JPS63240455A - Brake liquid pressure controller for automobile - Google Patents
Brake liquid pressure controller for automobileInfo
- Publication number
- JPS63240455A JPS63240455A JP7367187A JP7367187A JPS63240455A JP S63240455 A JPS63240455 A JP S63240455A JP 7367187 A JP7367187 A JP 7367187A JP 7367187 A JP7367187 A JP 7367187A JP S63240455 A JPS63240455 A JP S63240455A
- Authority
- JP
- Japan
- Prior art keywords
- brake
- liquid pressure
- fluid pressure
- hydraulic pressure
- brake fluid
- 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
- 239000007788 liquid Substances 0.000 title abstract 13
- 239000012530 fluid Substances 0.000 claims description 32
- 230000007423 decrease Effects 0.000 claims description 9
- 230000000630 rising effect Effects 0.000 abstract 3
- 238000005452 bending Methods 0.000 description 5
- 241001125929 Trisopterus luscus Species 0.000 description 3
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 2
- 230000000994 depressogenic effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000000881 depressing effect Effects 0.000 description 1
- 230000001747 exhibiting effect Effects 0.000 description 1
- 229910052742 iron Inorganic materials 0.000 description 1
Landscapes
- Hydraulic Control Valves For Brake Systems (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
【発明の詳細な説明】
産業上の利用分野
本発明は自動車用ブレーキ液圧制御装置に関するもので
ある。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a brake fluid pressure control device for an automobile.
従来の技術
一般に自動車においては、制動時後輪がロックした場合
後輪の左右方向の路面摩擦力がほとんどなくなり、尻振
りを起し危険であるので。BACKGROUND OF THE INVENTION In general, in automobiles, when the rear wheels lock during braking, the frictional force of the rear wheels on the road surface in the left and right direction is almost eliminated, causing the rear wheels to sway, which is dangerous.
それを防ぐためにマスタシリンダから後輪ブレーキのホ
イールシリンダに至るブレーキ液圧回路に液圧制御バル
ブ装置を設け、該液圧制御バルブ装置により第３図に示
すようにブレーキペダルを踏み込んだ場合フロント側の
ブレーキ液圧Ｆｔに対しリヤ側のブレーキ液圧Ｒｒはあ
る点口よりその増大の側合が低くなるよう制御され、前
輪がロックに至っても後輪がまだロックしない状態とな
るよう構成されているのが普通である（例えば特開昭５
７−８７７４７号公報参照）。In order to prevent this, a hydraulic pressure control valve device is provided in the brake hydraulic pressure circuit from the master cylinder to the wheel cylinder of the rear brake, and as shown in Figure 3, when the brake pedal is depressed, the front side The brake fluid pressure Rr on the rear side is controlled so that the rate of increase becomes lower than a certain point with respect to the brake fluid pressure Ft of the rear brake fluid pressure Ft, and the rear wheels are configured so that even if the front wheels are locked, the rear wheels are not yet locked. (For example, JP-A-5
7-87747).
発明が解決しようとする問題点
とごろが上記の第３図における折れ点口が固定化された
液圧制御バルブ装置を後輪ブレーキ液圧回路に設けたも
のにおいては一般路上での制動安定性を向上させること
はできるが各車輪が位置する路面の摩擦係数が左右輪間
で異なるスプリッｈｇ路上を走行中のときや旋回中にお
ける制動時のように内外輪間で荷重移動が生じたときな
どは後輪先口ツクとなる場合がある。The problem to be solved by the invention is that the brake stability on ordinary roads is low in the rear wheel brake hydraulic circuit in which the hydraulic pressure control valve device with a fixed bending point as shown in Fig. 3 is installed. However, when driving on a road where the coefficient of friction of the road surface on which each wheel is located differs between the left and right wheels, or when there is a load transfer between the inner and outer wheels, such as when braking while turning, etc. may cause the rear wheel to hit first.
未発明は上記のような従来の問題に対処することを目的
とするもので、一般路上を走行中の制動時だけでなくス
ズリット経路走行中および旋回走行中における制動時に
も後輪先口ツク傾向を防止するブレーキ液圧制御バルブ
装置を提供するものである。The purpose of the invention is to solve the above-mentioned conventional problem, and the rear wheel tends to tip over not only when braking while driving on a general road, but also when braking while driving on a tin-lit path or turning. The present invention provides a brake fluid pressure control valve device that prevents this.
問題点を解決するための手段
本発明は、マスタシリンダから前後輪のブレ・−主装置
に制動液圧を供給する２系統の液圧配管中にそれぞれ制
動液圧を制御する液圧加減圧装置を介装し、該液圧加減
圧装置を各車輪に設けられた車輪速度センサの車輪速度
信号に基づき制動液圧の加圧、減圧信号を発する制御回
路の該加圧、減圧信号により制御する自動市川アンモス
キッド制御装置の該液圧加減圧装置下論の後輪側ブレー
キ装置への液圧配管中に制動液圧が所定値以上となった
とき該制動液圧の上昇率を低下させるようにした液圧制
御バルブ装置を設けたものにおいて、上記液圧制御バル
ブ装置を、制動時の前輪の車輪速度またはその変化率信
号が後輪の車輪速度またはその変化率信号より大である
か又は小であるかにより上記制動液圧の上昇率を低下さ
せる所定値を小とするか又は大とする可変制御を上記制
御回路が行うよう構成したことを特徴とするものである
。Means for Solving the Problems The present invention provides a hydraulic pressurization/depressurization device that controls braking hydraulic pressure in two hydraulic piping systems that supply braking hydraulic pressure from a master cylinder to front and rear wheel brake main devices. The hydraulic pressurization/depressurization device is controlled by the pressurization/depressurization signals of a control circuit that generates brake fluid pressure pressurization/depressurization signals based on wheel speed signals from wheel speed sensors provided at each wheel. When the brake fluid pressure exceeds a predetermined value during the hydraulic piping to the rear wheel brake device of the automatic Ichikawa Ammo skid control device, the rate of increase in the brake fluid pressure is reduced. The hydraulic pressure control valve device is equipped with a hydraulic pressure control valve device in which the front wheel speed or its change rate signal during braking is greater than the rear wheel speed or its change rate signal, or The present invention is characterized in that the control circuit is configured to perform variable control to decrease or increase the predetermined value for decreasing the rate of increase in the brake fluid pressure depending on whether the rate of increase in the brake fluid pressure is low or low.
作 用
本発明は上記のような構成を採ることにより、スプリッ
トｇ路走行中および旋回走行中の制動時にも同じ液圧配
管系に属する前後輪間の車輪速度差を減少させると共に
後輪先口ツク傾向を防止できる。By adopting the above-described configuration, the present invention reduces the wheel speed difference between the front and rear wheels belonging to the same hydraulic piping system even during braking while traveling on a split G road and during turning. It is possible to prevent the tendency to pick up.
実施例 以Ｆ本発明を対間実施例を核照して説明する。Example Hereinafter, the present invention will be explained with reference to a pair of embodiments.
第１図において１はブレーキペダル、２はマスタシリン
ダで、ブレーキペダル１を踏み込むことによりマスタシ
リンダ２が作動し７、一方のクロス配管Ａから左前輪３
のブレーキ装置３ａおよび右後輪６のブレーキ装置６ａ
のホイールシリンダに制動液圧が供給されると共に、他
方のクロス配管Ｂから右前輪４のブレーキ装置４ａおよ
び左後輪５のブレーキ装置５ａのホイールシリンダに制
動液圧が供給されブレーキがかかるようになっているつ
上記両方のクロス配管ＡおよびＢには各液圧配管系別に
制動液圧の制御を行うアンチスキッド液圧加減圧装置７
が介装され、該アンチスキッド液圧加減圧装置７は、ブ
レーキペダル１が踏み込まれた制動時同じ液圧配管系に
属する車輪例えばクロス配管Ａ系に属する左前輪３およ
び右後輪６の車輪速度センサ３． ｂおよび６ｂがら出
力される両車輪速度信号のうち低い方の車輪速度信号を
選択（ローセレクト）シ、該ローセレクトされた車輪速
度イＲ号に基づき該クロス配管Ａ系の制動液圧の加圧、
減圧信号を発するアンチスキッド制御回路８の該加圧、
減圧信号により制御されるようになっており、以上のよ
うなアンチスキッド制御回路の制御態様は従来より公知
のものである。In Fig. 1, 1 is a brake pedal, and 2 is a master cylinder. By depressing the brake pedal 1, the master cylinder 2 is actuated 7, and from one cross pipe A to the left front wheel 3.
brake device 3a and brake device 6a of the right rear wheel 6.
Braking fluid pressure is supplied to the wheel cylinders of , and braking fluid pressure is supplied from the other cross pipe B to the wheel cylinders of the brake device 4a of the right front wheel 4 and the brake device 5a of the left rear wheel 5 to apply the brakes. Both cross pipes A and B are provided with an anti-skid hydraulic pressure increase/decrease device 7 that controls the braking hydraulic pressure for each hydraulic piping system.
is installed, and the anti-skid hydraulic pressure increasing/depressurizing device 7 is used to control wheels belonging to the same hydraulic piping system, for example, the front left wheel 3 and the rear right wheel 6 belonging to the cross piping A system, when braking when the brake pedal 1 is depressed. Speed sensor 3. Select (low select) the lower wheel speed signal of both wheel speed signals output from b and 6b, and increase the braking fluid pressure of the cross pipe A system based on the low selected wheel speed i. pressure,
the pressurization of the anti-skid control circuit 8 which issues a pressure reduction signal;
The anti-skid control circuit is controlled by a pressure reduction signal, and the control mode of the anti-skid control circuit as described above is conventionally known.
上記両方のクロス配管ＡおよびＢの後輪側のブレーキ装
置６ａおよび５ａへの配管途中にはそれぞれ同じ液圧制
御バルブ装置９が介装される。The same hydraulic pressure control valve device 9 is interposed between the above-mentioned two cross pipes A and B to the brake devices 6a and 5a on the rear wheel side, respectively.
該液圧制御バルブ装置９は、おのおの第１図に示すよう
にシリンダ状の本体１０内にはプランジャ１１が設けら
れ、該プランジャ１１の大径部外周に設けられた入口側
液圧室１２にはアンチスキッド液圧加減圧装置７を介し
てマスタシリンダ２に至る液圧配管が接続され、プラン
ジャ１１の大径部下流に形成された出口側液圧室１３に
は後輪側のブレーキ装置に連結する配管が接続されてい
る。As shown in FIG. 1, each hydraulic pressure control valve device 9 includes a plunger 11 in a cylindrical main body 10, and an inlet side hydraulic chamber 12 provided on the outer periphery of a large diameter portion of the plunger 11. The hydraulic piping leading to the master cylinder 2 is connected via the anti-skid hydraulic pressurization/depressurization device 7, and the outlet side hydraulic chamber 13 formed downstream of the large diameter part of the plunger 11 is connected to the rear wheel side brake system. Connecting pipes are connected.
上記プランジャ１１には入口側液圧室１２と出口側液圧
室１３を連通する通路１１ａが形成され、該通路１１ａ
内にはポール１４．スプリング１５．シート部１６等よ
りなる弁装置が設けられている。A passage 11a is formed in the plunger 11, and the passage 11a communicates the inlet side hydraulic pressure chamber 12 and the outlet side hydraulic pressure chamber 13.
Inside is Paul 14. Spring 15. A valve device including a seat portion 16 and the like is provided.
シリンダ本体１０の後壁には先端が上記ポール１４に対
向するようロッド１７が固定されている。A rod 17 is fixed to the rear wall of the cylinder body 10 so that its tip faces the pole 14.
上記プランジャ１１とシリンダ本体１０との間にはリタ
ーンスプリング１８が設けられ、該リターンスプリング
１８がプランジャ１１を下流側へ押し下げるようになっ
ていると共に、プランジャ１１の小径部前端部にはマグ
ネット片１９が固着され、該マグネット片１９と対抗す
るようシリンダ本体１０に固着されたソレノイドコイル
２０に通電したとき上記マグネット片１９とソレノイド
コイル２０との間に働く磁気反力が１−記リターンスプ
リング１８のプランジャ１１押し下げ力を可変制御する
ようになっている。A return spring 18 is provided between the plunger 11 and the cylinder body 10, and the return spring 18 pushes down the plunger 11 toward the downstream side, and a magnet piece 19 is attached to the front end of the small diameter portion of the plunger 11. is fixed, and when the solenoid coil 20 fixed to the cylinder body 10 opposing the magnet piece 19 is energized, the magnetic reaction force acting between the magnet piece 19 and the solenoid coil 20 is The force for pushing down the plunger 11 is variably controlled.
上記ソレノイドコイル２０は前記アンチスキッド制御回
路８と接続されており、第２図に示すように制動操作を
行っていないときは該アンチスキッド制御回路８から所
定電圧Ｖｏが供給されてスプリング１８のばね力方向に
標準磁気反力Ｐ ｍ ｏを発生し、アンチスキッド作動
を開始し同じ液圧配管系に属する車輪の車輪速度センサ
から出力された車輪速度信号のうちローセレクトされた
側が前輪側であるか後輪側であるかにより、もし前輪側
であれば上記所定電圧ｖＯより大なる電圧が供給されて
磁気反力ＰｍはＰ ｍ ｏより大となり、後輪側であれ
ば上記所定電圧Ｖｏより小なる電圧が供給されて磁気反
力ＰｍはＰ ｍ ｏより小となるようになっている。The solenoid coil 20 is connected to the anti-skid control circuit 8, and as shown in FIG. A standard magnetic reaction force P m o is generated in the force direction, anti-skid operation is started, and the low-selected side of the wheel speed signals output from the wheel speed sensors of the wheels belonging to the same hydraulic piping system is the front wheel side. Depending on whether it is on the front wheel side, a voltage greater than the predetermined voltage vO is supplied and the magnetic reaction force Pm is greater than P m o, and if it is on the rear wheel side, it is greater than the predetermined voltage Vo. A small voltage is supplied so that the magnetic reaction force Pm is smaller than P m o.
上記構成において、プランジャ１１の大径部の径をＳａ
、小径部の径をＳｂとし、マスタシリンダよりの入力液
圧をＰｉｎ、出口液圧をＰｏｕｔとし、且つリターンス
プリング１８のばね力をｆ、ソレノイドコイル２０に供
給される電圧が所定電圧Ｖｏで、該ソレノイドコイル２
０とマグネット片１９との間に働ら〈磁気反力をＰ ｍ
ｏとすると、プランジャ１１が下流側へ下降しポール
１４がロッド１７に押されてシート１６の上流側に移動
している状態で、プランジャ１１にはおおよそ
ｆ ＋Ｐｍｏ ＋Ｐ ｉ ｎ （Ｓ ａ−Ｓ ｂ）なる
下流側への押し下げ力Ｆｌ と
Ｐｏｕｔ＊Ｓａ
なる上流側への押し上げ力Ｆ２が働ら〈。In the above configuration, the diameter of the large diameter portion of the plunger 11 is Sa
, the diameter of the small diameter portion is Sb, the input hydraulic pressure from the master cylinder is Pin, the outlet hydraulic pressure is Pout, the spring force of the return spring 18 is f, the voltage supplied to the solenoid coil 20 is a predetermined voltage Vo, The solenoid coil 2
P m
o, with the plunger 11 descending downstream and the pole 14 being pushed by the rod 17 and moving upstream of the seat 16, the plunger 11 has approximately f ) is the downstream pushing force Fl and the upstream pushing force F2 is Pout*Sa.
ブレーキ液圧がある圧力になるまでは、Ｆ、＞Ｆ２であ
り、この状態が第３図のイから口に至る間の状態である
。Until the brake fluid pressure reaches a certain pressure, F,>F2, and this state is the state from A to A in FIG. 3.
入力液圧がある圧力に達すると逆転してＦｌ ＜Ｆ２
どなる。この逆転する点が第３図の折れ点口である。When the input fluid pressure reaches a certain pressure, it reverses and Fl < F2
bawl. This point of reversal is the turning point in FIG.
Ｆｌ ＜Ｆ２ となるとプランジャ１１は上ｍ（Ｉｌｌ
へ押し上げられポール１４はシート部１６に着座し通路
１１ａを閉とする。When Fl < F2, the plunger 11 moves upward m (Ill
The pole 14 is pushed up and sits on the seat portion 16, closing the passage 11a.
更に入力液圧Ｐｆｎが上昇するとプランジャ１１を下流
側へ押し下げる力Ｆ１が犬きくなり、プランジャ１１は
下流側に移動しボール１４は再びロンド１７により突き
上げられ出口液圧Ｐｏｕｔが上昇し、以後はこのような
作動を繰り返し、入力液圧の直線的な上昇に対し出口液
圧は断続的に上昇し、第３図の口からハに至るような特
性を示す。When the input hydraulic pressure Pfn further increases, the force F1 pushing down the plunger 11 downstream becomes stronger, the plunger 11 moves downstream, the ball 14 is again pushed up by the iron 17, and the outlet hydraulic pressure Pout increases. As the above operation is repeated, the outlet hydraulic pressure increases intermittently while the input hydraulic pressure increases linearly, exhibiting the characteristics shown from the opening to the line C in FIG.
磁気反力Ｐｍが標準磁気反力Ｐ ｍ ｏより犬きくなれ
ばなる程Ｆｌ ＞Ｆ２がＦ、＜Ｆ２に逆転する入力液圧
は高くなるので、折れ点は高い位置口′となリイーロ′
−ハ′に至る特性を示し、又磁気反力Ｐｍが標準磁気反
力Ｐ ｍ ｏより小さくなればなる程Ｆｌ ＞Ｆ２がＦ
ｌ ＜Ｆ２に逆転する入力液圧は低くなるので、折れ点
は低い位置口″となリイーロ″−ハ″の特性を示す。The more the magnetic reaction force Pm becomes stronger than the standard magnetic reaction force Pm o, the higher the input hydraulic pressure that reverses Fl>F2 to F and <F2, so the bending point is at a higher position.
- C', and the smaller the magnetic reaction force Pm is than the standard magnetic reaction force P m o, the more Fl > F2 becomes F
Since the input hydraulic pressure that reverses to l<F2 becomes low, the bending point is at a low position and exhibits the characteristics of re-I-I.
上記において、スプリットル路走行中の制動時あるいは
旋回走行中の制動時に同じ液圧配管系に属する各車輪た
とえばクロス配管Ａ系に属する左前輪３および右後輪６
の各車輪速度が第４図の一点鎖線および二点鎖線で示す
ように変動し、アンチスキッド制御回路８が左前輪をロ
ーセレクトした場合、該アンチスキッド制御回路８から
ソレノイドコイル２０へは所定電圧Ｖｏより大なる電圧
が供給され、磁気反力Ｐｍは標準磁気反力Ｐ ｍ ｏよ
り大となり、折れ点は高い位置口″に移動するので、プ
ランジャ１１は下流側へ押しさげられポール１４がシー
ト部１６に着座し閉となっていた通路１１ａは開となり
入力液圧Ｐｉｎは後輪側の制動液圧をＬ昇させると共に
前輪側の制動液圧を下降させ、この結果左前輪３の車輪
速度は第４図の点線時のように上昇し前後輪間の車輪速
度差を減少させることができる。In the above, each wheel belonging to the same hydraulic piping system, for example, the left front wheel 3 and the right rear wheel 6 belonging to the cross piping system A, when braking while traveling on a split road or braking while turning.
When the wheel speed of each wheel fluctuates as shown by the one-dot chain line and the two-dot chain line in FIG. A voltage larger than Vo is supplied, the magnetic reaction force Pm becomes larger than the standard magnetic reaction force P m o, and the bending point moves to a higher position. Therefore, the plunger 11 is pushed downstream and the pole 14 is seated. The passage 11a, which was closed when seated in the section 16, is opened, and the input hydraulic pressure Pin increases the brake hydraulic pressure on the rear wheel side by L and decreases the brake hydraulic pressure on the front wheel side.As a result, the wheel speed of the left front wheel 3 increases. increases as shown by the dotted line in FIG. 4, and the wheel speed difference between the front and rear wheels can be reduced.
又上記とは逆に右後輪６をローセレクトした場合にはア
ンチスキッド制御回路８からソレノイドコイル２０へは
所定電圧Ｖｏより小なる電圧が供給され、磁気反力Ｐｍ
は標準磁気反力Ｐｍｏより小となり、折れ点は低い位置
口″に移動するので、プランジャ１１がはと流側へ押し
上げられポール１４がロッド１７に押され開となってい
た通路１１ａは閉となり後輪側の制動液圧増加を停止さ
せ、該右後輪６の車輪速度の低下を防止できる。Contrary to the above, when the right rear wheel 6 is low selected, a voltage smaller than the predetermined voltage Vo is supplied from the anti-skid control circuit 8 to the solenoid coil 20, and the magnetic reaction force Pm
becomes smaller than the standard magnetic reaction force Pmo, and the bending point moves to a lower position, the plunger 11 is pushed up toward the flow side, the pole 14 is pushed by the rod 17, and the open passage 11a is closed. It is possible to stop the increase in brake fluid pressure on the rear wheel side and prevent the wheel speed of the right rear wheel 6 from decreasing.
上記実施例では制動時の前後輪の車輪速度信号の大小関
係により制動液圧の一上昇率を低下させる所定値を可変
制御するようにしたが、と記車輪速度信号の大小関係の
代わりに車輪速度信号の変化率の大小関係を用いてもよ
い。In the above embodiment, the predetermined value for reducing the rate of increase in brake fluid pressure is variably controlled depending on the magnitude relationship of the wheel speed signals of the front and rear wheels during braking. The magnitude relationship between the rate of change of the speed signal may also be used.
又実施例では付勢手段としてマグネット片と通電された
ソレノイドコイル間に働ら〈磁気反力（即ち磁気反発力
）を用いたが、軟鉄片のような常磁性体と通電されたソ
レノイドコイル間に働らく磁気吸引力を用いてもよいこ
とは勿論である。但しこの場合は所定電圧Ｖｏに対して
付加する供給電圧の大小は上記実施例とは逆にする必要
があることは言うまでもない。In addition, in the embodiment, a magnetic reaction force (i.e., magnetic repulsion force) was used as a biasing means between a magnet piece and an energized solenoid coil. Of course, it is also possible to use a magnetic attraction force that acts on the magnetic field. However, in this case, it goes without saying that the magnitude of the supply voltage to be added to the predetermined voltage Vo needs to be reversed from that in the above embodiment.
発明の効果
り記のように本発明によれば、マスタシリンダから前後
輪のブレーキ装置に制動液圧を供給する２系統の液圧配
管中にそれぞれ制動液圧を制御する液圧加減圧装置を介
装し、該液圧加減圧装置を各車輪に設けられた車輪速度
センサの車輪速度信号に基づき制動液圧の加圧、減圧信
号を発する制御回路の該加圧、減圧信号により制御する
自動車用アンチスキッド制御装置の該液圧加減圧装置下
流の後輪側ブレーキ装置への液圧配管中に制動液圧が所
定値以−ヒとなったとき該制動液圧の上昇率を低下させ
るようにした液圧制御バルブ装置を設けたものにおいて
、上記液圧制御バルブ装置を、制動時の前輪の車輪速度
またはその変化率信号が後輪の車輪速度またはその変化
率信号より大であるか又は小であるかにより上記制動液
圧の上昇率を低下させる所定値を小とするか又は大とす
る可変制御を」−記制御回路が行うよう構成したことに
より、スプリッ）Ｕ路走行中および旋回走行中の制動時
にも同じ液圧配管系に属する車輪間の後輪先口ツク傾向
を防ぎ常に制動力を生ぜしめることができるもので、構
成の簡単なることと相俟って実用上多大の効果をもたら
し得るものである。According to the present invention, as described in the description of the effects of the invention, a hydraulic pressure increase/decrease device for controlling brake hydraulic pressure is provided in two hydraulic piping systems that supply brake hydraulic pressure from a master cylinder to front and rear wheel brake devices. An automobile in which the hydraulic pressurization and depressurization device is controlled by the pressurization and depressurization signals of a control circuit that generates brake fluid pressure pressurization and depressurization signals based on wheel speed signals from wheel speed sensors provided at each wheel. In order to reduce the rate of increase of the brake fluid pressure when the brake fluid pressure reaches a predetermined value or higher in the hydraulic piping to the rear wheel brake device downstream of the fluid pressure increase/depressurizer of the anti-skid control device. The hydraulic pressure control valve device is equipped with a hydraulic pressure control valve device in which the front wheel speed or its change rate signal during braking is greater than the rear wheel speed or its change rate signal, or The control circuit is configured to perform variable control to reduce or increase the predetermined value that reduces the rate of increase in the brake fluid pressure depending on whether the rate of increase in brake fluid pressure is low or low. Even when braking while driving, it is possible to prevent the rear wheels of wheels that belong to the same hydraulic piping system from sticking, and to constantly generate braking force.Coupled with the simple configuration, this system is of great practical use. It can have an effect.
対間は本発明の実施例を示すもので、第１図は制動液圧
系統および制御系統図、第２図はソレノイドコイルに加
えられる電圧と磁気反力との関係を示す説明図、第３図
は前後輪ブレーキの液圧特性を示す図、第４図は車輪速
度の変動状況を示すタイムチャートである。
１・・・ブレーキペダル、２・・・マスタシリンダ。
３．４・・・前輪、５，６・・・後輪、７・・・アンチ
スキッド液圧加減圧装置、８・・・アンチスキッド制御
回路、９・・・液圧制御バルブ装置、１０・・・シリン
ダ本体、１１・・・プランジャ、１２・・・入口側液圧
室、１３・・・出口側液圧室、１４・・・ポール、１５
・・・スプリング、１６・・・シート部、１７・・・ロ
ッド、１８・・・リターンスプリング、１９・・・マグ
ネット片、２０・・・ソレノイドコイル。
以 上The figures show examples of the present invention; Fig. 1 is a diagram of the brake hydraulic system and control system; Fig. 2 is an explanatory diagram showing the relationship between the voltage applied to the solenoid coil and the magnetic reaction force; The figure shows the hydraulic pressure characteristics of the front and rear wheel brakes, and FIG. 4 is a time chart showing the fluctuations in wheel speed. 1...brake pedal, 2...master cylinder. 3.4...Front wheel, 5,6...Rear wheel, 7...Anti-skid hydraulic pressure increase/decrease device, 8...Anti-skid control circuit, 9...Fluid pressure control valve device, 10. ... Cylinder body, 11... Plunger, 12... Inlet side hydraulic pressure chamber, 13... Outlet side hydraulic pressure chamber, 14... Pole, 15
... Spring, 16 ... Seat part, 17 ... Rod, 18 ... Return spring, 19 ... Magnet piece, 20 ... Solenoid coil. that's all
Claims (2)
液圧を供給する２系統の液圧配管中にそれぞれ制動液圧
を制御する液圧加減圧装置を介装し、該液圧加減圧装置
を各車輪に設けられた車輪速度センサの車輪速度信号に
基づき制動液圧の加圧、減圧信号を発する制御回路の該
加圧、減圧信号により制御する自動車用アンチスキッド
制御装置の該液圧加減圧装置下流の後輪側ブレーキ装置
への液圧配管中に制動液圧が所定値以上となったとき該
制動液圧の上昇率を低下させるようにした液圧制御バル
ブ装置を設けたものにおいて、上記液圧制御バルブ装置
を、制動時の前輪の車輪速度またはその変化率信号が後
輪の車輪速度またはその変化率信号より大であるか又は
小であるかにより上記制動液圧の上昇率を低下させる所
定値を小とするか又は大とする可変制御を上記制御回路
が行うよう構成したことを特徴とする自動車用ブレーキ
液圧制御装置。(1) A hydraulic pressure increase/decrease device that controls the brake fluid pressure is installed in each of the two hydraulic piping systems that supply brake fluid pressure from the master cylinder to the front and rear brake devices, and the hydraulic pressure increase/decrease device The hydraulic pressure increase/decrease of the automobile anti-skid control device is controlled by the control circuit which generates the brake fluid pressure increase/decrease signal based on the wheel speed signal of the wheel speed sensor provided on each wheel. A hydraulic control valve device is provided in the hydraulic piping to the rear wheel brake device downstream of the device, and is configured to reduce the rate of increase in the brake fluid pressure when the brake fluid pressure exceeds a predetermined value, The hydraulic pressure control valve device controls the rate of increase in the braking hydraulic pressure depending on whether the wheel speed of the front wheels or its rate of change signal during braking is larger or smaller than the wheel speed of the rear wheels or its rate of change signal. A brake fluid pressure control device for an automobile, characterized in that the control circuit is configured to perform variable control to reduce or increase a predetermined value to be lowered.
タシリンダよりの制動液圧を後輪ブレーキ側に流通させ
る通路および該通路を開閉作動させる弁装置を設けたプ
ランジャと、該弁装置を開位置に付勢保持するばね部材 と、該プランジャに固着された磁性体と、シリンダ本体
に固着され該磁性体に上記ばね部材の付勢力を加減制御
するソレノイドコイルとからなり、前後輪の車輪速度ま
たはその変化率の大小に応じて上記ソレノイドコイルへ
供給される電力を可変制御することにより上記プランジ
ャの弁装置を開位置に付勢保持する付勢力を変化させる
よう構成されている特許請求の範囲第１項に記載の自動
車用ブレーキ液圧制御装置。(2) The hydraulic pressure control valve device includes a plunger provided in the cylinder body with a passage through which braking fluid pressure from the master cylinder flows to the rear wheel brake side and a valve device that opens and closes the passage, and a plunger with a valve device that opens and closes the passage. It consists of a spring member that biases and holds the plunger in the open position, a magnetic body that is fixed to the plunger, and a solenoid coil that is fixed to the cylinder body and controls the biasing force of the spring member on the magnetic body. According to a patent claim, the biasing force for biasing and holding the valve device of the plunger in the open position is changed by variably controlling the electric power supplied to the solenoid coil according to the magnitude of the speed or the rate of change thereof. The automotive brake fluid pressure control device according to scope 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7367187A JPS63240455A (en) | 1987-03-27 | 1987-03-27 | Brake liquid pressure controller for automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7367187A JPS63240455A (en) | 1987-03-27 | 1987-03-27 | Brake liquid pressure controller for automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63240455A true JPS63240455A (en) | 1988-10-06 |
Family
ID=13524934
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7367187A Pending JPS63240455A (en) | 1987-03-27 | 1987-03-27 | Brake liquid pressure controller for automobile |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63240455A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0195960A (en) * | 1987-10-08 | 1989-04-14 | Nippon Soken Inc | Brake device |
| JPH02128951A (en) * | 1988-11-10 | 1990-05-17 | Nippon Denso Co Ltd | Brake device |
| JPH02212248A (en) * | 1989-02-13 | 1990-08-23 | Akebono Brake Ind Co Ltd | Controller for load sensing valve |
| JP5367916B2 (en) * | 2010-12-20 | 2013-12-11 | ボッシュ株式会社 | Brake system and brake control method |
-
1987
- 1987-03-27 JP JP7367187A patent/JPS63240455A/en active Pending
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0195960A (en) * | 1987-10-08 | 1989-04-14 | Nippon Soken Inc | Brake device |
| US4943123A (en) * | 1987-10-08 | 1990-07-24 | Nippondenso Co., Ltd. | Brake control apparatus in diagonal braking hydraulic pressure supply system for use in motor vehicles |
| JPH02128951A (en) * | 1988-11-10 | 1990-05-17 | Nippon Denso Co Ltd | Brake device |
| US5021957A (en) * | 1988-11-10 | 1991-06-04 | Nippon Soken, Inc. | Brake control apparatus in diagonal braking pressure supply system for use in motor vehicles |
| JPH02212248A (en) * | 1989-02-13 | 1990-08-23 | Akebono Brake Ind Co Ltd | Controller for load sensing valve |
| JP5367916B2 (en) * | 2010-12-20 | 2013-12-11 | ボッシュ株式会社 | Brake system and brake control method |
| JPWO2012086289A1 (en) * | 2010-12-20 | 2014-05-22 | ボッシュ株式会社 | Brake system and brake control method |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP3111461B2 (en) | Vehicle brake pressure control device | |
| JPS58139852A (en) | Preventive method of wheel locking | |
| US4715664A (en) | Hydraulic anti-skid brake system with device for improvement in straight-line running stability of vehicle | |
| JPH01218950A (en) | Brake device having automatic fluid pressure control function | |
| JP4296613B2 (en) | Solenoid valve and brake control device | |
| DE3889265D1 (en) | Electromagnetically actuated valve device. | |
| GB1447361A (en) | Fluid pressure control devices particularly for antilock vehicle brake systems | |
| JPS63240455A (en) | Brake liquid pressure controller for automobile | |
| US5332304A (en) | ABS hydraulic circuit with a variably open inlet valve | |
| JPH11115711A (en) | Solenoid valve and brake control device equipped therewith | |
| JPS6133737B2 (en) | ||
| JPH0930398A (en) | Brake control device for vehicle | |
| JP3577790B2 (en) | Vehicle brake control device | |
| CA2285774A1 (en) | Ebs modulator with direct exhaust capability | |
| JPH04283156A (en) | Pulsating pressure cushioning device | |
| JPH08121635A (en) | Solenoid valve | |
| JP2001514596A (en) | Pressure control valve | |
| EP0288995B1 (en) | Cut-off valve assembly in anti-lock fluid control | |
| JPH01178060A (en) | Brake hydraulic pressure controller for vehicle | |
| KR0118677B1 (en) | The solenoid valve for a.b.s. | |
| JPS63188555A (en) | Valve assembly of brake system for automobile | |
| JPH0375375B2 (en) | ||
| JPH0246425B2 (en) | ||
| JPH06171486A (en) | Fluid pressure adjuster for antiskid system | |
| JPS61193960A (en) | Wheel lock releaser |