JPS6154351A - Hydraulic controller for antiskid controller - Google Patents

Abstract

PURPOSE:To secure the performance in independent control type with the simplicity of simultaneous control type by installing three selector valves into a brake conduit, in an antiskid controller. CONSTITUTION:When one or both of the front wheels W1L and W1R reach a prescribed deceleration speed or slip rate through the increase of brake pressure, one or the both of selector valves 14 and 26 are set at the second position by the instruction supplied from an ECU, and a master cylinder 10 and front-wheel cylinders 4L and 4R are cut off, and at the same time, one or both of the selector valves 40 and 60 in a brake system on the side where the front wheel which reaches the prescribed deceleration speed rate or slip rate is installed are switched between the b and c positions in a certain cycle by the instruction supplied from an ECU. A selector valve 22 is always at the (e) position with respect to the b and c positions of the selector valve 40, and the hydraulic pressure in the wheel cylinder 4L of a left rear wheel W1L is cut off from a pump 54 and an accumulator 57, and holding mode is generated.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Field of Application 1] The present invention relates to an improvement of a hydraulic pressure control device for anti-skid system tllllrrt for vehicles and the like.

[Prior art] Conventionally, when braking a vehicle, it is possible to achieve better A on any road surface.
” In order to perform a final and safe braking action,
Various anti-skid control devices have been proposed that increase, decrease, and maintain brake fluid pressure at an optimal state in response to commands from a control unit, thereby providing smooth control. And, as such a device, an independent i! that performs anti-skid control for each wheel is available. There is an i111211 type and a simultaneous control type that performs anti-skid 11 control separately for each master cylinder system or for each group of front and rear left and right middle wheels.

However, although the former has excellent performance, it has a complicated structure and
The larger the size, the higher the production cost, while the latter has a relatively simple structure and tends to be smaller and cheaper to produce, but it has the disadvantage that it is inferior to the former in terms of performance.

In order to solve this problem, two brake pipe systems are used to individually control the brake fluid pressure in the wheel cylinders of the left and right wheels, which are so-called An anti-skid control device has been proposed that performs switching control, has a relatively simple structure, and reduces performance degradation.

For example, the anti-skid system 11 device disclosed in Japanese Patent Publication No. 58-49417 is an example of this system.

[Problems to be Solved by the Invention] However, such conventional anti-skid control devices are not designed to control the brake fluid pressure in the wheel cylinders of the front wheels, and the brake fluid pressure in the wheel cylinders of the left and right wheels is not controlled. Since it is not possible to independently control the brake fluid pressure into the 411 pressure, depressurization, and hold modes, there is a problem in that precise control of brake fluid pressure is difficult and the performance is considerably inferior to that of an independent control type.

The present invention has been made by focusing on the problems of the prior art, and is based on the anti-skid Lll 1211 K.
4, the purpose is to ensure the performance of an independent control type with the same simplicity as a simultaneous control type.

[Means for Solving Problems] The gist of the present invention, which has been made to solve the above problems, is that each set of a left front wheel and a right rear wheel, and a right front wheel and a left rear wheel are installed in each hydraulic pressure generating chamber of the master cylinder. It controls the brake fluid pressure of the wheel cylinders in response to commands from the control unit, which is installed between the master cylinder and the wheel cylinder and two brake pipe lines that communicate with each wheel cylinder, and determines the skid state of the wheels. Brake fluid pressure control 0
11 valves, an auxiliary pressure source for supplying brake pressure fluid to wheel cylinders during brake fluid pressure control, and a reservoir for storing brake fluid discharged from the wheel cylinders. In 11, the hydraulic pressure control valve is provided in the brake pipe, and receives a command from the control unit to communicate and cut off the master cylinder and each wheel cylinder connected to the brake pipe of the same system. The control valve 1 is provided in the brake pipe line that communicates the first switching valve and each wheel cylinder, and the controller 1-
A second switching valve that communicates and feeds the first switching valve and each wheel cylinder individually in response to a command from the roll unit, and a brake pipe that communicates the first switching valve and the second switching valve. a third switching valve that alternately switches the passageway to at least the auxiliary pressure source and the reservoir at a constant cycle in response to a command from the control unit; and the second switching valve receives a command from the control unit. The switch can be switched in synchronization with the switching of the third switching valve between L and TJ.

Examples] Hereinafter, one practical example of the present invention will be explained based on the drawings.

In FIG. 1, reference numeral 10 denotes a master cylinder, which is connected to a brake pedal 12, and has a first hydraulic pressure generating chamber 1 therein with a two-bore 1-2 position switching valve 14 as a first switching valve. A conduit 16 having a diameter is connected, and the conduit 16 roughly branches into conduits 18 and 20. One pipe line 18 is connected to the wheel cylinder 4L of the left 11θ wheel W1L via a 2-point 2-position switching valve 22 as a second switching valve.
and the other pipe 20 is connected to the second switching valve as the second switching valve.
It communicates with the wheel cylinder 6R of the right rear wheel W2R via the one-to-two-position switching valve 24.

A conduit 28 having a two-bottom, two-position switching valve 26 as a first switching valve is connected to the second hydraulic pressure generating chamber 2 of the master cylinder 10 in the same manner as in the case of the first hydraulic pressure generating seedling. The line 28 is further branched into lines 30 and 32. One pipe 30 is connected to the wheel cylinder 4 of the right front wheel WIR via a 2-point 2-position switching valve 34 serving as a second switching valve.
The other pipe line 32 is connected to the wheel cylinder 6L of the left small wheel W2L via a two-bottom two-position switching valve 36 as a second switching valve.

The downstream side of the switching valve 14 of the line 16, that is, the switching valve 22.24
The conduit 38 connected to the near side is connected to a boat of a three-point, one-three-position switching valve 40 as a third switching valve.

Another boat of switching valves 40 communicates with the reservoir 46 via line 42.44, and yet another boat has a check valve 48 in line 50.44. It communicates with the discharge side of the hydraulic pump 54 via the pipe line 52, and further communicates with the discharge side of the hydraulic pump 54.
A conduit 56 is connected to the suction side of the conduit 56, and its tip is connected to a strainer in the reservoir 46.

An accumulator 57 is connected to the conduit 52. The hydraulic pump 54 and the accumulator 57 constitute an auxiliary pressure source.

On the other hand, the downstream side of the switching valve 26 of the pipe line 28, that is, the switching valve 34
．． Similarly to the above, the pipe 58 connected to the side closer to 36 is connected to the boat of the 3-point, 3-position switching valve 60 as the third switching valve, and the other two boats are connected to the pipe 62, respectively.
．． 44 and a conduit 66.5 with a check valve 64
2, a hydraulic pump 54, and a path passing through a pipe line 56 to communicate with the reservoir 46.

The switching valve 14 is a spring offset type 2-port 2-position electric check valve, and when the solenoid excitation current is not supplied, it is in the position shown in FIG. 1 (hereinafter referred to as the cylinder 2 position). The switching valve 26t) is the same.

The switching valves 22, 24, 34, and 36 are also constructed in a 4i4 configuration similar to the switching valve 14 described above.

The switching valve 40 is a spring offset type 3 boat 3 position [
A valve, and if the solenoid is not powered, the first
It is located at position a (hereinafter referred to as cylinder 1 position) in the figure, and when power is supplied to the right solenoid, the right side FJJ position b in Figure 1
(hereinafter referred to as the position of cylinder 2), and when power is supplied to the left solenoid, the ! in Figure 1! "Side switching device C (hereinafter referred to as cylinder 3 position).Switching valve 6C1
The same is true.

Front wheel W1 L, WlR, rear wheel 'IV 2 L, W2
R is provided with one vehicle speed sensor ((4 not shown)), which sends a pulse signal with a frequency proportional to the rotational speed of each wheel 1n to the control unit (E).
CIJ) (not shown).

available. Based on this input, the ECU calculates wheel speed, slip rate, deceleration, etc., and outputs each -II '50 signal. These control signals are transmitted to the switching valves 14.
When supplied to the solenoids 26, 22, 24, 34, 36, 40, and 60, an exciting current flows through each solenoid. Then, a control signal is supplied to each solenoid of the switching valve 14.26 when anti-skid control is performed, switching the switching valve 14.26 to the second position and cutting off communication between the master cylinder 10 and the wheel cylinder. It is made to be.

The switching valve 40 is connected to the ECU during anti-skid control.
The left and right solenoids are energized alternately in response to commands from
The sound is switched between the second position and the third position at regular intervals. When switched to the second position, the line 38 is communicated with the hydraulic pump 54 and the accumulator 57, and when switched to the third position Vric, the line 38 is communicated with the reservoir 46. The switching valve 60 is similarly configured,
It is switched at regular intervals in response to commands from the ECU. T
a conduit connecting line 58 to reservoir 46 and hydraulic pump 5;
4. VJ is alternately connected to the pipe line communicating with the accumulator 57.
Can be replaced. In this embodiment, the switching to the second position is completed after the switching to the second position starts during the switching period of the switching valve 40.60.

The time from the start of switching to the third position 'Jflc until the completion of switching to the third position C is set to about 2 m5ec. Switching valve 4 from ECU
πill sent alternately to the left and right solenoids of 0.60
The application period III of the ill signal is determined by considering the actual temporal switching characteristics of the switching valve 40.64, and the switching period is approximately ←←5 seconds.
It is adjusted so that it becomes ec.

In addition, if the switching cycle of the switching valve 22.24 or 34.36 does not match the switching cycle of the VJ switching valve 40 or 60, the switching valve that completed switching earlier will be used until the switching of the other switching valves is completed. , the state is maintained.

The switching valves 22 and 24 are alternately switched between the first position d and the second position e in response to commands from the ECU, and the switching is performed simultaneously with the switching of the switching valve 40. has been done. The combination of the switching positions d and e of the control valves 22 and 24 with respect to the switching positions s and c of the switching valve 40 is determined based on commands from the ECU. By changing the rough adjustment, the brake fluid pressure in the wheel cylinder can be controlled to increase, hold, and decrease modes. If the switching position of the switching valve 22 is d when the switching position of the switching valve 40 is 5th position, the brake pressure fluid sent from the hydraulic pump 54 and the accumulator 57 passes through the switching valve 40 and reaches the 5th position. It passes through the valve 22 and is sent to the wheel cylinder 4L,
The brake fluid pressure inside the wheel cylinder 4 becomes the ground pressure mode. The switching position of the l and lJ switching valves 40 is the C position, and the switching valve 2
When the switching valve 2 is in the C position, the switching valve 40 is in the b position, and the switching valve 22 is in the C position,
The conduit communicating with the wheel cylinder 4L is cut off, and the brake fluid pressure within the wheel cylinder 4 is placed in a holding mode.

When the switching position of the switching valve 40 is the C position and the switching position of the switching valve 22 is at the 6th position, the brake fluid pressure in the wheel cylinder 40 is in the pressure reduction mode.

The same applies to the relationship between the switching valve 24 and the switching valve 40. Also, the switching valve 34.36 for the switching valve 60
Regarding the relationship between the switching valve 22 and the switching valve 40,
．． This is similar to the relationship in No. 24.

The operation of this embodiment configured as described above will be explained.

(1) During normal braking When the vehicle is in a constant speed state, when the driver begins to press the brake pedal 12, ECtJ is determined based on the detection signal of the vehicle speed sensor at the time when braking is started, so that each wheel is at a predetermined deceleration. , it is determined that the slip ratio has not been reached, and each switching valve 14.2G, 22.24.34.36
, '40160. Therefore, the switching valve 14.2G is in the first position, and the brake fluid from the master cylinder 10 is applied to the wheel cylinders 4L and 6R via the switching valve 14, and the brake fluid is applied to the left front width W1L and the right rear wheel W2R. On the other hand, the brake fluid from the master cylinder 10 is applied to the wheel cylinders 4R and 6L via the switching valve 26, and the brake fluid is applied to the right front wheel WIR1 and the left rear wheel W2L.

(ii) During anti-skid, the brake fluid pressure is increased and one or both of the front wheels Wl L, WI R is maintained at a predetermined deceleration or slip rate (
When the target slip ratio (in this embodiment, the target slip rate is controlled to be about 20%) is reached, one or both of the switching valves 14 and 26 is switched to the second position in response to a command from the ECU, respectively.
Master cylinder 10 and front wheel wheel cylinder 4L,
4R is blocked. Note that the switching valves 14, 26 are always switched to the second position whenever anti-skid control is performed.

At the same time, one or both of the switching valves 40 and 60 of the brake system on the side having the front wheels W1 L and Wl R that have reached a predetermined deceleration or slip rate receive a command from the mouth CtJ and switch to the fifth position. A constant cycle of movement is carried out, alternating with the C position. For example, left front width W
When 1L reaches a predetermined slip ratio, the switching valve 40 performs the above-mentioned constant cycle of movement, and at the same time, the switching valve 22 is always switched to the (! position with respect to the 0-position row and C position of the switching valve 40. , the brake fluid pressure in the wheel cylinder 41 of the left l1Fi wheel WIL is cut off from the hydraulic pump 54.7 and the cumulator 57, and the mode is set to the holding mode.

On the other hand, when the right 1) inflatable wheel WIR reaches a predetermined slip ratio, the switching valve 60 and the switching valve 34 are switched in the same manner as described above, and the brake fluid pressure in the wheel cylinder 4R becomes the holding mode.

When both the left and right front wheels W1L and WlR reach a predetermined slip ratio, both wheel cylinders 4L.

The brake fluid pressure in 4R is controlled to the holding mode in the same manner as described above.

When one or both of the rear wheels W211W2R reaches a predetermined slip ratio, the switching valve 60, the switching valve 36, and the switching valve 4
0 and the switching valve 24 are switched in the same manner as when the left and right front wheels W1L and W1R respectively reach a predetermined slip ratio, and the brake fluid pressure in the wheel cylinder 6 and 6R is maintained and controlled at the same time. Ru.

The brake fluid pressure increases and the front wheel W11. ．． When one or both of the front wheels W1L and WIR reach a predetermined deceleration or slip rate and attempt to exceed this, the brake system is switched on the side that has the front wheels W1L and WIR that have reached the predetermined slip rate. One or both of the valves 40 and 60 are switched to H← in response to a command from the ECU, and a constant cycle movement similar to that described above is performed in which the valves 40 and 60 wait for the 0 position line and the C position. For example, when the left front wheel W 1 L reaches a predetermined slip ratio and attempts to exceed it, the switching valve 40 performs the above-mentioned constant cycle movement, and at the same time, the switching valve 22 is turned off (the 0 position row of the row valve 40, The brake fluid pressure in the wheel cylinder 4L of the left front wheel WIL is switched synchronously with respect to the 0 position row to become the 0 position first row and the 6th position row, respectively.Therefore, the brake fluid pressure in the wheel cylinder 4L of the left front wheel WIL is repeatedly maintained and depressurized, and the overall If you look at it, it will be controlled to decompression mode.

- When the left and right front wheels W1R reach a predetermined slip ratio and attempt to exceed it, the switching valve 60 and the switching valve 34 are switched in the same manner as described above, and the brake fluid pressure in the wheel cylinder 4R is reduced as a whole. mode.

When both the left and right front wheels W1L and WlR reach a predetermined slip ratio and are about to exceed this, the brake fluid pressure in both wheel cylinders 4L and 4R is determined to be in depressurization mode as in 11a. Being talked about.

When one or both of rear wheels W2L and W2R reaches a predetermined slip ratio and attempts to exceed this, the switching valve 60
, the switching valve 36, the switching valve 40, and the switching valve 24 are switched in the same manner as in the case where the left and right front wheels W1L and WlR respectively reach a predetermined slip ratio and attempt to exceed this, and the wheel cylinder 6m, The brake fluid pressure in 6R is controlled to a pressure reduction mode when viewed as a body.

Next, when the skid state of the front wheels WlL and WlR is released and it becomes necessary to increase the brake fluid pressure of one or both of the wheel cylinders 4L and 4R,
One or both of the switching valves 40.60 respectively performs a constant cycle of 1) h, and the switching valves 40.60
The switching valves 22 and 34 are switched to the 6th and 0th rows for the 0th row and the 0th row, respectively. Therefore, the brake fluid pressure in the wheel cylinders 4L and 4R repeats the pressure increase mode and the pressure holding mode, and is controlled to the pressure increase mode as a whole.

When one or both of rear wheels W2L and W2R reaches a predetermined slip rate and attempts to exceed this, the switching valve 60
and the switching valve 36, the switching valve 4o, and the switching valve 24 are switched in the same manner as in the case of increasing the brake fluid pressure in the wheel cylinders 4L and 4R, and the wheel cylinder 6,
The brake fluid pressure in 6R is controlled to 11 in J(1-way mode) as a whole.

By repeating this process, the brake fluid in each of the wheel cylinders 4L, 4R16L, and 6R is independently controlled to the pressure increase, pressure decrease, and holding modes.

FIG. 2 does not show an example of control of the brake fluid pressure within the wheel cylinder 4L. That is, as shown in FIG. 2(i), the switching valve 40 is switched to alternately take the b position and the c position,
On the other hand, if the switching valves 22 are switched synchronously as shown in FIG. AOA1
, Δ1A 2 , ..., A? As,
A To a 9..., increase pressure, hold, increase pressure, hold,
It is controlled in each mode: hold, depressurize, hold, depressurize, 1 (9 pressures...).At time △0△3, the brake fluid pressure increases, holds, and increases, but overall it does not increase. The pressure mode is set, and at time △5A8, the pressure is reduced, maintained, and reduced, but overall it is in the pressure reduction mode.Wheel cylinder 4
The brake fluid pressure in R is similarly controlled by switching valves 60 and 34. Rear wheel cylinder 6", 6
The R brake fluid pressure is similarly controlled on by the switching valves 60 and 36 and the switching valves 40 and 24. Time AoA
+ , △+ A 2, -1A7A13, △θAq,・
... is set to approximately 2 m5ec.

As described above, according to this embodiment, the brake fluid pressure in each wheel cylinder of the wheels can be controlled separately and independently into the ground pressure, pressure reduction, and holding modes, so that each mode can be adjusted to the maximum n1lllυ mouth capacity during anti-skid control. It is now possible to supply brake fluid pressure that exhibits the same level of performance as the independent control system! ! I can do that. Roughly speaking, in the case of an independent control type,
A current-controlled 3-point 3-position electric L11 valve is installed for each wheel.
However, in this example, two 3-bot, 3-position solenoid valves with both solenoids and 6 2-bot, 2-position solenoid valves with a single solenoid are required. However, current-controlled solenoid valves have a complicated structure and high production costs, whereas the control of the solenoid valve in this embodiment is based on ON/OFF control of the solenoid, so the structure is simple overall. , production costs may also be reduced.

In the embodiment described above, the brake fluid pressure in the wheel cylinders of the left and right rear wheels W2L and W2R is also controlled separately and independently by the switching valves 36.24, but one switching valve is used instead of the two switching valves 36.24. A valve may be used to control the left and right rear wheels in common.

Also, in place of the 3-position 3-boat electric valve 40.60, the 3rd
As shown in the figure, two three-bottom two-position switching valves 68.7
You can also use o. Although the number of solenoid valves increases by one, the structure becomes simpler and costs can be reduced.

Although one embodiment of the present invention has been described above, the present invention is not limited to such embodiment in any way, and it goes without saying that it can be implemented in various forms without departing from the gist of the present invention. It is.

[Effects of the Invention] As described in detail above, according to the present invention, there is provided a first switching valve that shuts off the master cylinder and the wheel cylinder at the time of anti-skid system 911, and a first switching valve provided on the downstream side of the first switching valve. A second switching valve that connects and disconnects the first switching valve and each wheel cylinder, respectively, and a pipe that connects the first switching valve and the second switching valve, and A third switching valve is provided to switch the pipe line into communication with an auxiliary pressure source or a reservoir, and the third switching valve has a constant cycle I.
The second switching valve is configured to switch in synchronization with the auxiliary pressure source or reservoir at Vl so that the brake fluid pressure in the wheel cylinder of each wheel can be changed independently from ground pressure to ground pressure. Since it can be controlled in each mode of pressure reduction and holding, it is possible to precisely control the brake fluid pressure like the independent control type U1. In addition, since each switching valve can simply be a switching valve that controls the solenoid in 0N1 OFF mode, the structure can be simplified compared to conventional current-controlled switching valves, and production costs can be reduced. .

[Brief explanation of the drawing]

Fig. 1 is a hydraulic circuit diagram showing one embodiment of the present invention, Fig. 2 is an explanatory diagram showing an example of control timing of the same embodiment, and Fig. 3 is one of the three top three boats switching of the same embodiment. In place of the valve, 2
FIG. 3 is a partial hydraulic circuit diagram showing an example in which two second-order three-boat switching valves are used. 4L, 4R, 61, 6 shaku...Wheel cylinder 10.
...Master cylinder 14.26...2-bow 1-2 position switching valve (first switching valve) 22.24.34.36...2-bottom 2-position switching valve (second switching valve) ]6.18.20.28.30.32 ... Pipe line (brake pipe line) 46... Reservoir

Claims (1)

[Scope of Claims] 1. Two systems of brake pipes that communicate each wheel cylinder of each set of a left front wheel and a right rear wheel, and a right front wheel and a left rear wheel, respectively, to each hydraulic pressure generating chamber of the master cylinder, and a master cylinder. A brake fluid pressure control valve is installed between the brake fluid pressure control valve and the wheel cylinder, and controls the brake fluid pressure of the wheel cylinder in response to commands from the control unit that determines the skid state of the wheels. In a hydraulic pressure control device for an anti-skid control device, which includes: an auxiliary pressure source that supplies a wheel cylinder; and a reservoir that stores brake fluid discharged from the wheel cylinder; , a first switching valve that communicates and disconnects the master cylinder and each wheel cylinder connected to the same brake pipe line in response to a command from the control unit; a second switching valve that is provided in each of the communicating brake pipes and that communicates and disconnects the first switching valve and each wheel cylinder individually in response to a command from the control unit; a third switching valve that alternately switches the brake line communicating with the switching valve to at least the auxiliary pressure source and the reservoir at a constant cycle in response to a command from the control unit; A hydraulic pressure control device for an anti-skid control device, characterized in that the valve can be switched in synchronization with switching of a third switching valve in response to a command from a control unit.