7 and 7 ', and the electronic control unit ECU controls the regulator 6 according to the master cylinder hydraulic pressure. As a result, the regulator 6 regulates the power hydraulic pressure of the accumulator 52 to a regulator hydraulic pressure that is substantially proportional to the master cylinder hydraulic pressure.
This regulator fluid pressure is input to the input chamber 72b of the pressure intensifier 7, and the stepped piston 72 slides in a direction to reduce the volume of the pressure chamber 72a against the urging force of the spring 75.
Then, the valve element 8 of the opening / closing valve 8 interlocked with the stepped piston 72
1 is seated on the valve seat member 82, and the communication between the pressure chamber 1a (that is, the stepped annular chamber 72c) and the pressure chamber 72a (that is, the wheel cylinder Wfl) of the master cylinder 1 is cut off.
When the stepped piston 72 further slides in this state, the brake fluid pressure in the pressure chamber 72a is increased, and this brake fluid pressure is supplied to the left front wheel cylinder Wfl. That is, the regulator hydraulic pressure is supplied to the front left wheel cylinder Wfl. Note that, by the same operation, the regulator hydraulic pressure is supplied to the right front wheel cylinder Wfr.

【００３１】上記作動中、ブレーキペダル操作量即ち段
付ピストン７２の移動量に応じた分だけ段付環状室７２
ｃの容積が増加する。結果、マスタシリンダ液圧が段付
環状室７２ｃに流入し、ブレーキペダル３は確実にスト
ロークする。つまり、段付環状室７２ｃがブレーキペダ
ル３のストロークシュミレータとして機能する。During the above operation, the stepped annular chamber 72 has an amount corresponding to the operation amount of the brake pedal, that is, the movement amount of the stepped piston 72.
The volume of c increases. As a result, the master cylinder hydraulic pressure flows into the stepped annular chamber 72c, and the brake pedal 3 reliably strokes. That is, the stepped annular chamber 72c functions as a stroke simulator of the brake pedal 3.

【００３２】また上記作動と同時に、レギュレータ６の
出力レギュレータ液圧が後輪ホイールシリンダＷｒｌ，
Ｗｒｒに供給される。Simultaneously with the above operation, the output regulator hydraulic pressure of the regulator 6 is changed to the rear wheel cylinder Wrl,
Wrr.

【００３３】一方、運転者がブレーキペダル３を解放す
ると、マスタシリンダ液圧が減圧されるので、それに応
じてレギュレータ６が図１の状態に切り換わる。する
と、スプリング７５の付勢力により増圧器７の段付ピス
トン７２が圧力室７２ａの容積を増加させる方向に移動
し、開閉弁８の弁体８１が弁座部材８２から離脱する。
その結果、左前輪ホイールシリンダＷｆｌのブレーキ液
圧はマスタシリンダ１の圧力室１ａ（ひいてはマスタリ
ザーバ４）に戻され、同様に右前輪ホイールシリンダＷ
ｆｌのブレーキ液圧もマスタシリンダ１の圧力室１ｂ
（ひいてはマスタリザーバ４）に戻される。また、後輪
ホイールシリンダＷｒｌ，Ｗｒｒのブレーキ液圧はレギ
ュレータ６を介してマスタリザーバ４に戻される。On the other hand, when the driver releases the brake pedal 3, the master cylinder hydraulic pressure is reduced, and accordingly, the regulator 6 switches to the state shown in FIG. Then, the stepped piston 72 of the pressure intensifier 7 moves in the direction of increasing the volume of the pressure chamber 72 a by the urging force of the spring 75, and the valve body 81 of the on-off valve 8 is separated from the valve seat member 82.
As a result, the brake fluid pressure of the left front wheel cylinder Wfl is returned to the pressure chamber 1a of the master cylinder 1 (therefore, the master reservoir 4).
The brake fluid pressure of fl is also the pressure chamber 1b of the master cylinder 1.
(Consequently, it is returned to the master reservoir 4). The brake fluid pressure in the rear wheel cylinders Wrl and Wrr is returned to the master reservoir 4 via the regulator 6.

【００３４】[0034]

【発明の効果】請求項１の発明によれば、切換弁がピス
トンに機械的に連動してマスタシリンダ及びホイールシ
リンダ間の液圧路を開閉するので、切換弁を駆動するた
めのソレノイドを廃止でき、結果、安価になると共に小
型化する。According to the first aspect of the present invention, the switching valve opens and closes the hydraulic path between the master cylinder and the wheel cylinder in mechanical linkage with the piston, so that the solenoid for driving the switching valve is eliminated. As a result, it becomes cheaper and smaller.

【００３５】また、請求項３の発明によれば、マスタシ
リンダに常時連通しピストンの作動に伴い容積が変化す
る第２入力室を増圧器に設けたので、簡単な構成でブレ
ーキペダルのストロークシュミレータ機能を発揮でき、
結果、一層安価になる。According to the third aspect of the present invention, since the second input chamber which is always in communication with the master cylinder and whose volume changes with the operation of the piston is provided in the pressure intensifier, the stroke simulator of the brake pedal has a simple structure. Function.
As a result, it becomes even cheaper.

【図面の簡単な説明】[Brief description of the drawings]

【図１】本発明の一実施形態に係る車両用液圧ブレーキ
装置の全体構成図である。FIG. 1 is an overall configuration diagram of a vehicle hydraulic brake device according to an embodiment of the present invention.

【図２】図1の増圧器の拡大断面図である。FIG. 2 is an enlarged sectional view of the pressure intensifier of FIG.

【符号の説明】[Explanation of symbols]

ＦＬ，ＦＲ，ＲＬ，ＲＲ 車輪 Ｗｆｌ，Ｗｆｒ，Ｗｒｌ，Ｗｒｒ ホイールシリンダ １ マスタシリンダ １ａ，１ｂ マスタシリンダの圧力室 ３ ブレーキペダル ４ マスタリザーバ（リザーバ） Ｐ１ 液圧路 ５ 補助液圧源（液圧源） ６ レギュレータ ７ 増圧器 ７１ ハウジング ７１ｄ 段付シリンダ孔 ７２ 段付ピストン ７２ａ 圧力室 ７２ｂ 入力室（第1入力室） ７２ｃ 段付環状室（第2入力室） ７５ スプリング ８ 開閉弁（切換弁） ８１ 弁体 ８２ 弁座部材（弁座） ８３ スプリング FL, FR, RL, RR Wheels Wfl, Wfr, Wrl, Wrr Wheel cylinder 1 Master cylinder 1a, 1b Pressure chamber of master cylinder 3 Brake pedal 4 Master reservoir (reservoir) P1 Hydraulic pressure path 5 Auxiliary hydraulic pressure source (hydraulic pressure source) 6) Regulator 7 Booster 71 Housing 71d Stepped cylinder hole 72 Stepped piston 72a Pressure chamber 72b Input chamber (first input chamber) 72c Stepped annular chamber (second input chamber) 75 Spring 8 Opening / closing valve (switching valve) 81 Valve body 82 Valve seat member (valve seat) 83 Spring

Claims (6)

【特許請求の範囲】[Claims] 【請求項１】 車両の車輪に装着され前記車輪を制動す
るホイールシリンダと、ブレーキ液を貯蔵するリザーバ
と、ブレーキペダルの操作量に応じて前記リザーバのブ
レーキ液を昇圧しマスタシリンダ液圧を出力するマスタ
シリンダと、前記リザーバ内のブレーキ液を所定の圧力
に昇圧してパワー液圧を出力する液圧源と、前記液圧源
の出力パワー液圧を少なくとも前記ブレーキペダルの操
作量に応じたレギュレータ液圧に調圧するレギュレータ
と、前記マスタシリンダ及び前記ホイールシリンダ間の
液圧路に配設され前記液圧路を開閉する切換弁と、前記
レギュレータ及び前記ホイールシリンダ間を液密的に分
離するピストンを有し、前記レギュレータの出力レギュ
レータ液圧に応じて前記ピストンを作動させてレギュレ
ータ液圧に応じた液圧を前記ホイールシリンダに供給す
る増圧器とを備えた車両用液圧ブレーキ装置において、 前記切換弁は、前記ピストンに機械的に連動して前記液
圧路を開閉するように構成されていることを特徴とする
車両用液圧ブレーキ装置。1. A wheel cylinder mounted on a vehicle wheel for braking the wheel, a reservoir for storing brake fluid, and a brake fluid in the reservoir is boosted according to an operation amount of a brake pedal to output a master cylinder fluid pressure. A master cylinder, a hydraulic pressure source for increasing the brake fluid in the reservoir to a predetermined pressure and outputting a power hydraulic pressure, and an output power hydraulic pressure of the hydraulic pressure source at least according to an operation amount of the brake pedal. A regulator that regulates a regulator hydraulic pressure, a switching valve that is provided in a hydraulic passage between the master cylinder and the wheel cylinder and opens and closes the hydraulic passage, and liquid-tightly separates the regulator and the wheel cylinder. A fluid having a piston and actuating the piston in accordance with the output regulator fluid pressure of the regulator to operate the piston in accordance with the regulator fluid pressure; A hydraulic brake device for a vehicle, comprising: a pressure intensifier that supplies pressure to the wheel cylinder. The switching valve is configured to open and close the hydraulic pressure path mechanically in association with the piston. A hydraulic brake device for a vehicle, comprising: 【請求項２】 請求項１において、 前記ピストンは、ハウジング内に摺動自在に配設され、
一端側に前記ホイールシリンダに連通する圧力室を形成
すると共に他端側にレギュレータ液圧を入力する第1入
力室を形成し、 前記切換弁は、前記第1入力室にレギュレータ液圧が供
給されていないときは、前記マスタシリンダを前記圧力
室に連通し、前記第1入力室にレギュレータ液圧が供給
されて前記ピストンが前記圧力室の容積を小さくする方
向に摺動したときに、前記ピストンに機械的に連動して
前記マスタシリンダ及び前記圧力室間の連通を遮断する
ように構成されていることを特徴とする車両用液圧ブレ
ーキ装置。2. The method according to claim 1, wherein the piston is slidably disposed in the housing.
A pressure chamber communicating with the wheel cylinder is formed on one end side, and a first input chamber for inputting regulator fluid pressure is formed on the other end side. The switching valve is configured such that the regulator fluid pressure is supplied to the first input chamber. When not, the master cylinder is communicated with the pressure chamber, and when the regulator hydraulic pressure is supplied to the first input chamber and the piston slides in a direction to reduce the volume of the pressure chamber, the piston moves. A hydraulic brake device for a vehicle, wherein the hydraulic brake device is configured to mechanically interlock with the hydraulic cylinder to cut off communication between the master cylinder and the pressure chamber. 【請求項３】 請求項２において、 前記増圧器は、前記マスタシリンダに常時連通し前記ピ
ストンの作動に伴い容積が変化する第２入力室を有する
ことを特徴とする車両用液圧ブレーキ装置。3. The hydraulic brake system for a vehicle according to claim 2, wherein the pressure intensifier has a second input chamber which is always in communication with the master cylinder and whose volume changes with the operation of the piston. 【請求項４】 請求項３において、 前記ハウジングは段付シリンダを有し、 前記ピストンは、前記段付シリンダに摺動自在に配設さ
れ、前記圧力室の圧力を受ける受圧面積が前記第1入力
室の圧力を受ける受圧面積よりも大きい段付ピストンで
あり、 前記第２入力室は、前記ピストンの外周に形成された段
付環状室であり、前記段付環状室は、前記ピストンが前
記圧力室の容積を小さくする方向に摺動するに伴いその
容積が増加するように構成されていることを特徴とする
車両用液圧ブレーキ装置。4. The housing according to claim 3, wherein the housing has a stepped cylinder, the piston is slidably disposed on the stepped cylinder, and a pressure receiving area for receiving a pressure of the pressure chamber is the first pressure receiving area. A stepped piston larger than a pressure receiving area receiving the pressure of the input chamber; the second input chamber is a stepped annular chamber formed on the outer periphery of the piston; A hydraulic brake device for a vehicle, characterized in that the pressure chamber is configured to increase in volume as the pressure chamber slides in a direction to reduce the volume. 【請求項５】 請求項１において、 前記切換弁は、前記増圧器の内部に設けられていること
を特徴とする車両用液圧ブレーキ装置。5. The hydraulic brake device for a vehicle according to claim 1, wherein the switching valve is provided inside the pressure intensifier. 【請求項６】 請求項５において、 前記ピストンは、ハウジング内に摺動自在に配設され、
一端側に前記ホイールシリンダに連通する圧力室を形成
すると共に他端側にレギュレータ液圧を入力する第1入
力室を形成し、 前記切換弁は、前記ピストンの一端に固定された弁体
と、前記圧力室に前記弁体に着脱可能に配置された弁座
とを有し、前記ピストンが前記圧力室の容積を小さくす
る方向に摺動して前記弁体が前記弁座に着座した後、前
記弁体及び弁座は前記ピストンと共に一体移動するよう
に構成されていることを特徴とする車両用液圧ブレーキ
装置。6. The piston according to claim 5, wherein the piston is slidably disposed in the housing.
A pressure chamber communicating with the wheel cylinder is formed on one end side, and a first input chamber for inputting regulator fluid pressure is formed on the other end side, wherein the switching valve is a valve body fixed to one end of the piston, Having a valve seat removably disposed on the valve body in the pressure chamber, after the piston slides in a direction to reduce the volume of the pressure chamber and the valve body is seated on the valve seat, A hydraulic brake device for a vehicle, wherein the valve element and the valve seat are configured to move together with the piston.
JP10177696A 1998-06-24 1998-06-24 Hydraulic brake system for vehicle Pending JP2000006785A (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP10177696A JP2000006785A (en) 1998-06-24 1998-06-24 Hydraulic brake system for vehicle
DE1999128756 DE19928756A1 (en) 1998-06-24 1999-06-23 Hydraulic brake apparatus for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP10177696A JP2000006785A (en) 1998-06-24 1998-06-24 Hydraulic brake system for vehicle

Publications (1)

Publication Number Publication Date
JP2000006785A true JP2000006785A (en) 2000-01-11

Family

ID=16035517

Family Applications (1)

Application Number Title Priority Date Filing Date
JP10177696A Pending JP2000006785A (en) 1998-06-24 1998-06-24 Hydraulic brake system for vehicle

Country Status (2)

Country Link
JP (1) JP2000006785A (en)
DE (1) DE19928756A1 (en)

Also Published As

Publication number Publication date
DE19928756A1 (en) 1999-12-30

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