JPS6092149A - Antilock brake device for vehicle - Google Patents

Abstract

PURPOSE:To enable the driver to feel the operation of antilock control, by providing such an arrangement that the operation of a piston in a brake hydraulic pressure generating circuit is limited upon antilock control with the use of a control hydraulic pressure responding piston, and the operation of this responding piston is made act upon a brake control input transmitting member. CONSTITUTION:Upon braking when a wheel 41 tends to be locked, a control signal generating device 25 delivers a control signal so that both normally close and open valves 46, 54 are closed. Therefore, a control hydraulic pressure responding piston 19 will not move, and accordingly, a piston 6 in a brake hydraulic pressure generating device 1 is limited in its further movement so that the braking force will not increase further. Further, when the wheel 41 tends to be locked greatly, the device 56 opens the valve 49 but closes the valve 54. Therefore, hydraulic pressure from a pump P acts upon the responding piston 19 so that the piston 19 pushes back to reduce braking force. At this time the operation of the responding piston 19 is informed to the driver through a brake control input transmitting member 17.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides that when the braking force on the wheels is too large,
The present invention relates to a vehicle anti-electrical brake device that operates to suppress generation of brake oil pressure by a brake oil pressure generator.

A brake hydraulic pressure generating device, such as a master cylinder, which generates brake hydraulic pressure based on a braking operation input, and a braking force applied to the wheels in response to the brake hydraulic pressure generated by the brake hydraulic pressure generating device. For example, in a conventional anti-lock brake system that includes a braking force applying device such as a brake operated by a wheel cylinder and an anti-lock control device that controls the magnitude of the braking force applied to the wheels,
When the braking force applied to the wheels is too large, or when there is a possibility or fear that the wheels may lock, the braking force applying device applies braking action to the wheels against the braking hydraulic pressure generated by the braking hydraulic pressure generating device. It was common to configure it to suppress it.

However, in such conventional anti-lock brake devices, the anti-lock control device usually directly controls the operation of the braking force applying device, and does not directly control the brake hydraulic pressure generating device. Therefore, even if the -C anti-lock control device is activated due to too large a brake operation input, the driver of the vehicle cannot connect the oil passage that communicates the brake hydraulic pressure generating device with the braking force (=J applying device). However, in general, it is not easy to immediately detect that the anti-lock control device has been activated, and it is difficult to immediately detect that the anti-lock control device has activated. There is also a time delay between when the anti-lock control device is activated due to excessive braking input, and it is difficult to fully expect the driver's immediate response to the activation of the anti-lock control device due to excessive braking input. It is difficult.Moreover,
For example, in a vehicle such as a motorcycle where the driver's I'll response to excessive braking force is particularly required, the driver can quickly and reliably confirm that the -7 brake/7 brake control device has been activated. It is an extremely important issue to make this sensor sense.

In addition, especially in small vehicles such as motorcycles, where there are many restrictions on where various devices can be installed, as long as a conventional anti-lock brake device is adopted, anti-lock control mechanisms are not required (1). accompanied by many difficulties.

The present invention has been developed in view of the above, and allows the driver to quickly and clearly sense the activation of the controller as a change in braking sensation, and has high operational accuracy and smooth operation. The purpose of the present invention is to provide an anti-lock brake device for vehicles.

Hereinafter, the present invention will be described in detail with reference to the drawings. First, in FIG. In the cylinder chamber 5 of the brake hydraulic pressure generating cylinder 2, a brake hydraulic pressure generating piston 6 is connected to a stopper fixed to the inner peripheral surface of the partition wall 4 and the cylinder chamber 5 via a seal portion +71'1.8. It is fitted into the member 9 so as to be able to freely slide in the axial direction. The brake oil pressure generating piston 6 is constantly pressed toward the stopper member 9 by a pressing spring 10 interposed between the partition wall 4 and the brake oil pressure generating piston 6, and the outer end surface of the brake oil pressure generating piston 6 is in contact with the brake operation input transmission part +417, and when the driver performs a brake operation during braking, the brake hydraulic pressure generating piston 6 is moved in a direction opposing the pressing force of the pressure spring 10 via the brake operation human force transmission member 17. It is configured to receive a pressing force. Thus, in the cylinder chamber 5 , a brake oil pressure generation chamber 11 is formed between the partition wall 4 and the brake oil pressure generation cylinder 2 , and this brake oil pressure generation chamber 11 is connected to the brake oil pressure generation cylinder 2 via the boat 12 . It receives replenishment of brake oil from an oil tank 13 formed adjacent to it, and transmits the brake oil pressure generated in the brake oil pressure generation chamber II to the braking force applying device 16 via the boat 14 and the oil passage 15.

In the cylinder chamber 18 of the control hydraulic cylinder 3, a control hydraulic pressure response piston 19 is fitted in the axial direction through a seal member 20 so as to be able to freely touch the control hydraulic pressure response piston 19, and from the end face of the four partition walls of the control hydraulic pressure response piston 19. The rod 23, which is integrally formed to protrude in the axial direction, passes through the partition wall 4 via the seal member 24 so as to freely extend along the partition wall 4, and extends into the braking oil pressure generating chamber 11.

The control hydraulic pressure response piston 19 is constantly pressed toward the partition wall 4 by a pressure spring 22 interposed between the control hydraulic pressure response screw I9 and the end wall 21 of the control hydraulic cylinder 3. Accordingly, the tip of the rod 23 fits into a recess 25 formed on the inner end surface of the braking oil pressure generating piston 6.
is in contact with.

In the cylinder chamber 18, a control hydraulic pressure responsive piston 19
A chamber C defined between the partition wall 4 and the partition wall 4 is opened to the public via a boat 26 as an atmospheric pressure introduction path and is constantly maintained at atmospheric pressure, and the control hydraulic pressure responsive piston 1
9 and the partition wall 21 is connected to the control hydraulic pressure generating device 3o of the control device A via the boat 28 and the oil passage 29.
A control hydraulic chamber 27 is formed which communicates with the control hydraulic pressure chamber 27.

The main body 31 of the braking force applying device 16 has a pair of leg portions 32 and 33, and a brake hydraulic pressure responsive piston 3G is inserted into a cylinder chamber 34 formed in one of the leg portions 33 via a seal member 35. It is fitted in such a way that it can be moved freely along the axial direction. A brake oil chamber 37 is formed between the brake oil pressure responsive piston 36 and the end wall of the cylinder chamber 34.
7 is Bo) 38. The two braking oil pressure generating chambers 116 are in communication via the oil passage 15 and the boat I4. A brake puff') 39 is attached to the leg portion 32, and a brake pad 40 is attached to the brake hydraulic response piston 36, and these pair of brake pads 39, 40 cooperate with each other to The brake disc 43 is fixed to the axle 42 of the wheel 41 and rotates integrally with the wheel 41, and is arranged so as to pinch it from both sides.

The braking force applying device 16 shown in FIG. 1 is an example of a conventionally known so-called disc brake device, but in the present invention, the braking force applying device 16 is a In addition to the brake device, any other hydraulically actuated braking force applying device can be adopted.However, in the case where a disc brake device is adopted as the braking force applying device in the present invention, each brake An automatic adjustment function can be expected for changes in the braking function due to reduced wear of the butt 39,40.

Next, the control device A will be explained. The control device A includes a control oil pressure generator 30 and a control signal generator 5-6,
In the control oil pressure generator 30, the control oil sucked from inside the oil tank T by the pump P via the check valve 44 and fed under pressure is passed through an oil passage 45, a check valve 46, an oil passage 47, a pressure accumulator 48, and a normally closed valve. 49, the oil passage 50 is configured to be sent to the oil passage 29 sequentially, and the control oil sent to the oil passage 29 is further sent into the control oil chamber 27 via the boat 28. During this time, excess oil in the oil passage 45 is removed from the relief valve 5.
1 and oil passage 52 to the oil tank 'r.An oil passage 53 branched from the oil passage 50 is configured to communicate with the oil tank 'r via a normally open valve 54 and an oil passage 55. has been done.

The control signal generator 56 calculates the acceleration of the wheel 41 and estimates the vehicle speed based on the circumferential speed of the wheel 41 detected by the wheel speed detector 57 to perform signal arithmetic processing. It is configured to send control signals to the pump P, the normally closed valve 49, and the normally open valve 54, respectively, depending on the rotational state. Normally, the normally closed valve 49 is placed in a closed state and the normally open valve 54 is placed in an open state, so that the control oil chamber 27 is communicated with the oil tank T, but it is possible to lock the wheels 41. Normally closed valve 49
is placed in a closed state, and the normally open valve 5a is also placed in an open state, so that the control oil in the control 1 oil chamber 27 is placed in a sealed state, and when the axle 41 is about to lock, The normally closed valve 49 is placed in an open state, and the normally open valve 5
4 is placed in the closed state, the control oil sent from the pump P is pressurized into the control oil chamber 27. At this time, the rotation of the pump 1) is controlled in speed according to the rotational state of the wheels 41.

By the way, IB+ shown braking oil pressure generator 1 &J,
The braking oil pressure generating cylinder 2 and the control oil pressure cylinder 3 are integrally connected to each other, and a control oil pressure generator 3o is also integrally connected thereto, so that they are integrally adjacent to each other. It is also possible to configure the braking oil pressure generating cylinder 2, the control oil pressure cylinder 3, and the control oil pressure generating device 3° so as to form a single unit. This configuration simplifies the oil passage configuration, requires less actual piping, and facilitates assembly into a vehicle.

Since the anti-skinned brake device shown in FIG.
7 is transmitted to the brake hydraulic pressure generating piston 6 as a pressing force against the brake hydraulic pressure generating piston 6 . And the wheel 41
As long as there is no possibility or fear of locking, the control oil chamber 27 is in communication with the oil tank T, so the brake oil pressure corresponding to the magnitude of the brake operation input is generated in the brake oil pressure generation chamber 1, The braking oil pressure is transmitted to the braking force applying device 16, and the wheels 41 receive a braking force of a magnitude corresponding to the braking operation input.

When the possibility of locking of the wheels 41 arises, the normally closed valve 49 is closed and the normally open valve 54 is also closed according to the control signal generated by the control signal generator 56. The control oil is sealed, and the control oil response piston 1
9 inhibits further movement of the controlled hydraulic responsive piston 6 via the rod 23. As a result, the brake oil pressure in the brake oil pressure generating chamber 11 does not increase even if the brake operation force increases further, and the braking force applied to the wheels 41 is maintained below a certain level so as not to increase any further. Ru.

Further, when the braking force on the wheels 41 becomes even larger and the wheels 4I are about to lock, the normally closed valve 49 is placed in the open state in accordance with the control signal also generated by the control signal generator 56, and the normally open valve 49 is placed in the open state. 54 is placed in the closed state, the control oil sent from the pump l) is pressurized into the control oil chamber 27, and the control oil pressure response piston I9 is pressed by the control oil, so that the control oil moves through the rod 23. The braking oil pressure generating piston 6 is pressed and moved in the direction opposite to the braking operation input. As a result, the brake oil pressure in the brake oil pressure generation chamber 11 decreases, and the braking force applied to the wheels 41 decreases accordingly, regardless of the brake operation input. At this time, the rotation of the pump P is controlled in accordance with the control signal sent from the control signal generator 56, and the pressure of the control oil sent to the control oil chamber 27 is maintained at a necessary and appropriate pressure.

By the way, when controlling the rotation of the pump P, although the pump P does not normally rotate, it is controlled so that it starts rotating at the same time as the driver starts a braking operation, and stops rotating again when the braking operation is completed. It is also possible to configure a system.

FIG. 2 shows an example of a brake hydraulic pressure generating device in which the brake hydraulic pressure generating piston is arranged so as to receive the pressing force of the brake operation input transmission member via the control hydraulic pressure responsive piston.

The braking oil pressure generating device 101 includes a braking oil pressure generating cylinder 102 and a control oil pressure cylinder 103 that are adjacent to each other on a common axis with a partition wall 104 in between. The hydraulic pressure generating piston 106 is connected to the seal portion 1. l'107,1
08, l+X people are freely attached in the axial direction.

The braking oil pressure generating piston 106 is connected to the end wall 109 of the braking oil pressure generating piston 106 and the braking oil pressure generating cylinder 102.
The pressure spring 110 interposed between the partition wall 1 and
It is pressed to the 04 side. Braking hydraulic pressure generating cylinder 102
Inside, the braking oil pressure generating piston 106 and the partition wall 104
A chamber C' defined between the brake pressure generating piston 106 and the brake hydraulic pressure generating piston 106 is opened to the atmosphere through a boat 126 serving as an atmospheric pressure introduction path and is constantly maintained at atmospheric pressure.
The cylinder chamber between the end wall 109 and the brake hydraulic pressure generation chamber 1
The brake oil pressure generating chamber 111 is supplied with brake oil via a boat 112 from within an oil tank 113 formed adjacent to the side wall of the brake oil pressure generating cylinder 102. The braking oil pressure generated in the generation chamber 111 is transmitted to a braking force applying device 16 as shown in FIG. 1, for example, via a boat 114 and an oil passage 115.

In the cylinder chamber 118 of the control hydraulic cylinder 103, a control hydraulic pressure responsive piston +19 is located at a seal portion +A' 120.
The stopper member 121 is fitted between the partition wall 104 and a stopper member 121 fixed on the inner wall surface of the cylinder chamber 118 so as to be freely cold-welded in the axial direction.

Partition wall 104 from the inner end surface of control hydraulic response piston 119
The o 71; 123 integrally formed to protrude toward the side passes through the partition wall 104 via the seal member 124 so as to be freely cold-welded, and its tip is placed on the end surface of the braking oil pressure generating piston 106. It is in contact with the formed recess 125. The control hydraulic pressure responsive piston] 19 is always operated by a pressure spring 122 interposed between the control hydraulic pressure responsive piston 119 and the partition wall 104 so that the stopper part +A1.
In addition to being pressed to the 21 side, during braking,
It is configured to receive a pressing force toward the corner wall 104 via the braking operation input transmission member 117. The cylinder chamber between the control oil pressure response piston 119 and the bulkhead 104 forms a control oil chamber 127, and this control oil chamber 127 is connected to the oil pressure chamber 127 via a boat 128 and an oil passage 129, for example, as shown in FIG. It communicates with a control hydraulic pressure generator W30.

The brake oil pressure generating device 101 shown in FIG. The brake operation human power transmission section 1J'] freely receives the brake operation input via the control hydraulic pressure response piston 119 (,J, the brake hydraulic pressure corresponding to the brake operation input is generated in the brake hydraulic pressure generation chamber 111). The braking oil pressure at that time is transmitted to the (braking force) applying device 16 via the boat 114 and the oil line 115.Furthermore, if there is a possibility of wheel locking, the control device Oil chamber 12
By sealing off the control oil in 7, the control oil pressure response piston 119 is prevented from moving further toward the partition wall 104, and accordingly, the brake/111 pressure generating piston 10
G stops further movement, and the brake oil pressure in the brake oil pressure generation chamber 111 is limited to a certain value or less even if the brake operation input increases further. Furthermore, when the wheels are about to slip, the control oil generated by the control oil pressure generator 30 is forced into the control oil chamber 127 via the oil passage 129 and the boat 128 due to the operation of the control device. The control hydraulic pressure response piston 119 retreats toward the stopper member 121 in response to the braking operation input, and accordingly, the braking hydraulic pressure generating piston 106 is also pushed by the pressure spring 110 and retreats toward the partition wall 104. As a result, the brake oil pressure in the brake oil pressure generation chamber 111 decreases regardless of the magnitude of the brake operation input.

In the above embodiment, the boats 26, 126 as atmospheric pressure introduction channels are connected to the chambers c, c' to maintain the chambers c, c' at approximately atmospheric pressure. , c' may be maintained at approximately atmospheric pressure by constantly communicating with the oil tanks 13, 113 of the brake oil pressure generating cylinders 2, 102.

As described above, according to the present invention, there is a brake hydraulic pressure generating device 1゜101 that generates brake hydraulic pressure based on a brake operation input, and a brake hydraulic pressure generating device ffl, 101 that generates brake hydraulic pressure for the wheels in response to the generated brake hydraulic pressure. When the braking force applying device 16 applies braking force to the wheels, when the braking force applied to the wheels by the braking force applying device 16 is too large,
and a control device that immediately operates the control hydraulic pressure generating device 1.101 in response to the braking operation input so as to suppress generation of braking hydraulic pressure by the braking hydraulic pressure generating device 1.101. In the brake system, the brake hydraulic pressure generating device 1.101 is connected to the brake operation input transmission member 17. 111 pressure generating piston 6.
This brake hydraulic pressure generating piston 6.106 is built-in.
Brake oil pressure generating cylinder 2 that generates brake oil pressure in cooperation with
, 102, and a control hydraulic pressure response screw 19. which limits the movement of the brake hydraulic pressure generating piston 6.106 in response to the control hydraulic pressure generated by the control device. +19 and a control hydraulic cylinder 3.103, the control device A;
A control signal generating device 56 generates a control signal based on human power information regarding the rotational state of the wheels, and a control signal generating device 56 generates a control hydraulic pressure based on the generated control signal. Control hydraulic cylinder 3, 10.3
Since it has a control hydraulic pressure generating device 30 that transmits to
The operating force of the control hydraulic response pistons 19, 119 can be applied directly to the brake operation input transmission part 17 connected to the brake hydraulic pressure generating piston 6.106, so that the driver can be informed that the anti-lock control operation is being performed. As a change in braking sensation, it can be quickly and clearly sensed.

Also, between the end wall of the brake oil pressure generating cylinder 2.102 and the brake oil pressure generating piston 6.106, or between the end wall of the control oil pressure cylinder 3, 103 and the control oil pressure responsive piston 1.
In the chambers c and c' defined between the chambers c and 9,119,
, c' was connected to the atmospheric pressure inlet passage in order to keep it at approximately atmospheric pressure at all times, so both pistons 6.106; 1'9, 11
Even if the chambers c, 'c' are rapidly expanded or contracted due to the operation of 9, the chambers c, c' can be maintained at approximately atmospheric pressure at all times. Even if the capacity is configured, both pistons 6.106; 19, 119 do not receive back pressure during operation, and both pistons 6.106; 19, 1
19 can be operated smoothly at all times to perform anti-rotation control with high precision, and the device can be made more compact.

[Brief explanation of the drawing]

Fig. 1 is an overall hydraulic circuit diagram showing an enlarged cross-section of essential parts of an anti-skid brake system for a vehicle based on an embodiment of the present invention, and Fig. 2 shows a portion of the braking hydraulic pressure generator that is different from Fig. 1. FIG. A... Control device, c, c'... Room, ■, 101.
...Brake oil pressure generator, 2.102...Brake oil pressure generator 4 = cylinder, 3.103
・Control hydraulic cylinder,

Claims (1)

[Claims] A brake hydraulic pressure generator 1,101 that generates brake hydraulic pressure based on a brake operation input, and this brake hydraulic pressure generator 1.101.
When braking the wheels, the braking force applied to the wheels by the braking force applying device 16 was too large. In some cases, the brake hydraulic pressure generator 1 .
In the anti-lock brake system for a vehicle having a control device for operating the brake hydraulic pressure generating device 1,
．． 101 includes a brake hydraulic pressure generating cylinder 2.102 which incorporates a brake hydraulic pressure generating piston 6.106 connected to the brake operation manual force transmission member 17 and generates brake hydraulic pressure in cooperation with the brake hydraulic pressure generating piston 6.106; The braking oil pressure generating piston 6 responds to the control oil pressure generated by the control device.
Controlled hydraulic responsive piston 19.1 limiting the movement of 106
control hydraulic cylinder 3.103 with built-in 19,
The control device A includes a control signal generator 56 that generates a control signal based on input information W regarding the rotational state of the wheels;
The control signal generator 56 has a control oil pressure generator 30 that generates a control oil pressure based on the control signal generated and transmits the control oil pressure to the control oil pressure cylinder 3.103, and further includes a control oil pressure generator 30 that transmits the control oil pressure to the control oil pressure cylinder 3.103. 2,102 and the brake hydraulic pressure generating piston 6.106, or between the end wall of the control hydraulic cylinder 3.103 and the control hydraulic responsive piston 19.119; An anti-lock brake system for a vehicle, in which an atmospheric pressure introduction path is connected to keep the chambers c and c' at substantially atmospheric pressure at all times.