JP2588004Y2 - Hydraulic pressure control device for anti-skid device - Google Patents

Description

[Detailed description of the invention]

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic pressure control device for an anti-skid device for controlling a brake hydraulic pressure supplied to a brake cylinder of a wheel brake device in accordance with a skid state of a vehicle wheel, and more particularly to a brake pressure control device. The present invention relates to a hydraulic control device of a type in which discharged brake fluid is pressurized by a hydraulic pump and returned to a hydraulic fluid supply line of a master cylinder.

[0002]

2. Description of the Related Art For example, Japanese Utility Model Application Laid-Open No. 63-98
No. 869 discloses a hydraulic pressure control device of the type described above,
A throttle valve that receives the discharge pressure of a hydraulic pump, allows free communication in both directions until the discharge pressure reaches a predetermined value, and restricts communication in both directions when the discharge pressure exceeds the predetermined value. There is disclosed an apparatus in which a device is interposed in a pressure liquid supply pipe and a discharge port of the hydraulic pump is connected to a pressure liquid supply pipe between the throttle valve device and the hydraulic pressure control valve.

[0003] With such a device, the accumulator is not provided while reducing the size of the entire device, so that the weight is small, and the kickback phenomenon to the brake pedal is suppressed to improve the feeling for the driver. However, during the re-pressurization control in the anti-skid control, the hydraulic pressure control valve is controlled to open and close, but a hammering sound (impact sound) is generated according to the pressure increase acceleration of the brake fluid. In addition, the vehicle body vibration is also generated. Certainly, the kickback phenomenon to the brake pedal has been greatly reduced, but such a reduction has not been eliminated. Alternatively, this gives the driver an unpleasant feeling.

In Japanese Utility Model Laid-Open Publication No. 2-54669, a variable throttle is provided between the master cylinder and the hydraulic pump as in the above-mentioned publication, and a variable throttle is provided in the accumulator connected to the discharge port of the hydraulic pump. The amount of throttle varies according to the amount of movement of the hydraulic pump. Although the kickback phenomenon to the brake pedal is suppressed as in the above publication, the discharge hydraulic pressure of the hydraulic pump only passes through the check valve in the forward direction. Then, since it is applied to the master cylinder through the variable throttle, it is considered that hammering and vehicle body vibration are considerably large as in the above publication.

In Japanese Patent Application Laid-Open No. 53-43180, a damper and a fixed throttle are disposed between a master cylinder and a discharge port of a hydraulic pump. Even with this device, when the hydraulic pump is driven, this pulse pressure is attenuated and transmitted to the master cylinder, so that the kickback phenomenon is made better than in the case where there is no such pressure. However, when the hydraulic pressure control valve is opened and closed during anti-skid control, the pressurized brake fluid is supplied to the wheel cylinder of the wheel. It is considered that the above-mentioned hammering sound and vehicle body vibration are generated.

In Japanese Patent Publication No. Sho 61-16657, a discharge pressure of a hydraulic pump is received, and communication in both directions is allowed until the discharge pressure reaches a predetermined value. A valve device that allows only communication from the master cylinder to the hydraulic pressure control valve is provided in the hydraulic pressure supply line, and the hydraulic pump is provided on the hydraulic pressure supply line side between the valve device and the hydraulic pressure control valve device. Discloses a device to which the discharge ports are connected. Even with such a device, the valve device functions as a check valve when the hydraulic pump is driven, so that no kickback is given to the brake pedal. However, the pulse pressure of the hydraulic pump generates a hammering sound (impact sound) in accordance with the pressure increase acceleration of the brake fluid, and also causes the body vibration.

In view of the above-mentioned problem, the applicant of the present invention first performs hammering according to the acceleration of the brake fluid pressure increase during re-pressurization control during anti-skid control while suppressing kickback to the brake pedal. In order to provide a hydraulic pressure control device for an anti-skid device capable of suppressing sound (shock noise) and thus also significantly reducing vehicle body vibration, a system is provided between a master cylinder and a brake cylinder of a wheel brake device. A hydraulic control valve for controlling a brake hydraulic pressure of the brake cylinder in response to a command from a control unit for evaluating a skid state of the wheel, and reducing the brake hydraulic pressure by controlling the hydraulic control valve When
A reservoir for storing brake fluid discharged from the brake cylinder via the hydraulic pressure control valve, and a hydraulic fluid supply line for pressurizing the brake fluid of the reservoir and connecting the master cylinder and the hydraulic pressure control valve A hydraulic pump that recirculates to the hydraulic fluid supply line, receives the discharge pressure of the hydraulic pump, allows free communication in both directions until the discharge pressure reaches a predetermined value, When the discharge pressure is equal to or higher than the predetermined value, in a hydraulic pressure control device for an anti-skid device including a throttle valve device for restricting communication in both directions, a pressure control between the throttle valve device and the hydraulic pressure control valve is performed. There has been proposed a hydraulic pressure control device for an anti-skid device, characterized in that a discharge port of the hydraulic pump is connected to a pressure liquid supply pipe side via a damper (Japanese Utility Model Application No. 3-84256).

Hereinafter, a hydraulic pressure control device for an anti-skid device according to the above-described specific example will be described with reference to FIGS.

In FIG. 4, a master cylinder 1 with a booster is shown.
Is driven by depressing a brake pedal 4, and has a booster section 2 and a hydraulic pressure generating section 3 of a known structure. The hydraulic pressure generating section 3 contains two hydraulic pressure generating chambers, and pipes 5a and 5b are connected to these chambers. In this specific example, H pipe (also referred to as a front-rear separation pipe) is applied. Wheel cylinders of the right front wheel FR and the left front wheel FL are connected to each other via valve members to be described later, and the other pipe line 5b is connected to the right rear wheel RR and the left rear wheel RL via similar valve members. Wheel cylinder is connected. Pipes 5a, 5b
Is connected to the same piping configuration, so one system,
That is, only the system of the wheel cylinders of the right front wheel FR and the left front wheel FL will be described, and corresponding parts of the other system will be denoted by b instead of a.

A throttle valve device 6a is connected to the pipe line 5a, and a check valve 7a is connected in parallel to the throttle valve device 6a. The check valve 7a has a forward direction from the wheel cylinder side to the master cylinder 1 side. In this specific example, the throttle valve device 6a and the check valve 7a are integrated, and are configured as a throttle check valve device T whose details are shown in FIG. This valve device 6a is connected to the line 16
a is connected to the wheel cylinder of the right front wheel FR via the supply valve 17a and the conduit 18a. Also supply valve 1
A check valve 19a having a forward direction from the wheel cylinder side to the master cylinder side is connected to 7a in parallel.

The pipe branching from the pipe 16a is connected to the wheel cylinder of the left front wheel FL via the other supply valve 20a and the pipe 22a. This supply valve 20a
A check valve 21a is connected in parallel with the direction from the wheel cylinder side to the master cylinder side.

Further, exhaust valves 23a and 24a are connected to the wheel cylinders of the right front wheel FR and the left front wheel FL, respectively, and these are connected to a low pressure reservoir 25a. The low-pressure reservoir 25a has a known structure, and a piston fixed with a weak spring is slidably fitted in a casing, and defines a reservoir chamber in an upper portion in the figure. The hydraulic pump 10 is commonly used with the reservoir 25b of the other system.
The hydraulic pump 10 has a known structure, but the eccentric cam mechanism 12 is driven by the electric motor 11, whereby the two pistons are alternately driven left and right in the figure, and are connected to the hydraulic chambers on both sides. A positive pressure and a negative pressure are generated, and the reservoir 2 is connected via a check valve 13a connected to these hydraulic chambers.
The brake fluid is sucked from 5a and connected to a damper 14a via a check valve 13a. Damper 14
a has a known structure and functions to reduce the flow resistance and transmit the hydraulic pressure discharged through the check valve 13a to the downstream side thereof. The details thereof are shown in FIG. It is connected to the throttle valve device 6a shown. Further, a check valve 8a whose forward direction is from the damper 14a to the master cylinder is connected to a pipe branching from the pipe 9a.

The aforementioned supply valves 17a and 20a and discharge valve 2
Reference numerals 3a and 24a denote electromagnetic switching valves, each having a solenoid portion, which is configured to take a communication state or a cut-off position as shown when not excited, and to take a cut-off position or a communication position when excited.

The throttle valve device 6a is configured to take the throttle position from the illustrated communication position when the hydraulic pressure in the pipe line 9a exceeds a predetermined value.

Next, details of the throttle valve device 6a will be described with reference to FIG.

Referring to FIG. 5, a stepped hole 31a is formed in the housing 31, and a seal ring 33 is formed around the stepped hole 31a.
A sleeve 32 fitted with a sleeve 34 is formed with a stepped hole. A hydraulic drive piston slidably slides a seal ring 35 fitted in a groove formed in the small diameter hole. 36 small diameter holes 36a are slidably fitted,
This is fitted with a seal ring 37 and slidably fitted in the small-diameter hole of the stepped hole 31a, and is urged to the left by a spring 38. I am taking.

At the left open end of the housing 31, a plug 40 fitted with a seal ring 41 is fitted to the sleeve 32. The nut 42 is screwed into a screw hole of the housing 32 and tightened. Fixed.

As described above, the valve chamber V is formed in the inner hole in the sleeve 32, and the valve body 43 is urged by the spring 47, and is usually shown by the small diameter hole 36a of the hydraulic drive piston 36. As shown, the end is separated from the step 61 of the sleeve 32 and the end is provided with a notch 43.
a is formed, and when this abuts on the step portion 61, a throttle passage is formed between the valve chamber V and the pipe line 16a side. The housing 31 has holes 44, 4
5 and 46 are formed and connected to the conduits 5a, 16a and 9a in FIG. 4, respectively.

As described above, the hydraulic pump pressure chamber 62 is formed between the hydraulic drive piston 36 and the sleeve 32, and connects the pipeline 9a, that is, the discharge side of the hydraulic pump 10 and the damper 14a. Communicated through. The throttle valve device 6 in FIG. 4 is determined by the spring force of a spring 38 for urging the hydraulic drive piston 36 and the pressure receiving area of the hydraulic drive piston 36.
A predetermined hydraulic pressure at which a is switched to a position having the throttle function is determined.

The hydraulic pressure control device for an anti-skid device according to the above embodiment is constructed as described above. Next, this operation will be described.

When the brake pedal 4 is depressed, a boosting effect of the booster section 2 is applied, and a hydraulic pressure is generated in the hydraulic pressure generating section 3. This is transmitted to the front and rear wheels X-pipe via the pipes 5a and 5b, but only one system will be described. That is, the hydraulic pressure from the pipe line 5a passes through the hole 44 in the check valve / throttle valve device T in FIG.
3 through the liquid passage and the hole 45 around the small-diameter hole 36a of the hydraulic drive piston 36 and through the hole 45.
The transmission is transmitted to the wheel cylinder of the rear wheel RR through the supply valve 17a and the pipeline 18a. In addition, conduit 16a
Is transmitted to the wheel cylinder of the left front wheel FL through the supply valve 20a and the pipeline 22a via a pipeline branched from the left side. Thus, all wheels are braked.

When a control unit (not shown) determines that the brake should be released (the wheels FR and FL of one system are in the same skid state for easy understanding), the solenoids of the supply valves 17a and 20a. Are excited, the lines 18a and 16a are cut off, and the solenoids of the discharge valves 23a and 24a are excited to be in communication with each other, and the right front wheel FR and the left front wheel FL
The brake fluid is discharged from the wheel cylinder through the discharge valves 23a and 24a to the reservoir 25a. At the same time, the hydraulic pump 10 is driven, and the brake fluid is immediately sucked from the reservoir 25a and passes through the check valve 13a to the damper 14a.
Supplied to Here, the pulse pressure of the hydraulic pump 10 is greatly reduced and passes through the check valve 8a, the throttle valve device 6a and the supply valve 17a.
is transmitted to the pressure-fluid supply pipe line 16a that connects the pressure-supply line a to the pressure-fluid supply line 16a.

On the other hand, the discharge side of the hydraulic pump 10, that is, the pipe line 9a is connected to the throttle valve device 6a, and is connected between the large diameter portion of the hydraulic drive piston 36 and the sleeve 32 as shown in FIG. Is transmitted to the hydraulic pump pressure chamber 62 formed at When the pressure reaches a predetermined pressure, the hydraulic pump moves to the right, and the small-diameter hole 36a also moves to the right.
Abut. Therefore, the throttle function is activated by the notch 43a, and thereafter, the hydraulic pressure on the master cylinder 1 side is transmitted to the pipe line 16a through the throttle. The brake is applied. In addition, since the damper 14a and the throttle valve device 6a are connected, the hammering sound (impact sound) according to the brake fluid pressure increase acceleration when re-pressurizing during anti-skid control, which has conventionally occurred, is greatly reduced. And the vehicle body vibration is greatly reduced or eliminated. Therefore, a very good feeling is given to the driver and the occupant.

The above-mentioned hammering noise and vibration are caused by the connection between the vehicle and the combination of the brake pedal and the booster, the connection between the vehicle and the combination of the master cylinder and the hydraulic control valve, and the hydraulic control valve and the wheel. The throttle valve device 6a and the damper 14a, which are transmitted through a connecting portion between the cylinder and the vehicle and connected to the vehicle, have a throttle function between the discharge port of the hydraulic pump and the master cylinder. Is provided, the hammering noise and vibration transmitted to the driver and the occupant via the connection portion are greatly reduced or almost eliminated.

When the throttle is released and the brake is released, the throttle valve device 6a has a hole 45 connected to the conduit 16a connected to the hydraulic control valve side and a small-diameter hole portion 36a of the driving hydraulic piston 36. The valve body 43 is pushed leftward in FIG. 5 against the spring force of the spring 47 through the passage at the outer peripheral portion of the valve body 43. As a result, the check valve / throttle valve device T which has been working as a throttle so far works as a check valve. Therefore, the hydraulic fluid from the wheel cylinder can be quickly returned to the master cylinder 1 side to relax the brake.

[0026] The present applicant antiskid device for fluid pressure control apparatus previously developed is constructed as described above performs the action, and it is intended that the effect, strip the following
There may be problems in the matter .

That is, in the above-described specific example, when the driver depresses the brake pedal 4 and the anti-skid control is first performed, the throttle valve device 6 is activated.
a and 6b are in the communicating position, and the master cylinder 1
From the switching valves 17a, 17b, 20
a, 20b, the left and right front wheels F of the front wheel side brake device
L, FR and both rear wheels RL, RR of the rear wheel side brake device
The hydraulic pressure is transmitted to and the brake is applied. When the control unit determines that the brake should be released, the switching valves 17a, 17b, 20
a, 20b are shut off, and the switching valves 23a, 23b,
The brake fluid from each wheel cylinder is discharged to the reservoirs 25a and 25b, and the hydraulic pump 10 is driven at the same time, and the discharged brake fluid is transmitted to the throttle valve devices 6a and 6b. However, when this reaches a predetermined pressure, it is switched to the throttle position. Therefore, as described above, the vehicle body vibration and hammering noise are reduced, and the pedal feeling is improved. However, the pedaling force on the brake pedal is already released after the end of the anti-skid control. 4
Is depressed again, the discharge hydraulic pressure of the hydraulic pump 10 is applied to the throttle valve devices 6a and 6b.
One of the throttle valve devices 6a and 6b according to the difference in the characteristic of the piping system of the master cylinder 1 and whether the end of the anti-skid control is completed by the control on the rear wheel side or the control on the front wheel side. One may have been switched back to the original communication position, while the other throttle valve device may remain at the throttle position.

In such a case, the throttle valve device 6 on the front wheel side
a is at the throttle position, and when the throttle valve device on the rear wheel side has returned to the communicating position, the brake fluid pressure from the master cylinder 1 passes through the pipe 5b and has a large gain to the rear wheels RR and RL. It is transmitted to the cylinder. On the other hand, the brake fluid is transmitted to the front wheels FR and the wheel cylinders 10 of the FL through the throttle valve device 6a which is still in the throttle state to the front wheels, but the hydraulic pressure to the wheel cylinders 10 of the rear wheels RR and RL is Locking starts on the rear wheel side because the lifting force is large. This
Although the condition (case) is very rare,
May trigger lock ahead .

Next, it is assumed that the throttle valve device 6a on the front wheel side is in the communicating state, while the throttle valve device 6b on the rear wheel side is in the throttled state. In this case, the increase of the braking force to the rear wheels RR and RL is slower than that of the front wheels,
Since the throttle valve device 6a is at the communicating position on the front wheel side, the gain is high. Therefore, the front wheel side tends to lock first, but in this case, there is no danger that the vehicle body spins. However, the braking force applied to the vehicle body as a whole becomes slightly smaller on the rear wheel side because it is applied through the throttle position of the throttle valve device 6b.

[0030]

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and immediately after the anti-skid control, or even if the anti-skid control is started by applying a sudden brake, the above-mentioned fear is anticipated. It is an object of the present invention to provide a hydraulic pressure control device for an anti-skid device that can prevent the occurrence of a pressure.

[0031]

SUMMARY OF THE INVENTION It is an object of the present invention to provide a control system for evaluating the skid state of a wheel, which is disposed between a master cylinder of two systems and a brake cylinder of a wheel brake device, which are connected in a pipe separated in a front-rear direction. A hydraulic pressure control valve for controlling a brake hydraulic pressure of the brake cylinder in response to a command from the unit; and a hydraulic pressure control valve from the brake cylinder when the brake hydraulic pressure is reduced by controlling the hydraulic pressure control valve. A reservoir for storing the brake fluid discharged through the reservoir, a hydraulic pump for pressurizing the brake fluid in the reservoir and returning to a hydraulic fluid supply line connecting the master cylinder and the hydraulic pressure control valve, A hydraulic fluid supply pipe is interposed, receives the discharge pressure of the hydraulic pump, and allows free communication in both directions until the discharge pressure reaches a predetermined value. A throttle valve device for restricting communication in both directions when the pressure value is equal to or greater than the value, and a discharge port of the hydraulic pump is damped on the side of the hydraulic fluid supply line between the throttle valve device and the hydraulic pressure control valve. In the hydraulic pressure control device for an anti-skid device, the predetermined value of the throttle valve device on the front wheel brake device side is equal to the predetermined value of the throttle valve device on the rear wheel brake device side. The hydraulic pressure control device for an anti-skid device is characterized in that it is larger than the value of

[0032]

[Effect] Of the two systems connected in pipes separately in front and rear, 1
The throttle valve device connected between the front wheel side brake device of the system and the master cylinder receives the discharge pressure of the hydraulic pump,
The predetermined pressure for restricting communication in both directions is higher than the predetermined pressure for connecting the other throttle valve device, which is connected between the brake cylinder of the rear brake device on the other side and the master cylinder, and the hydraulic pressure restricts communication in both directions. If the front wheel side and the rear wheel side have the same skid state, the throttle valve device is switched in a higher skid state on the front wheel side, but the throttle valve device on the rear wheel side has a smaller skid state. Is switched to the throttle position, and thereafter, the pressure increase gain decreases, but the brake pressure fluid of the wheel cylinder on the rear wheel side is discharged to the reservoir, discharged by the hydraulic pump and added to the throttle valve device, Although the throttle valve device has been switched to the throttle position as described above, the film pressure returned to the master cylinder through the damper becomes smaller and the brake pressure on the rear wheel side also decreases. Since the hammering noise and vehicle noise generated due to the discharge are larger than when the brake pressure fluid on the front wheel side is discharged to the reservoir and this is returned to the master cylinder by the hydraulic pump, the throttle valve device as described above Even if the predetermined value for switching to the aperture position is larger on the front wheel side, the effect as described above is not largely lost. Also, even if the normal brake is applied by depressing the brake pedal immediately after the end of the anti-skid control, even if one of the throttle valve devices is at the throttle position, if this is the rear wheel side, the vehicle body As described above, if the braking force applied to the throttle valve device is slightly reduced, but only the throttle valve device on the front wheel is switched to the throttle position and the throttle valve device on the rear wheel is in the communication position, the gain of the brake fluid pressure increases as described above. Was large, so the rear end lock sometimes occurred,
According to the present invention, since the throttle valve device on the front wheel side is always switched to the communication state first, there is no such fear.

[0033]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described with reference to the accompanying drawings.
Note that the same reference numerals are given to portions corresponding to the above specific examples, and detailed description thereof will be omitted.

That is, in FIG. 1, the throttle valve device 60A
And 60B are the front wheel FL, FR side and rear wheel R, respectively.
L and RR sides, the structure of which differs in the configuration shown in FIG. 5 in the spring force of a spring 38 for urging the hydraulic drive piston 36 to the left in the drawing, and the throttle valve device on the front wheel side The spring force of 60A is larger than the spring force of the spring 38 for urging the hydraulic drive piston 36 to the left in the throttle valve device 60B on the rear wheel side. That is, except for the spring force of the spring 38, the structure is exactly the same as that shown in FIG.

According to this embodiment, the switching valve 17a,
As shown in FIG. 4, conventional check valves 19a, 19b, 21a, 21b are provided in parallel with the check valves 20a, 17b, 20b.
Are connected, and the master cylinder 1 side thereof is connected to the pipeline 16.
a, that is, the switching valves 17a, 2
0a, 23a, 24a and 17b, 20b, 23b, 2
Lines 16a, 16 between the valve 4b and the throttle valve devices 6a, 6b.
b, according to the present embodiment, the switching valve 17
check valves 119a, 119b, 121a, 1a, 20a, 17b, 20b connected in parallel with respect to the hydraulic fluid supply line
The master cylinder 1 side of 21b is connected to the master cylinder 1, that is, the pipelines 5a and 5b connecting the master cylinder 1 and the throttle valve devices 60A and 60B. Other configurations are the same as those in the above specific example.

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

When the driver depresses the brake pedal 4,
Now, the front wheels FL, through the throttle valve devices 60A, 60B and the switching valves 17a, 20a, 17b, 20b in the communicating state.
The pressure fluid is transmitted to the FR and the wheel cylinders of the rear wheels RL and RR, and these are braked. If the brake pedal 4 is quickly depressed and the friction coefficient between the wheel and the road is small, the wheel tends to lock, and the known anti-skid control is started. At this time, the hydraulic pump 10 is driven, and the discharge pressure liquid is transmitted to the throttle valve devices 60A and 60B. This pulse pressure is applied to the large diameter portion of the hydraulic drive piston 36 in FIG. When this receiving pressure becomes larger than the spring force of the spring 38, the hydraulic drive piston 36 moves to the right in FIG. 5, and the valve body 43 is caused by the spring force of the valve spring 47 to form a valve formed as a step 61. After that, the throttle valve device 60A or 60B is switched to the throttle position in FIG. 1. According to the present embodiment, the hydraulic drive piston 36 is urged to the left in FIG. Spring of spring 38 Since the front wheel side is larger than the rear wheel side, if the locking tendency starts at the same time, the hydraulic pump 10 is driven to suck the brake fluid from each of the reservoirs 25a and 25b, and to the discharge side. A pulse pressure is generated, and the pressure at which the throttle valve devices 60A and 60B are switched to the throttle position by this pressure is larger for the front wheels. Therefore, in the same skid state, the throttle valve device 60B on the rear wheel side is switched to the throttle position first. After this,
Until the discharge pressure of the hydraulic pump 10 rises so that the throttle valve device 60A can be switched to the throttle position, the pulse pressure of the hydraulic pump 10 is transmitted to the master cylinder 1 through the damper 14a and the check valves 8a and 7a. But the damper 14a
The pedal feeling does not deteriorate so much. During this period, the pressure is small, and when a predetermined pressure is applied to the front wheel side, the throttle valve device 60A on the front wheel side is also switched to the throttle position, so that the effects described in the specific examples are surely exerted thereafter.

Before the anti-skid control is completed, the driver has released the depression force on the brake pedal 4a before this, and the brake pressure fluid is transmitted to the front wheel side and the rear wheel side via the throttle valve devices 60A and 60B. According to the present invention, the hydraulic pump 1 for switching the throttle valve device 60A is provided.
Since the predetermined value of the discharge pressure of 0 is larger than that of the throttle valve device 60B on the rear wheel side, the communication position has already been switched to the communication position, and there is no rearward position after the throttle valve device 60B on the rear wheel side. Therefore, when the brake pedal 4 is depressed again,
The gain of the brake force increase on the rear wheel side is smaller, and the gain of the brake force on the front wheel side is larger because the throttle valve device 60A is in the communicating position, and the rear end lock is increased. This can prevent the fear that the vehicle body will spin due to the occurrence of the problem.

In the above embodiment, unlike the conventional example shown in FIG. 4, the switching valves 17a, 17b, 20a,
Check valve 119a, 119b, 1
21a and 121b are pipes 5a whose master cylinder side connects the master cylinder 1 and the throttle valve devices 60A and 60B,
5b. Thus, in the anti-skid control, for example, in one system, when performing control to maintain the braking force on the right front wheel, the switching valve 2
0a is switched to the shut-off position, and the left front wheel FL, which is the other low-pressure wheel, or the brake for refilling is applied, as shown in FIG.
0a is in the shut-off position, but when the throttle valve device 6a is switched to the throttle position, especially immediately after the switching, the gain of the brake force increase in the pipeline 16a sharply decreases. The hydraulic pressure on the master cylinder side becomes lower than the hydraulic pressure on the wheel cylinder side of the wheel FR,
In addition, since the switching valve 17a is in the communication state, as shown by the oblique line Q, the hydraulic fluid from the wheel cylinder of the right front wheel FR opens the check valve 21a along the switching valve 17a, and further the switching valve in the communication state The fluid flows into the wheel cylinder of the left front wheel FL through the passage 17a and the conduit 18a. As a result, the braking force can be increased as controlled by the left front wheel FL on the low pressure side, but the hydraulic pressure of the wheel cylinder of the right front wheel FR on the high pressure side gradually decreases as it should be maintained. In this case, appropriate anti-skid control cannot be performed. However, in the above embodiment of FIG. 1, the check valves 119a and 121a
a through the pipe 5a connecting the master cylinder 1 and the throttle valve device 60A via the throttle valve device 60A.
Even if A is at the throttle position, regardless of this, the hydraulic fluid flows from the wheel cylinder of the right front wheel FR, which is determined to be held now, through the check valve 121a to this master cylinder side pipe line. The stop valve 121a is opened to prevent leakage. That is, the anti-skid control is performed by depressing the brake pedal 4 now.
Naturally, the pipe 120a is higher than the hydraulic pressure of the right front wheel FR, so that the check valve 121a does not open. Therefore, the hydraulic pressure of the wheel cylinder of the right front wheel FR is reliably held, and the hydraulic pressure of the wheel cylinder of the left front wheel FL is accurately adjusted without being affected by the hydraulic pressure from the right front wheel FR which is the other front wheel. Control of an increase in the braking force can be performed.

The embodiment of the present invention has been described above. However, the present invention is not limited to this, and various modifications can be made based on the technical concept of the present invention.

For example, in the above embodiment, the throttle valve device 60
A and 60B are substantially similar in appearance to the throttle valve devices 6a and 6b of the specific example, and there is only a difference in the magnitude of the spring force of the spring 38 for urging the hydraulic drive piston 36. , 60B are switched to the aperture position. Although the predetermined value is changed, FIGS. 2 and 3 each show a throttle valve device 60A '(including a check valve) connected to the front wheel side.
2 shows a throttle valve device 60B '(including a check valve) connected to the rear wheel side. In FIG. 2, a stepped hole is formed in the main body 101, and a seal ring 10
3 is fitted, a seal ring 105 is fitted in the inner hole of the sleeve 102 and a plug 104 is fitted, and a guide sleeve 106 is brought into contact with the sleeve 102 to form a sleeve. It is sandwiched between 102 and the step of the stepped hole. The hydraulic drive piston 107 is urged leftward in the figure by a spring 109 provided in the air chamber, and its rod portion 107a is inserted through the guide three portion 106 via a seal ring 110. Further, it penetrates the sleeve 102 and abuts on the valve element 111 disposed in the valve chamber V ′. Reference numeral 112 denotes a lid, and the above members are positioned at positions shown in the figure and screwed thereto. The main body 101 has a port a connected to the master cylinder 1, a port b connected to the hydraulic pressure control valve side, and a port c connected to the discharge side of the hydraulic pump, as in the above-described embodiment.

On the other hand, in FIG. 3, a stepped hole is formed in the main body 201, and a plug 202 having a seal ring 203 mounted thereon is fitted thereto. In contact with this, the sleeve 204 mounts the seal ring 205 and the plug 2
02, and the guide sleeve 2
Reference numeral 06 is sandwiched between the sleeve 204 and the step of the stepped hole. On the right side, a hydraulic drive piston 208 is fitted with a seal ring 209 fitted therein.
Reference numeral 8a penetrates the guide sleeve 206 via the seal ring 207, and further penetrates the sleeve 204 to abut on the valve body 211 disposed in the valve chamber V '. The above members are assembled by screwing the fixing member 212, positioning the members. The main body 201 has a throttle valve device 60.
Similarly to A ', ports a'b' and c 'connected to the master cylinder 1, the hydraulic control valve, and the discharge side of the hydraulic pump 10 are formed.

Although the above-described throttle valve devices 60A 'and 60B' have substantially the same configuration, in particular, the pressure receiving area of the hydraulic drive pistons 107 and 208 for receiving the discharge hydraulic pressure of the hydraulic pump 10 is limited. 60B 'is larger. It is assumed that the spring forces 109 and 210 for urging them to the left have the same spring force.

With the above-described structure, the hydraulic pressure drive piston 208 in the throttle valve device 60B 'overcomes the spring force of the spring 210 and moves rightward at a predetermined lower pressure. Then, the valve body 211 is brought into contact with the step of the sleeve 204 facing the valve body 211 to switch to the throttle position. 211a is a notch. On the other hand, the throttle valve device 6
At 0A ', the pressure receiving area of the hydraulic drive piston 107 receiving the discharge hydraulic pressure of the hydraulic pump 10 is smaller than the pressure receiving area of the hydraulic drive piston 208 in FIG.
Is equivalent to the spring force of the spring 210 of the throttle valve device 60B ', when the discharge pressure fluid of the hydraulic pump 10 reaches a higher predetermined value, the hydraulic drive piston 107
9 and moves to the right in the figure, and the valve body 111 is brought into contact with the step of the sleeve 102 to switch to the throttle position. 111a is a notch.

As is clear from the above, the throttle valve device 60A 'connected to the front wheel side is switched to the throttle position when the hydraulic pressure discharged from the hydraulic pump 10 becomes higher.
In the throttle valve device 60B 'connected to the rear wheel side, the discharge pressure fluid of the hydraulic pump 10 is switched to the throttle valve device at a lower predetermined value.

From the above, it is apparent that the same effects as those of the above embodiment can be obtained also by the modified examples shown in FIGS.

Further, in the above embodiment, the hydraulic pressure control valve is provided with a plurality of switching valves 17a, 20a, 23a, 24a and 17a.
b, 20b, 23b, and 24b, the effect of the present invention is not lost even if this is constituted by one, for example, a three-port three-position electromagnetic switching valve.

[0048]

As described above, according to the fluid pressure control device for an anti-skid device of the present invention, it is possible to reliably avoid the possibility that the rear end lock occurs while reducing the vehicle body noise and the hammering sound. be able to.

[Brief description of the drawings]

FIG. 1 is a piping diagram of a hydraulic control device for an anti-skid device according to an embodiment of the present invention.

FIG. 2 is a sectional view of a modified example of the front-wheel-side throttle valve device in FIG. 1;

FIG. 3 is a sectional view of a modified example of the rear-wheel-side throttle valve device in FIG. 1;

FIG. 4 is a piping diagram of a conventional hydraulic pressure control device for an anti-skid device.

FIG. 5 is a sectional view of the throttle valve device in FIG. 4;

[Explanation of symbols]

 6a Throttle valve device 6b Throttle valve device 60A 'Throttle valve device 60B' Throttle valve device 36 Hydraulic drive piston 109 Hydraulic drive piston 208 Hydraulic drive piston

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-5-39012 (JP, A) JP-A-62-247959 (JP, A) JP-A-62-152952 (JP, A) 26701 (JP, U) (58) Field surveyed (Int. Cl. ⁶ , DB name) B60T 8/32-8/72

Claims (1)

(57) [Scope of request for utility model registration] The system is arranged between a master cylinder of two systems, which are connected in pipes in a front-rear separation type, and a brake cylinder of a wheel brake device, and receives a command from a control unit for evaluating a skid state of a wheel. A hydraulic pressure control valve for controlling a brake hydraulic pressure of a brake cylinder, and a brake fluid discharged from the brake cylinder via the hydraulic pressure control valve when the brake hydraulic pressure is reduced by controlling the hydraulic pressure control valve. A reservoir, a hydraulic pump that pressurizes the brake fluid of the reservoir and returns to a hydraulic fluid supply line connecting the master cylinder and the hydraulic pressure control valve, and is provided in the hydraulic fluid supply line; When the discharge pressure of the hydraulic pump is received, free communication in both directions is allowed until the discharge pressure reaches a predetermined value, and when the discharge pressure becomes equal to or higher than the predetermined value, both directions are throttled. A throttle valve device for allowing communication, and an anti-skid device in which a discharge port of the hydraulic pump is connected via a damper to a pressure liquid supply pipe side between the throttle valve device and the hydraulic pressure control valve. In the hydraulic pressure control device, among the two throttle valve devices, the predetermined value of the throttle valve device on the front wheel brake device side is larger than the predetermined value of the throttle valve device on the rear wheel brake device side. A hydraulic pressure control device for an anti-skid device.