JPH0665544B2 - Hydro booster with anti-skidding device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial application] The present invention relates to a hydrobooster with an antiskid device.

[Conventional technology]

Generally, various devices such as a hydraulic pressure generator such as a master cylinder, an anti-skid control device, etc. are applied to a vehicle brake system, but these are usually configured as being independent of each other. Is. However, if each of these devices, devices, etc. are related to each other to form a series of related devices, and the simplification of the structure and the improvement of the function are achieved thereby, the usefulness thereof will be extremely high.

From this point of view, for example, a master cylinder device with a built-in hydro booster that produces a brake hydraulic pressure that amplifies the brake pedal force, and a hydro cylinder with an anti-skid device that combines an anti-skid device to eliminate wheel lock during braking of the vehicle. Also proposed are boosters and the like.

For example, an anti-skid device that controls the brake oil pressure when the wheels are locked is installed in the middle of the path that transfers the oil pressure from the hydro booster linked to the brake pedal to the brake device. A device that uses power pressure has also been proposed (Japanese Patent Publication No. 59-30584).

[Problems to be Solved by the Invention]

However, the above-mentioned conventional device only uses the power pressure of the hydro-booster to control the operation of the anti-skid device, and the brakes that are generally provided in two systems to prevent a failure from causing a serious accident. In the hydraulic system,
It was not taken into consideration that the guarantee of operation of other systems should be given when one system fails.

The present invention has been made under the circumstances as described above, and it is possible to improve the function of a hydro booster with an anti-skid device, and particularly to improve the control characteristics during anti-skid control. The purpose is to provide a booster.

Another object of the present invention is to provide a hydro booster with an anti-skid device capable of ensuring the fail-safe action of the entire vehicle when one system fails.

[Means for Solving the Problems]

Thus, the features of the hydro-booster with anti-skid device according to the present invention, which is made to realize such an object, are that a hydraulic cylinder device for generating control hydraulic pressure for two systems by movement of a hydraulic piston and a brake pedal are provided. A hydraulic booster type pedal responding device that introduces pressure oil from a pressure accumulation source depending on the stepping force of the pressure oil, and moves the hydraulic piston by the action of this pressure oil; and a control hydraulic pressure from the hydraulic silidan device for the two systems. In response to this, the brake oil pressure is generated by actuating each control piston to generate a brake oil pressure, and the anti-skid signal is provided in the path between each brake oil pressure generator and the brake device downstream of it. Anti-skid that controls the hydraulic pressure in the braking system by inputting the pressure Includes location and, and said normally-closed valve arrangement introduced hydraulic provided to be transmitted to the brake hydraulic pressure generating device and an anti-skid device to the pedal responsive device,
This valve device is electromagnetically opened to transmit the introduced hydraulic pressure to the anti-skid device and the brake hydraulic pressure generation device, and supplies the anti-skid device as hydraulic pressure for pressurization control, and the brake hydraulic pressure generation device. The control piston is configured to be supplied as hydraulic pressure for returning and moving in the initial direction.

[Action]

According to the present invention configured as described above, a hydraulic cylinder device that generates a control hydraulic pressure by the introduction hydraulic pressure from a hydro booster type pedal response device, a brake hydraulic pressure generation device that receives the control hydraulic pressure to generate a brake hydraulic pressure, and an anti-cylinder device. With the skid device, through the hydraulic pressure introduced by the normally closed valve device,
When anti-skid control is performed, suitable anti-skid control can be performed, and when one system fails, each piston of the brake hydraulic pressure generator and thus the hydraulic cylinder device can be returned to the initial position direction to secure a sufficient pedal stroke.

〔Example〕

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

In the figure, 1 is a cylinder body, and a first cylinder I having a hydro booster mechanism, a hydraulic cylinder device for generating a control hydraulic pressure of a first brake hydraulic system, and a second brake from the right end (hereinafter referred to as rear end) side of the drawing. Second cylinders II, each having a built-in hydraulic cylinder device for generating a control hydraulic pressure for a hydraulic system, are coaxially provided.

First, the structure 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 the return spring 5 is provided.
Is biased toward the rear end (right end in the figure) opening side. The flow path switching piston 4 is slidably fitted in the in-shaft cylinder 3a of the control piston 3, and the brake pedal 2 is connected to the rear end of the control piston 3. When the brake pedal is stepped on, the switching piston 4 is first pushed and moved. .

The hydro booster configured in the relationship between the control piston 3 and the switching piston 4 for determining the introduced hydraulic pressure level for anti-skid has the positional relationship shown in the drawing when the brake is not applied, and connects the oil chamber G ′ and the hydraulic pressure released oil chamber H. Passages 3b, 4
When the push rod 2 is pressed by the braking operation, and the switching piston 4 is pushed into the control piston 3 through the communication a, the communication between the passages 3b and 4a is cut off, and the passages 3c and 4b are connected. Is connected to the oil chamber G '
And the oil chamber G are communicated with each other, and the pressure oil of the pressure accumulator 6 is transferred to the oil chamber G ′ and the oil chamber G.
And the pressure oil of the pressure accumulator 6 is introduced into the oil chamber G ′. This introduced hydraulic pressure also acts on the front end surface of the switching piston 4, and therefore the hydraulic pressure is transmitted to the brake pedal 2 via the switching piston 4 as a stepping reaction force, whereby the oil chamber G '. The hydraulic pressure introduced and maintained at is determined as a value proportional to the stepping force of the brake pedal. Incidentally, 7 is a return spring of the switching piston 4.

Next, the structure of the second cylinder II will be described.

A so-called tandem master cylinder type hydraulic cylinder device is housed in the second cylinder II. That is,
A first hydraulic piston 8 engaged with a front end portion of the control piston 3; and a balance piston type second hydraulic piston 9 facing the front end side of the first hydraulic piston 8 with a set spring 10 therebetween. By the return spring 11 which returns the second hydraulic piston 9 to the rear end side direction, a first oil chamber A and a second oil chamber B which the front and rear end surfaces of the second hydraulic piston 9 respectively face are formed.

These oil chambers A and B are provided with a competing port 12, when the pistons are in the initial positions (positions shown in the drawing) due to various springs without stepping on the brake pedal.
When the brake pedal is depressed by communicating with the reservoirs 14 and 15 via the piston 13, the piston cup 1 of each piston
6 and 17 close competition ports 12 and 13,
A control oil pressure is generated according to the phenomenon of the volume of each oil chamber A, B. Reference numerals 18 and 19 are intake ports, and 20 is a fixed ring member that guides the sliding movement of the control piston 3 and also serves as a seat for the return spring 5.

In the hydraulic cylinder device of this example, the front end of the first hydraulic piston 8 and the rear end of the second hydraulic piston 9 freely move relative to each other as long as the distance between them is less than a certain length. The connection is provided so as to restrain the separation exceeding the length. This is because, if a hydraulic pressure leak or the like in the second oil chamber B system occurs, an unnecessarily large internal volume of the first oil chamber A will be provided. This is to prevent an increase.

Due to the above-described operation of the mechanism housed in the cylinder body 1, the control oil pressure depending on the pedal depression force is generated in the first oil chamber A and the second oil chamber B when the brake pedal is depressed, and the oil chamber is also depressed. The hydraulic pressure depending on the pedal depression force is introduced and held in G'from the pressure accumulator.

Reference numeral 21 is a pump that pumps pressure oil from the reservoir to the pressure accumulator 6.

Next, a path (hereinafter referred to as a hydraulic main path) connected to the downstream of the oil chambers A and B, a brake hydraulic pressure generator, an anti-skid mechanism, etc. will be described. In this example, the system of the first oil chamber A (hereinafter referred to as A system) and the system of the second oil chamber B (hereinafter referred to as B system) have the same configuration except that the antiskid hydraulic pressure introduction system is common. Therefore, the description of the configuration will be made with respect to one of the A systems as a representative.

Brake Oil Pressure Generating Device 100 This brake oil pressure generating device includes a cylinder body 101, a cylinder 10 which is divided on both sides by partition walls 102.
A control oil pressure from the first oil chamber A of the hydraulic cylinder device is provided in the control oil chamber C.
Is transmitted to the control piston 105, thereby generating a brake hydraulic pressure in the brake fluid chamber D. In addition, 106 is a return spring, 107, 108, 109 are piston cups,
The other oil chamber E in the cylinder 103 is normally communicated with the hydraulic pressure open oil chamber H via a later-described normally open solenoid valve 302. The other oil chamber F in the cylinder 104 is always communicated with the hydraulic pressure released oil chamber H.

In the brake oil pressure generating device 100 having such a configuration, when the control oil pressure is transmitted from the first oil chamber A of the hydraulic cylinder device to the oil chamber C, the control piston 105 moves against the return spring 106, and the brake oil chamber is moved. B brake oil pressure is generated at D. This brake hydraulic pressure is branched and connected to each brake device for the left and right front wheels FtL and FtR through the main path 22. In addition, in the middle of each branch downstream of the branched main path,
Solenoid valve device 20 for anti-skid comprising a pair of hold valve (normally open type) NO and pressure reducing valve (normally closed type) NC, respectively
1, 202 are provided.

Further, the main path from the brake oil chamber of the brake hydraulic pressure generating device 100 'of the B system is branched midway and the left and right rear wheels RtL,
Connected to each RtR braking device, and on the upstream side of the branch,
A common anti-skid solenoid valve device 203 is provided for both brake devices.

These anti-skid solenoid valve devices 201, 202, 2
Reference numeral 03 denotes a pressure reduction and a pressure increase of the brake hydraulic pressure in the brake device based on an anti-skid signal from a control circuit (not shown).
For example, the hold valve NO is closed when the antiskid pressure is reduced, the pressure reducing valve NC is opened, both electromagnetic valves are closed when the pressure is held, and the initial state is restored when the pressure is increased. As the anti-skid control circuit that outputs these anti-skid signals, a known circuit of this type that outputs a signal depending on the rotation state of the wheels can be used.
Further, the pressure reducing valve NC is connected to the hydraulic pressure release oil chamber H via the path 23.

Electromagnetic valve device 300 for introducing hydraulic pressure during anti-skid control This electromagnetic valve device 300 for introducing hydraulic pressure transmits the hydraulic pressure in the oil chamber G ′ of the hydrobooster to the brake device side by opening the solenoid valve (normally closed type) 301. In addition, the path 24 that communicates with the oil chamber E of the brake oil pressure generator 100 and normally connects the oil chamber E to the oil pressure release oil chamber H is provided as a structure that is closed by a solenoid valve (normally open type) 302. Has been. Reference numeral 303 is a check valve that prevents the hydraulic pressure from returning from the brake device.

The solenoid valve device 300 for hydraulic pressure introduction having the above-described structure is adapted to generate hydraulic pressure when anti-skid control is started for any of the wheels of the vehicle.
The operation of such a solenoid valve device can be performed by utilizing the output signal of the existing anti-skid control circuit.

Further, when the hydraulic pressure is transmitted to the oil chamber E of the brake hydraulic pressure generating device 100 by the hydraulic pressure introduction by the solenoid valve device 300, the control piston 105 of the brake hydraulic pressure generating device 100.
Will be returned to the initial position by the large introduced hydraulic pressure. The reason for doing this is that the brake hydraulic pressure generator 1
00, 100 'to the initial position, and by extension, each piston of the hydraulic cylinder device (first and second hydraulic pistons 8,
Even if a failure occurs in either system A or system B due to the return to the initial position in 9), a sufficient brake pedal depression stroke is ensured and the normal system brake hydraulic pressure is suitable. This is because it was obtained.

The hydraulic pressure introducing solenoid valve device 300 inputs a signal for holding a so-called brake hydraulic pressure when the vehicle is stopped, so that a brake hydraulic pressure holding device (automatic brake device) is provided.
The function of can be added. That is, when the vehicle is stopped by the brake, the hydraulic pressure introducing solenoid valve device is operated by a predetermined electric circuit (opening of the solenoid valve 301,
By closing the solenoid valve 302), the brake pedal is still depressed at that time,
The oil pressure in the oil chamber G ′ is passed through the open solenoid valve 301 (the solenoid valve 302 is closed) and the hold valve NO of the anti-skid solenoid valve devices 202 and 203 for the A system to the left and right front wheels FtL and FtR. For the B system, the electric power 301 is then transmitted to the respective brake devices of the left and right rear wheels RtL, RtR through the hold valve NO of the anti-skid solenoid valve device 203 for the B system, and the braking force is secured thereafter. Even if the brake pedal is released, the solenoid valve 301 of the hydraulic pressure introducing solenoid valve device
If the brake oil pressure is returned (closed) to the initial state, the brake oil pressure is maintained as it is, and then the brake oil pressure can be released by opening the electromagnetic valve 302.
It should be noted that in the above-described embodiment, the check of the brake hydraulic pressure by the check valves 303 and 303 'can be replaced with the brake hydraulic pressure held by closing the electromagnetic valve 301. In this case, the brake hydraulic pressure can be released by opening the pressure reducing valve NC of the anti-skid solenoid valve device.

The above-described operation causes the brake hydraulic pressure to be maintained when the vehicle is stopped based on, for example, the detection of the brake pedal depression and the logical sum of the wheel rotation stop, and the release of the operation (release of the retained brake hydraulic pressure) requires the accelerator pedal depression. , Can be performed based on detection of clutch engagement or the like.

〔The invention's effect〕

As described above, according to the hydro-booster with the anti-skid device according to the present invention, it is possible to realize preferable anti-skid control based on the brake hydraulic pressure determined depending on the brake pedal depression state, and at the time of one system failure. Also has the advantage that the braking force of other systems can be secured conveniently. Furthermore, there is an advantage that it is easy to add a function such as so-called automatic braking, and its usefulness is great.

[Brief description of drawings]

The drawings are schematic views showing the configuration of a position embodiment of the present invention. 1 ... Cylinder body, 2 ... Brake pedal, 3 ... Control piston, 4 ... Switching piston, 5 ... Return spring, 6 ... Accumulator, 7 ... Return spring, 8 ... First hydraulic piston, 9 ... No. 2 Hydraulic piston, 10 ... Set spring 11 ... Return spring 12,13 ... Competing port 14,15 ... Reservoir, 16,17 ... Piston cup 18,19 ... Intake port 20 ... Fixing ring member , 21 ... Pump 22 ... Main path, 23, 24 ... Path 100 ... Brake hydraulic pressure generator 101 ... Cylinder body, 102 ... Partition 103, 104 ... Cylinder, 105 ... Control piston 106 ... Return Spring 107, 108, 109 ... Piston cup 201, 202, 203 ... Electromagnetic for anti-skid Valve device 300 ... Solenoid valve device for introducing hydraulic pressure 301 ... Solenoid valve (normally closed type) 302 ... Solenoid valve (normally open type)

Claims (1)

[Claims] Claim: What is claimed is: 1. A hydraulic cylinder device for generating control hydraulic pressure for each of two systems by moving a hydraulic piston, and pressure oil introduced from a pressure accumulating source depending on a stepping force to a brake pedal, and the action of this pressure oil. And a hydraulic booster type pedal response device for moving the hydraulic pistons by two, and a two-system brake hydraulic pressure for generating a brake hydraulic pressure by operating the respective control pistons by receiving the control hydraulic pressure from the two-system hydraulic cylinder device. The generator, the brake oil pressure generator is provided in the path between the brake device and the brake device downstream thereof,
An anti-skid device that receives an anti-skid signal as input and controls the brake hydraulic pressure in the brake device to reduce, pressurize, or hold it as necessary, and the hydraulic pressure introduced to the pedal response device to the brake hydraulic pressure generator and the anti-skid device. A normally closed type valve device provided so as to be able to be transmitted to the device, and the valve device is electromagnetically opened to transmit the introduced hydraulic pressure to the anti-skid device and the brake hydraulic pressure generation device, and the anti-skid device. Is supplied as hydraulic pressure for pressurization control, and is supplied to the brake hydraulic pressure generator as hydraulic pressure for returning and moving the control piston in the initial direction.