JPH0649444B2 - Hydro booster with anti-skidding device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a hydrobooster incorporating an antiskid device.

[Prior Art] Conventionally, as a device used for a brake system for vehicle braking, various proposals have been made such as a hydro booster as a booster mechanism and an anti-skid control device for preventing wheel lock during braking. However, they are generally configured as individual devices.

However, since these are built into one system called the vehicle brake, if these units are combined properly, the workability of assembling into the vehicle will be advantageous, and further structural and functional If the improvement is achieved, its usefulness will be extremely large.

By the way, in an apparatus in which such various mechanisms are integrally combined, the operation of the antiskid device whose operation is extremely rarely performed is guaranteed, and the normal system is operated even when the antiskid control system fails. It is important to have a configuration that does not adversely affect the brake system of.

From this point of view, the applicant of the present invention combines a hydro booster as an operating external force adding mechanism of a tandem master cylinder type control hydraulic pressure generation device, so that the control hydraulic pressure of two independent systems generated by this control hydraulic pressure generation device is supplied to the sub cylinder device. In the auxiliary cylinder device, the brake hydraulic pressure is generated and output by the power piston that moves by receiving the hydraulic force of the control hydraulic pressure, and the introduced hydraulic pressure introduced into the hydro booster is passed through the anti-skid control solenoid valve. It proposes a hydro booster with an anti-skid device that transmits the anti-skid oil chamber of the sub-cylinder device to give a returning force to the power piston by the hydraulic action force of this anti-skid oil chamber.

In such a hydro booster, since the power piston is returned during the anti-skid control, the master cylinder type control oil pressure generator is also returned in the initial position direction against the additional external force from the hydro booster. Even if a failure occurs, there is an advantage that a sufficient stroke margin for applying an external force by mechanical linkage from the hydro booster is secured.

[Problems to be Solved by the Invention]

However, in such a method, there is a problem in that the return of the control hydraulic pressure generator to the initial position direction is directly transmitted as kickback of the brake pedal, which causes a difficulty in feeling.

The present invention has been made from such a viewpoint, and an object of the hydro booster with an anti-skid device described above is to ensure sufficient stroke space for fail-safe hydraulic pressure generation in the event of a failure of one system, while also providing anti-skid. This is to reduce the effect of kickback of the brake pedal during control as much as possible.

[Means for Solving the Problems]

The hydro-booster of the anti-skid device according to the present invention made for such a purpose is characterized in that a hydro-booster is combined as a working external force adding mechanism of a tandem master cylinder type control hydraulic pressure generating device, and a brake pedal is depressed. A main cylinder device that generates two independent control hydraulic pressures depending on force, and a power piston that moves by using one of the two control hydraulic pressures as an input are built-in, and the brake device of the one system is moved by the movement of the power piston. Through a sub-cylinder device for generating and outputting a brake hydraulic pressure to be transmitted to the brake system, and a gate valve device that transmits the other control hydraulic pressure of the two systems as a brake hydraulic pressure to the brake system of the other system and is closed midway during anti-skid control. The installed hydraulic piping and the hydraulic pressure introduced by the hydro booster are anti-skid to each of the two systems. A solenoid valve device for anti-skid that transmits as a control hydraulic pressure, and the solenoid valve device for anti-skid of the one system is opened to return the anti-skid control hydraulic pressure to the power piston in the auxiliary cylinder device to the initial position. A hydraulic pressure introducing valve, and a pressurizing / holding valve that is opened / closed to directly transmit the control hydraulic pressure to the braking device of one system at a proper time, and the anti-skid solenoid valve device of the other system is the gate valve. And a pressurization / opening for transmitting the control oil pressure directly to the brake device of one system at a proper time.
It is configured to have a hold valve.

[Action]

According to the above configuration, it is possible to provide a hydro booster combined with an anti-skid control device, and by switching the opening / closing of each valve of the solenoid valve device that constitutes the anti-skid control device, the piston of the main cylinder device that generates the control hydraulic pressure can be provided. Move back only at the beginning of anti-skid control start,
After that, it is possible to pressurize, hold, and depressurize the brake hydraulic pressure separated from the main cylinder device.

〔Example〕

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

Embodiment 1 The device of the present embodiment shown in FIG. 1 is a tandem cylinder type control oil pressure generating device that independently generates control oil pressure in a first cylinder I having a built-in hydrobooster and control oil chambers F and G respectively. A main cylinder device 1 in which a built-in second cylinder II is concentrically formed is connected to a control chamber F of one of the control oil pressure generators as an input source to proportionally generate and output a brake oil pressure. Secondary cylinder device 10
0,100 ′, the one-system anti-skid solenoid valve device 200 interposed in the middle of the pipe for transmitting the introduced hydraulic pressure of the hydro-booster to the sub-cylinder device as an anti-skid control input, and the control hydraulic pressure generator. The hydraulic pipe for transmitting the control oil chamber G of the other system as a brake hydraulic pressure to the corresponding wheel cylinder of the brake device, the normally open type gate valve device 300 which is interposed in the middle and closed during anti-skid, It is composed of a combination of the other system of the anti-skid electromagnetic valve device 400 that supplies and discharges the introduced hydraulic pressure of the hydro booster as the anti-skid control hydraulic pressure downstream of the gate valve device.

The configurations of these individual devices will be described first.

First, the hydro booster in the first cylinder I will be described. This is because the control piston 3 in which an appropriate flow path is formed is slidably engaged with the first cylinder I, and a rear end is provided by a return spring 5 (in the figure). (Right end) It is biased toward the opening side. A flow path switching piston 4 is slidably fitted in the in-shaft cylinder 3a of the control piston 3, and its rear end is engaged with a brake pedal via a ball joint (not shown).

The pedal response device constituted by the relationship between the control piston 3 and the switching piston 4 is substantially the same as the known hydro booster, and is in the state shown in the drawing when the brake is not applied, and the introduction oil chamber B and the hydraulic pressure release oil chamber are shown. When E is communicated through the passage 4a and the switching piston 4 is pushed relative to the control piston 3 by the brake pedal depression force,
The communication between the oil chambers B to E is closed, and the pressure source side oil chamber A is closed.
And the oil chamber B are communicated with each other. Oil chamber A
Is connected to the pressure accumulator 6.

In the above description, when the oil pressure is introduced into the oil chamber B by the communication between the oil chambers A and B, the oil pressure against the stepping force of the brake pedal acts on the tip of the switching piston 4,
This acts as a reaction force against the pedal depression force. Therefore, oil pressure proportional to the stepping force on the brake pedal is transmitted from the oil chamber A to the oil chamber B, and in this state, the communication between the oil chambers A, B and E is cut off.

When the oil pressure is introduced into the oil chamber B, a forward force (moving force to the left in the figure) against the spring force of the return spring 5 is given to the control piston 3 by the action of this introduced oil pressure.

Reference numeral 2 in the drawing is a push rod, which is linked so as to transmit a stepping force to a brake pedal (not shown) to the switching piston 4 via the ball joint 2a.

Next, the configuration of the tandem master cylinder type control hydraulic pressure generator in the second cylinder II will be described.

The device of the present example accommodates a first and a second hydraulic pistons 10 and 11 in a cylinder II and a pair of return springs 12 and 13 which biases these pistons to an initial position, and a rear end of the first hydraulic piston 10 ( The control piston 3 is linkedly engaged with the right end of the drawing, and the moving force of the control piston 3 is received as an external input to generate a control oil pressure in the pair of control oil chambers F and G. The hydraulic pressures of the pair of control oil chambers F and G are balanced by the balancing action of the second hydraulic piston 11.

In addition, 14 and 15 are reservoirs 20 and 21 and respective oil chambers F and G.
Connecting ports, 16 and 17 are intake ports, and 18 and 19 are hydraulic pistons 10 and 11.
Is a piston cup that closes the openings of the competing ports 14 and 15 when moving.

The main cylinder device 1 described above introduces a predetermined hydraulic pressure into the introduction oil chamber B according to the stepping force on the brake pedal, and generates the control oil pressure in the control oil chambers F and G according to the value of this introduction hydraulic pressure. Therefore, the boosting ratio is determined according to the pressure receiving area that determines the magnitude of the hydraulic reaction force acting on the switching piston 4.

Further, in the hydro booster, when a power failure or the like from the accumulator 6 to be introduced occurs, the bush rod 2 mechanically links with the control piston 3 to directly directly connect the hydraulic pistons 10 and 11 of the control hydraulic pressure generator. Can be pressed, which is the same as the conventional hydro booster.

Sub-cylinder device 100, 100 'The sub-cylinder device 100, 100' of this example is the same, and it has two hydraulically partitioned cylinders 101, 10 '.
2, the power piston 103 is accommodated, and the rear end (the left end in the figure) of the power piston 103 is at the control oil chamber H.
(Communicating with the control oil chamber F of the main cylinder device), and the front end (right end in the figure) is engaged with the hydraulic piston 104. The hydraulic piston 104 faces the brake fluid chamber I (communicating with the wheel cylinder W / C of the brake device) at its front end, and the built-in on-off valve 105 opens the circuit to constantly (when stationary) the pressure fluid in the brake fluid chamber I. When the hydraulic piston 104 is drained to the reservoir 20 and moved by the power piston 103, the built-in closing valve 105 is closed to generate the brake hydraulic pressure in the brake fluid chamber I. The opening / closing valve 105 has a ball valve element in the internal flow path of the hydraulic piston 104, and is of a type in which the ball valve element is separated from the valve seat by a locking rod 107.

Note that 108 and 109 are return springs for the power piston and the hydraulic piston, respectively, and 110 is a set spring for the locking rod.

Further, an anti-skid oil chamber C for pushing back the power piston 103 in the direction of the control oil chamber H is provided in the cylinder 101 of the sub-cylinder device 100. The anti-skid oil chamber C is an anti-skid solenoid valve. Device 2
00 to the introduction oil chamber B of the hydro booster.

In the sub-cylinder device 100 configured as described above, during normal braking, the power piston 103 moves depending on the hydraulic pressure value transmitted to the control oil chamber H, which causes the movement of the hydraulic piston 104, and thus the closing and closing of the on-off valve 105. The brake oil pressure in the brake oil chamber I is generated.
At this time, no hydraulic pressure is transmitted to the anti-skid oil chamber C.

During the anti-skid control, the hydraulic pressure is transmitted to the anti-skid oil chamber C, whereby the power piston 103 is returned in the direction of the control oil chamber H, and thus the hydraulic piston 104
Is caused to reduce the brake hydraulic pressure, and the second and subsequent times are directly performed by re-pressurizing the hydraulic pressure in the oil chamber I. That is, the depressurization, pressurization, and retention of the brake hydraulic pressure are given by directly controlling the hydraulic pressure in the oil chamber I.

1st anti-skid solenoid valve device 200 This device of this example is a normally-closed solenoid valve (hereinafter referred to as a solenoid valve) provided in the middle of a connection path 201 between a hydraulic booster introducing oil chamber B and an anti-skid oil chamber C. First PSV) 204
Brake oil through a first pressurization / hold valve (hereinafter simply referred to as a hold valve) 205, which is a normally open solenoid valve provided in a path 202 from the anti-skid oil chamber C, and an opening / closing valve of the sub cylinder device. It is composed of a combination of a first pressure reducing valve 206 which is a normally open solenoid valve provided in a path 203 through which pressure oil in the chamber I is drained to the reservoir 20, and a check valve 207 is further provided in the path 201. There is.

Gate valve device 300 The gate valve device of the present example accommodates a stepped gate piston 303 in the stepped cylinders 301 and 302, and normally the spring force of a hold spring 304 causes the gate valve portion 305.
When the hydraulic pressure is transmitted from the second PSV 404 of the second anti-skid solenoid valve device 400, which will be described later, the gate piston 303 moves by using this pressure as the input to the gate oil chamber J facing the large diameter end face. , Gate valve section 3
05 is closed. Therefore, after the closing of the gate valve portion, the downstream brake device side and the control oil chamber G are pressure-isolated, and the fluctuation of the brake oil pressure is not transmitted to the control oil pressure generator.

Second Anti-Skid Solenoid Valve Arrangement 400 The configuration of the second solenoid valve device 400 is the same as that of the first solenoid valve device 200, except that the system for transmitting the hydraulic pressure introduced by the hydro booster is the sub-cylinder device. The difference is that it is directly to the wheel cylinder W / C of the brake device.

That is, 404 is the second PSV, 405 is the second pressurization / hold valve (hereinafter simply referred to as hold valve), and 406 is the second PSV.
It is a pressure reducing valve, and when the hydraulic pressure from the hydro booster is transmitted by opening the second PSV 404, the gate valve device is first closed, and then the second hold valve 405 and the second pressure reducing valve 406 are opened / closed to switch the brake device wheel cylinder. Decompression, pressurization, and holding in W / C3 and W / C4 are performed.

The operation of the hydro-booster with the anti-skid device having the above configuration will be described.

During normal braking In one system connected under the control oil chamber, the brake oil pressure is generated in the sub-cylinder devices 100, 100 'due to the control oil pressure generated depending on the operation of the hydro booster, and the brake device wheel of the same system is generated. Cylinder W / C1, W / C2
Be transmitted to.

In the other system connected to the control oil chamber G, the control hydraulic pressure is transmitted as it is to the brake device wheel cylinders W / C3 and W / C4 as brake hydraulic pressure.

At this time, either of the first and second PSVs 204 and 404 is closed, and the operation of the anti-skid control does not occur.

For the purpose of making the brake hydraulic pressures substantially the same in one system and the other system, and making the timings of brake force generation coincide, the cylinder diameter 101,
It is preferable that the dimensions of 102 be matched, and that a flow velocity adjusting valve or the like be provided in the middle of any of the paths.

The wheel cylinders W / C1, W / C2 and W / C in this example
Reference numerals 3 and W / C4 correspond to, for example, a wheel brake device of each system of X piping or each system of front and rear wheels independent.

At the time of anti-skid control At the time of anti-skid control, each of the first () and second
The solenoid valve device of () is controlled to open and close as shown in the table below.

In the above table, the reason why the brake pressure is reduced only in the one system by the operation of the first electromagnetic valve device 200 at the first time of the anti-skid control pressure reduction / pressurization repetition cycle is that the control hydraulic pressure is generated. This is because the returning operation of the device in the initial position direction is performed first, and it is transmitted as kickback of the pedal only at the first time, and the fluctuation of the brake hydraulic pressure thereafter is not transmitted to the control hydraulic pressure generating device. It should be noted that when the brake is not applied, the hydraulic piston 10 of the control hydraulic pressure generating device shown in FIG.
Since 11 is approaching by applying a break,
Even if the hydraulic piston 11 is locked, the hydraulic pressure piston 10 can return to the initial position direction.

Further, the return operation is set to one of the two systems and to the tandem rear end side liquid chamber system F, so that the piston cup 18 is prevented from being damaged by the return operation. However, the operation of the solenoid valve devices 200 and 400 of the present embodiment is not limited to the above, and the point is to reduce the brake hydraulic pressure in response to a sudden drop in wheel speed and recovery of wheel speed during anti-skid control. , Pressurization and holding are possible, and the circuit for outputting the anti-skid signal for such control is
It can be configured by utilizing a conventionally known anti-skid control method.

Embodiment 2 In this embodiment shown in FIG. 2, the auxiliary cylinder device 100 of one system is connected to two brake device wheel cylinders W / C.
1 and W / C2 are commonly used, and accordingly, the anti-skid solenoid valve device 200 'of the one system is provided in the brake hydraulic pressure output path from the auxiliary cylinder device 100. Have a specific structure.
Other configurations are the same as those in the first embodiment.

According to this example, the power piston 102 is returned to the initial position by the start of the anti-skid control, and thus the control oil pressure generator is also sufficiently returned in the direction of the initial position, so that the fail-safe oil pressure is not generated when the pressure accumulator fails. Therefore, there is an advantage that the margin of the operation stroke (that is, the stroke of the mechanically linked pressing of the control piston 3 by the push rod 2) becomes large.

〔The invention's effect〕

According to the present invention, since the hydraulic pressures of the normal brake system and the anti-skid control system are divided, the failure of the hydraulic pressure of the anti-skid system does not adversely affect the normal brake system, and the braking safety of the vehicle is improved. In addition to the effect of improving the reliability of the device, the control oil pressure generator is returned to the initial position direction during the anti-skid control of one of the two independent systems of the brake oil pressure system. There is a margin in the mechanical operation stroke of the control oil pressure generator at the time of failure, and even if kickback occurs to the brake pedal that gives this margin excessively, the increase or decrease in the brake oil pressure in the other system is not transmitted. Therefore, it is reduced to a certain extent, and its usefulness as a whole is extremely great.

[Brief description of drawings]

1 and 2 are drawings showing the outline of the structure of a hydrobooster according to the present invention. 1: Main cylinder device, 2: Push rod 3: Control piston, 4: Switching piston 5: Return spung, 6: Accumulator 8: Pump 10, 11: Hydraulic piston 12, 13, Return spring 14, 15: Koipe Setting port 16, 17: Intake port 18, 19: Piston cup 20, 21, 22: Reservoir 200, 200 ': First solenoid valve device 400: Second solenoid valve device 204, 404: PSV 205, 405: Hold valve 206, 406: Pressure reducing valve 207, 407: Check valve 100, 100 ': Sub-cylinder device 101, 102: Cylinder 103: Power piston 104: Hydraulic piston 105: Open / close valve 107: Locking rod 108, 109: Return Spring 110: Set spring 300: Gate valve device 301, 30 2: Cylinder 303: Gate piston 304: Hold spring 305: Goot valve

Claims (1)

[Claims] 1. A main cylinder device for generating a control hydraulic pressure of two independent systems depending on a stepping force of a brake pedal by combining a hydro booster as an operating external force adding mechanism of a tandem master cylinder type control hydraulic pressure generating device, A power piston that moves by using one of the control hydraulic pressures of the two systems as an input is built in, and a sub-cylinder device that generates and outputs a brake hydraulic pressure transmitted to the brake device of the one system by the movement of the power piston, and the other of the two systems. The control oil pressure is transmitted to the brake device of the other system as the brake oil pressure, and the oil pressure pipe provided with the gate valve device which is closed during the anti-skid control and the introduction oil pressure of the hydro booster are supplied to the two systems respectively. An anti-skid solenoid valve device that transmits as anti-skid control hydraulic pressure, The solenoid valve device for a kid is a hydraulic pressure introducing valve that is opened to return the anti-skid control hydraulic pressure to return the power piston in the sub-cylinder device to the initial position, and for directly transmitting the control hydraulic pressure to the braking device of one system at a proper time. The anti-skid solenoid valve device of the other system has a pressurization / hold valve that is opened and closed, and a hydraulic pressure introduction valve that is opened to close the gate valve, and the control hydraulic pressure is further applied to one system. Hydro booster with an anti-skid device, characterized in that it has a pressurizing / holding valve that is opened / closed so that it can be directly transmitted to the brake device in time.