JPH089320B2 - Hydraulic control device for anti-skidding device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a vehicle that controls a brake fluid pressure transmitted to a wheel cylinder of a wheel brake device according to a rotating state or a skid state of a wheel of a vehicle or the like. TECHNICAL FIELD The present invention relates to a hydraulic pressure control device for an anti-skid device.

[Conventional technology and its problems]

As a device of this type, it is arranged between a master cylinder and a wheel cylinder of a wheel brake device, and receives a command from a control unit that evaluates the skid state of the wheel to control the brake hydraulic pressure of the wheel cylinder. A hydraulic pressure control valve, a reservoir for storing the brake fluid discharged from the wheel cylinder via the hydraulic pressure control valve when reducing the brake fluid pressure by the control of the hydraulic pressure control valve, and a brake fluid in the reservoir. There is known a hydraulic control device for an anti-skid device, which includes a hydraulic pump that pressurizes and recirculates into a pipe line between the master cylinder and the wheel cylinder. For example, when the wheel is composed of a pair of front wheels and a pair of rear wheels, a hydraulic control valve is provided for each of the front and rear wheels, that is, four hydraulic control valves are provided, and brakes are independently provided. There is no problem if the hydraulic pressure is controlled. Alternatively, for both rear wheels, there is no problem even if the brake hydraulic pressure is commonly controlled by one hydraulic pressure control valve according to the skid state of the rear wheel having the smaller rotational speed.

However, in the above case, since three or four hydraulic control valves are used, the entire apparatus (generally unitized with a reservoir or the like) is increased in size and weight. Further, the hydraulic control valve is expensive, which increases the cost.

In view of the above problems, the present applicant has previously provided a small and inexpensive hydraulic control device for an anti-skid device, which is arranged between a master cylinder and a wheel cylinder of a wheel brake device, and which A hydraulic pressure control valve that controls a brake hydraulic pressure of the wheel cylinder in response to a command from a control unit that evaluates a skid state, and the wheel cylinder when the brake hydraulic pressure is reduced by the control of the hydraulic pressure control valve. A reservoir for storing the brake fluid discharged from the above through the fluid pressure control valve, and a hydraulic pump that pressurizes the brake fluid in the reservoir and recirculates the fluid into the conduit between the master cylinder and the wheel cylinder. In the equipped hydraulic control device for the anti-skid device, the hydraulic pressure of the front and rear wheel cylinders of one system is controlled by one hydraulic control valve. A control chamber that receives the hydraulic pressure controlled by the hydraulic pressure control valve is provided on one side between the two systems, and a piston that defines a volume chamber is provided on the other side, and the volume chamber normally generates the hydraulic pressure of one of the master cylinders. Although it is in communication with the chamber, it is cut off during control of the fluid pressure control valve, and the volume of the volume chamber is increased or decreased by the movement of the piston, so that the wheels of the front wheel and the rear wheel of the other system communicating with this are communicated with the chamber. A hydraulic control device for an anti-skid device is proposed, which is characterized in that the hydraulic pressure of a cylinder is controlled.

However, in the above configuration, if one hydraulic control valve mechanically locks at the brake slack position or the brake constant holding position for some reason, the front wheels become no brake or the braking force becomes extremely insufficient. There is a fear.
This is extremely dangerous.

[Problems to be solved by the invention]

The present invention has been made in view of the above problems, and at least one system can be braked even if one hydraulic control valve is locked at a brake slack position or a constant brake holding position. It is intended to resist a hydraulic control device for a device.

[Means for solving problems]

According to the first aspect of the present invention, the above object is to provide a hydraulic control valve that is provided in a two-system brake circuit having a pressure generation source and that controls a wheel cylinder hydraulic pressure of a wheel of one system, and the hydraulic pressure control valve. In a hydraulic control device for an anti-skid device, which has a valve device that controls the wheel cylinder hydraulic pressure of the wheel of the other system according to the output pressure of the control valve, the valve device is provided on one side with the liquid valve via a switching valve. A control chamber connected to the output pressure of the pressure control valve or the hydraulic pressure generating chamber of one of the pressure generating sources;
The other side has a piston that defines a volume chamber connected to the wheel cylinder of the wheel of the other system, and the switching valve is in the non-skid control or in the control of only the wheel cylinder hydraulic pressure of the wheel of the one system. The first position for communicating one of the hydraulic pressure generating chambers of the pressure generating source and the control chamber is taken, and the volume chamber communicates with the other hydraulic pressure generating chamber of the pressure source, but the other system. At the time of controlling the wheel cylinder hydraulic pressure of the wheel, the second position is established in which the output side of the hydraulic pressure control valve and the control chamber are communicated with each other, and the volume chamber is controlled by the control of the hydraulic pressure control valve so that the volume chamber is the other side of the pressure source. The position where the hydraulic pressure control valve should reduce the brake hydraulic pressure or the position where the brake should be held constant so that the volume of the volume chamber is increased or decreased by the movement of the piston. Locked in When you knowledge is achieved by the anti-skid device for hydraulic pressure control apparatus is characterized in that the switched forcibly the first position the switching valve.

Further, according to a second aspect of the present invention, a hydraulic pressure control valve which is provided in a two-system brake circuit having a pressure generation source and controls a wheel cylinder hydraulic pressure of a wheel of one system, and the hydraulic pressure control valve And a valve device for controlling the wheel cylinder hydraulic pressure of the wheel of the other system in accordance with the output pressure of the other system, the valve device controls the hydraulic pressure via a switching valve on one side. A control chamber connected to the output pressure of the valve or the hydraulic pressure generation chamber of one of the pressure generation sources, and a piston defining a volume chamber connected to the wheel cylinder of the wheel of the other system on the other side, and the switching valve Usually takes a first position for communicating the output side of the hydraulic pressure control valve with the control chamber, and is set at a position where the hydraulic pressure control valve should reduce the brake hydraulic pressure or a position where the brake should be held constant. When it detects that it is locked The is accomplished by one of the hydraulic pressure generating chamber and the control chamber and the anti-skid device for hydraulic pressure control apparatus is characterized in that the switched to a second position for communicating the pressure source.

[Action]

When one hydraulic control valve is operating normally, it depends on the hydraulic pressure of the front and rear wheel cylinders of one system or the hydraulic pressure controlled by the one hydraulic control valve. Hydraulic pressure is obtained in the front and rear wheel cylinders of the other system.

Since only one hydraulic control valve, which is expensive and relatively large, is sufficient, the entire apparatus can be made smaller and less expensive than conventional ones.

When the one hydraulic control valve is mechanically locked at the brake loosening position or the brake constant holding position for some reason, the switching valve is forcibly switched to the first position. As a result, the control chamber is brought into communication with the master cylinder, and the piston is moved to the volume chamber side so that the volume chamber and one of the hydraulic pressure generation chambers of the master cylinder always pass. Therefore, the hydraulic pressure of the master cylinder is supplied to the front and rear wheel cylinders of the other system.

Since the switching valve is cheaper and smaller than the hydraulic control valve, the conventional device does not become so large and the cost does not increase.

〔Example〕

Hereinafter, each embodiment of the present invention will be described with reference to the drawings.

FIG. 1 shows a first embodiment of the present invention. In FIG. 1, the master cylinder (1) is connected to a pedal (2), and one hydraulic pressure generating chamber has a conduit (3) and a hydraulic control. The valve is connected to a wheel cylinder (7a) of the right front wheel (7) via a three-position electromagnetic switching valve (4) that constitutes a valve and pipe lines (5) and (6). The pipe (3) further has a check valve (18) and a control check valve (19).
Is connected to the wheel cylinder (7a) via. Hydraulic pump (20) between check valve (18) and control check valve (19)
The discharge port of is connected. Although schematically shown, the hydraulic pump (20) has a publicly known structure and is provided with a check valve on each of the discharge side and the suction side. The flow of these check valves to the left in the figure is the forward direction even if not shown. The hydraulic pump (20) is driven by a motor (21).

The discharge port of the three-position electromagnetic switching valve (4) is connected to the reservoir (22) via the pipe line (23). The reservoir (22) includes a piston (22a) slidably fitted in the main body and a weak spring (2
2b), and this reservoir chamber is connected to the suction port of the hydraulic pump (20) and further connected to the control port (19a) of the control check valve (19).

The pipe line (6) is further connected to the wheel cylinder (10a) of the left rear wheel (10) and one input port of the switching valve (60). That is, the wheel cylinders (7a) (10a) of the right front wheel (7) and the left rear wheel (10) are commonly controlled by the three-position electromagnetic switching valve (4). The pipe line (3a) branched from the pipe line (3) has a connection hole (25
a) and the other input port of the switching valve (60). The other hydraulic pressure generating chamber of the master cylinder (1) is connected to the other connecting hole (25b) via the pipe line (11). The pipe line (11) is further branched from this line (13), the input port (14) and output port (15) of the valve device (12), and the wheel of the right rear wheel (9) via the pipe line (16). Cylinder (9
connected to a).

The pipe line (16) is further connected to the left front wheel (8) via the pipe line (17).
Connected to the wheel cylinder (8a). That is, the wheel cylinders (8a) and (9a) of the left front wheel (8) and the right rear wheel (9) are commonly controlled by the valve device (12).

Wheel speed detectors (7b) (8b) (9b) (10b) are arranged on the wheels (7) (8) (9) (10), respectively. From these detectors, a pulse signal having a frequency proportional to the rotation speed of the wheels (7), (8), (9) and (10) is obtained and applied to the control unit (24) as an input. As is well known, the control unit (24) has a function of calculating a wheel speed, an approximate vehicle body speed, a slip ratio, a deceleration, etc. on the basis of this input, and generates a control signal S according to the calculation result. . This control signal S is supplied to the solenoid (4a) of the three-position electromagnetic switching valve (4). The three-position solenoid directional control valve (4) is configured to take one of the three positions A, B and C depending on the magnitude of the voltage of the control signal S supplied to the solenoid (4a). That is, when the voltage of the control signal S is 0, that is, when the voltage is not applied, it takes the first position A as a normal brake closing position. At this position, the master cylinder (1) side and the wheel cylinder (7a) (10a) side are in communication with each other. When the voltage of the control signal S is "1/2", that is, when the constant brake holding signal is generated, the second position B is taken as the brake holding position. In this position, the master cylinder (1) side and the wheel cylinder (7a)
Between the (10a) side and the wheel cylinders (7a) (10a)
And the reservoir (22) side is cut off. Further, when the voltage of the control signal S is "1", that is, when the brake slack signal is generated,
The third position C is taken as the brake slack position. In this position, the master cylinder (1) side and the wheel cylinder (7
The wheel cylinder (7a) (a) (10a) side is cut off, but the wheel cylinder (7a) (10a) side and the reserve (22) side are in communication with each other. Ten
The brake pressure liquid in a) is discharged to the reservoir (22) through the pipe line (23). The valve (4) may be current-controlled instead of the voltage-controlled one described above.

A drive signal Q generated when the control signal S becomes "1" is further supplied from the control unit (24) to a motor (21) as a hydraulic pump drive means.

Normally, the control check valve (19) is in the D position and both sides are in free communication. However, the hydraulic pressure of the control port (19a), that is, the hydraulic pressure of the hydraulic pump (20) is more than a predetermined value. Then, the position can be switched to the E position. At this position, it works as a check valve, and the direction from the wheel cylinder (7a) side to the master cylinder (1) side is the forward direction.

 Next, details of the valve device (12) will be described.

A stepped hole (31) extending in the axial direction is formed in the main body (30), and a piston (32) is slidably fitted therein. The piston (32) has a pair of large diameter parts (33a) (33b),
It consists of a small-diameter part (34) and a shaft-like part (49) in between, and the large-diameter parts (33a) (33b) are equipped with seal rings (35a) (35b), and the control room (40) and master Cylinder pressure chamber (38) and output chamber (41) and master cylinder pressure chamber (39)
Is defined. The master cylinder pressure chambers (38) (39) communicate with the hydraulic pressure generation chambers of the master cylinder (1) through the connection holes (25a) (25b), respectively, and the hydraulic pressure is maintained as long as both systems are normal. Equal to each other, these allow pistons (32)
The power to work is offset. The small diameter part (34) is the main body (3
The central hole formed in the partition wall part (36) of (0) is inserted by being sealed by the seal rings (36a) (36b), and the air is provided between the seal rings (36a) (36b) by the air hole (37). Is in communication with.

The piston (32) is biased to the right by a spring (48) arranged in the control chamber (40), and the large diameter portion (33a) or (3
The return position of the piston (32) is regulated by the contact of the step (12a) or (12b) of the inner wall of the main body (30) with the step (3b). The control chamber (40) is provided with a control port (46) and a wheel cylinder (7) via the above-mentioned switching valve (60) connected to the control port (46).
It communicates with a) (10a) or the master cylinder (1).

That is, the output port of the switching valve (60) is connected to the control port (46), and this is connected to the solenoid section (60).
It is connected to any input port depending on whether or not a) is excited. The switching valve (60) is driven by the spring force of the spring portion (60b) when the solenoid portion (60a) is not excited.
When the solenoid portion (60a) is excited when it is in the position, it takes the G position against the spring force of the spring portion (60b).

The solenoid portion (60a) of the switching valve (60) is excited by the drive signal R from the control unit (24). To generate this signal R, the control unit (24) has a configuration other than the above-mentioned conventional configuration. Further, the circuit (24a) shown in FIG. 2 is included.

As is well known, the control unit (24) evaluates the skid state of each wheel (7) to (10), and based on the evaluation result, the brake slack signals AVVR, AVVL, AVHR, AVHL and the constant brake hold signal EVVR. , EVVL, EVHR, EVHL are generated, which are respectively OR gates (70
a), supplied to the input terminal of the NOR gate (70b). The first two letters AV or EV are the "brake loosening signal",
Represents a "brake constant hold signal" and indicates the third V or H
Are "front wheel" and "rear wheel" respectively, and the fourth R or L
Represents "right" and "left", respectively.

The output terminal of the OR gate (70a) is the off delay timer (7
1) and the output of this timer (71) is the amplifier (7
It is amplified by 7) and becomes the motor drive signal Q. The delay time T ₁ of the off delay timer (71) is sufficiently long, for example, 1s
ec and off delay timer (7
The output of 1) is always "1". Also OR gate (7
The output terminal of 0a) is connected to one input terminal of the OR gate (72) through the knot gate (73). The output terminal of the NOR gate (70b) is connected to the other input terminal.

The output terminal of the off-delay timer (71) is further connected to one input terminal of the AND gate (74), and the output terminal of the OR gate (72) is connected to the other input terminal. The output terminal of the AND gate (74) is connected to the negative input terminal of the AND gate (76) via the ON delay timer (75). The output terminal of the off delay timer (71) is further connected to the other input terminal. The output terminal of the AND gate (76) is connected to the amplifier (78). This amplification output R
Is supplied to the solenoid section (60a) of the switching valve (60).
The delay time T ₂ of the on-delay timer (75) is set to be sufficiently long, for example, 0.5 sec. This is because the above-mentioned three-position electromagnetic switching valve (4) mechanically locks to the B position or the C position for some reason. If it happens, it is a good time to judge that it is locked.

Again referring to the valve device (12), to explain this further, the shaft-like portion (49) of the piston (32) extends over the output chamber (41) and the small diameter hole portion (49) of the stepped hole (31). ,
Normally, as shown in the figure, it projects into the input chamber (42) and contacts the valve ball (43) that is biased to the left by the valve spring (44),
This is separated from the valve seat (47). The input chamber (42) is the above-mentioned input port (14) and the conduit (13) connected to it.
It is always in communication with one hydraulic pressure generating chamber of the master cylinder (1) via (11). The output chamber (41) is in constant communication with the wheel cylinders (8a) (9a) via the above-mentioned output port (15) and the conduit (17) or (16) connected thereto.

The first embodiment of the present invention is constructed as described above. Next, this operation will be described.

Now, it is assumed that the car equipped with this device is running a little and that the brake pedal (2) is depressed to apply a sudden brake. Each part of the device is in the illustrated state.

The pressure liquid from one hydraulic pressure generation chamber of the master cylinder (1) passes through the pipe line (3), the switching valve (4) at the position A, and the pipe lines (5) and (6) to the right front wheel (7). And left rear wheel (1
0) to the wheel cylinders (7a) and (10a). The pressure liquid from the other hydraulic pressure generation chamber passes through the pipe lines (11) (13), the input port (14) and output port (15) of the valve device (12), and the pipe lines (16) (17) to the left side. It is supplied to the wheel cylinders (8a) and (9a) of the front wheel (8) and the right rear wheel (9).
In the valve device (12), the master cylinder pressure chamber (38) (3
Since the hydraulic pressures of 9) are the same and the hydraulic pressures of the control chamber (40) and the output chamber 41 are also the same, the piston (32) does not move from the position shown in the figure, and is as it is.

The brakes are applied to all the wheels (7) to (10) as described above. Now, all the wheels (7) to (1) are braked.
0) enters the skid state. For example, suppose that the vehicle slips beyond a predetermined slip ratio. Alternatively, it is assumed that one of the wheels (7) to (10) enters the skit state. Then, the control signal S of the control unit (24) becomes "1". At the same time, the motor drive signal Q also becomes "1". The 3-position electromagnetic switching valve (4) is switched to the C position, the motor (21) rotates, and the hydraulic pump (20) is driven.

In the above skid state, the signals AVVR and AV are shown in FIG.
At least one of VL, AVHR, AVHL is high level “1”
Then, the output of the OR gate (70a) becomes "1" and the output of the off delay timer (71) becomes "1", and the above-mentioned motor drive signal Q is generated.

The output terminal of the OR gate (70a) is the NOT gate (7
The input to one input terminal of the OR gate (72) becomes “0” via 3). On the other hand, no brake hold signal EVVR ...
The output of b) is "1", and the input to the other input terminal of the OR gate (72) is "1". However, as described later, the on-delay timer ( 75)
Since any one of these signals becomes “1” before the delay time T ₂ of ‘1’, the output of the on-delay timer (75) does not become “1”. Therefore, the AND gate (and The output of 76) becomes "1", and thereafter "1" is maintained as long as the 3-position solenoid operated directional control valve (4) is normal. That is, the drive signal R continues to be generated and is supplied to the solenoid portion (60a) of the switching valve (60), and the switching valve (60) is switched to the G position. As a result, the control chamber (40) of the valve device (12) is now in communication with the pipe line (6) side, that is, with the wheel cylinders (7a) (10a) of the wheels (7) (10) of one system. Become. Since the delay time T ₁ of the off delay timer (71) is sufficiently long, the brake slack signals AVVR, AVV
Even if any of L, AVHR, and AVHL disappears, one of the other slack signals again occurs during this time, and eventually the output AVZ of the on-delay timer (71) is "1" during anti-skid control. Mae. That is, the output AVz indicates that the anti-skid control is being performed. In other words, as long as the three-position solenoid directional control valve (4) operates normally, the directional control valve (60) is in the G position during the anti-skid control. That is, during the anti-skid control, the control chamber (40) of the valve device (12) is always in the wheel cylinder (7a) of the wheels (7), (10) of one system as long as the three-position electromagnetic switching valve (4) is normal. ) (10a) is always in communication.

When the 3-position solenoid selector valve (4) is switched to the C position, the master cylinder (1) side and the wheel cylinders (7a) (10
The wheel cylinder (7a) (10
The a) side and the reservoir (22) side are communicated with each other. As a result, the pressure liquid from the wheel cylinders (7a) (10a) is discharged into the reservoir (22) through the pipe lines (6) (5) (23). The discharged brake fluid is immediately sucked by the hydraulic pump (20) and sent to the control check valve (19). Since the control check valve (19) is at the position D, the brake fluid discharged from the hydraulic pump (20) flows to the pipe line (6) side, and further passes through the pipe lines (5) (23) to reach the reservoir. It flows into (22). That is, the brake fluid is a hydraulic pump (20)
-> Control check valve (19)-> Pipe lines (6) (5) (23)-> Reservoir (22)-> Hydraulic pump (20). Check valve (18)
Has a corresponding valve opening pressure, and the master cylinder (1)
Since the fluid pressure of the fluid is sufficiently increased, the discharge fluid of the fluid pressure pump (20) does not flow into the master cylinder (1) side, and the flow passage having no resistance other than the pipeline resistance is used as described above. Circulate. In other words, since the discharge pressure of the hydraulic pump (20) does not act on the master cylinder (1) side, kickback or pedal reaction to the brake pedal (2) does not occur. The pedal feel is good.

As described above, the hydraulic pressure in the wheel cylinders (7a) (10a) is reduced, but this hydraulic pressure is transferred to the control chamber (40) of the valve device (12) by the switching valve (60) and the control port (46). Has been added through. Therefore, the hydraulic pressure of the control chamber (40) is also reduced, and the piston (32) is moved leftward in the figure by the hydraulic pressure of the output chamber (41) which is still rising. Thus, the valve ball (43) is seated on the valve seat (47) and the input chamber (42) and the output chamber (41) are shut off. When the hydraulic pressure in the control chamber (40) further decreases, the piston (32) moves further leftward, and the volume of the output chamber (41) is increased while being cut off from the input chamber (42). . Output chamber (41) has output port (1
5), wheel cylinder (8) via pipes (16) (17)
Since they are in communication with a) and (9a), the hydraulic pressure of these components decreases due to the increase in the volume of the output chamber (41). That is, the hydraulic pressure of the wheel cylinders (8a) (9a) of the other system is reduced according to the hydraulic pressure of the control chamber (40), that is, the hydraulic pressure of the wheel cylinders (7a) (7b). Thus all wheels (7)-(10)
The braking force of is reduced.

When the slip ratios of all the wheels (7) to (10) become equal to or less than a predetermined value, the control unit (24) determines this in the present embodiment and internally generates a brake holding signal EVHR ... Signal S is "1", "1/2", "1", "1/2" ...
Alternate with ... As a result, the 3-position solenoid operated directional control valve (4) is alternately switched to the C and B positions.

At the position C, the braking force of the wheels decreases as described above, but at the position B, the master cylinder (1)
Side and the wheel cylinder (7a) (10a) side are cut off, and the wheel cylinder (7a) (10a) side and the reserve (22)
Also shut off both sides. Therefore, the discharge pressure liquid of the hydraulic pump (20) is supplied to the wheel cylinders (7a) (10a) via the control check valve (19) without circulating, and increases the hydraulic pressure, but immediately again the switching valve ( 4) is switched to the C position. Then, the hydraulic pressure in the wheel cylinders (7a) (10a) is reduced. Immediately again, the switching valve (4) is switched to the position B to increase the hydraulic pressure. If the switching cycle as described above is shortened, the hydraulic pressure can be made substantially constant in macroscopic terms. That is, the braking force of all the wheels (7) to (10) can be made almost constant.

Next, when the rotational speeds of all the wheels (7) to (10) are sufficiently recovered and the acceleration exceeds a predetermined value, an acceleration signal is generated in the control unit (24), which causes the control signal S to be "1 /". 2 "constant. The switching valve (4) is switched to the B position. The discharge pressure liquid of the hydraulic pump (20) does not circulate,
Wheel cylinders (7a) (10) via control check valve (19)
It is supplied to a) and the hydraulic pressure rises. By appropriately selecting the rotation speed of the motor (21), the switching valve (4) can be moved slowly at the position A as compared with the case where the pressure fluid is directly supplied from the master cylinder (1).

When the acceleration signal disappears, the control unit (2
4) sets the control signal S to "1" again, whereby the braking force of all the wheels (7) to (10) can be reduced as described above.

In this embodiment, the anti-skid control is performed by repeating the above-described operation, but the friction coefficient of the road surface on which the vehicle travels is relatively high. However, it is now assumed that the friction coefficient of the road surface on which the vehicle is traveling when the brake is released is relatively small. At this time, the hydraulic pressure in the wheel cylinders (7a) (10a) must be greatly reduced. Therefore, a large amount of pressure liquid is discharged from the wheel cylinders (7a) (10a) to the reservoir (22). The piston (22a) in the reservoir (22) moves greatly and the spring (22a)
Since b) is also strongly compressed, the hydraulic pressure in the reservoir chamber rises to a predetermined value or more. As a result, the control check valve (19) is switched to the E position. Therefore, the pressure liquid of the hydraulic pump (20) sucked from the reservoir (22) is returned to the master cylinder (1) side by opening the check valve (18) without circulating as described above. Of course, since the control check valve (19) is in the D position until the hydraulic pressure in the reservoir chamber of the reservoir (22) becomes equal to or higher than a predetermined value, the discharge pressure liquid of the hydraulic pump (20) is set as described above. It circulates.

Therefore, an automobile has a road surface (Hμ
Although the kickback phenomenon does not occur when the brake pedal is depressed while traveling on a normal road surface, the kickback phenomenon occurs when the road surface shifts to a road surface having a relatively low friction coefficient (for example, ice burn on Lμ road surface). Since it is only at the time of transition (so-called Hμ → Lμ jump), there is practically no problem.

In addition, when the foot is released from the brake pedal (2) during the anti-skid control (the three-position electromagnetic switching valve (4) is at the position B or C), the wheel cylinder (7a)
The hydraulic fluid of (10a) flows back to the master cylinder (1) through the control check valve (19) and the check valve (18).

Next, a case where any of the systems fails, for example, the system on the side of the pipeline (3) fails will be described.

In this case, in the valve device (12), the hydraulic pressure in one of the master cylinder pressure chamber (38) and the control chamber (40) becomes zero, but the other master cylinder pressure chamber (39) and the output chamber ( Four
The hydraulic pressure of 1) rises. Therefore, the piston (32) maintains the position shown in the figure, but moves to the right to take the position shown in the figure during control. Therefore, since the valve ball (43) remains separated from the valve seat (47), the one hydraulic pressure generating chamber of the master cylinder (1) passes through the valve device (12) to the wheel cylinder (8a) ( 9a) and the braking force of the normal system is secured.

If the system on the pipeline (11) side fails,
Wheel cylinders (7a) (10
Since the hydraulic pressure in a) rises, the braking force can be secured without any problems.

Next, a case where the three-position solenoid operated directional control valve (4) fails and is mechanically locked at the C position, for example, will be described.

Before the anti-skid control starts, none of the signals AVVR ... In Fig. 2 are generated, the switching valve (60) remains in the F position and the brake pedal (2) is depressed. And the hydraulic pressure in the control room (40) is
Since the hydraulic pressure of 1) rises equally and the piston (32) is in the position shown in the figure by the spring force of the spring (48),
The braking force of the wheels (8) and (9) of the other system is secured.

If the anti-skid control is in progress, the switching valve (60) is in the G position as described above, but the 3-position solenoid switching valve (4) is in the C position.
Due to the mechanical locking in position, the wheels (7), (10) of one system are not braked and remain loose. Therefore, in the valve device (12), the piston (32) is moved leftward, and the brakes of the wheels (8) and (9) of the other system are also released. This is the signal AVVR to release the brakes from any wheel ...
The signal EVVR that keeps the brake constant does not occur. Therefore, in FIG. 2, when the time T ₂ elapses without generating any signal, the output of the on-delay timer (75) becomes "1", so the drive signal R becomes "0", and the switching valve (6
0) is forcibly switched to the F position. Therefore, the hydraulic pressure of the master cylinder (1) is controlled by the control chamber (40) of the valve device (12).
The piston (32) is moved to the right and the valve ball (4
3) Open the valve. This allows the wheels of the other system (8)
The brake is applied to (9). It is possible to prevent all the wheels from becoming non-braking as in the conventional case.

FIG. 3 shows a second embodiment of the present invention. In the figure, parts corresponding to those in FIG. 1 are designated by the same reference numerals, and detailed description thereof will be omitted.

That is, in the present embodiment, the shutoff valves (50a) (50a) (50a) (50a) are further provided between the pipes (6) (17) and the wheel cylinders (7a) (8a).
b) is provided, and pipelines (3b) (3c) connecting the master cylinder (1) and the wheel cylinders (7a) (8a) are further provided, and the check valves (52a) (52b) are connected to this. It These check valves (52a) (52b) are connected to the wheel cylinders (7a) (8
The direction from a) to the master cylinder (1) side is the forward direction. The control unit (24) further generates control signals Sa and Sb, which are cutoff valves (50a), respectively.
It is supplied to the solenoid (51a) (51b) of (50b). S
When a and Sb are "0", the shutoff valves (50a) (50b) are in the H position to connect the pipes on both sides, but when Sa and Sb are "1", they are in the I position and the pipes on both sides are in communication. Block the road.

In the first embodiment, all the wheels (7) to (10) were simultaneously and uniformly increased in braking force, decreased, or kept constant, but in this embodiment, the front wheels (7) and (8) are rearward. Ring (9)
It can be held constant independently of (10). Alternatively, only one of the front wheels (7) and (8) can be held constant.

For example, if the front wheels (7) and (8) are equipped with spiked tires, and the rear wheels (9) and (10) are still easier to lock with the rear wheels, the rear wheels (9) (10) The braking force can be reduced by just that, and the braking force of the front wheels (7), (8) can be kept constant. At this time, the control signals S = 1, Sa = 1, Sb = 1.

Alternatively, when Lμ is present on only one side of the road surface, the braking force of the front wheel on this side is reduced, but the braking force of the front wheel on the other side is kept constant. Other functions and effects are similar to those of the first embodiment.

Note that when Sa = 1 and Sb = 1, when the foot is released from the brake pedal (2), the pressure fluid in the wheel cylinders (7a) (8a) is transferred to the check valves (52a) (52b) and the conduits (3b) (3c). ) To the master cylinder (1). The other wheel cylinders (9a) and (10a) are the same as in the first embodiment.

FIG. 4 shows a third embodiment of the present invention.
Parts corresponding to those in FIGS. 1 to 3 are designated by the same reference numerals, and detailed description thereof will be omitted.

That is, in the present embodiment, unlike the above-mentioned embodiment, the two-position electromagnetic switching valve (80) is used as the hydraulic pressure control valve instead of the three-position electromagnetic switching valve (4), and in the above-described embodiment, during the anti-skid control, Brake fluid hydraulic pump (20) → control check valve (19) → pipelines (6) (5) (23) → reservoir (22)
Although the hydraulic pump (20) is circulated, the discharge port of the hydraulic pump (20) is connected to the conduit (3) in this embodiment.

The two-position electromagnetic switching valve (80) normally takes the J position by the spring force of the spring portion (80b), and is connected to the conduit (3) side and the conduit (5).
Although it is in communication with the side, it is in the K position when the solenoid portion (80a) is excited, and disconnects the side of the pipeline (3) and the side of the pipeline (5). Communicate with the reservoir (22) side. In this case, the control signal S supplied to the solenoid section (80a) is "0" or "1".

In this embodiment, when the two-position solenoid directional control valve (80) is locked in the K position for some reason, the directional control valve (60) is forcibly set to the F position, and as described in the above embodiment, the other system. The braking force of the wheels (8) and (9) is secured. In this embodiment, since the discharge pressure of the hydraulic pump (20) is applied to the master cylinder (1), the kickback phenomenon cannot be avoided.

In each of the above embodiments, when the hydraulic pressure of the wheel cylinders (7a) (10a) of one system is controlled, the hydraulic pressure of the wheel cylinders (8a) (9a) of the other system is also controlled by the valve device (12).
However, according to another embodiment of the present invention, when the brake slack signal or the brake constant hold signal is not generated on the wheels of the other system, the wheels of one system are controlled by The braking force is increased regardless of whether a signal is generated or not. Therefore, in this case, the configuration of the control unit (24) is different even though the piping system is the same as that of each of the above embodiments. That is, the three-position electromagnetic switching valve (4) or the two-position electromagnetic switching valve (80) as a hydraulic control valve is controlled by the control signals of both systems, but the solenoid portion (60a) of the switching valve (60) is the other. It is excited only when the hydraulic pressure in the system needs to be controlled. Therefore, for example, a switching valve drive circuit as shown in FIG. 5 is formed in the control unit (24).

That is, in FIG. 5, OR gates (90) (91)
The brake slack signals AVVL and AVHR and the brake holding signals EVVL and EVHR of the wheels (8) and (9) of the other system are supplied to the respective systems. The output terminals of these OR gates (90) (91) are connected to one input terminal of the AND gate (93) via the OR gate (92). The output of the AND gate (93) is amplified by the amplifier (94) and becomes the switching valve drive signal R.

In FIG. 5, the other circuits constitute the hydraulic pressure control valve lock detection circuit, and the OR gate (95) and NOR gate (10
1) brake brake signals AVVL, AVHR, AVVR, A respectively
VHL and brake hold signals EVVL, EVHR, EVVR, EVHL are supplied. The output terminal of the OR gate (95) is supplied to one input terminal of the AND gate (97) via the off-delay timer (96), and also the AND gate (97) via the NOT gate (98) and the OR gate (99). ) Is supplied to the other input terminal. The output terminal of the NOR gate (101) is connected to the other input terminal of the OR gate (99). The output terminal of the AND gate (97) is supplied to the negative input terminal of the AND gate (93) via the ON delay timer (100).

The off-delay timer (96) and the on-delay timer (100) correspond to the off-delay timer (71) and the on-delay timer (75) in FIG. 2, respectively, and their delay times T ₁ and T ₂ are shown in FIG. It is the same as the one.

According to this embodiment, the wheels of the other system (8) (9)
Brake slack signal AVVL, AVHR or brake hold signal EVV
Unless L and EVHR are generated, the drive signal R is “0”,
The switching valve (60) is in the F position and the control chamber (40) of the valve device (12) communicates with the master cylinder (1). Therefore, the brake fluid pressure continues to increase regardless of the control of one system. When a brake slack signal or a brake holding signal is generated on the wheels (8) and (9), the drive signal R becomes "1" and the switching valve (60) is switched to the G position. At this time, the control signal S is also supplied to the three-position electromagnetic switching valve (4) or the two-position electromagnetic switching valve (80) as a hydraulic pressure control valve. Therefore, the valve device (1
The brake fluid pressure in the other system is also controlled via 2).
The other operations are exactly the same as those of the above-mentioned embodiments.

6 and 7 show a fourth embodiment of the present invention, which belongs to a different invention from the above embodiments.

That is, in the piping system, the switching valve (200) shown in FIG. 7 is used instead of the switching valve (60) in each of the above embodiments. This switching valve (200) is usually a spring (200b)
The L position is obtained by the spring force of (1), and the pipe line (6a) side (the parts corresponding to those in the above embodiment are designated by the same reference numerals), that is, the wheel cylinder side or the output side of the hydraulic control valve and the valve device ( The control chamber (40) side of 12) is made to communicate, but when the solenoid part (200a) is excited, it takes the M position so that the master cylinder (1) side and the control chamber (40) side are made to communicate. Has become.

In FIG. 6, brake slack signals AVVL, ..., Brake holding signals EVVL, ... Are supplied to an OR gate (102) and a NOR gate (103), respectively. The output terminal of the OR gate (102) is supplied to one input terminal of the AND gate (105) through the off-delay timer (104), and the AND gate (105) is supplied through the NOT gate (106) or the OR gate (107). Is supplied to the other input terminal. The other input terminal of the OR gate (107) has a NOR gate (10
The output terminal of 3) is connected. The output terminal of the AND gate (105) is connected to the amplifier (109) via the ON delay timer (108).
Connected to the input terminal of.

The off-delay timer (104) and the on-delay timer (108) respectively correspond to the off-delay timer (71) and the on-delay timer (75) shown in FIG. ₂ , and their delay times T ₁ T ₂ are shown in FIG. It is the same as the one.

According to this embodiment, the three-position solenoid directional control valve (4) or the two-position solenoid directional control valve (80) as the hydraulic control valve is B, C or K.
The drive signal R is "0" unless mechanically locked in the position, the switching valve (200) is in the L position, and the control chamber (40) of the valve device (12) communicates with the master cylinder (1). ing. Only when the electromagnetic switching valve (4) or (80) mechanically locks at the B, C or K position, the drive signal R becomes "1" and the solenoid portion (200a) of the switching valve (200) is excited, and the valve device ( 1
The control chamber (40) side of 2) and the master cylinder (1) side are made to communicate with each other, and the braking force of the wheels of the other system is increased regardless of the one system.

Although the embodiments of the present invention have been described above, of course, the present invention is not limited to these, and various modifications can be made based on the technical idea of the present invention.

For example, the shutoff valves (50a) (50b), the check valves (52a) (52b), and the conduits (3b) (3c) may be omitted in the embodiment of FIG. With this configuration omitted, the 2-position electromagnetic switching valve (80) may be switched to 3-position electromagnetic switching so that the braking force of all wheels can be maintained constant.

Further, in the above embodiments, the piston (32) in the valve device (12) is integrated, but the large diameter portion (33a) (3
3b), the small diameter portion (34) may be divided into a plurality of members. In this case, the return position or the neutral position of the piston may be adjusted by the spring force of the left and right springs.

In the above embodiment, a pair of master cylinder pressure chambers (38) (39) are provided between the large diameter parts (33a) (33b) to prevent failure when one piping system fails. The fail countermeasure may be performed by other means without providing.

Further, in the above embodiment, as shown in FIG. 2, any one of the braking force constant holding signal EVVL, etc., for a predetermined time or more,
The switching valve (60) was forced to switch to the master cylinder side even when it did not occur, but the brake slack signal AV
The switching may be performed when only one of VL and the like does not occur for a predetermined time or longer.

Further, in the circuits of FIGS. 2, 5, and 6, the NOR gates (70b) (101) (103) and the OR gates (72) (99) (107) connected to the output terminals are omitted, and the NOT gate is omitted. The output terminals of (73), (98) and (106) may be directly connected to one of the input terminals of the AND gates (74), (97) and (105). That is, the mechanical lock of the hydraulic pressure control valve may be detected simply by not generating any brake loosening signal.

The on-delay timer (75) (10
The delay time T ₂ of 0) and (108) may be variable. For example,
Detects whether the road surface on which the car is traveling is low μ (coefficient of friction) or high μ, and shortens time T ₂ on low μ road surfaces and time on high μ road surfaces.
It is also possible to lengthen the T _2.

Further, as shown in FIGS. 2, 5, and 6, the inputs of the knot gates (73) (98) (106) are OR outputs of the brake loosening signals AVVR, AVVL, AVHR, AVHL of the four wheels. But
Two-wheel brake slack signal AVV in a diagonal position
R or AVHL OR output may be used. However, in this case, the inputs of the knot gates (73) (98) (106) are only EVVR and EVHL. The inputs of the knot gates (73) (98) (106) are the OR outputs of the brake slack signals for the two front wheels or the rear wheels 2.
It is also possible to use an OR output of the brake slack signal for the wheels, use front and rear wheels on the same side, or use only one wheel.

Further, when the switching valve (60) is forcibly returned to the normal position in the above embodiment, the anti-skid control may be temporarily cut off. At that time, an alarm of anti-skid control interruption may be issued.

Further, the valve (4) and the reservoir (2
The variable volume type may be used instead of the liquid circulating type including the pump 2) and the pump (20).

Further, although a four-wheeled vehicle has been described in the above embodiments, the present invention can of course be applied to a two-wheeled vehicle.

Further, although the X-pipe system is described in the above embodiment,
The present invention may be applied to H-pipes or front and rear pipes. Further, in the above embodiments, the signal representing the skid state of the wheel is used to detect the mechanical lock of the hydraulic control valve, but instead of this, other means such as the hydraulic pump (20) is used. The change in discharge pressure may be detected by measuring. Alternatively, the switching position of the hydraulic pressure control valve may be directly mechanically detected.

〔The invention's effect〕

As described above, according to the hydraulic control device for an anti-skid device of the present invention, since the hydraulic pressure control of all wheels is performed by one hydraulic control valve, the entire device can be made smaller than the conventional one,
And even if the hydraulic control valve is mechanically locked in the slack position or the position for keeping the braking force constant while exhibiting the effect of being able to reduce the cost, all the wheels do not become the no-brake, and at least The braking force of one system can be secured.

[Brief description of drawings]

FIG. 1 is a piping system diagram of a hydraulic control device for an anti-skid device according to a first embodiment of the present invention, FIG. 2 is a circuit diagram of a main part of a control unit in FIG. 1, FIGS. Is a piping system diagram of the hydraulic control device for the anti-skid device according to the second and third embodiments of the present invention, respectively, and FIGS. 5 and 6 are circuit diagrams showing modified examples of the circuit diagrams of FIG. 2, respectively. FIG. 7 and FIG. 7 are partial piping system diagrams showing the switching valve and the parts related thereto when the circuit of FIG. 6 is used. In the figure, (4) …… 3-position solenoid switching valve (12) …… Valve device (60) (200) …… Switching valve (80) …… 2-position solenoid switching valve

Claims (4)

[Claims] 1. A hydraulic control valve provided in a two-system brake circuit having a pressure generation source for controlling a wheel cylinder hydraulic pressure of a wheel of one system, and the other in accordance with an output pressure of the hydraulic control valve. In a hydraulic control device for an anti-skid device having a valve device for controlling a wheel cylinder hydraulic pressure of a wheel of the system, the valve device has an output pressure or the pressure of the hydraulic control valve via a switching valve on one side. A control chamber connected to one hydraulic pressure generation chamber of the generation source, and a piston defining a volume chamber connected to the wheel cylinder of the wheel of the other system on the other side, and the switching valve is in the non-skid control mode or At the time of controlling only the wheel cylinder hydraulic pressure of the wheels of the one system, one of the pressure generating sources is in a first position for communicating the hydraulic chamber with the control chamber, and the volume chamber is the other of the pressure sources. Hydraulic pressure generation chamber While in communication, at the time of control of the wheel wherein the wheel cylinder pressure of the other system takes a second position for communicating with the control chamber and the output side of the fluid pressure control valve,
By controlling the hydraulic pressure control valve, the volume chamber is shut off from the other hydraulic pressure generation chamber of the pressure source, and the volume of the volume chamber is increased or decreased by the movement of the piston. An anti-skid device characterized in that the switching valve is forcibly switched to the first position when it is detected that the brake fluid pressure should be reduced or the brake should be held at a constant position. Hydraulic pressure control device. 2. The anti-skid control locks the hydraulic pressure control valve when a skid state in which the brake hydraulic pressure should be reduced or kept constant for one of the wheels is not obtained for a predetermined time or longer. The hydraulic pressure control device for an anti-skid device according to the above-mentioned item 1, which is adapted to detect. 3. A hydraulic control valve which is provided in a two-system brake circuit having a pressure generating source and controls a wheel cylinder hydraulic pressure of a wheel of one system, and the other in accordance with an output pressure of the hydraulic pressure control valve. In a hydraulic control device for an anti-skid device having a valve device for controlling a wheel cylinder hydraulic pressure of a wheel of the system, the valve device has an output pressure or the pressure of the hydraulic control valve via a switching valve on one side. A control chamber connected to one hydraulic pressure generation chamber of the generation source, and a piston defining a volume chamber connected to the wheel cylinder of the wheel of the other system on the other side, and the switching valve is usually the hydraulic pressure control. When it is detected that the hydraulic pressure control valve is in the first position where the output side of the valve communicates with the control chamber and the hydraulic pressure control valve has locked the brake hydraulic pressure at a position where the brake hydraulic pressure should be reduced or at which the brake should be held constant. Of the pressure source Square of the liquid pressure generating chamber and the control chamber and the anti-skid device for hydraulic pressure control apparatus is characterized in that the switched to a second position for communicating. 4. The anti-skid control locks the hydraulic pressure control valve due to the fact that the skid state in which the brake hydraulic pressure should be reduced or kept constant for any one of the wheels cannot be obtained for a predetermined time or longer. The hydraulic control device for an anti-skid device according to the above-mentioned item 3, which is adapted to detect.