JPS58133946A - Antiskid device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a hydraulic brake pedal controlled by a brake pedal.
An anti-skid device having a secondary circuit and a hydraulic secondary circuit, in which one servo pressure source and at least one wheel brake cylinder are arranged, and during normal braking, the pressure of the primary circuit is - It also relates to a type having one stage capable of supplying pressure from a servo pressure source to at least four wheel braking rings during anti-skid braking.

It is possible to equip a vehicle with an anti-skid device that derives a fourth control signal for a braking device of the vehicle from various driving conditions of the vehicle, such as the wheel rotation speed and the vehicle speed or acceleration and deceleration force derived therefrom. It is publicly known. In this case, the braking of the vehicle is controlled directly from the master brake cylinder (connected to the brake pedal) during non-skid controlled braking operation, and by a servo pressure source during non-skid control braking, Generally, it is known to carry out the test with a load E-. In this case, the circuit controlled directly by the brake pedal is usually designated as the primary circuit, and the power circuit controlled by the servo pressure source as the secondary circuit. An anti-skid device of this type is known, for example, from the ``Bosch Technical Report, Volume 7, 1980 Edition'', Part 21. According to yet another anti-skid device, a so-called feedback pump is used. and through the pump,
The brake oil released by the control solenoid valve is 111
and is sent back to the brake circuit 3. In this return feed:
As a result, a reaction force is exerted on the brake pedal 1'11, so that the driver feels vibrations at the brake pedal when the anti-skid device in question performs skid control braking.

Compared to the prior art described above, which was the starting point for the present invention, it has been found that during anti-skid braking, the elastic mechanism transmitting the action of the servo stream supplied to the at least one wheel brake cylinder to the brake pedal is arranged so that the at least one wheel brake cylinder The advantage of the anti-skid device according to the present invention, characterized in that the anti-skid device is arranged between the primary circuit and the primary circuit, is that the feedback reaction force of the secondary circuit to the primary circuit can be easily realized. 1. The degree and type of said feedback reaction force must be controlled in each case by the use of a separate elastic transmission mechanism. Advantageously, it is adjustable in accordance with the viewpoints and humanistic requirements set for the vehicle.3 Advantageous embodiments of the present invention are as set forth in claims 2 to 6. 1゜This structure using an elastic mechanism between the primary circuit and the secondary circuit is particularly suitable for anti-skid devices that are equipped with a pressure modulator or a connected solenoid valve for the operation of the anti-skid device. 1, the invention will now be described with reference to the illustrated embodiment.

A brake pedal 10 of the vehicle shown in FIG. 1 acts on a master brake cylinder 11, which operates a wheel brake cylinder 12 during normal braking of the vehicle. This master brake cylinder 11 controls, for example, two brake systems 1 and 2, but only the brake system I is shown in the drawing for simplicity.

From the master platen cylinder 11 a conduit 13 is guided to a pressure modulator 14 and there connected to a first chamber 15 .

Inside this first chamber 15, a ball 17 is placed in a conical seat 18.
A conical coil spring 16 is provided which supports the ball 17u and rests on the plunger 19. This plunger 19 is guided through a flow opening into a piston 20 in a second chamber 21 of the pressure modulator 14-. Connected to the chamber 21 on the side of the piston 20 facing the plunger 19 is a conduit 22 which extends in the wheel brake cylinder 12''!!.
On the side opposite the plunger 19 the conduit 23 is connected to the second chamber 21
The conduit 23 is connected via a 3-port 2-position directional solenoid valve 24 to a pressure medium pump 2, as is known in the art.
5, a tank 26 and an accumulator 27.

Further, from the conduit 13, a connecting conduit 30 is connected to an elastic mechanism 28-
1, the outlet of which is connected to said conduit 22 via a conduit 29;
In the bore 31 of the actuator 11, a piston 32 fixed to a spring 33 is held fixed on the other side in the corresponding chamber.

The mode of action of the anti-skid device shown in FIG.
0 is in the position shown with plunger 19 and ball 17. This position is obtained in that the solenoid valve 24 is now in the position shown and the piston 20 is loaded with the pressure of the I i -force medium pump 25 . Because the ball 17 is raised away from the conical part 18, the brake oil flows from the master brake cylinder 11 via the conduit 13 through the first chamber 15 and the second chamber 15 and into the conduit 22. Wheel brake cylinder 1 through
2, so that the driver can apply braking in a known manner by actuating the brake pedal 10 7, and the evaluation circuit not shown in FIG. If it is recognized that the vehicle is in a dangerous driving situation, the solenoid valve 24 is switched to the other position, so that the pressure medium is allowed to flow from the second chamber 21 via the solenoid valve 24 into the tank 26. . This causes the piston 2° to be moved to the left, so that the ball 17 reaches the support part of the conical seat 18'' and thereby the conduit 1.
Close the brake oil inflow path from 3. This movement of the piston 20 to the left increases the volume of the chamber 21 on the right side of the piston 2o, so that pressure medium can flow out of the wheel brake cylinder 12 via the conduit 22.

This causes the braking pressure to decrease and the braking action to be released. Then, when the skidding tendency of the respective wheel is released, the solenoid valve 24 is switched again, the piston 20 again moves to the right under the pressure of the medium supplied by the pressure medium pump 25, and the master brake is activated by the brake pedal 10. The braking pressure that has been controlled and built up in the cylinder 11 reaches the wheel brake cylinder 12 again as mentioned at the outset3. The resumption of control with the braking pressure by the brake pedal 10 is preferably repeated periodically, so that the braking pressure is controlled in a generally progressive manner until the tendency of the respective wheel to skid is eliminated.

The progressive pressure course is then directed into the conduit 22 and transmitted via the conduit 29 to the elastic mechanism 28, so that the piston 32 undergoes a progressive pressure oscillation against the spring force of the spring 33. Displaced accordingly. As a result, the pressure oscillations in question are transmitted to the conduit 30 via which they reach the master brake cylinder 11 and act as a feedback reaction force on the brake pedal 10. Thus, each time the driver operates the brake pedal, he senses by the pulsating vibration of the brake pedal 10 that the anti-skin+y device is activated with the skin 1-4 control operation. As can be easily seen from the drawings, by appropriately forming the elastic mechanism 28, it is possible to adjust the reaction force on the brake pedal 10 due to the periodic pressure progression to a desired degree. ] It is Noh.

The second embodiment of the anti-skid device according to the invention, shown in FIG. 1, and other graphical elements correspond to those in FIG.

As can be seen from the drawing, the device of FIG. 2 is in the normal braking condition in the illustrated position of the solenoid valve 40, which means that the conduit 13 from the master brake cylinder 11 is directly connected to the conduit 22 leading to the wheel brake cylinder 12. By being connected.

When the solenoid valve 40 is switched to the second fZ position, the pressure in the wheel brake cylinder 12 is increased due to the connection with the pressure medium pump 25, and in the third position the inflow and outflow are interrupted. The wheel brake cylinder pressure is −・
In the fourth position, the pressure in the wheel brake cylinder 12 decreases due to the connection with the cylinder 26.
do.

This operation of the solenoid valve 40 is generally carried out with
-) In the embodiment of the lever, a periodic pressure profile is also formed, which also connects the line 29 to the elastic mechanism 2 at R4.
8 from the elastic mechanism 283 to the conduit 30.8.
13 to the master brake cylinder 11 and fed back to the brake pedal ICH/C. Therefore, such a 4-port 4-position directional control solenoid valve 4-
1 and 2, it is possible to transmit the skid control operation back to the brake pedal 10 as a reaction force even when using the brake pedal 00. The inset arrangement of the elastic mechanism 28 does not in any way infringe on the sensitive area for ensuring the functionality of the anti-skid device in question, since the force changer 14 or tJ: 4-bottom 4-position This is because it is not affected by the function v21 of the force direction control solenoid valve 40 and the arrangement of the elastic mechanism 28. The response characteristics of the elastic mechanism 28 can be optimized by incorporating the throttle 41 into the conduit 29.

[Brief explanation of drawings]

The drawings show several embodiments of the invention, the first
The figure is a circuit diagram showing the original and buried parts of the first embodiment of the anti-skid device according to the present invention, and FIG. 2 is a circuit diagram showing a smaller version of the second embodiment. Pre-Kin Linda, 12-・Wheel Pre-Kin Linda, 13.22, 23, 29.30・・Conduit, 14・・
・Pressure modulator, 15. 21 Chamber, 16. Conical coil spring, 17. Ball, 18. Conical seat, 19. Plunger, 20. 32. Piston, 243 port 2 position directional control solenoid valve, 25. Pressure Media pump, 26 Tank, 2
7...Accumulator, 28-Elastic mechanism, 31-Hole,
33... Spring, 40. 4-port 4-position directional control solenoid valve, 41... Throttle 1,

Claims (1)

[Claims] ■ An anti-skid device having a hydraulic primary circuit and a hydraulic secondary circuit controlled by a brake pedal, the anti-skid device comprising one servo pressure source and at least one wheel brake cylinder. is arranged and has means capable of supplying the pressure of the primary circuit during normal braking and the pressure of the surge pressure source during anti-skid braking to at least one wheel brake ring. , at least 1 during anti-skid braking
An elastic mechanism (28) for transmitting the action of the servo pressure supplied to the two wheel brake cylinders (12) to the brake pedal (10) is arranged between the at least one wheel brake cylinder (2) and the primary circuit. An anti-skid device characterized by: 2. Said means include a pressure modulator (14) by means of which, during normal braking, the pressure in the primary circuit is
The piston (20) loaded with servo pressure is supplied to the wheel braking ring (12) through a valve operated by F4, and during anti-skid braking, the valve is closed and the air is supplied to the wheel braking ring (12). 2. An anti-sgid device according to claim 1, wherein the pressure of the anti-slip device is adapted to be reduced. 3. said valve is a conical valve, which is kept open by a high servo pressure acting on the piston (2o) during normal braking - and closed by a low servo pressure during anti-skid braking; Moreover, this controllable single-histon movement is used to lower the braking pressure by connecting the servo pressure and the piston surface of the anti-gentsukuda to the wheel brake cylinder (I2), the patent claims. The anti-skid device according to item 2 of the scope. 4. The means includes a multi-position solenoid valve (40), through which the wheel brake cylinder (12) is operated either by the pressure of the primary circuit or by the servo pressure rising and falling. Anti-skid device according to claim 1, adapted to be loaded with: 1. 5 The elastic mechanism (28) is loaded on both sides and has one hole (3
2. An anti-skid device according to claim 1, comprising a piston (32) preloaded within a J-type dynamic spring (33). 6. The anti-skid device according to claim 1, wherein the aperture (41) is arranged in the same line as the elastic mechanism (28).