JPH0585320A - Fluid pressure brake control device - Google Patents

Abstract

PURPOSE:To improve the responsiveness of a power piston of a brake fluid pressure generating device, and improve riding comfortableness of a vehicle by providing a linear solenoid valve generating a specified fluid pressure in the brake fluid pressure generating device in response to the travelling condition of the vehicle, between a fluid pressure source and the brake fluid pressure generating device. CONSTITUTION:A fluid pressure brake control device is provided with a linear solenoid valve 60 which is provided between a fluid pressure source 30 and a brake fluid pressure generating device 10, controlled by a control device 70, and generates a specified fluid pressure in the brake fluid pressure generating device 10 in response to the travelling condition of a vehicle detected by the control device 70, regardless of the operation of a brake pedal 20. As a result, the responsibility of a power piston lid of the brake fluid pressure generating device 10 is improved compared with conventional brake control devices using atmospheric pressure for negative pressure, because the fluid pressure is used instead of the atmospheric pressure. Since the fluid pressure generated in the brake fluid pressure generating device 10 can be linearly controlled in response to the travelling condition of the vehicle, the generated fluid pressure can be smoothly boosted up to a specified value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic brake controller for controlling distribution of wheel braking force in accordance with changes in vehicle conditions or road conditions.

[0002]

2. Description of the Related Art As a conventional brake control device, for example, there is one disclosed in Japanese Patent Application Laid-Open No. 59-145652.

In the brake control device, chambers are provided on both sides of the power piston in the brake booster, and a pipe is connected between the chambers via a main solenoid valve. Further, the manifold negative pressure is introduced into one chamber, the other chamber through the solenoid valve, and the atmosphere is introduced into the other chamber through the other solenoid valve. Further, a differential pressure sensor is provided between the two chambers.

In this way, the hydraulic brake control device closes the main solenoid valve to make each chamber independent, controls the other two solenoid valves to adjust the pressure in the other chamber, and adjusts the braking force. To occur. Further, the pressure difference between the two chambers is detected by the microcomputer by the differential pressure sensor, and the pressure in the other chamber is optimized.

[0005]

However, since the brake control device controls the negative pressure of the manifold and the atmosphere, it is difficult to instantly change the pressure difference between the two chambers and the response of the power piston is poor. There's a problem.
In particular, it cannot be applied in a situation where an obstacle in front of the vehicle is detected by a sensor and the emergency brake is automatically activated.

Therefore, a technical object of the present invention is to control the wheel braking force by hydraulic pressure according to the running state of the vehicle regardless of the operation of the brake pedal.

[0007]

In order to solve the above technical problems, the present invention is provided between a hydraulic pressure source and a brake hydraulic pressure generator, is controlled by a control device, and is a brake pedal. That is, the brake fluid pressure generator is provided with a linear solenoid valve that generates a predetermined hydraulic pressure in accordance with the traveling state of the vehicle detected by the control device regardless of the operation of.

[0008]

As a result of taking the above-mentioned means, since the hydraulic pressure is used as compared with the conventional brake control device using the negative pressure and the atmosphere, the response of the power piston of the brake hydraulic pressure generator is good.

Further, since the hydraulic pressure generated in the brake hydraulic pressure generator can be linearly controlled according to the running state of the vehicle, the hydraulic pressure generated can be smoothly increased to a predetermined value. Therefore, vehicle vibration is suppressed and riding comfort is improved.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is an overall configuration diagram showing a hydraulic brake control device of the present invention. The device is a brake fluid generator 10
A power hydraulic pressure source 30 and a reguulator valve 40.

The brake hydraulic pressure generator 10 comprises a lever-actuated hydraulic booster 11 and a portless single master cylinder 12 operated by the lever hydraulic booster 11.
The hydraulic booster 11 includes a plunger 11a and a control valve 1.
1b, a power chamber 11c, a power piston 11d, and a lever mechanism 11e. When the plunger 11a is pushed in response to the depression of the brake pedal 20, the control valve 11b is actuated via the lever mechanism 11e to operate the power hydraulic pressure. A hydraulic pressure is generated in the power chamber 11c from the source 30 via a linear solenoid valve 60 described later. As a result, the power piston 11d is pushed and the liquid chamber 12a of the master cylinder 12 is pushed.
Liquid pressure is generated in the. When the brake pedal 20 is not stepped on, the power chamber 11c is connected to the reservoir R via the linear solenoid valve 60 so that no hydraulic pressure is generated in the power chamber 11c. The hydraulic fluid in the reservoir R is accumulated in the accumulator 31 by a pump 33 driven by an electric motor 32 as needed.

The regulator valve 40 uses the hydraulic pressure in the power chamber 11c as a pilot pressure, and uses a piston 41, a plunger 42, a ball valve element 43, springs 44, 45, and
When the hydraulic pressure is supplied to the pilot chamber 40a, the hydraulic pressure supplied from the accumulator 31 through the supply path P1 is adjusted to be substantially equal to the hydraulic pressure in the pilot chamber 40a, and the output circuit P2 is provided. Output to.

The supply valve 51 is provided with a check valve V1 in a passage P3 connecting the output circuit P2 of the regu- lator valve 40 and a wheel cylinder 81 provided on the wheel A.
Port 2 position solenoid valve, output circuit P when not operating
2 and the wheel cylinder 81 are connected to each other, and the output circuit P2 and the wheel cylinder 81 are disconnected from each other in a non-operating state. The supply valve 52 is an output circuit P2 of the regulator valve 40 and a wheel cylinder 82 provided on the wheel B.
Is a two-port two-position solenoid valve interposed with a check valve V2 in a passage P4 for connecting the output circuit P2 and the wheel cylinder 82 in a non-operating state.
In the non-operating state, the output circuit P2 and the wheel cylinder 82 are disconnected from each other. The supply valve 53 is a wheel cylinder 83 provided on the liquid chamber 12a of the master cylinder 12 and the wheel C.
Is a two-port two-position solenoid valve that is inserted together with a check valve V3 in a passage P5 that connects the liquid chamber 12 in a non-operating state.
a and the wheel cylinder 83 are communicated with each other, and in the non-operating state, the liquid chamber 12a and the wheel cylinder 83 are shut off from each other. The supply valve 54 is a two-port two-position solenoid valve that is inserted together with the check valve V4 in the passage P6 that connects the liquid chamber 12a of the master cylinder 12 and the wheel cylinder 84 provided in the wheel D. The chamber 12a and the wheel cylinder 84 are connected to each other, and the liquid chamber 12a and the wheel cylinder 84 are shut off in a non-operating state. The supply valves 51, 52, 53 and 54 are operated by the control circuit 70. A supply switching valve 59 is provided in a passage P7 connecting the supply valves 53, 54 and the liquid chamber 12a of the master cylinder 12. The supply switching valve 59 is
It is a 3-port 2-position solenoid directional control valve including a brake pedal 2
At the time of braking by depressing 0, the control circuit 70 is operated before the supply valves 53, 54 are operated, and the hydraulic pressure is supplied from the output circuit P2 to the wheel cylinders 83, 84 at the time of antilock operation. . Therefore, it is possible to prevent the brake pedal 20 from sinking and suppress the shock applied to the brake pedal 20. Discharge valve 5
5, 56, 57 and 58 are wheel cylinders 81, 8
A two-port two-position solenoid valve provided in a passage P11 connecting the reservoirs R, 2, 83 and 84.

The linear solenoid valve 60 is interposed between the power hydraulic pressure source 30 and the brake hydraulic pressure generator 10, and the control circuit 7 is provided.
Controlled by 0. The linear solenoid valve 60 is connected to supply passages P11 and P12 that can communicate with the power hydraulic pressure source 30 and the brake hydraulic pressure generator 10, and also has a drain passage P01 that can communicate with the reservoir R and the brake hydraulic pressure generator 10. And P
02 is connected and four ports 6 are provided in the cylinder 60a.
1, 62 and 63 are formed. Also, the cylinder 60
A spool 60b is fitted in a. Spool 60
A hole 60c, which is open at one end, is formed in b, and an annular groove 60d is formed on the outer circumference of the spool 60b. The annular groove 60d communicates with the hole 60c via an orifice not shown. The port 61 is formed in an annular shape and is connected to the supply paths P11 and P12. The port 62 is connected to the drain passage P01, and the port 63 is connected to the drain passage P02. The ports 62 and 63 are provided in the chamber 60 on one opening side of the hole 60c when the linear solenoid valve 60 is inactive.
It communicates via a1.

The annular groove 60d is formed so that the spool 60a moves to the position of the port 61 when the linear solenoid valve 60 is inactive, and when the annular groove 60d is in the position of the port 61, the port 62 spools. The port 63 is formed so as to be closed by the chamber 60a1 and the hole 6a.
It is adapted to communicate with the port 61 via 0c and an orifice.

The operation of this embodiment based on the above configuration will be described below.

When the linear solenoid valve 60 is inactive,
When the brake pedal 20 is depressed, the plunger 11a is pushed leftward in the drawing, and the control valve 11b is pushed in the same direction via the lever mechanism 11e. As a result, the control valve 11b closes the drain passage P02 and the control valve 11b is closed.
The annular groove 11b2 of b moves to the position of the supply path P12.

Further, a through hole 11b3 communicating with the power chamber 11c is bored in the control valve 11b in the axial direction, and an unillustrated orifice is formed between the through hole 11b3 and the annular groove 11b2. .. Therefore, the power hydraulic pressure source 30
Is generated in the power chamber 11c, and the power piston 11d is pushed leftward in the drawing. Accordingly, the pressure in the liquid chamber 12a of the master cylinder 12 is increased, and the passages P5, P6,
A hydraulic pressure is generated in the wheel cylinders 83, 84 via P7, the supply switching valve 59, and the supply valves 53, 54. Also, the hydraulic pressure in the power chamber 11c is supplied to the regulator valve 40 through the passage P8.
Is supplied to the pilot chamber 40a. As a result, the piston 41 is pushed leftward in the drawing and abuts against the plunger 42, so that the plunger 42 is also pushed leftward in the drawing, and the projection 42a of the plunger 42 protruding in the same direction causes the ball valve body 43 to move in the same direction. Push to. In addition, the passage P11 to the reservoir R
The passage 41a in the piston 41, which communicates with each other through, is closed by another convex portion 42b of the plunger 42. Therefore, the chamber 40c communicates with the passage P10, and the power hydraulic pressure source 3
The hydraulic pressure is output from 0 to the passage P2 through the supply passage P1, the passage P10 and the chamber 40c, and the passages P3, P4 and the supply valve 5 are provided.
A hydraulic pressure is generated in the wheel cylinders 81, 82 via 1, 52.

Next, the control circuit 70 causes the inter-vehicle distance sensor 90.
Thus, when the approach of the vehicle is detected and the brake actuation signal is output to the linear solenoid valve 60, the spool 60a of the linear solenoid valve 60 is pushed leftward in the drawing in proportion to the current value which is the brake actuation signal. As a result, the spool 60a closes the drain passage P01 and the annular groove 60d of the spool 60a communicates with the supply passages P11 and P12.
Move to position 1.

Therefore, since the supply passage P11 communicates with the drain passage P02 through the annular groove 60d, the orifice, the hole 60c, the chamber 60a1 and the port 63, the hydraulic pressure from the power hydraulic pressure source 30 is supplied to the supply passage P11 and the drain. It is supplied to the passage 11b1 of the hydrobooster 11 via the passage P02. Therefore,
A hydraulic pressure is generated in the power chamber 11c through the hole 11b3 to push the power piston 11d leftward in the drawing, and a hydraulic pressure is generated in the wheel cylinders 83 and 84 through the master cylinder 12. Further, as in the case of operating the brake pedal, the wheel cylinder 8 is passed through the regulator valve 40.
A hydraulic pressure is generated at 1, 82. Further, since the hydraulic pressure in the power chamber 11c is determined by the current value applied to the linear solenoid valve 60, the wheel braking force corresponding to the inter-vehicle distance can be obtained.

When the brake pedal 20 is depressed during the automatic braking operation, the plunger 11a is pushed leftward in the drawing, and the control valve 11b is pushed in the same direction via the lever mechanism 11e. .. As a result, the control valve 11b closes the drain passage P02 and shuts off the communication between the supply passage P11 and the drain passage P02. Therefore, the supply passage P11 communicates with the annular groove 11b2 of the control valve 11b through the supply passage P12, and the power chamber 1 through the orifice and the through hole 11b3.
Communicate with 1c. Therefore, the hydraulic pressure from the power hydraulic pressure source 30 is supplied to the power chamber 11c, and the operation of the brake pedal 20 pushes the power piston 11d leftward in the drawing. Therefore, even when the automatic brake is being operated by the linear solenoid valve 60, the manual operation can be instantaneously switched to the brake pedal.

[Brief description of drawings]

FIG. 1 is a front view of a torque converter of the present invention.

[Explanation of symbols]

10 brake fluid pressure generator 20 brake pedal 30 power fluid pressure source 40 reguulator valve 51, 52, 53, 54, 55, 56, 57, 58 supply / discharge valve 60 linear solenoid valve 70 control device 81, 82, 83, 84 wheel Cylinder

Claims (1)

[Claims] 1. A power hydraulic pressure source, a brake hydraulic pressure generator that generates hydraulic pressure by operating a brake pedal, and power supplied from the power hydraulic pressure source according to the operation of the brake hydraulic pressure generator. A regulator valve for adjusting power hydraulic pressure, a supply / discharge valve capable of supplying / discharging hydraulic pressure output from the regulator valve or the brake hydraulic pressure generator to / from a wheel cylinder of a vehicle, and operation of the supply / discharge valve In a hydraulic brake control device including a control device, the control device is provided between the hydraulic pressure source and the brake hydraulic pressure generator and is controlled by the control device, and the control device is irrespective of an operation of the brake pedal. A hydraulic brake control device comprising a linear solenoid valve for generating a predetermined hydraulic pressure in the brake hydraulic pressure generator according to a running state of the vehicle detected by the control device.