JPH01127444A - Slip control type brake gear - Google Patents
Slip control type brake gearInfo
- Publication number
- JPH01127444A JPH01127444A JP62194563A JP19456387A JPH01127444A JP H01127444 A JPH01127444 A JP H01127444A JP 62194563 A JP62194563 A JP 62194563A JP 19456387 A JP19456387 A JP 19456387A JP H01127444 A JPH01127444 A JP H01127444A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- control
- valve
- chamber
- brake
- 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
Links
- 239000012530 fluid Substances 0.000 claims abstract description 23
- 238000005192 partition Methods 0.000 claims description 5
- 238000004891 communication Methods 0.000 claims description 3
- 230000006835 compression Effects 0.000 claims description 2
- 238000007906 compression Methods 0.000 claims description 2
- 239000007788 liquid Substances 0.000 claims description 2
- 230000001105 regulatory effect Effects 0.000 claims 1
- 230000007547 defect Effects 0.000 description 3
- 238000002955 isolation Methods 0.000 description 2
- 101100119771 Caenorhabditis elegans fat-6 gene Proteins 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
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
- B60T8/343—Systems characterised by their lay-out
- B60T8/344—Hydraulic systems
- B60T8/347—3 Channel 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
- B60T8/404—Control of the pump unit
- B60T8/4054—Control of the pump unit involving the delivery pressure control
-
- 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
- B60T8/44—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
- B60T8/445—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 co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems replenishing the released brake fluid volume into the brake piping
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
Abstract
Description
【発明の詳細な説明】
〔発明の技術分野〕
この発明は、圧液管路を介して前輪の車輪ブレーキが接
続されたマスタシリンダを有するペダル操作ブースタと
、液圧ポ／ｆ、圧液貯蔵リザーバ及び第３のブレーキ回
路を嘴成し、後輪の車輪ブレーキが接続された流入管を
有する補助圧力源と、車輪の回転挙動を検出し、かつス
リップ制御のために圧液管路に挿設した電磁入口弁及び
電磁出口弁を制御するブレーキ圧力制御電気信号を発生
する車輪センサ及び電子制御回路と、補助圧力源に接続
された制御弁を有し、この制御弁がマスクシリングの一
方の圧力室１ｃ接続され、制御弁の一方の制御室が電磁
入口弁に通じる流入管と連通して成る、スリップ制御型
ブレーキ装置に関する。[Detailed Description of the Invention] [Technical Field of the Invention] This invention relates to a pedal-operated booster having a master cylinder to which a front wheel brake is connected via a hydraulic fluid pipe, a hydraulic pump/f, and a hydraulic fluid storage. An auxiliary pressure source with an inflow pipe forming a reservoir and a third brake circuit and connected to the wheel brake of the rear wheel, and an auxiliary pressure source inserted into the hydraulic fluid line for detecting the rotational behavior of the wheel and for slip control. a control valve connected to an auxiliary pressure source; and a control valve connected to an auxiliary pressure source. The present invention relates to a slip control type brake device which is connected to a pressure chamber 1c and has one control chamber of a control valve communicating with an inflow pipe leading to an electromagnetic inlet valve.
先出願（***特許出願Ｐ３５０２４５１．８号）に基づ
く二系統ブレーキ装置には、ポンプから両方のブレーキ
管に通じる圧液通路の圧力を１スタシリンダの作動室の
圧力に応じて調整する制御弁が設けられ、ブレーキ管と
ポンプの間の圧液通路に逆止め弁が挿設される。更にこ
のブレーキ装置は、電子制御回路に挿設されて、差圧の
存在を識別及び解析させる差圧スイッチを使用する。こ
の差圧スイッチはポンプからブレーキ管に至る圧液通路
及びマスクシリングの作動室と、特別の吐出管を介して
連通ずる。The dual-system brake system based on the earlier application (West German patent application No. P3502451.8) includes a control valve that adjusts the pressure in the pressure fluid passage leading from the pump to both brake pipes according to the pressure in the working chamber of the 1st cylinder. A check valve is inserted into the pressure fluid passage between the brake pipe and the pump. Additionally, this brake system uses a differential pressure switch that is inserted into the electronic control circuit to identify and analyze the presence of a differential pressure. This differential pressure switch communicates with the pressure fluid path from the pump to the brake pipe and with the working chamber of the Musk Schilling via a special discharge pipe.
そこで、この発明の目的とするところは、後車軸の車輪
ブレーキに動圧を、また前輪の車輪ブレーキに静圧を負
荷するのに通した、スリッグ制御型ブレーキ装置を提供
することである。そして最終的には空気式制動力ブース
タの使用を可能にし、制御しやすさを改善しようとする
ものである。SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a slug control type brake device in which dynamic pressure is applied to the wheel brakes of the rear axle and static pressure is applied to the wheel brakes of the front wheels. The final goal is to enable the use of pneumatic braking force boosters and improve controllability.
この発明に基づき車両の後輪の車輪ブレーキが共通の電
磁入口弁を介して流入管と連通し、一方の前輪の車輪ブ
レーキがマスタシリンダの第１の圧力室に直接接続され
、他方の車輪ブレーキが第２の圧力室に接続され、流入
管が制御弁の圧力室と述通し、この圧力室が一方では第
１の弁を介してポンプ吐出管と、他方では第２の弁を介
して別の圧力室と、またこの圧力室を介してリザーバと
連通ずることによって、上記の目的が可能になる。According to the invention, the wheel brakes of the rear wheels of the vehicle communicate with the inlet pipe through a common solenoid inlet valve, the wheel brakes of one front wheel are directly connected to the first pressure chamber of the master cylinder, and the wheel brakes of the other front wheels are connected directly to the first pressure chamber of the master cylinder. is connected to a second pressure chamber, the inlet pipe is connected to the pressure chamber of the control valve, and this pressure chamber is connected to the pump outlet pipe via the first valve on the one hand and to the separate pump outlet pipe via the second valve on the other hand. The above-mentioned objective is made possible by the pressure chamber and the communication via this pressure chamber with the reservoir.
制御弁が逐次配列された複数個の制御室を有し、その内
の３個の制御室が制＃呈を仕切る隔壁に配役さｗｆｃｇ
１大の中に一密接して縦移動可能に支承された２個のピ
ストンによって隔離され、第１の制御室がマスタシリン
ダの一方の圧力室と、また第２の制御室が他方の圧力室
と連通し、一方のピストンが制御スリーブに作用し、制
御スリーブが第３の制御室と第２の制御室の間の隔壁に
縦移動可能に支承され、弁要素と共に弁を構成し、この
弁が第４の制御室から、リザーバに接続する第３の制御
室への圧液通路を調節し、弁要素の制御スリーブと反対
側の端部が別の弁の弁体に作用し、この弁が流入管に接
続する第４の制御室から、ポンプ吐出管に接続する第５
の制御室への圧液通路を調節することが好ましい。It has a plurality of control rooms in which control valves are sequentially arranged, and three of the control rooms are placed on the bulkhead that partitions the control system.
The first control chamber is separated from one pressure chamber of the master cylinder, and the second control chamber is separated by two pistons supported vertically movably in close contact with each other. in communication with, one piston acting on a control sleeve, the control sleeve being longitudinally movably supported in the partition between the third control chamber and the second control chamber and forming, together with the valve element, a valve; regulates a hydraulic fluid passage from the fourth control chamber to a third control chamber that connects to the reservoir, and the end of the valve element opposite the control sleeve acts on the valve body of another valve, and from the fourth control chamber, which connects to the inflow pipe, and the fifth control chamber, which connects to the pump discharge pipe.
Preferably, the pressure fluid path to the control chamber is adjusted.
制御スリーブが弁体と共に構成する弁の開放方向に制御
スリーブに負荷する圧縮ばねが、第４の制御室に没入す
る制御スリー１に作用し、その際マスタシリンダの圧力
室の圧力が負荷される２個のピストンの内の第２のピス
トンの一方の端面が、制御スリーブの弁体と反対側の端
面に接することが好ましい。A compression spring that loads the control sleeve in the direction of opening the valve, which the control sleeve forms together with the valve body, acts on the control sleeve 1 recessed into the fourth control chamber, in which case the pressure in the pressure chamber of the master cylinder is loaded. Preferably, one end surface of the second piston of the two pistons contacts the end surface of the control sleeve opposite to the valve body.
ポンプ吐出管に接続する第５の制御室から、流入管に接
続する第４の制御室への圧液通路を調節する第１の弁が
弁体を有し、この弁体がばねによって閉鎖方向に負荷さ
れ、第２の弁の弁体と第１の弁の弁体の間に配設された
タペットによって開放方向に移動させられることが好ま
しい。A first valve that regulates a pressure fluid passage from a fifth control chamber connected to the pump discharge pipe to a fourth control chamber connected to the inflow pipe has a valve body, and the valve body is moved in the closing direction by a spring. Preferably, the valve body is loaded with a load and is moved in the opening direction by a tappet arranged between the valve body of the second valve and the valve body of the first valve.
車輪ブレーキとマスタシリンダの圧力室を連通ずるブレ
ーキ管にそれぞれ逆止め弁か挿設され、この逆止め弁が
ブレーキ管から接続された圧力室への圧液の逆流を許す
が、圧力室からブレーキ管への圧液の流出を遮断するこ
とが好ましい。A check valve is installed in each brake pipe that communicates the wheel brake with the pressure chamber of the master cylinder, and this check valve allows pressure fluid to flow back from the brake pipe to the connected pressure chamber, but does not allow pressure fluid to flow from the pressure chamber to the brake. Preferably, the outflow of pressure fluid into the tube is blocked.
図示の実施例において、ブレーキ装置は、ブレーキ圧発
生器１を備えており、このブレーキ圧発生器１は、タン
デム型のマスタシリンダ２と、前置のパキーーム型のブ
ースタ３から成る。公知のように、ブレーキぜダル５に
加えられたペダル踏込み力Ｆは、押し棒４を介してブー
スタ３に伝達され、このブースタ３の補助力が加えらｎ
た後、マスタシリンダ２の作動ピストン６．７へ伝達さ
れる。In the illustrated embodiment, the brake system includes a brake pressure generator 1, which comprises a tandem-type master cylinder 2 and a pachyme-type booster 3 at the front. As is well known, the pedal depression force F applied to the brake pedal 5 is transmitted to the booster 3 via the push rod 4, and the auxiliary force of the booster 3 is applied to the pedal force F.
It is then transmitted to the working piston 6.7 of the master cylinder 2.
図示のブレーキ解除位置では、マスタシリンダの圧力室
８，９は、開いた状態にある中心弁１０゜１ノ、作動ピ
ストン６．７内の接続通路１２，１３、環状室ノ４，１
５、接綬孔１６，１７、液圧管路１８．１９を経て圧力
液を貯蔵した゛リザーバ２゜と連通している。In the brake release position shown, the pressure chambers 8, 9 of the master cylinder are connected to the central valve 10.1 in the open state, the connecting passages 12, 13 in the working piston 6.7, the annular chambers 4, 1.
5. It communicates with a reservoir 2 in which pressure fluid is stored through coupling holes 16 and 17 and hydraulic lines 18 and 19.
両方の圧力室８，９には、補助圧力源６２における制御
弁２３の制御入口２１．２２が接続さｎている。制御弁
２３内のピストン２４．５２を介して弁２５．５１に制
御圧が伝達さｎる。弁２５゜５１は、一方で液圧ポンプ
２６の吐出側に接続されておシ、他方ではリザーバ２０
に接続されている。辰圧ボンｆａｔ６の吸込側もまたリ
ザーバ２゜に接続されている。液圧ポンプ２６は電動モ
ータＭによって駆動されるようになっておシ、その電気
接続端ｍ及び接地点は記号化して示さｎている。A control inlet 21 , 22 of a control valve 23 in an auxiliary pressure source 62 is connected to both pressure chambers 8 , 9 . Control pressure is transmitted via a piston 24.52 in control valve 23 to valve 25.51. The valve 25.51 is connected on the one hand to the discharge side of the hydraulic pump 26 and on the other hand to the reservoir 20.
It is connected to the. The suction side of the dragon pressure bomb FAT6 is also connected to the reservoir 2°. The hydraulic pump 26 is driven by an electric motor M, and its electrical connection end m and ground point are shown symbolically.
マスタシリンダ２における２個のブレーキ回路１．１１
は、無圧状態で開位置にある電磁入口弁２７．２８を介
して車輪ブレーキ３３．３４に接続されている。車輪ブ
レーキ３３，３４は、１１ｒ！Ａの車軸の車輪にそｎぞ
ｎ配置されている。Two brake circuits in master cylinder 2 1.11
are connected to the wheel brakes 33.34 via a solenoid inlet valve 27.28 which is in the open position without pressure. The wheel brakes 33 and 34 are 11r! They are placed on each wheel of the axle of A.
車輪ブレーキ３１ないし３４は、休止位置で開位置にあ
る′１ｔｇ＆出ロ弁３０，３５．３６に接続されている
。これら電磁出口弁３０，３５．３６は、戻シ管路３７
を経てリザーバ２０に接続されている。The wheel brakes 31 to 34 are connected to the '1tg & outlet valves 30, 35, 36 which are in the open position in the rest position. These electromagnetic outlet valves 30, 35, 36 are connected to a return line 37.
It is connected to the reservoir 20 via.
ブレーキ回路■、■は、遮断弁３８．３９及び流入管路
４０を経て補助圧力源６２、即ち制御弁２３に接続され
ている。ブレーキングの制御の開始（アンチロ、クシス
テムの作動開始）により、遮断弁３Ｂ、３９は開かれる
。ｔｍ入口弁２７゜２８の第２の切換位置即ち閉位置へ
の切換えは、電子信号処理論理回路４４からの電気信号
によって行われる。The brake circuits (1) and (2) are connected to an auxiliary pressure source 62, ie, a control valve 23, via isolation valves 38, 39 and inlet lines 40. With the start of braking control (start of operation of the anti-lock system), the shutoff valves 3B and 39 are opened. Switching of the tm inlet valves 27, 28 to the second or closed position is effected by an electrical signal from the electronic signal processing logic circuit 44.
車輪には誘導センサＳｌないしＳ４が備えられている。The wheels are equipped with induction sensors Sl to S4.
これらのセンサＳ、ないしＳ４は車輪と同期して回転す
る歯付円板と協働し、車輪の回転挙動即ち車輪速度及び
その変化を示す電気信号を発生する。この電気信号は入
力端子Ｅ１ないしＥ４を経て電子信号処理論理回路４４
に送られる。These sensors S to S4 cooperate with a toothed disc rotating synchronously with the wheel and generate electrical signals indicating the rotational behavior of the wheel, ie the wheel speed and its changes. This electrical signal is transmitted to the electronic signal processing logic circuit 44 via input terminals E1 to E4.
sent to.
この電子信号処理＠埋回路は、ブレーキ圧制御信号を発
生する。車輪にロッキング傾向が認められると、ブレー
キ圧制御信号によって電磁入口弁２７．２８．２９、電
磁出口弁３０，３５，３６、遮断弁３８．３９は一時的
に切換えられ、これによってブレーキ圧は一定に保たれ
るか、減圧され、あるいは所定の時期に再び高めらｎる
。電磁入口弁２７．２８．２９、電磁出口弁３０．３５
，３６、ｆｉＦｒ弁３８．３９の切換のため電子信号処
理論理回路の出力端子ＡＩないしＡ８から、ブレーキ圧
制御信号がその弁の電磁石に伝達されて、この電磁石を
駆動する。出力端子Ａ、ないしＡ８と電磁入口弁２７．
２Ｂ、２９、電磁出口弁２９，３０゜３５．３６、ｍ＠
弁３８．３９との間の接続電線は図示の便宜上水されて
いない。This electronic signal processing circuit generates a brake pressure control signal. When a rocking tendency is detected in the wheels, the brake pressure control signal temporarily switches the solenoid inlet valves 27, 28, 29, the solenoid outlet valves 30, 35, 36, and the shutoff valves 38, 39, thereby keeping the brake pressure constant. The pressure may be maintained at a certain level, reduced, or increased again at a predetermined time. Solenoid inlet valve 27.28.29, solenoid outlet valve 30.35
, 36, fiFr From output terminals AI to A8 of the electronic signal processing logic circuit for switching the valve 38, 39, a brake pressure control signal is transmitted to the electromagnet of the valve and drives this electromagnet. Output terminal A to A8 and solenoid inlet valve 27.
2B, 29, electromagnetic outlet valve 29, 30° 35.36, m@
The connecting wires to and from the valves 38, 39 are not shown for convenience of illustration.
電子信号処理論理回路４４は公知のように固定配線スイ
ッチ回路又はプログラマブル電子ユニ。The electronic signal processing logic circuit 44 may be a hardwired switch circuit or a programmable electronic unit, as is known in the art.
ト、例えばマイクロコンピュータ又はマイクロコントロ
ーラによって実現することができる。For example, it can be realized by a microcomputer or a microcontroller.
ブレーキ圧制御信号を発生するとき、制御弁２３に配設
されたプ、シュスイ、チ４３の切換状態が更に検討され
、場合によっては更にその他の信号が考慮される。この
ため、電子信号処理論理回路４４には信号入力端子ｄが
設けられている。When generating the brake pressure control signal, the switching state of the switch 43 provided in the control valve 23 is further considered, and other signals may be taken into consideration as the case may be. For this reason, the electronic signal processing logic circuit 44 is provided with a signal input terminal d.
ブレーキング過程において、液圧デンゾ２６の電動モー
タＭを始動するため、電動モータＭの接続端ｍＫ給電さ
れるようになっている。In order to start the electric motor M of the hydraulic pressure sensor 26 during the braking process, power is supplied to the connection end mK of the electric motor M.
ブレーキ装置は次のように動作する。The brake device operates as follows.
ブレーキをかけるとペダル踏込み力Ｆはブースタ３の負
圧によシブ−ストされて、マスタシリンダ２の作動ピス
トン６．７に伝達される。この後、中心弁１０．１１が
閉じら扛るから、ここで圧力室８，９つまり、ブレーキ
回路１．Ｉｆにブレーキ圧が発生する。ブレーキ圧は電
磁入口弁２ ’１．２８を経て車輪ブレーキ３１，３２
，３３．３４に伝達される。When the brake is applied, the pedal depression force F is boosted by the negative pressure of the booster 3 and transmitted to the actuating piston 6.7 of the master cylinder 2. After this, the central valve 10.11 is closed, so that the pressure chambers 8, 9 and hence the brake circuit 1. Brake pressure is generated at If. The brake pressure is applied to the wheel brakes 31, 32 through the solenoid inlet valve 2'1.28.
, 33.34.
圧力Ｍ８，９のブレーキ圧は、制御弁２３の制御入口２
１．２２及び制御室４１．４２にも伝達され、制御ばね
４９即ち、弁５１の閉鎖力に抗して、この弁５１に作用
する。制＠室４ｘ、４ｘ内にはピストン２４が突出さｎ
ておシ、ピストン２４は制御室４２内の圧力が作用する
ピストン５２を介して弁スリーブ５４と当接されている
。The brake pressure of pressure M8,9 is applied to the control inlet 2 of the control valve 23.
1.22 and the control chamber 41.42, which acts on the control spring 49 and thus against the closing force of the valve 51. A piston 24 protrudes into the control chamber 4x, 4x.
The piston 24 rests against a valve sleeve 54 via a piston 52 on which the pressure in the control chamber 42 acts.
弁スリーブ５４の縦穴５７は弁体６３によって開閉可能
である。The vertical hole 57 of the valve sleeve 54 can be opened and closed by a valve body 63.
そこで、センサＳｌないしＳ４及び電子信号処理！埋回
路４４によって、１個又は複数個の車輪におけるロッキ
ング傾向が識別されると、スリップ制御が開始され、液
圧ポンプ２６は、第３ブレーキ回路■を構成する。流入
管４０に、制御室４１．４２つまシ圧力室８．９の圧力
即ちペダル踏込み力Ｆに比例する補助圧力を供給する。Therefore, sensors Sl to S4 and electronic signal processing! When a locking tendency in one or more wheels is identified by the embedded circuit 44, slip control is initiated, and the hydraulic pump 26 constitutes the third brake circuit (2). The inflow pipe 40 is supplied with an auxiliary pressure proportional to the pressure in the control chamber 41, 42 and the pressure chamber 8.9, that is, to the pedal depression force F.
補助圧力が発生されたとき、電磁入口弁２９、遮断弁３
８．３９が開位置に切換えられ、圧液がブレーキ回路１
．ＩＩＫ動圧的に流入する。車輪ブレーキ３１ないし３
４のブレーキ圧は、電子信号処理論理回路４４から信号
線を経てスリ、７″制御用ブレ一キ圧制御信号が送られ
る電磁出口弁３０゜３５．３６によって確定される。When auxiliary pressure is generated, the solenoid inlet valve 29, the isolation valve 3
8.39 is switched to the open position and pressure fluid is supplied to brake circuit 1.
．． IIK flows in dynamically. Wheel brakes 31 to 3
The brake pressure at 4 is determined by the electromagnetic outlet valve 30, 35, 36, which receives a brake pressure control signal for the 7'' control via the signal line from the electronic signal processing logic circuit 44.
通常のブレーキング又はスリップ制御の応答を考慮して
、マスタシリンダ２の圧力室８，９又は制御弁２３に通
じる管路４８，５０の圧力と、液圧デンゾ２６及び制御
弁２３によって生起さｎる補助圧力を比較することによ
シ、様々な欠陥が確実ＫＭ別される。スリップ制御を伴
わないブレーキングの場合には、圧力室８，９に圧力が
発生するが、補助圧力源６２からは圧力が発生しないは
ずである。ブレーキが正常である場合、差圧が僅少又は
ゼロになる。液圧ポンプ２６、制御弁２３が働かないか
又は故障の場合、電動モータＭ等の接続系路に欠陥があ
る場合は、流入管４０に比して圧力室８，９に大きな圧
力が生起される。こうして電子信号処理論理回路４４に
より上記の状態又はその他の状態が論理的に判断されて
欠陥が識別され、その信号が出力される。電子信号処理
論理回路４４は、欠陥の種類に応じて自動的にスリップ
制御を全面的に中断するが、又は無傷のブレーキ回路を
介して効果的なブレーキングが可能であるように、部分
的に１即ち幾つかの車輪ブレーキに限ってスリップ制御
を中断する。Taking into account the normal braking or slip control response, the pressure in the pressure chambers 8, 9 of the master cylinder 2 or the lines 48, 50 leading to the control valve 23 and the n produced by the hydraulic pressure sensor 26 and the control valve 23 are By comparing the auxiliary pressures applied, various defects can be reliably separated. In the case of braking without slip control, pressure is generated in the pressure chambers 8 and 9, but no pressure should be generated from the auxiliary pressure source 62. If the brakes are normal, the differential pressure will be small or zero. If the hydraulic pump 26 and the control valve 23 do not work or are malfunctioning, or if there is a defect in the connection system such as the electric motor M, a greater pressure will be generated in the pressure chambers 8 and 9 than in the inflow pipe 40. Ru. The electronic signal processing logic circuit 44 then logically determines the above or other conditions to identify a defect and output a signal thereof. The electronic signal processing logic circuit 44 automatically interrupts the slip control completely depending on the type of fault, or partially so that effective braking is possible via an intact brake circuit. 1, that is, the slip control is interrupted only for some wheel brakes.
制御弁２３は互いに同軸に配列された合計５個の室４１
，４２，６４，６５．６６を有し、その内の３つの室は
２個のピストン２４．５２によって互いに隔離される。The control valve 23 has a total of five chambers 41 arranged coaxially with each other.
, 42, 64, 65.66, the three chambers of which are separated from each other by two pistons 24.52.
ピストン２４．５２は弁スリープ５４と弁体６３を介し
て弁５１の弁球６８に作用する。弁５１１１Ｃよってポ
ンプ吐出管６０への接続を閉鎖することができる。液圧
ポンプ２６が発生する液圧が制御室４゛１ないしは４２
内の圧力よシ高ければ、ピストン２４．５２が左へ移動
するから、弁球６８は弁座４５から離座し、液圧ポンプ
２６から送られ九圧液は圧力Ｍ６５を経て流入管４０へ
送られる。マスタシリンダ２の圧力室８ ｅ ９、及び
吐出管４Ｊ、５０の圧力が低下すれば、弁５１が閉じら
れる。また、圧力室６５から縦穴５７を経て圧力室６４
に至る圧液通路が開放されるから、流入管４０及び後輪
の車輪ブレーキ３１．３２のリザーバ２０側の圧力を解
消することができる。The piston 24.52 acts on the valve ball 68 of the valve 51 via the valve sleeve 54 and the valve body 63. Valve 5111C allows the connection to pump discharge pipe 60 to be closed. The hydraulic pressure generated by the hydraulic pump 26 is transferred to the control chamber 4'1 or 42.
If the internal pressure is higher, the piston 24.52 moves to the left, so the valve ball 68 leaves the valve seat 45, and the 9-pressure liquid sent from the hydraulic pump 26 passes through the pressure M65 to the inlet pipe 40. Sent. When the pressure in the pressure chambers 8e9 of the master cylinder 2 and the discharge pipes 4J and 50 decreases, the valve 51 is closed. In addition, the pressure chamber 64 is connected from the pressure chamber 65 through the vertical hole 57.
Since the pressure fluid passageway leading to the rear wheel brakes 31 and 32 is opened, the pressure on the reservoir 20 side of the inlet pipe 40 and the rear wheel brakes 31 and 32 can be released.
図はこの発明の一実施例を示すスリップ制御型ブレーキ
装置の断面図である。
２・・・タンデムマスタシリ／ダ、二系統親シリンダ、
３・・・ブースタ、８，９・・・圧力室、２０・・・リ
ザーバ、２３・・・制御弁、２５・・・第２の弁、２８
．２９・・・電磁入口弁、３５．３６・・・電磁出口弁
、３１゜３２．３３．３４・・・車輪ブレーキ、５ノ・
・・第２の弁、６２・・・補助圧力源、６５・・・圧力
室、Ｓ１〜Ｓ４・・・車輪センサ。The figure is a sectional view of a slip control type brake device showing one embodiment of the present invention. 2... Tandem master cylinder/da, two-system parent cylinder,
3... Booster, 8, 9... Pressure chamber, 20... Reservoir, 23... Control valve, 25... Second valve, 28
．． 29...Solenoid inlet valve, 35.36...Solenoid outlet valve, 31°32.33.34...Wheel brake, 5.
...Second valve, 62...Auxiliary pressure source, 65...Pressure chamber, S1-S4...Wheel sensor.
Claims (5)
ーキ（３３、３４）が接続されたマスタシリンダ（２）
を有するペダル操作ブースタ（３）と、液圧ポンプ（２
６）、圧液貯蔵リザーバ（２０）及び第３のブレーキ回
路を構成し、後輪の車輪ブレーキ（３１、３２）が接続
された流入管（４０）を有する補助圧力源（６２）と、
車輪の回転挙動を検出し、かつスリップ制御のため、圧
液管路（４０、５３、６１）に挿設した電磁入口弁（２
９、３８、３９又は２７、２８）及び電磁出口弁（３０
、３５、３６）を制御するブレーキ圧力制御電気信号を
発生する車輪センサ（Ｓ１ないしＳ４）及び電子制御回
路と、補助圧力源（６２）に接続された制御弁（２３）
とからなりこの制御弁がマスタシリンダ（２）の一方の
圧力室（８、９）に接続され、制御弁の一方の制御室（
６５）が電磁入口弁（２９、３８、３９）に通じる流入
管（４０）と接続されてなるスリップ制御型ブレーキ装
置において、車両の後輪の車輪ブレーキ（３１、３２）
が共通の電磁入口弁（２９）を介して流入管（４０）に
接続され、一方の前輪の車輪ブレーキ（３４）がマスタ
シリンダ（２）の第１の圧力室（９）に直接接続され、
他方の前輪の車輪ブレーキ（３３）が第２の圧力室（８
）に接続され、流入管（４０）が制御弁（２３）の圧力
室（６５）と接続され、この圧力室（６５）が一方では
第１の弁（５１）を介してポンプ吐出管（６０）と、他
方では第２の弁（２５）を介して別の圧力室（６４）と
、またこの圧力室（６４）を介してリザーバ（２０）と
連通することを特徴とするスリップ制御型ブレーキ装置
。(1) Master cylinder (2) to which front wheel brakes (33, 34) are connected via pressure fluid pipes (53, 61)
a pedal-operated booster (3) with a hydraulic pump (2);
6) an auxiliary pressure source (62) having a pressure fluid storage reservoir (20) and an inlet pipe (40) constituting a third brake circuit and connected to the wheel brakes (31, 32) of the rear wheels;
An electromagnetic inlet valve (2
9, 38, 39 or 27, 28) and solenoid outlet valve (30
, 35, 36) and a control valve (23) connected to an auxiliary pressure source (62).
This control valve is connected to one pressure chamber (8, 9) of the master cylinder (2), and one control chamber (8, 9) of the control valve is connected to one pressure chamber (8, 9) of the master cylinder (2).
65) is connected to an inlet pipe (40) leading to an electromagnetic inlet valve (29, 38, 39), in a slip control type brake system, the rear wheel brakes (31, 32) of the rear wheels of the vehicle
are connected to the inlet pipe (40) via a common solenoid inlet valve (29), one front wheel brake (34) is directly connected to the first pressure chamber (9) of the master cylinder (2),
The other front wheel brake (33) is connected to the second pressure chamber (8
), and the inflow pipe (40) is connected to the pressure chamber (65) of the control valve (23), which in turn is connected to the pump discharge pipe (60) via the first valve (51). ) on the other hand via a second valve (25) with a further pressure chamber (64) and via this pressure chamber (64) with a reservoir (20). Device.
（４１、４２、６４、６５、６６）を有し、その内の３
個の制御室が制御室（４１、４２、６４）を仕切る隔壁
に配設された縦穴の中に密接して縦移動可能に支承され
た２個のピストン（２４、５２）によつて隔離され、第
１の制御室（４１）が親シリンダ（２）の一方の圧力室
（８）と、また第２の制御室（４２）が他方の圧力室（
９）と連通し、一方のピストン（５２）が制御スリーブ
（５４）に作用し、制御スリーブ（５４）が第３の制御
室（６４）と第２の制御室（６５）の間の隔壁に縦移動
可能に支承され、弁要素（６３）と共に弁（２５）を構
成し、この弁（２５）が第４の制御室から、リザーバ（
２０）に接続する第３の制御室への圧液通路を調節し、
弁要素（６３）の制御スリーブ（５４）と反対側の端部
が別の弁（５１）の弁体に作用し、この弁（５１）が流
入管（４０）に接続する第４の制御室（６５）から、ポ
ンプ吐出管（６０）に接続する第５の制御室（６６）へ
の圧液通路を調節することを特徴とする、特許請求の範
囲第１項に記載のスリップ制御型ブレーキ装置。(2) It has a plurality of control chambers (41, 42, 64, 65, 66) in which control valves (23) are sequentially arranged, three of which are
The control chambers (41, 42, 64) are separated by two pistons (24, 52) that are vertically movably supported in a vertical hole provided in a partition wall that partitions the control chambers (41, 42, 64). , the first control chamber (41) is connected to one pressure chamber (8) of the parent cylinder (2), and the second control chamber (42) is connected to the other pressure chamber (8).
9), one piston (52) acts on a control sleeve (54), and the control sleeve (54) is in communication with the partition between the third control chamber (64) and the second control chamber (65). It is mounted so as to be longitudinally movable and together with the valve element (63) forms a valve (25), which valve (25) is connected from the fourth control chamber to the reservoir (
20) adjusting the pressure fluid passage to the third control chamber connected to
a fourth control chamber in which the end of the valve element (63) opposite the control sleeve (54) acts on the valve body of another valve (51), which valve (51) is connected to the inlet pipe (40); (65) to the fifth control chamber (66) connected to the pump discharge pipe (60). Device.
する弁（２５）の開放方向に制御スリーブ（５４）に負
荷する圧縮ばね（４９）が、第４の制御室（６５）に没
入する制御スリーブ（５４）に作用し、その際マスタシ
リンダ（２）の圧力室（８、９）の圧力が負荷される２
個のピストン（２４、５２）の内の第２のピストンの一
方の端面が、制御スリーブ（５４）の弁体（６３）と反
対側の端部に接することを特徴とする、特許請求の範囲
第１項又は第２項に記載のスリップ制御型ブレーキ装置
。(3) A compression spring (49) that loads the control sleeve (54) in the direction of opening the valve (25) that the control sleeve (54) and the valve body (63) constitute is inserted into the fourth control chamber (65). act on the control sleeve (54), in which case the pressure in the pressure chambers (8, 9) of the master cylinder (2) is loaded 2
Claims characterized in that one end surface of the second piston of the two pistons (24, 52) is in contact with the end of the control sleeve (54) opposite to the valve body (63). The slip control type brake device according to item 1 or 2.
６６）から、流入管（４０）に接続する第４の制御室（
６５）への圧液通路を調節する第１の弁（５１）が弁体
（６８）を有し、この弁体（６８）がばね（６９）によ
って閉鎖方向に負荷され、第２の弁（２５）の弁体（６
３）と第１の弁（５１）の弁体（６８）の間に配設され
たタペットによって開放方向に移動させられることを特
徴とする、特許請求の範囲第１項ないし第３項のいずれ
か１つの項に記載のスリップ制御型ブレーキ装置。(4) A fifth control chamber (
66), a fourth control chamber (
The first valve (51) regulating the pressure fluid passage to the second valve (65) has a valve body (68) which is loaded in the closing direction by a spring (69) and closes the second valve (65). 25) valve body (6
3) and the valve body (68) of the first valve (51) in the opening direction. The slip control type brake device according to item 1.
２）の圧力室（８、９）を連通する圧液管路（５３、６
１）にそれぞれ逆止め弁（２７、２８）が挿設され、こ
の逆止め弁（２７、２８）が圧液管路（５３、６１）か
ら接続された圧力室（８、９）への圧液の逆流を許すが
、圧力室（８、９）からブレーキ管（５３、６１）への
圧液の流出を遮断することを特徴とする、特許請求の範
囲第１項ないし第４項のいずれか１つの項に記載のスリ
ップ制御型ブレーキ装置。(5) Wheel brakes (33, 34) and master cylinder (
Pressure liquid pipes (53, 6) communicating the pressure chambers (8, 9) of 2)
1), check valves (27, 28) are inserted in each of the valves (27, 28), and the check valves (27, 28) control the pressure from the pressure fluid pipes (53, 61) to the connected pressure chambers (8, 9). Any one of claims 1 to 4, characterized in that it allows backflow of fluid but blocks outflow of pressure fluid from the pressure chambers (8, 9) to the brake pipe (53, 61). The slip control type brake device according to item 1.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19863626679 DE3626679A1 (en) | 1986-08-07 | 1986-08-07 | Brake system with slip control |
| DE3626679.5 | 1986-08-07 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH01127444A true JPH01127444A (en) | 1989-05-19 |
Family
ID=6306830
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62194563A Pending JPH01127444A (en) | 1986-08-07 | 1987-08-05 | Slip control type brake gear |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPH01127444A (en) |
| DE (1) | DE3626679A1 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63116966A (en) * | 1986-10-31 | 1988-05-21 | Sumitomo Electric Ind Ltd | Brake pressure controller for vehicle |
| DE4027565A1 (en) * | 1990-01-13 | 1992-03-05 | Teves Gmbh Alfred | Anti-slip hydraulic braking system for vehicle - involves insertion of pressure responsive switching valve |
| EP0498861B1 (en) * | 1990-08-31 | 1995-10-04 | ITT Automotive Europe GmbH | Hydraulic brake system with brake and/or drive slip control device |
| US5472267A (en) * | 1993-12-10 | 1995-12-05 | Alliedsignal Inc. | Flow control valve and pressure regulator for an anti-lock braking system |
| CN102717790B (en) * | 2012-06-14 | 2015-04-08 | 浙江师范大学 | Electrical control vacuum booster |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3247497A1 (en) * | 1982-12-22 | 1984-06-28 | Alfred Teves Gmbh, 6000 Frankfurt | HYDRAULIC TWO-CIRCUIT BRAKE SYSTEM |
| DE3247496A1 (en) * | 1982-12-22 | 1984-06-28 | Alfred Teves Gmbh, 6000 Frankfurt | HYDRAULIC TWO-CIRCUIT BRAKE SYSTEM |
| DE3502018C2 (en) * | 1985-01-23 | 1995-09-07 | Teves Gmbh Alfred | Hydraulic brake system with hydraulic brake booster |
| DE3502451A1 (en) * | 1985-01-25 | 1986-07-31 | Alfred Teves Gmbh, 6000 Frankfurt | BRAKE SYSTEM WITH SLIP CONTROL |
-
1986
- 1986-08-07 DE DE19863626679 patent/DE3626679A1/en not_active Withdrawn
-
1987
- 1987-08-05 JP JP62194563A patent/JPH01127444A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| DE3626679A1 (en) | 1988-02-18 |
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