JPH0653490B2 - Brake system for automobile - Google Patents
Brake system for automobileInfo
- Publication number
- JPH0653490B2 JPH0653490B2 JP61070656A JP7065686A JPH0653490B2 JP H0653490 B2 JPH0653490 B2 JP H0653490B2 JP 61070656 A JP61070656 A JP 61070656A JP 7065686 A JP7065686 A JP 7065686A JP H0653490 B2 JPH0653490 B2 JP H0653490B2
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- brake
- auxiliary
- wheel
- hydraulic pump
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 239000012530 fluid Substances 0.000 claims description 20
- 230000003068 static effect Effects 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
- B60T8/4081—Systems with stroke simulating devices for driver input
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
- B60T13/16—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs
- B60T13/161—Systems with master cylinder
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
- B60T8/4018—Pump units characterised by their drive mechanisms
- B60T8/4027—Pump units driven by (parts of) the vehicle propulsion unit
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/44—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems
- B60T8/445—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition co-operating with a power-assist booster means associated with a master cylinder for controlling the release and reapplication of brake pressure through an interaction with the power assist device, i.e. open systems replenishing the released brake fluid volume into the brake piping
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
Description
【発明の詳細な説明】 ［産業上の利用分野］ この発明は自動車用油圧ブレーキシステムに関し、この
自動車用油圧ブレーキシステムは、圧力流体ラインを介
してホィールブレーキに接続され、かつペダルにより作
動されるブレーキ圧力発生器と、補助圧力源を有しかつ
ペダルの踏力に補助圧力を比例させる補助圧力の制御弁
を有する補助圧力供給システムと、ブレーキ圧力発生器
とホィールブレーキとの間に介装され、かつ圧力により
制御される多方向弁とを備え、第１の位置で多方向弁が
ブレーキ圧力発生器とホィールブレーキとの間を油圧的
に接続し、第２位置に切換えられて多方向弁がブレーキ
圧力発生器における補助圧力の制御弁とホィールブレー
キに接続された圧力流体管とを接続している。Description: FIELD OF THE INVENTION The present invention relates to an automotive hydraulic brake system, which is connected to a wheel brake via a pressure fluid line and actuated by a pedal. A brake pressure generator, an auxiliary pressure supply system having an auxiliary pressure source and an auxiliary pressure control valve that makes the auxiliary pressure proportional to the pedaling force of the pedal, and is interposed between the brake pressure generator and the wheel brake, And a multi-directional valve controlled by pressure, the multi-directional valve hydraulically connecting between the brake pressure generator and the wheel brake in the first position, and the multi-directional valve being switched to the second position. An auxiliary pressure control valve in the brake pressure generator is connected to a pressure fluid line connected to the wheel brake.
［従来技術及びその問題点］ 油圧ブレーキ圧力ブースタを有するこの種の公知のブレ
ーキシステムは、油圧ブレーキ圧力ブースタを上流側に
接続したシングル型又はタンデム型のマスターシリンダ
を備える。補助圧力を供給するために、電動力により作
動される油圧ポンプ及び油圧アキュームレータがこのシ
ステムに備えられている。ブレーキ圧力ブースタは、補
助圧力用の制御弁を備え、この制御弁は、ブレーキペダ
ルが作動されると、踏力に比例しかつマスターシリンダ
のピストンに加えられる補助圧力を発生させる。ブレー
キシステムのブーストの大きさは、ブレーキに機械的に
連結されたピストンの圧力が作用する面に対する、ブレ
ーキ圧力ブースタのピストンの圧力が作用する面の割合
いにより定められる。マスターシリンダに接続されたブ
レーキ回路は静圧の回路で構成されているので、マスタ
ーシリンダの圧力室の容積は夫々のブレーキシステムに
応じたものにする必要がある。[Prior Art and Problems Thereof] A known braking system of this type having a hydraulic brake pressure booster includes a single-type or tandem-type master cylinder in which the hydraulic brake pressure booster is connected upstream. An electric power operated hydraulic pump and hydraulic accumulator are included in the system to provide auxiliary pressure. The brake pressure booster comprises a control valve for the auxiliary pressure, which when the brake pedal is actuated produces an auxiliary pressure that is proportional to the pedal effort and is applied to the piston of the master cylinder. The amount of boost in the braking system is determined by the ratio of the pressure acting surface of the piston of the brake pressure booster to the pressure acting surface of the piston mechanically connected to the brake. Since the brake circuit connected to the master cylinder is composed of a static pressure circuit, the volume of the pressure chamber of the master cylinder needs to correspond to each brake system.
西独特許公報ＤＥ−ＯＳ３０４０５６１号及びＤＥ−Ｏ
Ｓ３０４０５６２号には、上流側に油圧ブレーキ力ブー
スタを接続したマスターシリンダと、補助圧力を供給す
るために油圧アキュームレータ及び油圧ポンプとを備え
るスリップ制御のブレーキシステムが開示されている。
スリップの制御のために、電磁的に作動される弁がホィ
ールブレーキに接続された圧力流体ラインに介装されて
おり、この弁によりマスターシリンダとホィールブレー
キとの間を接続する圧力流体ラインが塞がれる。そし
て、高い圧力を下げるために、ホィールブレーキと圧力
補給リザーバとの間を接続する圧力流体の戻り導管が開
いている。スリップの制御が開始するときブレーキ回路
は静圧であるので、ブレーキ回路の内部を空にしないよ
うにするために、及び圧力の減少中に圧力流体を供給リ
ザーバに戻すために、スリップ制御の間、ブレーキ圧力
ブースタ及び他方の弁を介して制御された動圧がマスタ
ーシリンダに接続されたブレーキ回路に導入される。し
かしながら、複数回路のブレーキシステムでは、ブレー
キ回路は直接ブレーキ力ブースタに接続され、動圧で作
動される。このタイプのシステムは複雑でコスト高であ
る。West German Patent Publications DE-OS3040561 and DE-O
S3040562 discloses a slip control brake system including a master cylinder to which a hydraulic brake force booster is connected on the upstream side, a hydraulic accumulator and a hydraulic pump for supplying auxiliary pressure.
To control slip, an electromagnetically actuated valve is interposed in the pressure fluid line connected to the wheel brake, which block the pressure fluid line connecting the master cylinder and the wheel brake. Get off. And, in order to reduce the high pressure, the pressure fluid return conduit connecting between the wheel brake and the pressure supply reservoir is open. Since the brake circuit is at static pressure when the control of the slip begins, during the slip control, in order not to empty the interior of the brake circuit and to return the pressure fluid to the supply reservoir during the pressure decrease. A controlled dynamic pressure is introduced via a brake pressure booster and the other valve into a brake circuit connected to the master cylinder. However, in a multi-circuit braking system, the braking circuit is directly connected to the braking force booster and operated with dynamic pressure. This type of system is complex and costly.
本発明は上述に鑑みてなされたもので、簡易な構造で信
頼性を有すると共に、スリップ制御機能を追加すること
のできる自動車用液圧ブレーキシステムを低コストで提
供することを目的とする。The present invention has been made in view of the above, and an object thereof is to provide a hydraulic brake system for an automobile, which has a simple structure, is reliable, and can add a slip control function, at low cost.
［問題点を解決するための手段、作用及び効果］ 上記目的を達成する本発明の自動車用ブレーキシステム
は、ホイールブレーキに圧力流体ラインを介して接続さ
れるペダル作動のブレーキ圧力発生器と、このブレーキ
圧力発生器の圧力で制御されて補助圧力源からホイール
ブレーキに供給する圧力をペダル踏力に対応した圧力に
制御する補助圧力制御弁と、この補助圧力制御弁で制御
された圧力により、ブレーキ圧力発生器とホイールブレ
ーキとの間を液圧的に接続する初期の第１位置からこの
ブレーキ圧力発生器に代えて前記補助圧力制御弁及び圧
力流体ラインを介してホイールブレーキに補助圧力源を
接続する第２位置に切換え制御される多方向弁と、自動
車のエンジンあるいは車輪により直接的または間接的に
駆動されて前記補助圧力源を形成する液圧ポンプとを備
えることを特徴とする。[Means, Actions, and Effects for Solving Problems] An automobile brake system of the present invention that achieves the above-mentioned object includes a pedal-operated brake pressure generator connected to a wheel brake via a pressure fluid line, and The brake pressure is controlled by the pressure of the brake pressure generator to control the pressure supplied from the auxiliary pressure source to the wheel brakes to the pressure corresponding to the pedal depression force, and the brake pressure by the pressure controlled by this auxiliary pressure control valve. An auxiliary pressure source is connected to the wheel brake through the auxiliary pressure control valve and the pressure fluid line in place of the brake pressure generator from the initial first position of hydraulic connection between the generator and the wheel brake. A multi-directional valve controlled to be switched to the second position, and the auxiliary pressure driven directly or indirectly by the engine or wheels of the automobile. And a hydraulic pump forming a source.
この液圧ブレーキシステムによると、液圧ポンプを駆動
するための別個の電動モータを設ける必要がなく、この
電動モータに代えて、液圧ポンプが自動車の駆動エンジ
ンに結合されあるいは例えば差動装置を介して駆動輪に
結合される。これにより、高速走行中に減速するために
必要な高補助エネルギ及び高補助圧力が得られる。ま
た、低速走行中に減速する場合には比較的低圧のブレー
キ圧力で足り、この場合にも比較的低速で作動される液
圧ポンプから補助圧力を供給される。そして、ブレーキ
圧力発生器は、補助圧力制御弁を通じてこのような補助
圧力をペダル踏力に対応する圧力に制御し、この補助圧
力制御弁で制御された圧力が所定圧力を越えると、多方
向弁を通じて補助圧力源からホイールブレーキに供給さ
れる。必要な場合には、例えばペダル作動のマスタシリ
ンダであるブレーキ圧力発生器で形成された圧力をホイ
ールブレーキに直接供給することも可能である。更に、
ホイールブレーキには液圧ポンプから圧力流体が供給さ
れることにより、ホイールブレーキを減圧する際に排出
した圧力流体を再度液圧ポンプを通じて供給することが
できるため、スリップ制御機構を設けることも可能であ
る。According to this hydraulic braking system, it is not necessary to provide a separate electric motor for driving the hydraulic pump, and instead of this electric motor, the hydraulic pump is coupled to the drive engine of the automobile or, for example, a differential device is provided. Is coupled to the drive wheel via. As a result, the high auxiliary energy and high auxiliary pressure required for deceleration during high speed traveling can be obtained. Further, when decelerating during low speed traveling, a relatively low brake pressure is sufficient, and in this case as well, auxiliary pressure is supplied from a hydraulic pump that operates at a relatively low speed. Then, the brake pressure generator controls such auxiliary pressure to a pressure corresponding to the pedaling force through the auxiliary pressure control valve, and when the pressure controlled by the auxiliary pressure control valve exceeds a predetermined pressure, the brake pressure generator passes through the multi-way valve. It is supplied to the wheel brakes from an auxiliary pressure source. If necessary, it is also possible to supply the pressure produced by a brake pressure generator, which is for example a pedal-actuated master cylinder, directly to the wheel brakes. Furthermore,
By supplying pressure fluid from the hydraulic pump to the wheel brakes, the pressure fluid discharged when decompressing the wheel brakes can be supplied again through the hydraulic pumps, so it is possible to provide a slip control mechanism. is there.
したがって、本発明によれば、液圧ポンプを自動車のエ
ンジンを通じて駆動する簡易な構造でその良好な応答性
により信頼性が高く、必要な場合にはスリップ制御機構
を追加することも可能な拡張性の高いブレーキシステム
を低コストで形成することができる。Therefore, according to the present invention, the hydraulic pump has a simple structure to be driven through the engine of the automobile, is highly responsive due to its good responsiveness, and is expandable so that a slip control mechanism can be added if necessary. It is possible to form a high braking system at low cost.
本発明の好ましい実施例では、液圧ポンプはスピードメ
ータの軸の連結部を介して車輪に連結される。これとは
異なり、液圧ポンプを、自動車エンジンの駆動軸である
往復エンジンのクランク軸に連結することもできる また、比較的出力が小さくしたがって比較的低コストの
駆動装置を液圧ポンプに設け、この駆動装置で液圧ポン
プを駆動することにより、自動車を坂道で停止し、ある
いは、低速走行状態から減速するために必要な補助圧力
を形成することもできる。In the preferred embodiment of the invention, the hydraulic pump is connected to the wheels via a connection on the shaft of the speedometer. Alternatively, the hydraulic pump can be connected to the crankshaft of the reciprocating engine, which is the drive shaft of the automobile engine.Also, the hydraulic pump is provided with a relatively low-power and thus relatively low-cost drive device. By driving the hydraulic pump with this drive device, it is also possible to stop the vehicle on a hill or to generate the auxiliary pressure necessary for decelerating from a low-speed running state.
［実施例の説明］ 図面には、ブレーキ圧力発生器１として働くタンデム・
マスターシリンダを備えるブレーキシステムが示されて
いる。ペダルの踏力Ｆがブレーキペダル２を通してマス
ターシリンダのプッシュロッドピストン３と中間のピス
トン４に加えられる。油圧的に夫々分離されている２つ
の流体回路Ｉ，IIを介して、圧力により制御される多方
向弁７，８、及び電磁的に切換えられる流入弁ＥＶ１，
ＥＶ２を介して、マスターシリンダの２つの作動室５，
６に、油圧により作動されるホィールブレーキ９−１２
が接続されている。この実施例では、ブレーキ回路Ｉ，
IIが車両の対角線上に配置される。即ち、ブレーキ回路
Ｉは左前輪ＶＬと右後輪ＨＲに接続される一方、ブレー
キ回路IIは他の２つの車輪ＶＲ，ＨＬに接続されてい
る。[Description of Embodiments] In the drawings, a tandem motor serving as a brake pressure generator 1 is shown.
A braking system with a master cylinder is shown. The pedaling force F of the pedal is applied to the push rod piston 3 of the master cylinder and the intermediate piston 4 through the brake pedal 2. Via two fluid circuits I and II, which are hydraulically separated from each other, pressure-controlled multidirectional valves 7, 8 and electromagnetically switched inflow valves EV 1 ,
Via the EV 2 , the two working chambers 5 of the master cylinder are
6, wheel brake 9-12 operated by hydraulic pressure
Are connected. In this embodiment, the brake circuit I,
II is placed on the diagonal of the vehicle. That is, the brake circuit I is connected to the left front wheel VL and the right rear wheel HR, while the brake circuit II is connected to the other two wheels VR and HL.
さらに、２つの作動室５，６に、補助圧力の制御弁１５
の２つの制御室１３，１４が接続されている。制御され
る補助圧力が制御弁１５の内部の分割された制御ピスト
ン１６とともに球状のシート弁１７に加えられる。この
シート弁１７が液圧ポンプ即ち油圧ポンプ１８の出口側
に接続されている圧力流体導管１９と逆止弁１８′を介
して接続されており、油圧ポンプ１８の入口側に圧力流
体導管１９を介して接続されている。シート弁１７が制
御室１３，１４の高い圧力に対する補助圧力のレベルを
定める。Further, the auxiliary pressure control valve 15 is provided in the two working chambers 5 and 6.
Two control rooms 13 and 14 are connected. A controlled auxiliary pressure is applied to the spherical seat valve 17 with the split control piston 16 inside the control valve 15. This seat valve 17 is connected via a check valve 18 'to a pressure fluid conduit 19 connected to the outlet side of a hydraulic pump or hydraulic pump 18, and a pressure fluid conduit 19 is connected to the inlet side of the hydraulic pump 18. Connected through. The seat valve 17 defines the level of auxiliary pressure for the high pressures of the control chambers 13,14.
油圧ポンプ１８の入口側の端末は、圧力流体の供給リザ
ーバ２２に接続されている。ブレーキの作動中塞がれる
マスターシリンダ１の圧力流体供給口２０，２１がリザ
ーバ２２に接続されている。The terminal on the inlet side of the hydraulic pump 18 is connected to the pressure fluid supply reservoir 22. The pressure fluid supply ports 20 and 21 of the master cylinder 1 which are closed during the operation of the brake are connected to the reservoir 22.
弁７，８は、２つの位置を取り、かつ圧力により制御さ
れる多方向弁として働かされる。最初の切換え位置にお
いて、即ち２つの弁７，８が図に示される切換え位置に
おいて、ブレーキ圧力発生器１とホィールブレーキ９−
１２とを接続する。復帰スプリング２３，２４は弁制御
管に圧力が加えられないとき又は圧力の均衡状態で切換
え位置を保持する。The valves 7, 8 take two positions and act as a pressure-controlled multidirectional valve. In the first switching position, i.e. in the switching position in which the two valves 7, 8 are shown in the figure, the brake pressure generator 1 and the wheel brake 9-
12 is connected. The return springs 23, 24 hold the switching position when no pressure is applied to the valve control pipe or at pressure equilibrium.
ブレーキ圧力発生器１により発生される圧力と、補助圧
力の制御弁１５の圧力流体接続部２５の制御される高い
補助圧力とが、入口２６，２７，２８，２９により対向
する作動方向に弁７，８を制御する。The pressure generated by the brake pressure generator 1 and the controlled high auxiliary pressure of the pressure-fluid connection 25 of the auxiliary pressure control valve 15 are controlled by the inlets 26, 27, 28, 29 in opposite operating directions of the valve 7 , 8 are controlled.
弁８は３ポート２位置多方向弁として働かされ、ブレー
キ圧力発生器１のブレーキ回路II又は補助圧力源のいず
れかに接続される。即ち、制御された補助圧力が制御弁
１５の圧力流体接続部２５とホィールブレーキ１１，１
２に加えられている。多方向弁７についても同様であ
る。多方向弁７は４ポート２位置多方向弁として働かさ
れ、弁を第２切換え位置に切換えると、付加的な圧力ラ
インが、ペダル・シミュレータ３０とブレーキ圧力発生
器１のブレーキ回路Ｉとを接続する。弁７の第２切換え
位置において、制御された補助圧力がホィールブレーキ
９，１０に加えられる。The valve 8 acts as a 3-port 2-position multi-way valve and is connected to either the brake circuit II of the brake pressure generator 1 or an auxiliary pressure source. That is, the controlled auxiliary pressure is applied to the pressure fluid connection 25 of the control valve 15 and the wheel brakes 11, 1.
Added to 2. The same applies to the multi-way valve 7. The multi-way valve 7 is operated as a 4-port 2-position multi-way valve and when the valve is switched to the second switching position an additional pressure line connects the pedal simulator 30 with the brake circuit I of the brake pressure generator 1. To do. In the second switching position of the valve 7, a controlled auxiliary pressure is applied to the wheel brakes 9, 10.
シミュレータ３０は復帰スプリング３１の力に抗して油
圧により摺動可能であるピストン３２を備えている。ブ
レーキの解除の後に上記ピストン３２を復帰させるため
に、ブレーキ圧力発生器１に向って開く逆止弁３３が備
えられている。The simulator 30 is provided with a piston 32 that can slide hydraulically against the force of a return spring 31. A check valve 33 is provided which opens towards the brake pressure generator 1 in order to return the piston 32 after release of the brake.
ブレーキシステムはさらに出口弁ＡＶ１，ＡＶ２を備
え、車輪のロックが今にも起りそうな場合にブレーキ圧
力を減じる間、圧力流体は復帰ライン３４を介してリザ
ーバ２２に流出可能である。入口と出口の弁ＥＶ１，Ｅ
Ｖ２，ＡＶ１，ＡＶ２は、スリップの制御のためにのみ
必要とされる。The braking system further comprises outlet valves AV 1 , AV 2 so that pressurized fluid can flow through the return line 34 to the reservoir 22 while reducing the brake pressure if wheel locking is about to occur. Inlet and outlet valves EV 1 , E
V 2 , AV 1 and AV 2 are only needed for slip control.
弁７，８の切換え位置の信号は図式化されて示された機
械式又は電気式のスイッチ３５，３６を介して送られ
る。補助圧力供給システムの圧力の減少又はブレーキ圧
力発生器１及びブレーキ回路Ｉ，IIの圧力の減少は、弁
７，８の切換え位置により判別される。The signal of the switching position of the valves 7, 8 is sent via the mechanical or electrical switches 35, 36 shown diagrammatically. A decrease in the pressure of the auxiliary pressure supply system or a decrease in the pressure of the brake pressure generator 1 and the brake circuits I, II is determined by the switching position of the valves 7, 8.
スイッチ３５，３６の電気的な出力信号は、圧力の自動
表示器（図示略）に送られ、及び／又は、故障がある状
態が確認された後に、スリップ制御が作動されないよう
に識別される。The electrical output signals of the switches 35, 36 are sent to an automatic pressure indicator (not shown) and / or the slip control is identified as deactivated after a fault condition is confirmed.
この実施例では、油圧ポンプ１８が軸３７により作動さ
れ、軸３７は順次ギヤ３８，３９を介して、自動車の駆
動モータにより直接に又は間接に駆動される軸４０と連
結されている。自動車の駆動輪に常時係合するギヤを有
する自動車の軸と駆動軸３７とを連結することは利点が
ある。自動車の走行中に、駆動モータが作動しない場合
であっても、ポンプ１８は作動される。通常の自動車で
は、駆動軸３７は自動車のスピードメータの軸の連結部
４１に連結されることが可能であり、その構造が極めて
簡単になる。In this embodiment, the hydraulic pump 18 is actuated by a shaft 37, which in turn is connected via gears 38, 39 to a shaft 40 which is driven directly or indirectly by the drive motor of the motor vehicle. It is advantageous to connect the drive shaft 37 with the shaft of the vehicle, which has a gear that always engages the drive wheels of the vehicle. The pump 18 is activated even when the drive motor is not activated while the vehicle is running. In a normal automobile, the drive shaft 37 can be connected to the connecting portion 41 of the shaft of the speedometer of the automobile, which makes the structure extremely simple.
この発明の他の実施例（図示略）では、ポンプ１８の駆
動に加えて、軸３７を介して、比較的低コストでかつ低
容量の電動モータが設けられる。これにより、自動車が
略停止しているとき又は低速で走行しているときには、
ブレーキ圧力ブースタにより発生される補助圧力で十分
に制動される。しかしながら、このような補助駆動装置
は、ブレーキ圧力発生器１及びホィールブレーキの配置
が優先されるので、実効がない。In another embodiment (not shown) of the present invention, in addition to driving the pump 18, an electric motor of relatively low cost and low capacity is provided via the shaft 37. As a result, when the vehicle is almost stopped or running at low speed,
The auxiliary pressure generated by the brake pressure booster provides sufficient braking. However, such an auxiliary drive device is not effective because the arrangement of the brake pressure generator 1 and the wheel brake is prioritized.
次に、上述したブレーキシステムの作用を示す。Next, the operation of the above-mentioned brake system will be described.
ブレーキ作用の開始のとき、全ての弁が図に示される切
換え位置にある。ポンプ１８の出口側と入口側が開かれ
た球状のシート弁１７と戻りライン１９とにより短絡さ
れているので、最少圧力がポンプ１８の出口に作用す
る。At the start of braking, all valves are in the switching position shown. Since the outlet side and the inlet side of the pump 18 are short-circuited by the spherical seat valve 17 which is opened and the return line 19, the minimum pressure acts on the outlet of the pump 18.
しかしながら、ブレーキ圧力発生器１の出口、及びブレ
ーキ回路Ｉ，IIでブレーキ圧力が高くなった後、ペダル
の踏力Ｆに比例する補助圧力がシート弁１７のシートで
高くなり、油圧的接続部２５で補助圧力がブレーキ回路
Ｉ，IIの圧力より高くなる。制御室１４の圧力が働く面
に対する球状のシート弁１７の圧力が働く面が圧力比を
決定する。一方、ブレーキ回路IIが故障した場合、即ち
ブレーキ回路IIの圧力が上昇しないときは、制御室１３
に作用するブレーキ回路Ｉの圧力が、分割型制御ピスト
ン１６の互いに対向する端面に作用し、この制御ピスト
ン１６のシート弁１７側部分をシート弁１７の方向に付
勢する。However, after the brake pressure becomes high at the outlet of the brake pressure generator 1 and at the brake circuits I and II, the auxiliary pressure proportional to the pedal effort F of the pedal becomes high at the seat of the seat valve 17, and at the hydraulic connection 25. The auxiliary pressure becomes higher than the pressure of the brake circuits I and II. The pressure acting surface of the spherical seat valve 17 with respect to the pressure acting surface of the control chamber 14 determines the pressure ratio. On the other hand, when the brake circuit II fails, that is, when the pressure in the brake circuit II does not rise, the control room 13
The pressure of the brake circuit I acting on the valve acts on the end faces of the split type control piston 16 that face each other, and urges the seat valve 17 side portion of the control piston 16 toward the seat valve 17.
弁の入口２７，２９の制御された補助圧力が夫々入口２
６，２８のマスターシリンダの圧力より高くなると即座
に、弁７，８の切換えが起る。ブレーキ圧力発生器１と
補助圧力の制御弁１５の出口２５との代わりに、制御さ
れた補助圧力がホィールブレーキ９−１２に加えられ
る。弁７，８が切換えられた後、ペダル・シミュレータ
３０がブレーキ圧力発生器１と接続される。The controlled auxiliary pressures at the valve inlets 27, 29 are respectively the inlet 2
As soon as the pressure in the master cylinders 6, 28 becomes higher, the valves 7, 8 are switched. Instead of the brake pressure generator 1 and the outlet 25 of the auxiliary pressure control valve 15, a controlled auxiliary pressure is applied to the wheel brakes 9-12. After the valves 7, 8 have been switched, the pedal simulator 30 is connected to the brake pressure generator 1.
補助圧力供給システムが故障した場合には、例えば、ポ
ンプ１８が故障した場合には、制御弁１５が不完全であ
る場合には、導管の接続が不完全である場合には、図に
示される弁７，８の切換え位置で維持されるか又は弁
７，８がその作動しない位置に切換えられる。テンダム
・マスターシリンダとして働くブレーキ圧力発生器の助
けにより、自動車はその状態で減速される。しかしなが
ら、ブレーキ圧力ブースタが取除かれるので、大きい踏
力Ｆが必要となる。不完全な状態又は圧力装置の故障が
２つの圧力により制御される弁７，８に限られているな
らば、油圧ブレーキ力ブースタは完全なブレーキ回路で
の作動を維持し、自動車の対向線上に配置したホィール
ブレーキの作動を維持する。If the auxiliary pressure supply system fails, for example if the pump 18 fails, if the control valve 15 is incomplete, or if the conduit connection is incomplete, it is shown in the figure. The valves 7, 8 are maintained in the switching position or the valves 7, 8 are switched to their inactive position. With the help of the brake pressure generator, which acts as a Tendum master cylinder, the vehicle is decelerated in that condition. However, since the brake pressure booster is removed, a large pedal force F is required. If an incomplete condition or pressure device failure is limited to valves 7 and 8 controlled by two pressures, the hydraulic braking force booster will keep the full braking circuit active and on the opposite line of the vehicle. Keep the wheel brakes in place.
自動車の駆動モータ又は自動車の車輪により駆動される
この発明の油圧ポンプでは、ブレーキシステムに必要な
構成部品の数が減じる一方、信頼性が増す。ブレーキ圧
力ブースタに利用される補助エネルギは自動車のモータ
の回転が増大するにつれて増大する。即ち、このタイプ
の挙動曲線は最適である。The hydraulic pump of the present invention driven by a vehicle drive motor or vehicle wheels reduces reliability while increasing the number of components required for the braking system. The auxiliary energy available to the brake pressure booster increases as the motor rotation of the vehicle increases. That is, this type of behavior curve is optimal.
図面はこの発明のブレーキシステムに係る実施例の油圧
回路を示す図である。 １…ブレーキ圧力発生器、２…ペダル、９，１０，１
１，１２…ホィールブレーキ、１５…制御弁、１８…油
圧ポンプ、２７，２８…多方向弁。Drawing is a figure showing a hydraulic circuit of an example concerning a brake system of the present invention. 1 ... Brake pressure generator, 2 ... Pedal, 9, 10, 1
1, 12 ... Wheel brake, 15 ... Control valve, 18 ... Hydraulic pump, 27, 28 ... Multi-way valve.
───────────────────────────────────────────────────── フロントページの続き (72)発明者 ノルベルト・オクフイルク ドイツ連邦共和国，6050 オツフエンバツ ハ，ヘルマンシユトラーセ 27 (72)発明者 ユルゲン・シヨーンラウ ドイツ連邦共和国，6272 ニーデルンハウ ゼン，デユーラーシユトラーセ 17 (56)参考文献 実開 昭56−4962（ＪＰ，Ｕ) ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Norbert Ochwilk, Federal Republic of Germany, 6050 Otsufuembatha, Hermann Syutrase 27 (72) Inventor Jürgen Schiyonlau, Federal Republic of Germany, 6272 Niedernhausen, Deeura Schitraße 17 (56) Bibliographic references Sho 56-4962 (JP, U)
Claims (4)
２）に圧力流体ラインを介して接続されるペダル作動の
ブレーキ圧力発生器（１）と、このブレーキ圧力発生器
（１）の圧力で制御されて補助圧力源からホイールブレ
ーキに供給する圧力をペダル踏力に対応した圧力に制御
する補助圧力制御弁（１５）と、この補助圧力制御弁で
制御された圧力により、ブレーキ圧力発生器（１）とホ
イールブレーキ（９，１０，１１，１２）との間を液圧
的に接続する初期の第１位置からこのブレーキ圧力発生
器に代えて前記補助圧力制御弁及び圧力流体ラインを介
してホイールブレーキ（９，１０，１１，１２）に補助
圧力源を接続する第２位置に切換え制御される多方向弁
（７，８）と、自動車のエンジンあるいは車輪により直
接的または間接的に駆動されて前記補助圧力源を形成す
る液圧ポンプ（１８）とを備えることを特徴とする自動
車用ブレーキシステム。1. Wheel brakes (9, 10, 11, 1)
2) A pedal-operated brake pressure generator (1) connected to the wheel brake via a pressure fluid line, and a pressure controlled by the pressure of the brake pressure generator (1) to be supplied to a wheel brake from an auxiliary pressure source. The auxiliary pressure control valve (15) for controlling the pressure corresponding to the pedaling force, and the brake pressure generator (1) and the wheel brakes (9, 10, 11, 12) are controlled by the pressure controlled by the auxiliary pressure control valve. In place of the brake pressure generator, an auxiliary pressure source is provided to the wheel brakes (9, 10, 11, 12) via the auxiliary pressure control valve and the pressure fluid line, instead of the initial first position where hydraulic connection is made between the two. A multi-directional valve (7, 8) which is switched and controlled to a second position to be connected, and a hydraulic pump (1) which is directly or indirectly driven by an engine or a wheel of an automobile to form the auxiliary pressure source. ) And the brake system for a motor vehicle, characterized in that it comprises a.
タの軸の連結部を介して車輪に連結される特許請求の範
囲第１項記載のブレーキシステム。2. The brake system according to claim 1, wherein the hydraulic pump (18) is connected to wheels via a connecting portion of a shaft of a speedometer.
ンの駆動軸である往復エンジンのクランク軸に連結され
ている特許請求の範囲第１項記載のブレーキシステム。3. The brake system according to claim 1, wherein the hydraulic pump (18) is connected to a crankshaft of a reciprocating engine which is a drive shaft of an automobile engine.
で停止し、あるいは、低速走行状態から減速するために
必要な補助圧を発生する補助駆動装置を有する特許請求
の範囲第１項から第３項いずれか１記載のブレーキシス
テム。4. The hydraulic pump (18) according to claim 1, further comprising an auxiliary drive device for generating an auxiliary pressure required to stop the vehicle on a slope or to decelerate the vehicle from a low speed running state. The brake system according to any one of items 3 to 3.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3511533.5 | 1985-03-29 | ||
| DE19853511533 DE3511533A1 (en) | 1985-03-29 | 1985-03-29 | BRAKE SYSTEM FOR MOTOR VEHICLES |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61226352A JPS61226352A (en) | 1986-10-08 |
| JPH0653490B2 true JPH0653490B2 (en) | 1994-07-20 |
Family
ID=6266760
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61070656A Expired - Lifetime JPH0653490B2 (en) | 1985-03-29 | 1986-03-28 | Brake system for automobile |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JPH0653490B2 (en) |
| DE (1) | DE3511533A1 (en) |
| FR (1) | FR2579540B1 (en) |
| GB (1) | GB2173270B (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3611931A1 (en) * | 1986-04-09 | 1987-10-22 | Teves Gmbh Alfred | HYDRAULIC BRAKE SYSTEM WITH WHEEL SLIP CONTROL DEVICE |
| JPS6364858A (en) * | 1986-09-04 | 1988-03-23 | Sumitomo Electric Ind Ltd | Control device for brake pressure in vehicle |
| DE3635054A1 (en) * | 1986-10-15 | 1988-04-21 | Teves Gmbh Alfred | BLOCK-PROTECTED BRAKE SYSTEM WITH DRIVE-SLIP CONTROL |
| GB2197402B (en) * | 1986-11-06 | 1990-11-14 | Teves Gmbh Alfred | Brake system |
| DE3821320A1 (en) * | 1988-06-24 | 1989-12-28 | Teves Gmbh Alfred | Pressure-medium source for a hydraulic system, in particular a brake system |
| JP2661172B2 (en) * | 1988-08-25 | 1997-10-08 | アイシン精機株式会社 | Hydraulic brake device |
| DE4004315A1 (en) * | 1990-02-13 | 1991-08-14 | Bosch Gmbh Robert | VEHICLE BRAKE SYSTEM WITH ANTI-BLOCKING DEVICE |
| DE4227017C2 (en) * | 1992-08-14 | 2001-03-01 | Renk Ag | Braking system |
| GB2284871B (en) * | 1993-12-14 | 1998-06-17 | Williams Grand Prix Eng | Hydraulic braking systems |
| EP1204547B1 (en) | 1999-07-28 | 2006-06-07 | Continental Teves AG & Co. oHG | Hydraulic brake system |
| JP2008018816A (en) * | 2006-07-12 | 2008-01-31 | Toyota Motor Corp | Brake device, stroke simulator cut mechanism, and stroke simulator cut method |
| CN113581147B (en) * | 2021-07-30 | 2022-06-07 | 上海三一重机股份有限公司 | Hydraulic brake system and working machine |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| BE355817A (en) * | ||||
| FR1411861A (en) * | 1964-08-12 | 1965-09-24 | Braking system for towed vehicles, in particular agricultural vehicles | |
| JPS6143644Y2 (en) * | 1979-06-26 | 1986-12-09 | ||
| DE3010639A1 (en) * | 1980-03-20 | 1981-09-24 | Alfred Teves Gmbh, 6000 Frankfurt | HYDRAULIC BRAKING SYSTEM WITH AN ANTI-BLOCKING CONTROL SYSTEM |
| JPS56160247A (en) * | 1980-06-13 | 1981-12-09 | Honda Motor Co Ltd | Antiskid brake apparatus of autobicycle |
| DE3035576A1 (en) * | 1980-09-20 | 1982-05-06 | Robert Bosch Gmbh, 7000 Stuttgart | DUAL CIRCUIT BRAKE AMPLIFIER |
| DE3040548A1 (en) * | 1980-10-28 | 1982-05-27 | Alfred Teves Gmbh, 6000 Frankfurt | BRAKE SLIP CONTROL SYSTEM OF A HYDRAULIC VEHICLE BRAKING SYSTEM |
| DE3243288A1 (en) * | 1982-11-23 | 1984-05-24 | Michael 8000 München Zoche | Hydraulic system for devices of motor vehicles |
| DE3247496A1 (en) * | 1982-12-22 | 1984-06-28 | Alfred Teves Gmbh, 6000 Frankfurt | HYDRAULIC TWO-CIRCUIT BRAKE SYSTEM |
-
1985
- 1985-03-29 DE DE19853511533 patent/DE3511533A1/en not_active Ceased
-
1986
- 1986-02-26 GB GB08604794A patent/GB2173270B/en not_active Expired
- 1986-03-25 FR FR8604216A patent/FR2579540B1/en not_active Expired - Lifetime
- 1986-03-28 JP JP61070656A patent/JPH0653490B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| DE3511533A1 (en) | 1986-10-09 |
| GB2173270A (en) | 1986-10-08 |
| GB8604794D0 (en) | 1986-04-03 |
| GB2173270B (en) | 1988-07-06 |
| FR2579540A1 (en) | 1986-10-03 |
| JPS61226352A (en) | 1986-10-08 |
| FR2579540B1 (en) | 1991-05-17 |
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