BRAKE SYSTEM

专利摘要:
brake system. brake system including: (a) manual hydraulic pressure source (70.72); (b) hydraulic pressure force source (64) (c) high pressure generator (100) geared towards high pressure generation by using the pressure from the hydraulic pressure force source (64); (d) joint passage (152,310) to which the first and second cold rollers (42fl, 42fr) and the high pressure generator (100) are connected; (e) high pressure generator shutoff valve (192) positioned between the common passage (152,310) and the high pressure generator (100); (f) first manual pressure source passage (74) connecting an individual first pass (150fl, 320fl) and the hydraulic pressure manual source (72); (g) first hand pressure source shut-off valve (194fl, 324fl) provided at the first hand pressure source pass (74); (h) first valve (153fl, 332) provided between the second brake cylinder (42fr) and a connected portion of the first hand pressure source passage (74); and (i) pressure supply control device (56) for controlling pressure supply to the brake cylinders (42,52) by controlling the high pressure generator shutoff valve (192), first valve (153fl, 332) and first manual pressure source shut-off valve (194fl, 324fl).
公开号:BR112012019389B1
申请号:R112012019389-9
申请日:2010-02-02
公开日:2019-06-18
发明作者:Tetsuya Miyazaki；Takayuki Yamamoto
申请人:Toyota Jidosha Kabushiki Kaisha；
IPC主号:

专利说明:

"BRAKE SYSTEM"
Technical Field
The present invention is concerned with a brake system incorporating hydraulic brakes configured to restrict the rotation of the wheels.
Technical Basics
Patent Document 1 describes a brake system incorporating (a) a hydraulic brake configured to restrict wheel rotation, (b) a main cylinder, (c) an accumulator, (d) a pressure intensifying mechanism using the hydraulic pressure of the accumulator and enabled to be activated by means of an electric actuator, and (e) 10 a selector valve configured to select between the hydraulic pressure of the pressure intensifying mechanism and the hydraulic pressure of the main cylinder, whichever comes be the highest, still supplying a selective hydraulic pressure to a hydraulic brake brake cylinder.
When the electric actuator is operating normally, the pressure increase mechanism is activated by the electric actuator. When the electric actuator fails, the pressure increase mechanism is activated by the hydraulic pressure of the main cylinder. In addition, when the high pressure working fluid can be supplied from the accumulator, the pressure increase mechanism can generate a higher hydraulic pressure than the hydraulic pressure from the main cylinder. With the reduction of the working fluid in the accumulator, the hydraulic pressure released by the pressure increase mechanism also becomes very low.
Once the highest hydraulic pressure is selected between the hydraulic pressure of the pressure increase mechanism and the hydraulic pressure of the main cylinder through the selector valve in order to be made available to the brake cylinder, the hydraulic pressure of the main cylinder is supplied. to the brake cylinder when the hydraulic pressure of the accumulator is low, namely, when the hydraulic pressure released by the pressure increase mechanism is low.
Patent Document 2 describes a brake system incorporating (a) hydraulic brakes provided on the front, right and left wheels and, on the rear, right and left wheels of a vehicle, the wheels being configured to have restricted rotation, (b) a main cylinder, (c) a mechanical intensification mechanism provided between the main cylinder and the brake cylinders of one of the hydraulic brakes provided for the front left and right wheels, (d) high pressure source and an electromagnetic valve configured to effect control of the hydraulic pressure of the high pressure source. In this type of brake system, when the high pressure source and the electromagnetic valve are functioning normally, the hydraulic pressure of the high pressure source controlled by the electromagnetic valve is supplied to the brake cylinders provided for the front wheels and
2/61 rear. When the components of the said electromagnetic valve fail, the hydraulic pressure generated by the mechanical pressure increase mechanism is supplied to the front wheel, while the hydraulic pressure of the main cylinder is supplied to the brake cylinders provided for the rear wheels.
Prior Art Documents
Patent Documents (Patent Document 1) JP-2009-502645A (Patent Document 2) JP-H10-287227A
Description of the Invention
Objective to be Achieved by the Invention
An object of the present invention is to improve a brake system.
Mechanisms for Achieving This Objective and Effect
The brake system described by claim 1 includes: (a) a plurality of hydraulic brakes provided for the respective wheels of a vehicle, and configured to be activated by means of hydraulic pressure of the respective brake cylinders thereof so as to restrict the speed of the respective wheels; (b) manual source of hydraulic pressure configured to generate hydraulic pressure by operating an operational brake component through an operator; (c) a source of power for hydraulic pressure configured to generate hydraulic pressure by supplying electrical energy to it; (d) high pressure generator configured to generate hydraulic pressure that is higher than the hydraulic pressure of said manual source of hydraulic pressure, by using the hydraulic pressure of said source of power for hydraulic pressure; (e) common passage for connection of a first brake cylinder, a second brake cylinder and said high pressure generator, with the first brake cylinder being one of said brake cylinders of said hydraulic brakes being connected to said common passage via a first individual passage, with said second brake cylinder being one of said brake cylinders differentiated from said first brake cylinder being connected to said common passage via a second individual passage other than that referring to said first individual ticket; (f) high pressure generator shut-off valve positioned between said common passage and said high pressure generator; (g) a first manual pressure source passage connecting said first individual passage and said manual hydraulic pressure source; (h) a first manual pressure source shut-off valve provided in said first pressure source passage (i) first valve provided in a portion of a pressure supply passage located between a connected portion of said pressure supply passage pressure and said second
3/61 of the brake cylinder, said pressure supply passage includes said first individual passage, second individual passage and common passage, with said pressure supply passage being connected to said portion connected next to said first passage manual pressure source; and (j) a pressure supply control device configured to control the supply of hydraulic pressure to each of said first and second brake cylinders, by controlling at least said high pressure generator shut-off valve, the first valve and the first manual pressure source shut-off valve.
Regarding the present brake system, for example, when the high pressure generator shut-off valve and the first valve are positioned in open states, the hydraulic pressure of the high pressure generator can be supplied to the first and second brake cylinders . When the first manual pressure source shut-off valve is positioned in a closed state with the high pressure generator shut-off valve and the first valve is positioned in the open states, it is possible to prevent hydraulic pressure from the first brake cylinder will flow again with the manual hydraulic pressure source.
In addition, when the first manual pressure source shut-off valve is positioned in an open state with the high pressure generator shut-off valve and the first valve being positioned in closed states, it is possible to achieve that the first cylinder brake system in communication with the main cylinder while the first brake cylinder of the high pressure generator and the second brake cylinder are isolated. Thus, the first and second brake cylinders are isolated from each other, so that, even in the event of fluid leakage in one of the brake circuits, including the first brake cylinder and the other brake circuit including the second brake cylinder, it is possible to prevent the other brake circuits from being influenced by the fluid leakage occurring in one of the brake circuits.
Thus, in the present brake system, by controlling the first manual pressure source shut-off valve, first valve and the first manual pressure source shut-off valve, hydraulic pressure can be supplied for each of the brake cylinders. according to the different modes.
The first valve can be positioned on a portion of the pressure supply passage whose portion is located between the second brake cylinder and a portion connected to the high pressure generator of the pressure supply passage, this passage being pressure supply connected to the high pressure generator, or alternatively, it can be positioned in another portion of the pressure supply passage whose portion is located between the first brake cylinder and the connected portion
4/61 to the high pressure generator of the pressure supply passage (that is, located between the portion connected to the high pressure generator of the pressure supply passage and the connection portion described above of the pressure supply passage whose passage of pressure supply is connected to the manual pressure source passage). Regardless of whether the first valve is positioned in the portion described above or in some other portion of the pressure supply passage, it is possible to establish selective communication and isolate the first and second brake cylinders from each other.
Various Modes of the Invention
Various modes of the invention may be described as containing claimable features whose protections are intended. Hereinafter, features of the invention considered to be claimable will be referred to as "claimed by the invention", where appropriate. What is claimed by the invention includes, at least, the constant in the "present invention" or "the invention contained in this report", with the invention being described in the claims, and may also include the specific concept of the invention referring to this report, the concept generic of the invention of this report and other concepts of the invention referring to this report. Each of these modes of the invention comes to be numbered in the same way as stated in the attached claims, being dependent on the other modes, where appropriate, for ease of understanding regarding the technical characteristics described in this report. It should be understood that the claimed invention is not restricted to the technical characteristics or any combinations thereof that will be described in each of the modes. That is, the scope of the claimed invention must be interpreted in view of the following descriptions accompanying the various modes and preferred modalities of the invention. Within a limit in accordance with such an interpretation, a mode of the claimed invention may be constituted not only for each of these modes, but in any mode provided by any of these modes and the additional components incorporated in this report or through a mode provided by any of these modes without the presence of any of the components mentioned in this report.
(1) Brake system, characterized by the fact that it comprises:
plurality of hydraulic brakes made available for the respective wheels of a vehicle, and configured to be activated by means of the hydraulic pressures of the respective brake cylinders of the same in order to restrict the rotation of the respective wheels;
a manual source of hydraulic pressure configured to generate hydraulic pressure by operating a brake operating component through an operator;
source of hydraulic pressure power configured to generate hydraulic pressure by supplying electricity to it;
5/61 high pressure generator configured to generate hydraulic pressure that is higher than the hydraulic pressure of said manual hydraulic pressure source, by using the hydraulic pressure of said hydraulic pressure power source;
common passage where a first brake cylinder, a second brake cylinder and said high pressure generator are connected, the first brake cylinder being one of said brake cylinders of said hydraulic brakes and being connected to said common passage via a first individual passage, with said second brake cylinder being one of said brake cylinders differentiated from said first brake cylinder being connected to said common passage via a second individual passage other than that said first individual passage;
a high pressure generator shut-off valve positioned between said common passage and said high pressure generator;
first passage of manual pressure source connecting said first individual passage and said manual source of hydraulic pressure;
a first manual pressure source shut-off valve provided in said first manual pressure source passage;
a first valve provided in a portion of a pressure supply passage located between a connected portion of said pressure supply passage and said second brake cylinder, with said pressure supply passage including said first individual passage, second individual passage and common passage, said pressure supply passage being connected to said connected portion next to said first manual pressure source passage; and pressure supply control device configured to control the supply of hydraulic pressure to each of the brake cylinders, by controlling at least the aforementioned high pressure generator shut-off valve, the first valve and the first valve of manual pressure source closing.
The high pressure generator configured to generate the hydraulic pressure that is higher than the hydraulic pressure of the manual source of hydraulic pressure, can be activated both mechanically and by supplying electricity to it. In addition, the high pressure generator may include at least one of the components relevant to the hydraulic pressure source or it may be constituted by means of a pressure increase mechanism (such as an intensification mechanism) configured to increase the hydraulic pressure. manual hydraulic pressure source that does not include the hydraulic pressure force source. The pressure increase mechanism can be provided either entirely containing the manual source of hydraulic pressure or independently without the presence of the manual source of hydraulic pressure.
6/61
In addition, both the high pressure generator shut-off valve, the first valve and the first manual pressure source shut-off valve may come to represent an open functioning electromagnetic valve positioned in an open state when no electrical power is occurring. to your solenoid, how much can be an electromagnetic valve functioning normally closed, positioned in a closed state when there is no supply of electric current to your solenoid.
The electromagnetic valve consists of a controllable valve positioned at least in the open and closed states by controlling the electric current supplied to the valve solenoid. The electromagnetic valve can either consist of a circuit control valve or a simple start / stop valve. In the circuit control valve, continuous control is made of a difference between the hydraulic pressure on one of the opposite sides of the valve and the hydraulic pressure on the other of the opposite sides of the valve and / or an angle of opening of the valve through continuous control of the electric current supplied to the valve solenoid. In the case of a simple start / stop valve, the open and closed states can be selectively established by switching ON / OFF the supply of electrical current to the valve solenoid. Hereinafter, in this report the expression “electromagnetic valve” can be interpreted both as a circuit control valve and a simple start / stop valve, unless otherwise specified.
(2) Brake system according to mode (1), the said pressure supply control device including an electromagnetic valve control portion configured to control said high pressure generator shut-off valve, first valve, and first manual pressure source shut-off valve, in order to establish a first and second states, so that the hydraulic pressure of said high pressure generator will be supplied to said first brake cylinder and second cylinder brake by positioning said high pressure generator shut-off valve and the first valve in the open states, said first manual pressure source shut-off valve in a closed state when said first state is established, and so that the hydraulic pressure of said manual source of hydraulic pressure will be supplied to said prime the first brake cylinder with said first brake cylinder being isolated from said high pressure generator and from said by means of positioning said closing valve of high pressure generator and first valve in the closed states and positioning said first closing valve manual pressure source in an open state.
(3) Brake system according to mode (1) and (2), where said valve of fe7 / 61 high pressure generator and said first valve are constituted by an electromagnetic valve functioning normally open being positioned in an open state when electrical current is not being supplied to your solenoid.
For example, (a) if the high pressure generator is capable of generating a higher hydraulic pressure than the hydraulic pressure of the manual hydraulic pressure source even without the supply of electrical energy to it, or (b) in the case the high pressure generator is capable of generating hydraulic pressure higher than the hydraulic pressure of the manual hydraulic pressure source as a result of the electrical energy that may be supplied to it from an auxiliary electrical circuit in the event of a power failure. control system or failure of a main electrical circuit, it is possible to supply hydraulic pressure higher than the hydraulic pressure of the manual hydraulic pressure source, for both brake cylinders the first and the second, in a situation of failure of the main electrical circuit described above in reference to the first state being established.
The brake system described in Patent Document 2 is different from the brake system described in this mode, depending on the valves (electromagnetic valves 80-88), each corresponding to the first valve representing an electromagnetic valve operating normally closed on the brake system of the Patent Document 2.
(4) Brake system according to any of the modes (1) - (3), where the aforementioned high pressure generator shut-off valve consisting of a normally closed electromagnetic valve, being positioned in a closed state when not with the power supply to your solenoid.
For example, if the hydraulic pressure of the high pressure generator is supplied to the first and second brake cylinders in the event of a failure of the electrical system, it is possible to prevent the flow of the working fluid back to the source manual hydraulic pressure coming from the first and second brake cylinders, since the first manual pressure source shut-off valve is positioned in the closed state.
The brake system described in Patent Document 2 is different from the brake system described in this mode, depending on the main cylinder shut-off valves (valves 30, 40, 46, 56) each corresponding to the first manual source shut-off valve pressure valve represents a normally open electromagnetic valve in the brake system referring to Patent Document 2.
(5) Brake system according to any of the modes (1) - (4) comprising first and second manual hydraulic pressure sources and a second manual pressure source closing valve, said first valve being provided in a portion of said pressure supply passage located between a
8/61 portion connected to the high pressure generator of said pressure supply passage and said second brake cylinder, with said pressure supply passage being connected to said portion connected to the high pressure generator next to said high pressure generator pressure, with said first manual hydraulic pressure source being connected to said first brake cylinder via said first manual pressure source passage, while said second manual hydraulic pressure source is being connected to said second brake cylinder via a second manual pressure source passage other than said first manual pressure source passage, and said second manual pressure source shut-off valve being made available in said second manual source passage pressure.
The first and second manual sources of hydraulic pressure can be formed, for example, by means of two pressurization chambers (i.e., the first and second pressurization chambers) of a tandem main cylinder.
For example, by positioning the first valve and the high pressure generator shutoff valve in the closed states, while positioning the first and second manual pressure source shutoff valves in the open states, it is possible to supply the hydraulic pressures. manual hydraulic pressure sources for the first and second brake cylinders with the first and second brake cylinders being isolated from each other.
In addition, by positioning the first valve and the high pressure generator shut-off valve in the open states, while having the first and second manual pressure source shut-off valve in the closed states, it is possible to supply the hydraulic pressure from the high pressure generator to the first and second brake cylinders with the first and second brake cylinders being isolated from their manual hydraulic pressure sources.
The second manual pressure source passage is connected to a pressure supply passage portion whose portion is located between the first valve and the second brake cylinder, without using the common passage.
(6) Brake system according to mode (5), with said second manual pressure source closing valve consisting of an electromagnetic valve operating normally open, being positioned in an open state when there is no power supply electrical to your solenoid.
Even in the event of an electrical system failure, the hydraulic pressure from the manual hydraulic pressure source can be reliably supplied to the second brake cylinder.
For example, in case the high pressure generator is made up of a mechanical
9/61 m of pressure increase that is activated by the hydraulic pressure of the first pressurizing chamber of the main cylinder in order to increase the hydraulic pressure of the first pressurizing chamber, the hydraulic pressure of the pressure increasing mechanism is supplied until the first and second brake cylinders and also for the second pressurization chamber of the main cylinder, with the increase of the hydraulic pressure released from the first pressurization chamber, when the first manual pressure source shut-off valve is positioned in the closed state while the first valve and the second manual pressure source shut-off valve are positioned in the open states. Consequently, the hydraulic pressure supplied to the pressure increase mechanism is increased, as well as the hydraulic pressure released from the pressure increase mechanism is increased, and the hydraulic pressure supplied to the first and second brake cylinders also increases. .
In addition, when the pressure increase mechanism becomes unable to increase the hydraulic pressure of the first pressurization chamber, hydraulic pressure is supplied to the first brake cylinder from the first pressurization chamber via the pressure increase mechanism, while that hydraulic pressure is supplied to the second brake cylinder from the second pressurization chamber. In this way, for the first and second brake cylinders, hydraulic pressure can be supplied from one of the corresponding pressurizing chambers of the main cylinder that do not comprise one or the other.
(7) Brake system according to any of the modes (1) - (4) comprising first and second manual hydraulic pressure sources, the said first manual hydraulic pressure source being connected to said first brake cylinder via said first manual pressure source passage, where said second manual hydraulic pressure source is connected to said second brake cylinder via a second manual pressure source passage that does not comprise said first manual pressure source passage said first valve being provided in a portion of said pressure supply passage located between said connected portion of said pressure supply passage and a portion connected to the high pressure generator of said pressure supply passage, with said pressure supply passage being connected to said portion connected attached to the high pressure generator with said high pressure generator, with said brake system comprising:
a second manual pressure source shut-off valve provided in said second manual pressure source passage; and with the second valve provided in a portion of said pressure supply passage located between said portion connected to the high pressure generator
10/61 of said pressure supply passage and a second portion connected to the second manual pressure source passage of said pressure supply passage, with said pressure supply passage being connected to said portion thereof connected to the second pressure passage. manual pressure source with said second manual pressure source passage.
The first and second brake cylinders are provided containing one of the corresponding first and second valves and one of the corresponding first and second shut-off valves of manual pressure source, so that it is possible to supply with hydraulic pressure next to the first and second pressure cylinders. brake from the high pressure generator or through the corresponding manual hydraulic pressure, through the control of the first and second valves and the first and second shut-off valves of manual pressure source.
In addition, it is possible to selectively communicate and isolate the first and second brake cylinders from each other.
Furthermore, since hydraulic pressures are supplied to the first and second brake cylinders from the respective manual hydraulic pressure sources that are differentiated from each other, the hydraulic pressures from the manual hydraulic pressure sources can be reliably supplied to the sources. hydraulic pressure manuals.
It should be noted that the first and second brake cylinders can constitute the brake cylinders of the hydraulic brakes provided for the front right and left wheels of the vehicle.
(8) Brake system coming according to mode (7), where said second valve is constituted by an electromagnetic valve functioning normally closed, being positioned in a closed state when there is no electric current being supplied to its solenoid, and the said second manual pressure source closing valve comes to be formed by an electromagnetic valve operating normally open, positioned in an open state when there is no power supply to its solenoid.
In the event of an electrical system failure, hydraulic pressure can be supplied to the second brake cylinder from the second manual hydraulic pressure source, with the second brake cylinder being isolated from the first brake cylinder and the high pressure generator. .
The first and second valves can be provided in the respective individual passages that are connected to the respective first and second brake cylinders, so that the first and second valves act as pressure increase control valves capable of controlling the hydraulic pressure in the respective first and second brake cylinders.
11/61 (9) Brake system according to mode (7) or (8), where said hydraulic brakes are provided for the respective right and left front wheels, and the vehicle's left and right rear wheels constituting two pairs of wheels, with each pair of those two pairs of wheels being constituted by two of the wheels located in their respective positions diagonally with each other, with the said brake cylinders of said hydraulic brakes presenting themselves connected to said passage in common via the respective individual passages, with each of said individual passages being connected with the respective two of said brake cylinders provided for the respective two wheels forming a pair of those two pairs of wheels, coming to be provided incorporating an increase control valve pressure valve consisting of an electromagnetic valve operating normally open, positioned in an open state when o there is no supply of electric current to its solenoid, and each of the two referred individual passages, which are connected to the two respective brake cylinders provided for the two respective wheels that constitute a pair of those two pairs of wheels, coming to be provided containing a pressure increase control valve consisting of a normally closed electromagnetic valve, positioned in a closed state when there is no supply of electrical energy to your solenoid.
When there is no electricity supply to the solenoid of any of the electromagnetic valves, the two brake cylinders available for the respective two wheels that make up the pair described above of wheels are in communication with the common passage, while the two brake cylinders provided for the respective two wheels that constitute the other of the pair of wheels described above are isolated from the common passage. Therefore, the hydraulic pressure of the high pressure generator is supplied to the two brake cylinders that are kept communicating with the common passage, being provided with the respective wheels located in the respective positions diagonally to each other, making it possible to come to be restrict the generation of a turning moment.
In addition, when the working fluid cannot be supplied at a high rate from the high pressure generator, it is preferable that the working fluid is supplied to the two brake cylinders, that is, it is preferable that the working fluid does not will be supplied for three or more brake cylinders.
In addition, it is customary for the pressure admission area of a piston from the brake cylinder with reference to the front wheel to be greater than the pressure admission area of a piston from the brake cylinder to the rear wheel. Therefore, when the hydraulic pressure in the front wheel brake cylinder and the hydraulic pressure in the rear wheel brake cylinder are to be equalized with each other, the working fluid is consumed more in the
12/61 front wheel brake cylinder than on the rear wheel brake cylinder. In view of this, there is an advantage that a relatively small amount of working fluid becomes necessary in the arrangement whereby the hydraulic pressure of the high pressure generator is made available to a brake cylinder provided for one of the front wheels and a brake cylinder provided for one of the rear wheels, in comparison with an arrangement where the hydraulic pressure of the high pressure generator is supplied to the brake cylinders provided for the front left and right wheels.
It can be considered that the normally open pressure increase control valve provided for one of the right and left front wheels corresponds to the first valve and that the normally closed pressure increase control valve provided for the other right front wheel and left corresponds to the second valve.
(10) Brake system coming according to mode (9), comprising:
low pressure source; and pressure reduction control valve positioned between said low pressure source and one of said brake cylinders which is provided for the right or left rear wheel, one of said brake cylinders being connected to one of said passages individual control valve provided with said pressure reduction valve constituted by said electromagnetic valve operating normally closed, and said control valve for pressure reduction which must be positioned in an open state when there is no power supply electrical to your solenoid.
Even in the arrangement where the control valve for pressure reduction consists of an electromagnetic valve operating normally closed, it is possible to prevent the brake from becoming unusable by releasing a braking operation, as the brake cylinder is in communication with the low pressure source.
(11) Brake system according to mode (9), comprising a calibration valve positioned in parallel with said control valve for reducing the pressure that is constituted by said electromagnetic valve working normally closed, and said check valve is configured to enable the flow of a working fluid in one direction towards the said common passage away from one of the said brake cylinders which is connected to the said control valve to reduce the pressure constituted by said electromagnetic valve operating normally closed, and aiming to inhibit the flow of the working fluid in a direction opposite to said direction in the direction of said common passage distant from one of said brake cylinders that is connected to said control valve for pressure reduction constituted by the said electromagnetic valve functioning normally nte closes 13/61 da.
Since the control valve for pressure reduction consists of the electromagnetic valve operating normally closed, there is a risk that the brake will not work if the working fluid remains in the brake cylinder upon release of a braking operation. However, the checking valve arrangement described above in parallel with the low pressure source allows conditions for the working fluid to flow back into the common passage upon release of the braking operation. For example, when the high pressure generator is in communication with the manual hydraulic pressure source, the working fluid having drained back into the common passage can be returned to the manual hydraulic pressure source via the high pressure generator. , preventing the brake from working. Thus, in the case where there is provision of the calibration valve in parallel with the low pressure source working normally closed, the low pressure source can be constituted by the electromagnetic valve working normally closed, making it possible to reduce the consumption of electrical power.
(12) Brake system according to any of the modes (1) - (8), where the said hydraulic brakes are provided for the respective right and left front wheels and the right and left rear wheels of the vehicle, and the said ones brake cylinders referring to said hydraulic brakes that are provided for the left and right rear wheels are connected next to the common passage via a third individual passage, with said brake system incorporating a third valve provided in said third individual passage being constituted by a normally closed electromagnetic valve that is positioned in a closed state when the power supply to your solenoid is not being made.
A wide braking force can be generated to act more effectively with the entire vehicle, by supplying the hydraulic pressure in the front wheel brake cylinder, increasing the hydraulic pressure in the front wheel brake cylinder up to one a certain level, instead of supplying hydraulic pressure to a rear wheel brake cylinder to increase the hydraulic pressure in the rear wheel brake cylinder to a certain identical level.
In view of this, it is preferable that the working fluid will not be made available to the rear wheel brake cylinder when the high pressure generator cannot supply working fluid at a high rate, when there is a limitation on a supply rate of the working fluid from the high pressure generator.
In the case of the brake system described in this mode, the brake cylinders provided for the left and right rear wheels are connected to a common passage via the third individual passage, so that the hydraulic pressures on the brake cylinders
14/61 provided for the left and right rear wheels can be controlled in common.
Note that the brake cylinders provided for the left and right rear wheels can be connected to the common passage via the respective individual passages, so that the hydraulic pressures on the respective brake cylinders can be controlled independently of each other.
(13) Brake system according to mode (12), comprising a check valve on the side of the rear wheel brake cylinder provided in parallel with said third valve, said check valve on the side of the cylinder rear wheel brake system is configured to provide flow conditions for the working fluid in one direction towards the said common passage distanced from said brake cylinders of one of said hydraulic brakes provided for the right and left rear wheels, and inhibiting the flow of the working fluid in an opposite direction from said direction towards said common passage away from one of said brake cylinders.
(14) Brake system according to any of the modes (1) - (13), in which the said source of hydraulic pressure force is connected to the said common passage via an auxiliary passage of the said generator. high pressure, with said brake system comprising a hydraulic pressure outlet control device configured to control the hydraulic pressure released by said hydraulic pressure force source.
The hydraulic pressure outlet control device can be configured to control the hydraulic pressure released by the hydraulic pressure power source, either by controlling the hydraulic pressure power source or by controlling at least one electromagnetic valve provided for the hydraulic pressure power source. In another type of arrangement, the hydraulic pressure supplied from the source of hydraulic pressure force to the common passage comes to be controlled by the hydraulic pressure outlet control device.
In case the source of hydraulic pressure force includes a pump device, it is possible to control the hydraulic pressure discharged from the pump, through the control of a pump motor. Having at least one electromagnetic valve positioned between the source of hydraulic pressure force and the common passage, it is possible to control the hydraulic pressure supplied for the common passage, through the control of at least one electromagnetic valve.
In the brake system described in this mode, the plurality of brake cylinders as well as the hydraulic pressure power source and the high pressure generator are connected to the common passage. It is possible to supply hydraulic pressure to a plurality of brake cylinders from both the hydraulic pressure power source and the generator
15/61 high pressure. In addition, it is possible to arrange hydraulic pressure from the hydraulic pressure force source for at least one of the plurality of brake cylinders, supplying hydraulic pressure from the high pressure generator and / or the manual pressure source. hydraulic for the other pluralities of brake cylinders.
(15) Brake system according to any of the modes (1) - (14), where said high pressure generator is positioned between said common passage, said hydraulic pressure force source and said manual source of hydraulic pressure, and the said high pressure generator must be activated mechanically by the hydraulic pressure of said manual source of hydraulic pressure.
In the brake system described in this mode, the high pressure generator is provided in the form of a component other than the source of hydraulic pressure force, and must be mechanically activated. Therefore, even in the event of an electrical system failure, for example, it is possible to generate a higher hydraulic pressure than the hydraulic pressure from the manual source of hydraulic pressure.
(16) Brake system coming according to mode (15), where said high pressure generator includes (a) a mechanical pressure increase device configured to increase the hydraulic pressure of said manual hydraulic pressure source and to release the increased hydraulic pressure and (b) a check valve on the high pressure side positioned between said mechanical pressure increase device and said hydraulic pressure force source, and with said check valve on the high pressure side being configured to allow the flow of a working fluid in one direction towards said mechanical pressure increase device from said source of hydraulic pressure force, inhibiting the flow of working fluid in the opposite direction to said direction towards the said mechanical pressure increase device distanced from said hydraulic pressure force source.
In the brake system described in this mode, the high pressure generator is provided in the form of a component that does not comprise the source of hydraulic pressure force, being mechanically activated. Therefore, even in the event of a failure of the electrical system, for example, it is possible to generate a higher hydraulic pressure than the hydraulic pressure of the manual hydraulic pressure source.
In addition, since the check valve on the high pressure side is positioned between the source of hydraulic pressure force and the device for mechanical pressure increase, the flow of the working fluid occurring between the source of pressure force hydraulic and the mechanical pressure increase device is inhibited when the hydraulic pressure of the hydraulic pressure power source is not greater than the hydraulic pressure of the mechanical pressure increase device. Therefore, it is possible to avoid satisfactorily reducing the hydraulic pressure released by the mechanical pressure increase device.
In the brake system described in Patent Document 1, there is no provision for the check valve on the high pressure side, so that there is a situation where the hydraulic pressure released by the pressure increase mechanism becomes lower than the pressure hydraulic pressure of the main cylinder when the hydraulic pressure of the working fluid stored in the accumulator has to flow. In addition, depending on the presence of the selector valves 27, 28, it is possible to supply the highest pressure between the hydraulic pressure of the main cylinder or the hydraulic pressure of the pressure increase mechanism up to the brake cylinders. Thus, in the case of the brake system described in Patent Document 1, selector valves 27, 28 are provided in such a way that they do not have a hydraulic pressure that is lower than the hydraulic pressure of the main cylinder, for the brake cylinders .
On the other hand, in the case of the brake system described in this mode, due to the presence of the check valve on the high pressure side, it is possible to prevent the hydraulic pressure released by the mechanical pressure increase device from becoming lower. than the hydraulic pressure of the manual hydraulic pressure source. Thus, the provision of the check valve on the high pressure side eliminates the need to provide valves acting as selector valves 27, 28, making it possible to reduce the number of necessary components and, consequently, reducing the cost.
(17) Brake system coming according to mode (16), the said mechanical pressure increase device including (a) compartment, (b) fluid-tight graduated piston and slidably adjusted in said compartment, presenting a larger diameter portion and a smaller diameter portion, (c) a large diameter chamber located next to said large diameter portion of said graduated piston, which is connected to said manual hydraulic pressure source, (d) small diameter chamber located next to one side of said small diameter portion located on one side of said small diameter portion of said graduated piston connected to said brake cylinders, (e) high pressure chamber in which comes the be connected, and (f) high pressure supply valve positioned between said high pressure chamber and said small diameter chamber, being switched from a closed state to an open state through a forward movement of said graduated piston.
Since the mechanical pressure increase device includes the graduated piston, the hydraulic pressure of the manual hydraulic pressure source can be increased based, for example, on the ratio between a pressure inlet area of the large diameter portion and an area pressure inlet of the small diameter portion. In this sense, the mechanical pressure increase device can be referred to as a mechanism
17/61 of intensification, and the hydraulic pressure supplied from the mechanical pressure increase device can be referred to as an auxiliary pressure. In addition, the high pressure generator can be referred to as a pressure increase mechanism.
(18) Brake system coming according to mode (17), where said check valve on the high pressure side is positioned between said high pressure chamber and said hydraulic pressure force source, and the said check valve on the high pressure side comes to be configured to allow the flow of a working fluid in a direction towards the said high pressure chamber away from said source of hydraulic pressure force, inhibiting the flow of the working fluid in a direction opposite to said direction towards said high pressure chamber away from said source of hydraulic pressure force.
In addition, once the check valve on the high pressure side is positioned between the high pressure chamber and the hydraulic pressure power source, the flow of the working fluid between the hydraulic pressure power source and the pressure chamber high pressure is inhibited when the hydraulic pressure of the hydraulic pressure power source is not greater than the hydraulic pressure of the high pressure chamber. Therefore, it is possible to satisfactorily prevent that the hydraulic pressure of the small diameter chamber does not become lower than the hydraulic pressure of the large diameter chamber.
(19) Brake system coming according to mode (17) or (18), where said high pressure generator includes a check valve on the manual side positioned between said manual hydraulic pressure source and a portion on the side of outlet of said mechanical pressure increase device, and where said check valve on the manual side is configured to allow the flow of the working fluid in one direction towards the said mechanical pressure increase device away from said manual source of hydraulic pressure, coming to inhibit the flow of the working fluid in a direction opposite to the said direction towards the said device of mechanical pressure increase away from the said manual source of hydraulic pressure.
Depending on the presence of the check valve on the manual side, the hydraulic pressure released by the mechanical pressure increase device is prevented from flowing back to the manual hydraulic pressure source.
In addition, in the event that the hydraulic pressure of the small diameter chamber cannot be further increased due to the inhibition of forward movement of the graduated piston of the mechanical pressure increase device (ie due to the little freedom of movement of the piston, due to the inhibition of additional forward movements of the piston part upon contact with a delimiter limiting this movement forward of the piston, due to the inhibition of forward movement of the piston by inhibiting the flow of the working fluid between the power source hydraulic pressure switch and the
18/61 mechanical pressure increase via the check valve on the high pressure side), when the hydraulic pressure of the manual hydraulic pressure source becomes higher than the hydraulic pressure of the mechanical pressure increase device, the hydraulic pressure from the manual source of hydraulic pressure it is supplied until the common passage via the check valve on the manual side. In this circumstance, the hydraulic pressure of the manual source of hydraulic pressure is dispensed for the common passage, without increasing the hydraulic pressure.
The lateral outlet portion of the mechanical pressure increase device includes the small diameter chamber, because the hydraulic pressure of the small diameter chamber is equal to the hydraulic pressure released by the mechanical pressure increase device.
It should be noted that the check valve on the manual side can be positioned inside the compartment of the mechanical pressure increase device, or it can be positioned in the middle of the path of an auxiliary passage of the pressure increase device being provided for auxiliary passage of the compartment of the device of mechanical pressure increase, being interconnected next to the portion on the outlet side of the device of mechanical pressure increase and of the manual source of hydraulic pressure.
(20) Brake system coming according to any of the modes (16) - (19), where said mechanical pressure increase device includes a communication passage through which said small diameter chamber and said pressure chamber large diameters are in communication with each other when said graduated piston is positioned in a position at the opposite end.
When the small diameter chamber and the large diameter chamber are in communication with each other, with the graduated piston positioned in the opposite end position, the hydraulic pressure of the passage in common, that is, the hydraulic pressure of each brake cylinder can be returned to the manual hydraulic pressure source via the mechanical pressure increase device by releasing a braking operation.
(21) Brake system, characterized by the fact that it comprises:
plurality of hydraulic brakes provided for the respective vehicle wheels, and configured to be activated by the hydraulic pressures of the respective brake cylinders thereof in order to restrict the rotation of the respective wheels;
manual hydraulic pressure source configured to generate hydraulic pressure by operating an operational brake component through an operator;
source of hydraulic pressure power configured to generate hydraulic pressure by supplying electricity to it;
high pressure generator configured to generate hydraulic pressure with more being
19/61 than the hydraulic pressure of said manual source of hydraulic pressure, by using the hydraulic pressure of said source of hydraulic pressure force;
common passage where a first brake cylinder, a second brake cylinder and said high pressure generator are connected, said first brake cylinder comprising one of said brake cylinders of said hydraulic brakes, being connected to said passage in common via a first individual passage, and said second brake cylinder comprising of one of said brake cylinders other than said first brake cylinder and said passage being connected via a second individual passage different from said first individual passage ;
first passage of manual pressure source connecting said first individual passage and said manual source of hydraulic pressure;
first manual pressure source shut-off valve provided in said first manual pressure source passage;
first valve provided in a portion of a pressure supply passage located between a connected portion of said pressure supply passage and a connected portion of said common passage, said pressure supply passage including said first individual passage, second individual passage and common passage, said pressure supply passage being connected to said connected portion of it next to said manual pressure source passage, said common passage being connected to said connected portion of it next to said high pressure generator; and a pressure supply control device configured to control the hydraulic pressure supply for each of said brake cylinders, by controlling at least said first valve and the first manual pressure source shut-off valve.
By positioning the first valve in the open state and placing the first manual pressure source shut-off valve in the closed state, the first brake cylinder can be isolated from the main cylinder and can be brought in to be in communication with the discharge generator. pressure. Therefore, it is possible to supply the hydraulic pressure from the high pressure generator up to the first and second brake cylinders.
In addition, by placing the first valve in the closed state and placing the first manual pressure source shut-off valve in the closed state, the first brake cylinder can be isolated from the high pressure generator and the second brake cylinder and brought to be in communication with the passage of manual pressure source, so that the hydraulic pressure of the high pressure generator will be supplied to the second brake cylinder.
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The technical characteristics of any of the above modes (1) - (20) can be used in the brake system described in this mode.
(22) Brake system characterized by the fact that it comprises:
plurality of hydraulic brakes provided for the respective vehicle wheels, and configured to be activated by the hydraulic pressures of the respective brake cylinders thereof, in order to restrict the rotation of the respective wheels;
manual hydraulic pressure source configured to generate hydraulic pressure by operating an operating brake component through an operator;
source of hydraulic pressure power configured to generate hydraulic pressure supplying electricity to it;
pressure increase mechanism positioned between said source of hydraulic pressure force, said manual source of hydraulic pressure and said hydraulic brakes, being activated mechanically by means of the hydraulic pressure of said manual source of hydraulic pressure, in order to release the hydraulic pressure that must be supplied to said brake cylinders of said hydraulic brakes, with said brake system being characterized by the fact that:
said pressure increase mechanism includes (a) a mechanical pressure increase device configured to increase the hydraulic pressure of said manual hydraulic pressure source and to release the increased hydraulic pressure and (b) a check valve on the high pressure side positioned between said mechanical pressure increase device and said hydraulic pressure force source; and said check valve on the high pressure side being configured to allow the flow of a working fluid in a direction towards said mechanical pressure increase device away from said source of hydraulic pressure force, inhibiting the flow of the working fluid. work in a direction opposite to said direction towards said mechanical pressure increase device away from said hydraulic pressure force source.
The pressure increase mechanism described in this mode consists of an example of the high pressure generator. The technical characteristics described by any of the modes (1) - (21) can be used in the brake system described in this mode.
(23) Brake system coming in any of the modes (1) - (22), comprising:
fluid leakage detection device configured to detect the presence of fluid leakage in said brake system; and an electromagnetic valve control portion configured to position at least said first valve in the closed state upon detection of the possibility of fluid leakage, through said fluid leakage detection device.
(24) Brake system coming according to mode (23), where the said device for detecting the possibility of fluid leakage is configured to detect the presence of the possibility of fluid leakage, by attending at least one of the following conditions, (a) condition that the hydraulic pressure in said common passage is lower than a limit value evaluated based on the pressure in the common passage, (b) condition in which the hydraulic pressure in a circuit of brake including said first brake cylinder and / or hydraulic pressure in a brake circuit including said second brake cylinder will be less than a threshold value evaluated based on the pressure of the brake circuit, (c) condition in which a quantity of working fluid preserved in a reservoir of the working fluid employed in said brake cylinders of said hydraulic brakes, is less than the value or borderline assessed based on the amount of fluid preserved, and (d) a condition where the hydraulic pressure of said source of hydraulic pressure force is less than the borderline value assessed based on the pressure of the fluid source.
Once the fluid leakage detection device is configured to detect the presence of the possibility of fluid leakage, a situation occurs where the fluid leakage does not actually occur even when the presence of the possibility is detected fluid leakage through the fluid leakage detection device. In addition, there is a case where an amount of fluid leak is detected. Furthermore, it is common that it is not possible to specify which part of the brake system suffers from this fluid leak. In any case, by placing a communication shut-off valve in a closed state by detecting the presence of the possibility of fluid leakage, it is possible to avoid the occurrence of fluid leakage in one of the brake cylinders (or in one of the brake circuits) to influence the other brake cylinders (or the other brake circuits), and consequently, improve the reliability of the brake system.
It is possible to interpret whether the possibility of fluid leakage is present in the event that the hydraulic pressure in the common passage does not even increase, or does not show sufficient growth (that is, it remains lower than the threshold value evaluated based on the pressure of the common passage, despite the passage of a given period of time after the hydraulic pressure source starts to operate), when the hydraulic pressure source has been activated, at least, for a given period of time with the source of hydraulic pressure presenting itself in communication with the common passage.
In addition, it is possible to interpret the possibility of the presence of fluid leakage also in the case where the hydraulic pressure in the brake circuit, including the first
22/61 brake cylinder and / or hydraulic pressure in the brake circuit, including the second brake cylinder, is lower than the threshold value evaluated based on the pressure in the brake circuit upon request of hydraulic brake actuations (or either by operating an operational brake component, or by requesting the application of an automatic brake). The threshold value assessed on the basis of the brake circuit pressure can consist of a value determined depending on the magnitude of the required braking force (ie a value dependent on an operational state of the brake operating component or a value dependent on the magnitude of the brake). required automatic braking force), or it may comprise a considerably smaller value, close to zero.
The detection of the presence of the possibility of fluid leakage based on the amount of working fluid preserved in the reservoir can be estimated regardless of the hydraulic brake activation states or an operational state of the operational brake component. It is possible to interpret whether the possibility of the presence of fluid leakage is present, for example, in a situation where the hydraulic pressure does not increase sufficiently even when the source of hydraulic pressure has been activated for a given period of time.
Brief Description of Drawings
Fig. 1 consists of a schematic view showing an entire vehicle where the installation of a hydraulic brake system common to the modalities of the present invention occurs.
Fig. 2 consists of a diagram of a hydraulic circuit of the hydraulic brake system according to Mode 1 of the present invention.
Fig. 3 consists of a cross-sectional view showing a linear pressure increase control valve and a linear pressure reduction control valve included in the hydraulic brake system.
Fig. 4 consists of a flowchart representing an initial calibration program stored in a portion of the memory of a brake ECU included in the hydraulic brake system.
Fig. 5 consists of a flowchart representing a hydraulic pressure supply control program stored in the memory portion of the brake ECU included in the hydraulic brake system.
Fig. 6 consists of a view showing a state by executing a hydraulic pressure supply control program on the hydraulic brake system (in the case of normal system operation).
Fig. 7 consists of a view showing another state by executing the hydraulic pressure supply control program in the hydraulic brake system (in case of failure of a brake system control system).
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Fig. 8 consists of a view showing yet another situation by executing the hydraulic pressure supply control program in the hydraulic brake system (in the case of the possibility of the presence of fluid leakage).
Fig. 9 consists of a diagram of a hydraulic circuit of the hydraulic brake system coming in accordance with Mode 2 of the present invention.
Fig. 10 consists of a view showing a state by executing the hydraulic pressure supply control program on the hydraulic brake system (in the case of normal system operation).
Fig. 11 consists of a view showing another state by executing the hydraulic pressure supply control program in the hydraulic brake system (in case of failure of the brake system control system).
Fig. 12 consists of a view showing yet another state by executing the hydraulic pressure supply control program in the hydraulic brake system (in the case regarding the possibility of fluid leakage being present).
Fig. 13 consists of a flow chart of a front / rear shut-off valve and a right / left shut-off valve control program stored in the memory portion of the brake ECU included in the hydraulic brake system.
Fig. 14 consists of a flowchart representing a front / rear shut-off valve and a right / left shut-off valve control program in the memory portion of the brake ECU included in a hydraulic brake system according to Mode 3 of the present invention.
Fig. 15 consists of a flowchart representing another front / rear shut-off valve and right / left shut-off valve control program stored in the memory portion of the brake ECU.
Fig. 16 consists of a flow chart representing yet another front / rear closing valve and a right / left closing control program stored in the memory portion of the brake ECU.
Fig. 17 consists of a flowchart representing yet another front / rear closing valve and a right / left closing control program stored in the memory portion of the brake ECU.
Fig. 18 consists of a hydraulic circuit diagram of a hydraulic brake system according to Mode 4 of the present invention.
Modes for Carrying Out the Invention
Hereinafter, there is a description of a brake system pertinent to an embodiment of the present invention with reference to the drawings.
Firstly, there is the description of a vehicle in which the installation of a hydraulic brake system in the form of a brake system occurs in accordance with modali24 / 61 1.
This vehicle consists of a hybrid type including steering units in the form of an electric motor and an engine, so that the front left and right wheels 2, 4 in the form of steering wheels will be driven by the steering system 10, including an electric transmission device 6 and an internal combustion transmission device 8. A transmission force from the steering system can be transmitted to the front left and direct wheels 2, 4 via the transmission shafts 12, 14. The transmission device internal combustion transmission 8 includes an engine 16 and an engine ECU 18 configured to perform the drive control of the engine 16. The electric transmission device 6 includes an electric transmission engine 20, a storage device 22, and a generator engine 24, a conversion device 26, an engine ECU 28 and a power-splitting mechanism 30. Electric motor 20, engine generator 24, engine 16 and the engine power vision 30 (to which the electric motor 20, the motor generator 24 and the motor 16 are connected) are controlled in order to selectively establish a state where only a transmission torque of the electric motor 20 is transmitted to a component output 32, a state where a transmission torque from motor 16 and transmission torque from electric motor 10 are both transmitted to output component 32, and a state where an output from motor 16 is released to motor generator 24 and to the output component 32. The transmission force transmitted to the output component 32 is transmitted to the driveshafts 12, 14 via a speed and differential gear reducer.
The conversion device 26 includes an inverter, being controlled by the motor ECU 28. For the control of the electrical current of the inverter, the conversion device 26 selectively establishes at least one transmission state where the electric motor 20 is turned by the electrical energy supplied from the storage device 22 to the electric motor 20 and a charging state where the conversion device 26 acts as a generator by restoring the brake in order to charge the storage device 22 with electrical energy. During the charging state, a brake reset torque is applied to each of the left and right front wheels 2, 4. In this sense, the electric transmission device 6 can be considered as a brake reset device.
The hydraulic brake system includes brake cylinders 42 of the respective hydraulic brakes 40 provided for the respective left and right front wheels 2, 4, brake cylinders 52 of the respective hydraulic brakes 50 provided for the respective left and right rear wheels 46, 48 ( see Figs. 2, 9 and 18), and a hydraulic pressure control portion 54 configured to control the hydraulic pressure of the respective brake cylinders 42, 52. The hydraulic pressure control portion 54 must be controlled
25/61 by a brake ECU 56 consisting mainly of a computer.
In addition, the vehicle is equipped with a hybrid ECU 58. The hybrid ECU 58, the brake ECU 56, the engine ECU 18, and the engine ECU 28 are connected to each other via CAN 59 (area network) vehicles), so that these ECUs 58, 56, 18, 28 are able to communicate with each other, and the transmission of the required information occurs between ECUs 58, 56, 18, 28 as necessary.
The present hydraulic brake system can be installed not only in a hybrid vehicle, but also in a hybrid vehicle with an input plug, in an electric vehicle and in a vehicle running on battery for fuel. In an electric vehicle, the internal combustion transmission device 8 is not necessary. In a battery-powered vehicle, the transmission engine comes to be driven, for example, through a stacked array of batteries.
In addition, the present hydraulic brake system can also be installed next to a steering vehicle with internal combustion. In this type of vehicle, there is no electrical transmission device 6, and there is no application of a brake reset torque to the steering wheels 2, 4, so that a cooperative regenerative control is not performed.
Then there is the description of the hydraulic brake system. In the description that follows, each of the brake cylinders, hydraulic brakes and electromagnetic valves are referenced together with one of the reference signs, in the form of suffixes, (FR, FL, RR, RL) indicating the presence of the respective right front wheels and left, and rear right and left, where one must understand which of the four wheels corresponds to the brake cylinder, hydraulic brake or electromagnetic valve. However, each of the brake cylinders, hydraulic brakes and electromagnetic valves are presented without such reference signs, comprising as representative components of the reference signs provided for the four wheels, without the need for greater clarity as to their description.
Mode 1
The present brake system includes a brake circuit shown in Fig. 1 where the reference signal “60” represents a brake pedal in the form of an operational brake component, the reference signal “62” represents a main cylinder in the form manual hydraulic pressure sources, configured to generate hydraulic pressure through the operation of the brake pedal 60, and the reference signal “64” represents a source of hydraulic pressure force, including a pump device 65 and an accumulator 66 The hydraulic brakes 40, 50 must be activated through the hydraulic pressures of the respective brake cylinders 42, 53. In the present embodiment, each of the hydraulic brakes 40, 50 consists of a disc brake.
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It should be noted that each of the hydraulic brakes 40, 50 can become a drum brake. It should also be noted that each of the hydraulic brakes 40 provided for the front wheels 2, 4 can consist of a disc brake, while each of the hydraulic brakes 50 provided for the rear wheels 46, 48 can be a drum brake.
Main cylinder 62 consists of a tandem cylinder including two pressurization pistons 68, 69, featuring pressurization chambers 70, 72 so that pressurization chamber 70 is located on the front side of pressurization piston 68, while the chamber pressurization chamber 72 is located on the front side of the second pressurization piston 69. In the present embodiment, each of the pressurization chambers 70, 72 acts as a manual source of hydraulic pressure. In addition, next to the pressurizing chambers 72, 70, the brake cylinders 42FL, 42FR of the hydraulic brakes 40FL, 40FR supplied for the respective front left and right wheels 2, 4 are connected through the respective main cylinder passages 74, 76 as form of manual pressure source passages.
In addition, pressurizing chambers 70, 72 are brought in to communicate with a reservoir 78, when pressurizing pistons 68, 69 reach their respective positions at opposite ends. Reservoir 78 defines an internal space divided into a plurality of reservoir chambers 80, 82, 84 configured to store the working fluid therein. Reservoir chambers 80, 82 are provided for pressurizing chambers 70, 72, while reservoir chambers 84 are provided for pump device 65.
In the hydraulic pressure power source 64, the pump device 65 includes a pump 90 and a pump motor 92, so that the working fluid is pumped from the reservoir chamber 84 of the reservoir 78 through actuation of the pump 90, and with the pumped working fluid being stored in the accumulator 66.
The pump motor 92 is controlled in such a way that the pressure of the working fluid stored in the accumulator 66 is maintained within a predetermined range. In addition, a discharge valve 94 is provided to prevent an excessive increase in pressure discharged from the pump 90.
A pressure increase mechanism 100 in the form of a high pressure generator is positioned between the hydraulic pressure power source 64 and the main cylinder passage 76. The pressure increase mechanism 100 includes a housing 102 and a graduated piston 104 , fluid tight, slidably adjusted in compartment 102. The pressure increasing mechanism 100 features a large diameter chamber 110 located on one side of a large diameter portion of graduated piston 104 and a small diameter chamber 112 located in one side of a small portion
27/61 graduated piston diameter 104.
The small diameter chamber 112 can be communicated with a high pressure chamber 114 which is connected to the hydraulic pressure power source 64. In addition, a high pressure supply valve 116 is positioned between the chamber small diameter 112 and the high pressure chamber 114. The high pressure supply valve 116, normally comprising a normally closed valve, includes a valve body 120, a valve seat 122 and a spring 124. The spring 124 generates a skew force which causes valve body 120 to be forced against valve seat 122.
In the case of the small diameter chamber 112, a valve opening component 125 is provided in opposition to the valve body 120. A spring 126 is positioned between the valve opening component 125 and the graduated piston 104, generating a skew force. which causes the valve opening component 125 to be moved in a direction away from the graduated piston 104.
Between the housing 102 and the graduated portion of the graduated piston 104, a spring 128 (i.e., a return spring) is positioned to skew the graduated piston 104 towards the rear. It should be noted that a plug (not shown) is positioned between the graduated piston 104 and the housing 102, in order to define a position at the front end of the graduated piston 104.
In addition, the graduated piston 104 has a communication passage 130 through which the large-diameter chamber 110 and the small-diameter chamber 112 communicate with each other. At least, when the graduated piston 104 is positioned in the end position otherwise, the graduated piston 104 is located away from the valve opening component 125, so that the large diameter chamber 110 and the small diameter chamber 112 are in communication with each other via the communication passage 130. When the graduated piston 104 it is moved forward in order to come into contact with the valve opening component 125, the communication between the large diameter chamber 110 and the small diameter chamber 112 is cut.
In the present embodiment, a mechanical pressure increase device 134 is constituted, for example, by means of the housing 102 described above, the graduated piston 104, the high pressure supply valve 116 and the valve opening component 125.
The high pressure chamber 114 and hydraulic pressure power source 64 are connected via a high pressure supply passage 131, provided with a high pressure side check valve 132, allowing the flow of the working fluid in one direction away from the power source of hydraulic pressure 64 towards the high pressure chamber 114 and inhibiting the flow of the working fluid in the
28/61 opposite direction away from the high pressure chamber 114 towards the hydraulic pressure power source 64. When the hydraulic pressure from the hydraulic pressure power source 64 is greater than the hydraulic pressure in the high pressure chamber 114 , the high pressure side check valve 132 allows the working fluid to flow in the direction away from the hydraulic pressure power source 64 towards the high pressure chamber 114. However, when the hydraulic pressure of the pressure power source hydraulic pressure 64 is not greater than the hydraulic pressure in the high pressure chamber 114, the high pressure side check valve 132 is placed in its closed state not only inhibiting the flow of fluid in the opposite direction from the high pressure chamber 114 towards the hydraulic pressure power source 64, as well as the flow of fluid away from the power source of the pressure. hydraulic pressure 64 towards the high pressure chamber 114. Therefore, even in the event of a leakage of fluid in the hydraulic pressure power source 64, the flow of the working fluid in the opposite direction of the pressure chamber is prevented high pressure 114 towards the source of hydraulic pressure force 64, preventing a reduction in hydraulic pressure in the small diameter chamber 112.
In addition, between the passage of the main cylinder 70b and an outlet side of the mechanical pressure increase device 134 (or between the passage of the main cylinder 70b and the small diameter chamber 112), an auxiliary passage 136 is positioned for be interconnected between them, assisting the mechanical pressure increase device 134. The auxiliary passage 136 is provided containing a check valve on the manual side 138 giving condition to the flow of the working fluid in a direction away from the main cylinder passage 74 in towards the outlet side of the mechanical pressure increase device 134 and inhibiting the flow of the working fluid in the opposite direction away from the outlet side of the mechanical pressure increase device 134 towards the passage of the main cylinder 74.
In the case of the pressure increase mechanism 100, when hydraulic pressure is supplied to the large diameter chamber 110 from the pressurization chamber 72 of the main cylinder 14, the working fluid is made available next to the small diameter chamber 112 via the passage of communication 130.
When a force (generated by hydraulic pressure in the large diameter chamber 110) acting on the graduated piston 104 in the forward direction becomes greater than the skew force of the return spring 128, the graduated piston 104 is moved in the forward direction . When the communication passage 130 is closed by the valve opening component 125 through the result of the contact of the graduated piston 104 with the valve opening component 125, the hydraulic pressure in the small diameter chamber 112 comes to increase and be released.
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In addition, when the high pressure supply valve 116 is turned to the open state as a result of the forward movement of the valve opening component 125, the highly pressurized working fluid is supplied from the high pressure chamber 114 for the small diameter chamber 112, where the hydraulic pressure in the small diameter chamber 112 is increased. On the other hand, the pressure of the working fluid stored in the accumulator 66 is higher than the pressure in the high pressure chamber 114, with the hydraulic pressure in the accumulator 66 being supplied to the high pressure chamber 114 via the pressure valve. high pressure side gauging 132, and then supplied to the small diameter chamber 112.
The hydraulic pressure in the large diameter chamber 110 is adjusted in such a way that the force (= hydraulic pressure in the main cylinder 62 x pressure inlet area) acting on a large diameter side of the graduated piston 104 and the force (= hydraulic pressure released x pressure inlet area) acting on a small diameter side of the graduated piston 104 are balanced with each other, then the hydraulic pressure set in the large diameter chamber 110 is released. In this sense, the pressure 100 can be referred to as an intensification mechanism.
In addition, due to the manual check valve 138, the hydraulic pressure released by the mechanical pressure increase device 134 is prevented from flowing back into the main cylinder passage 74.
On the other hand, when the hydraulic pressure in the accumulator 66 is not higher than the hydraulic pressure in the high pressure chamber 114, the working fluid is inhibited by the high pressure side check valve 132 from flowing. in any direction between the accumulator 66 and the high pressure chamber 114, where the graduated piston 104 can no longer be moved forward. In addition, in this circumstance, there is a situation where the graduated piston 104 cannot be moved further in the forward direction as a result of the contact of the graduated piston 104 with the plug described above. When the hydraulic pressure in the pressurization chamber 72 becomes, from this state, higher than the hydraulic pressure in the small diameter chamber 112, the hydraulic pressure is supplied to the outlet side of the mechanical pressure increase device 134 via a auxiliary passage of the pressure increase device 136 and the manual side check valve 138.
On the other hand, the brake cylinders 42FL, 42FR provided for the front left and right wheels 2, 4 and the brake cylinders 52RL, 52RR provided for the rear wheels 46, 48 are connected to a common passage 152 via the respective passages individual 150FL, 150FR, 150RL, 150RR, respectively.
The individual passages 150FL, 150FR, 150RL, 150RR are available with the respective pressure support valves (SHij: i = F, R; j = L, R) 153FR, 153FL, 153RR,
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153RL. Between the 42FL, 42FR, 52RL, 52RR brake cylinders and the reservoir 78, pressure reduction valves (SRij: i = F, R; j = L, R) 156FL, 156FR, 156RL, 156RR are positioned.
In the present embodiment, each of the pressure support valves 153FL, 153RR provided for the left front wheel 2 and for the right rear wheel 48 consist of normally open electromagnetic valves that must be placed in an open state when there is no supply to the your solenoids. Each of the pressure support valves 153FR, 153RL available for the right front wheel 4 and the left rear wheel 46 consist of normally closed electromagnetic valves that must be placed in a closed state when there is no power supply. electrical energy to your solenoids.
Thus, both the pressure support valves 153FL, 153FR supplied for the front left and right wheels 2, 4 are constituted, respectively, by electromagnetic valves operating normally open and by electromagnetic valves operating normally closed. The pressure support valves 153RL, 153RR supplied for the left and right rear wheels 46, 48 consist, respectively, of electromagnetic valves operating normally open and electromagnetic valves operating normally closed.
In addition, each of the pressure support valves 153FL, 153RR provided for the two wheels (ie the left front wheel 2 and the right rear wheel 48) located in their respective diagonal positions, are constituted by the electromagnetic valve normally open. Each of the pressure support valves 153FR, 153RL provided for the other two wheels (that is, the right front wheel 4 and the left rear wheel 46) located in their respective diagonal positions, come to be constituted by the electromagnetic valve functioning normally closed.
In addition, each of the 156FL, 156FR, 156RR pressure reduction valves consists of an electromagnetic valve operating normally closed, while the 156RL pressure reduction valve provided for the left rear wheel 46 is made up of an electromagnetic valve normally open.
Next to the common passage 152, through which the brake cylinders 42, 52 come to be connected, there is also the connection of the hydraulic pressure power source 64 and the pressure increase mechanism 100.
The hydraulic pressure power source 64 is connected to the common passage 152 via a controlled pressure passage 170. The controlled pressure passage 170 is provided containing a linear pressure increase control valve 172 (SLA).
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A linear pressure reduction control valve 176 (SLR) is provided between the pressure increase passage 170 and the reservoir 78. With the control of the linear control valve of the pressure increase 172 and the linear control valve of the pressure reduction pressure 176, the hydraulic pressure released by the hydraulic pressure power source 64 is controlled, and the hydraulic pressure released is supplied for the common pass 152. The pressure increase linear control valve 172 and the linear control valve pressure reduction 176 cooperate to form a hydraulic pressure control valve device 178. In addition, the linear pressure increase control valve 172 and the linear pressure reduction control valve 176 each comprise a electromagnetic valve working normally closed, being placed in a closed state when no energy supply occurs electrical action to its solenoid, being configured to release hydraulic pressure whose intensity is continuously controlled by a continuous monitoring of the intensity of electric current dispensed to the solenoid.
As shown in Fig. 3, the linear pressure increase control valve 172 and the linear pressure reduction control valve 176 each comprise a valve body 180, a valve seat 182 (cooperating with the valve body valve 120 to form a seat valve), spring 184 and solenoid 186. Spring 184 generates a skew force F2 by forcing valve body 180 in a direction towards valve seat 182. Solenoid 186, once electricity is supplied to it, it generates a transmission force F1 by forcing valve body 180 in a direction away from valve seat 182. In addition, in the case of the linear pressure increase control valve 172, a force based on the difference in pressure F3, generated based on the difference between the pressure in the hydraulic pressure power source 64 and the pressure present in the common passage 152, it acts next to the valve body 180, f budgeting the valve body 180 to be moved in a direction away from the valve seat 182. In the case of the linear pressure reduction control valve 176, a force based on the difference in pressure F3, generated based on a difference existing between the pressure present in the common passage 152 (controlled pressure passage 170) and the pressure in the reservoir 78, acts next to the valve body 180, forcing the valve body 180 to be moved in a direction away from the valve seat 182 (F1 + F3: F2). In each of the valves, linear pressure increase control valve 172, linear pressure reduction control valve 176, the force based on the pressure difference F3 comes to be controlled by controlling the electrical energy supplied to solenoid 186, where the hydraulic pressure in the controlled pressure passage 170 comes to be controlled. In addition, it may be considered that the hydraulic pressure present in the common passage 152 comes to be controlled by monitoring the control valve
32/61 linear pressure increase 172 and linear pressure reduction control valve 176.
The pressure increase mechanism 100 is connected to the common passage 152 via a servo pressure passage 190 provided containing a pressure increase mechanism closing valve 192 (SREG) in the form of a high pressure generator closing valve. The pressure increase mechanism shut-off valve 192 consists of an electromagnetic valve operating normally open.
On the other hand, the main cylinder passage 74 comes to be connected to a portion of the individual passage 150FL provided for the left front wheel 2, the portion of which is located on a side downstream of the pressure support valve 153FL. Main cylinder passage 76 has to be connected to a portion of the individual passage 150FR provided for the right front wheel 4, the portion of which is located on a side downstream of the pressure support valve 153FR. A 194FL main cylinder shut-off valve (SMCFR) in the form of a manual pressure source shut-off valve is provided in the intermediate path of the main cylinder passage 74, while another 194FR main cylinder shut-off valve (SMCFL) under form of another manual pressure source shut-off valve is made available in the intermediate path of the main cylinder passage 76. The main cylinder shut-off valve 194FL consists of a normally closed electromagnetic valve, while the main cylinder shut-off valve 194FR consists of an electromagnetic valve operating normally open.
In addition, a starter simulator 200 is connected to the main cylinder passage 74 via a simulator control valve 202, comprising a normally closed electromagnetic valve.
In the present embodiment, according to the previous description, the hydraulic pressure power source 64, hydraulic pressure released 178, the main cylinder shutoff valves 194, the pressure support valve 153, the pressure reduction valves 156 and the pressure increase mechanism shut-off valve 192 cooperates to form a hydraulic pressure control portion 54 which is controlled based on the commands made available from the brake ECU 56. As shown in Fig. 1, the pressure ECU brake 56 consists mainly of a computer including an execution portion, an input / output portion and a memory portion. For the input / output portion, for example, a brake gear 218, a start sensor 220, a main cylinder pressure sensor 222, and a pressure sensor in accumulator 224, a pressure sensor brake cylinder pressure 226, a 228 level alert switch, and a wheel speed sensor 230, an open / close switch
33/61 of port 232, an ignition key 234, an accelerator shift 236 and the hydraulic pressure control portion 54 described above.
The brake shift 218 consists of a shift moved from its OFF state to its ON state when the brake pedal 60 is activated.
The start sensor 220 is configured to detect an operational start (STK) of the brake pedal 60. In the present mode, the start sensor 220 is made up of two sensors, both of which are configured to detect the start brake pedal 60 in the same way.
The main cylinder pressure sensor 222 consists of two sensors provided in the respective main cylinder passages 74, 76. The two sensors of the main cylinder pressure sensor 222 are configured to detect the hydraulic pressures (PMCFL, PMCFR) present in the pressurizing chambers of the main cylinder 62, they present magnitudes equal to each other in most situations.
Thus, in the present mode, the start sensor 220 and the pressure sensor of the main cylinder 222 consist of two circuits, so that, in the event of a failure occurring in one of the sensors relevant to the pressure sensors of start 220 and main cylinder pressure 222, a brake operating state can be detected by either of the two sensors operating normally.
The pressure sensor in the accumulator 224 is configured to perform the pressure detection (PACC) of the working fluid stored in the accumulator 66.
The pressure sensor in the brake cylinder 226 is provided in the common passage 152 and is configured to perform the pressure detection (PWC) present in each of the brake cylinders 42, 52. When each of the pressure support valves 153 comes to be positioned in the open state, the common passage 152 is maintained in communication with each of the brake cylinders 42, 52 so that the hydraulic pressure in each of the brake cylinders 42, 52 can be made equal to the hydraulic pressure present in the common passage 152.
The level 228 alert switch consists of a switch that must be activated from the OFF state when the working fluid preserved in reservoir 78 does not become greater than a predetermined amount. In the present mode, when the amount of working fluid preserved in one of the three reservoir chambers 80, 82, 84 does not become greater than a predetermined amount, the level 228 warning switch is activated for the OFF state ( off).
A wheel speed sensor 230 is provided for each of the front right 4, front left 2, rear right 48 and rear left 46 wheels, in order to detect the rotational speed of each wheel. A vehicle travel speed is obtained based on the rotational speeds of the four wheels.
34/61
The door open / close switch 232 is configured to detect the opening and closing of a vehicle door. Switch 232 can be configured both to detect the opening / closing of a door on one side of the vehicle operator and to detect the opening / closing of any of the other doors. The key for opening / closing door 232 may include the presence of a courtesy lamp on the vehicle door.
The ignition key 234 (IGSW) consists of a main vehicle key. The accelerator switch 236 consists of a switch that must be positioned in the ON state when an operational acceleration component (not shown) is being activated.
In addition, in the case of CAN 59, for example, a distance monitoring ECU 240, an ECU to avoid collisions 242. The brake ECU 56 controls the hydraulic pressure control portion 54, for example example, according to the braking commands provided from these ECUs 240, 242.
Furthermore, the memory portion stores in them, for example, several programs and tables.
<Initial checks>
In the present modality, the checks are conducted by meeting an initial pre-determined verification condition. This initial verification condition is met, for example, when the door open / close switch 232 is activated from the ON state, and when a brake operation is processed in a first period of time after being activated the ignition key 234 to the ON state.
Fig. 4 consists of a flowchart introducing an initial verification program at a predetermined time interval.
The execution of this initial verification program starts with step S1 implemented to assess whether the initial condition of predetermined verification came to be met or not. When the initial verification condition is met, step S2 is implemented to check the control system, and step S3 is implemented to check for the possibility of fluid leakage.
For the detection of the failure of the control system, for example, it is evaluated whether or not there are wiring breaks in reference to the set of electromagnetic valves (that is, the linear pressure increase control valve 172, the control valve pressure reduction valve 176, pressure support valve 153, pressure reduction valve 156, main cylinder closing valve 194, pressure increasing mechanism closing valve 192), with the evaluation whether or not there is a break in the wiring with reference to the sensor assembly (ie the brake shift 218, the start sensor 220, the main cylinder pressure sensor 222, the
35/61 pressure in accumulator 224, pressure sensor in brake cylinder 226, and wheel speed sensor 230).
There is a possibility of fluid leakage, for example, when the ignition key 234 is activated to the ON state, and when the braking operation is carried out. It is evaluated if there is a leakage of fluid, for example, (a) when the level 228 alert switch is in the ON state, and (b) when a predetermined relationship between start-up occurs brake pedal 60 and the hydraulic pressure next to the main cylinder 62 by carrying out the braking operation. On the other hand, an assessment is made as to whether there is a possibility of fluid leakage when the hydraulic pressure in the main cylinder 62 is relatively low when starting with the brake pedal 60. In addition, there is an assessment as to the possibility the existence of fluid leakage, (c) when a value detected by the pressure sensor in the accumulator 224 does not reach a threshold value for assessing fluid leakage, even after the pump 90 continues to operate over a period time, (d) when the value detected by the brake cylinder pressure sensor 226 is low compared to a value detected by the main cylinder pressure sensor 222, while cooperative control is not taking place regenerative, and (e) when the assessment is made that there is a possibility of leakage of fluid through previous brake application (when the hydraulic pressure present in the cylinder main wheel 62 was supplied up to the brake cylinders 42 for the left and right front wheels 2, 4, while the pump pressure was supplied to the brake cylinders 55 for the left and right rear wheels 46, 48).
Thus, in the case of the present modality, the possibility of fluid leakage is detected based on the conditions described above from (a) - (e). There is a situation where there is, in fact, no leakage of fluid, even when the assessment is made that there is this possibility of leakage of fluid, due to the conditions described above (b) - (e) they may come to be met through a different factor to that related to fluid leakage. In addition, there is a situation where a small amount of fluid leak is present, when the fluid leak actually happens. However, even in these situations, an assessment is made as to the possibility of fluid leakage, as there is no chance of guaranteeing the possibility of there being no fluid leakage at all.
<Hydraulic Brake Pressure Control>
Then, the control of the hydraulic pressures supplied to the brake cylinders 42, 52 is carried out based on the result of the initial checks described above. Fig. 5 consists of a flowchart representative of a hydraulic brake pressure control program executed in a predetermined time interval.
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In step S11, an assessment is made as to whether a brake command has been issued or not. A positive evaluation (YES) is obtained in step S11, for example, when the brake shift 218 is in the ON state, and when an automatic brake command request is triggered. Once a situation is present where the automatic brake comes to be applied by means of traction control, vehicle stability control, distance tracking control and collision avoidance control, it is evaluated whether the brake command was carried out by meeting the conditions required for the start of these controls.
When the brake command is evaluated, the control flow goes to steps S12 and S13, which are then implemented to read the results of the evaluation as to whether or not there is a possibility of fluid leakage and the evaluation of whether the control system is being influenced or not by this failure.
When negative evaluations (NO) are obtained in both evaluations, that is, when the brake system is functioning normally (that is, when the evaluation is made that the control system works normally and that there is no possibility of fluid leakage ), the flow of control proceeds to step S14 implemented to conduct a cooperative regenerative control.
When the assessment is made that the control system suffers from this failure, that is, when a positive assessment (YES) is obtained in step S13, the flow of control proceeds to step S15 where the supply of electricity to the solenoids of the electromagnetic valves, so that all the electromagnetic valves will be positioned in their respective original positions. In addition, pump motor 92 is kept deactivated.
When assessing the existence of a possibility regarding fluid leakage, that is, when a positive assessment (YES) is obtained in step S12, the control flow goes to step S16 where the hydraulic pressure in the main cylinder 62 brake cylinders 42 are provided for the left and right front wheels 2, 4, while the hydraulic pressure controlled by the released hydraulic pressure control valve device 178 is supplied to the brake cylinders 52 for the rear wheels left and right 46, 48. It is rare for the control system to fail and there is still a possibility of fluid leakage. Therefore, when assessed that there is a possibility of fluid leakage, it is interpreted that the control system is functioning normally, enabling the control of the electromagnetic valves and the activation of the pump motor 92 to be carried out.
In the event of a failure of the electrical system, no electrical current is supplied to the brake system so that the electromagnetic valves are returned to their original positions with the maintenance of the pump motor 92 deactivation.
37/61 in the event of failure of the electrical system, the brake system is positioned in the same state as given in the event of an eventual failure of the control system.
In addition, in the case of the present modality, the automatic brake is inhibited from continuing to function, when taking into account the presence of faults in the control system and the possibility of fluid leakage.
1) In case of normal system operation
In relation to the brake cylinders 42, 52 of the four wheels 4, 2, 48, 46, the controlled hydraulic pressure (that is, the fluid pressurized by the pump) comes from the hydraulic pressure power source 64, from so that, in principle, the regenerative cooperative control is activated.
The regenerative cooperative control is performed by equalizing a current total braking torque in relation to the total required braking torque, where the current total braking torque consists of the sum of the regenerative braking torque applied to the steering wheels 2, 4 and of the friction braking torque applied to steering wheels 46, 48, as well as steering wheels 2, 4.
The total required braking torque corresponds to the braking torque required by the vehicle operator, when the total required braking torque is obtained based on the values detected by the start sensor 220 and the main cylinder pressure sensor 222. The total required braking torque corresponds to a required braking torque for traction control or vehicle stability control, when the total required braking torque is obtained based on the information provided through the vehicle, for example, the tracking ECU distance 240 and the ECU to avoid collisions 242. Next, a required regenerative braking torque is determined based on the total required braking torque described above and the information provided from the hybrid ECU 58, containing data indicative of a limit value higher on the generator side and an upper boundary value on the storage side. The upper limit value on the generator side consists of an upper limit value for the regenerative braking torque, which is dependent, for example, on the number of revolutions of the electric motor 20, while the upper limit value on the storage side consists of an upper limit value of the regenerative braking torque, which is dependent, for example, on the storage capacity of the storage device 22. That is, the lowest value among the total required braking torque (required value) is determined, the upper boundary value on the generated side and the upper boundary value on the storage side in the form of the required regenerative braking torque, with the information then being representative of the required regenerative braking torque provided to the hybrid ECU 58.
The hybrid ECU 58 provides representative information regarding the required regenerative braking torque, up to the engine ECU 28. Then, the engine ECU 28 provides
38/61 and a control command to the conversion device 26 so that the braking torque applied to the left and right front wheels 2, 4 by the electric motor 20 is assumed to be identical to the required regenerative braking torque. In this circumstance, the control of the electric motor 20 is carried out by the conversion device 26.
The engine ECU 28 does not require representative information of the activation state of the electric motor 20, such as the current number of revolutions of the electric motor 20 in relation to the hybrid ECU 58. In the case of the hybrid ECU 58, the required braking torque is obtained current based on the current state of activation of the electric motor 20, with the supply of information representing a value of the current required braking torque to the brake ECU 56.
The brake ECU 56 determines a current required braking torque based, for example, on a value obtained by subtracting the current required braking torque from the total required braking torque, then controlling the valves, as such as the linear pressure increase control valve 172 and the linear pressure reduction control valve 176, so that the hydraulic pressure of the brake cylinder approaches a desired hydraulic pressure by setting the required hydraulic braking torque.
During regenerative cooperative control, in principle, all pressure support valves 153FR, 153FL, 153RR, 153RL supplied for the respective four wheels 4, 2, 48, 46 are positioned in the open states, while all the reduction valves pressure sensors 156FL, 156FR, 156RL, 156RR supplied for the respective four wheels 4, 2, 48, 46 are positioned in the closed states, as shown in Fig. 6. In addition, the main cylinder shut-off valves 194FR, 194FL are positioned in the closed states, with the simulator control valve 202 being positioned in the open state, and the pressure increasing mechanism closing valve 192 being positioned in the closed state. With the common passage 152 isolated from the pressure increase mechanism 100, and with the brake cylinders 42FR, 42FL for the front right and left wheels 42 being isolated from the main cylinder 62, the linear pressure increase control valve 172 and the pressure reduction linear control valve 176 are controlled in order to control the hydraulic pressure, with the controlled hydraulic pressure being supplied up to the common passage 152 and to the brake cylinders 42, 52 provided for the respective four wheels.
In this situation, if there is an excessively wide brake brake on wheels 2, 4, 46, 48 in response to a condition of initiation of anti-lock control, the pressure support valves 153 and the pressure reduction valves 156 are opened or closed independently of each other, with hydraulic pressure control in each of the brake cylinders 42, 52, optimizing a condition of
39/61 sliding of each of the front right, left and rear right and left wheels 4, 2, 48, 46.
In addition, if a hydraulic brake system is installed in a vehicle not fitted with the electric transmission device 6, that is, in a vehicle where regenerative cooperative control is not carried out, with the control valve device of hydraulic pressure released 178 being controlled so that the hydraulic braking torque is brought to be identical to the total required braking torque.
2) In the event of failure of the control system (in the event of failure of the electrical system)
As shown in Fig. 7, all electromagnetic valves are positioned back to their original positions.
The linear pressure increase control valve 172 and the linear pressure reduction control valve 176 are positioned in closed states, with no power supply to the solenoids 186, with the hydraulic pressure power source 64 being isolated from the common passage 152.
In addition, since the pressure increasing mechanism closing valve 192 is positioned in its open state, the pressure increasing mechanism 100 is in communication with the common passage 152.
In addition, the pressure support valves 153FR, 153RL are positioned in the closed states, while the pressure support valves 153FL, 153RR are positioned in the open states, so that the brake cylinders 42FL, 52RR provided for the front wheels left and right rear 2, 48 are in communication with the common passage 152, while the brake cylinders 42FR, 52RL provided for the front right and left rear wheels 4, 46 are isolated from the common passage 152.
Hydraulic pressures are generated in the pressurizing chambers 70, 72 of the main cylinder 62 through the operation of the brake pedal 60.
The hydraulic pressure generated by the pressurization chamber 72 is supplied to the pressure increase mechanism 100, with the activation of this pressure increase mechanism 100. By means of forward movement of the graduated piston 104, it is isolated to 112 of the wide chamber diameter 110, with the hydraulic pressure in the small diameter chamber 112 being increased. The valve opening component 125 is moved forward with the high pressure supply valve 116 being positioned in the open state. In addition, the highly pressurized working fluid is supplied from accumulator 66 to the high pressure chamber 114 via the high pressure side check valve 132, and then delivered to the small diameter chamber 112. A hydraulic pressure (servo pressure) in the small diameter chamber 112 is raised to be higher than the hydraulic pressure in main cylinder 62 (that is, the operating force of
40/61 brake), being dispensed until the common passage 152 via the pressure increase mechanism closing valve 192 positioned in the open state, and then supplied to the 42FL, 52RR brake cylinders provided for the front wheels left and right rear 2, 48 via the pressure support valves 153FL, 153RR.
In this circumstance, since the main cylinder closing valve 194FL provided for the left front wheel 2 is positioned in the closed state, it is possible to prevent the servo pressure, dispensed to the 42FL brake cylinder, from flowing out main cylinder 62. Therefore, the 40FL hydraulic brake can be satisfactorily activated.
The pump device 65 remains deactivated, so that the hydraulic pressure in the accumulator 66 is eventually reduced. When the hydraulic pressure in the accumulator 66 does not become higher than the hydraulic pressure in the high pressure chamber 114, the flow of the working fluid between the accumulator 66 and in the high pressure chamber 114 is inhibited, with the inhibition of forward movement of graduated piston 104. Furthermore, in this circumstance, there is a situation in which forward movement of graduated piston 104 is inhibited through contact with graduated piston 104 with the plug described above. In this way, the hydraulic pressure in the small diameter chamber 112 does not increase further, so that the mechanical pressure increase device 134 cannot exhibit an intensifying performance.
Thus when the hydraulic pressure in the pressurizing chamber 72 of the main cylinder 62 has become higher than the hydraulic pressure in the small diameter chamber 112, as a result of the increased operating force applied to the brake pedal 60, the hydraulic pressure comes to be supplied from the pressurization chamber 72 to the small diameter chamber 112 (i.e., an outlet side portion of the mechanical pressure increase device 134) via the auxiliary passage of pressure increase device 136 and the valve manual calibration valve 138, and also to the 42FL, 52RR brake cylinders provided for the left front and right rear wheels 2, 48 via the pressure increase mechanism closing valve 192 and the pressure support valves 153FL, 153RR .
In this circumstance, the hydraulic pressure of the pressurizing chamber 72 of the main cylinder 62 comes to be supplied to the brake cylinders 42FL, 52RR provided for the front left and right rear wheels 2, 48, without their intensification occurring.
In addition, since the pressure support valves 153FR, 153RL are positioned in closed states, the hydraulic pressure of the pressurization chamber 72 is inhibited from being supplied to the brake cylinders 42FR, 52RL available for the front wheels. right and left rear 4, 46.
A maximum amount of the dispensable working fluid from the
41/61 pressurizing chamber 72 in the form of a main cylinder chamber 62. Therefore, if the working fluid is to be supplied to a major component of the brake cylinders, there may be a problem with the hydraulic pressure in each of the brake cylinders cannot be sufficiently increased. Furthermore, a piston pressure inlet area for each of the brake cylinders 42 for the front wheels is larger than a piston pressure inlet area of each of the brake cylinders 52 for the front wheels. rear. Therefore, the hydraulic pressure in each of the brake cylinders 42 of the front wheels and the hydraulic pressure in each of the brake cylinders 52 of the rear wheels are equalized with each other, with the working fluid being consumed more in each cylinder of front wheel brake 42 than for the rear wheel brake cylinder 52.
Thus, there may be a risk of abbreviation of the braking force in an arrangement where the hydraulic pressure of the pressurization chamber 72 will be supplied to the brake cylinders 42FL, 42FR supplied for the front left and direct wheels 2, 4.
On the other hand, it may be possible to employ an arrangement where the hydraulic pressure of the pressurization chamber 72 will be supplied to the brake cylinders provided for the two wheels located in the respective positions on the same side of the lateral direction of the vehicle, for example, together to the 42FL, 52RL brake cylinders provided for the left front and left rear wheels 2, 46. However, in this type of arrangement, there may be a risk as to the presence of a turning moment.
In the present modality, with the supply of hydraulic pressure from the pressurization chamber 72 of the main cylinder 62 to the brake cylinders provided for the two wheels located in the respective diagonal positions, that is, next to the brake cylinders 42FL, 52RR provided for the front left and right rear wheels 2, 48, it is possible to activate the two hydraulic brakes 40FL, 50RR, while restricting the generation of a yaw moment.
Consequently, as for the brake cylinder 42FR made available to the right front wheel 4, hydraulic pressure is supplied from the pressurizing chamber 70 of the main cylinder 62 from the main cylinder closing valve 194FR being positioned in the open state.
In the case of the 52RL brake cylinder provided for the left rear wheel 46, no hydraulic pressure is supplied.
Thus, in the present modality, in the event of failure of the control system or failure of the electrical system, the hydraulic pressures of the pressure increase mechanism 100 and of the main cylinder 62 are supplied to the brake cylinders 42FL, 42FR, 52RR provided for the three wheels. Consequently, the total brake force applied to the entire vehicle can be made to be greater than an arrangement where the hydraulic pressure
42/61 will be supplied to the brake cylinders provided for the two wheels.
In addition, as long as the pressure increase mechanism 100 is activated, the servo pressure is dispensed to the left front wheel 2, with the pressure of the main cylinder being supplied to the right front wheel 4 and with the servo pressure being supplied until the right rear wheel 48, so that the difference between the braking force applied to the portion on the left side of the vehicle and the braking force applied to the portion on the right side of the vehicle will be small, which can be further restricted plus the generation of a turning moment.
3) In case of fluid leak detection
As shown in Fig. 8, the pressure support valves 153FR, 152FL provided for the front right and left wheels 4, 2 are positioned in closed states, while the pressure support valves 153RR, 153RL provided for the right rear wheels and left 48, 46 are positioned in the open states. In addition, the main cylinder shut-off valves 194FR, 194FL are positioned in the open states, with the pressure increase mechanism shut-off valve 192 being positioned in the closed state and the simulator control valve 202 being positioned in the closed state. In addition, all pressure reduction valves 156 are positioned in closed states. According to the above description, the hydraulic pressure of the main cylinder 62 is supplied to the brake cylinders 42FL, 52FR provided for the front left and right wheels 2, 4, while the hydraulic pressure of the pump device 65 is supplied to the 52RL, 52RR brake cylinders on the left and right rear wheels 46, 48.
Since the pressure support valves 153FR, 153FL provided for the left and right front wheels 4, 2 are positioned in the closed states, the brake cylinders 42FR, 42FL provided for the left and right front wheels 4, 2 are isolated from the others, and are isolated from the brake cylinders 52RR, 52RL provided for the left and right rear wheels 48, 46. In this way, the brake cylinder for each front wheel and the brake cylinder for each rear wheel are isolated from each other , and the brake cylinders provided for the front left and right wheels 2,4 are isolated from each other. That is, the three brake circuits are isolated from each other (consisting of a 250FL brake circuit, including the 42FL brake cylinder provided for the left front wheel 2, a 250FR brake circuit including the brake cylinder 42FR provided for the right front wheel 4 and a 250R brake circuit including the 52RL, 52RR brake cylinders provided for the left and right rear wheels 46, 48). Consequently, even if one of the three brake circuits 250FL, 250FR, 250R suffers from fluid leakage, the other brake circuits are not influenced by the fluid leakage occurring in one of the three brake circuits.
Furthermore, since the pressure increase mechanism closing valve 192 is positioned in the closed state, it is possible to prevent fluid flow
43/61 of work provided until the common passage 152 from the source of hydraulic pressure force 64, out of the pressure increase mechanism 100. In the present mode, the presence of the possibility of fluid leakage is detected, however there is no specification of which part of the brake system suffers from this fluid leak. In the event that fluid leakage occurs in the 250FL brake circuit, since the highly pressurized hydraulic pressure cannot be supplied to the large diameter chamber 110, the pressure increase mechanism 100 is kept deactivated. The graduated piston 104 is positioned in the opposite end position, where the small diameter chamber 112 and the large diameter chamber 110 are connected to each other via the communication passage 130. In this circumstance, if the closing mechanism valve pressure increase 192 appears in the open state, the common passage to 152 and the pressurization chamber 72 will be in communication with each other through the communication passage 130, offering risk of making the hydraulic pressure flow from the common passage 152 of back to the pressurization chamber 72. However, by positioning the pressure increase mechanism closing valve 192 in the closed state, it is possible to satisfactorily prevent the working fluid from flowing out of the common passage 152 towards the main cylinder 62, and consequently, supplying the controlled pressure up to the brake cylinders 52RL, 52RR provided for the left and right rear wheels 46, 48.
In the present embodiment, the brake circuit 250 includes the brake cylinder 42FR, the main cylinder passage 76, the pressurization chamber 70 and the reservoir chamber 80. The brake circuit 250FL includes the brake cylinder 42FL, the passage of main cylinder 74, pressurization chamber 72 and reservoir chamber 82. The brake circuit 250R includes brake cylinders 52RL, 52RR, individual passages 150RL, 150RR, hydraulic pressure power source 64 and the reservoir chamber 84.
4) In case of Hydraulic Brake Release
Upon release for brake operation, all electromagnetic valves are positioned in their original positions, as shown in Fig. 2, since the electric current is not supplied to the solenoids of the electromagnetic valves. In addition, in the pressure increase mechanism 100, the graduated piston 104 is returned to the position at the opposite end, causing the large diameter chamber 110 and the small diameter chamber 112 to contact each other via the communication passage. 130.
The hydraulic pressure of the brake cylinder 42FR provided for the right front wheel 4 is returned to the main cylinder 62 and the reservoir 78 via the main cylinder closing valve 194FR positioned in the open state. The hydraulic pressure of the 42FL brake cylinder provided for the right front wheel 2 is returned to the main cylinder 62 and to the re44 / 61 service 78 via the pressure support valve 153FL (positioned in the open state), closing mechanism of the augmentation mechanism. pressure gauge 192 (positioned in the open state) and communication passage 130. The hydraulic pressure of the 52RR brake cylinder provided for the right rear wheel 48 is returned to the reservoir 78 via the pressure support valve 153RR, from the shut-off valve pressure increase mechanism 192 and pressure increase mechanism 100. The hydraulic pressure of the brake cylinder 52RL provided for the left rear wheel 46 is returned to reservoir 78 via the pressure reduction valve 156RL positioned in the open state.
The 153RL pressure support valve consists of an electromagnetic valve operating normally closed, to inhibit the supply of working fluid from the main cylinder 62 and the pressure increase mechanism 100 to the 52RL brake cylinder provided for the left rear wheel 46 in the event of a failure of the control system (electrical system failure). Therefore, upon release of the brake operation, the 52RL brake cylinder is isolated from the common passage 152, so that the working fluid cannot be resumed from the 52RL brake cylinder to the main cylinder 62 via the pressure 100. However, once the 156 RL pressure reducing valve consists of an electromagnetic valve operating normally open, the working fluid can be returned from the 52RL brake cylinder to reservoir 78 via the 156RL pressure reducing valve . In addition, if any of the pressure reducing valves 156 are formed by electromagnetic valves operating normally open, it will be necessary to maintain the supply of electrical current to the solenoids during the activation of the hydraulic brakes 40, 50 leading to a problem with the large consumption of electrical power. In the case of the present modality, since only the pressure reduction valve 156RL among the valves and pressure reduction 156 comes to be constituted by an electromagnetic valve operating normally open, it is possible to restrict the increase in the consumption of electrical energy.
According to the description above, in the case of the present modality, the supply of hydraulic pressure next to the brake cylinders 42, 52 comes to be controlled based on the results from the initial checks.
In the event of a failure of the control system (failure of the electrical system), it is possible to supply a hydraulic pressure higher than the hydraulic pressure of the main cylinder 62, together with the brake cylinders 42FL, 52RR by activating the control mechanism. pressure increase 100. In addition, the hydraulic pressure of the main cylinder 62 is supplied to the brake cylinder 42FR provided for the right front wheel 4. Thus, in the event of a failure of the electrical system, the hydraulic brakes 40FL, 40FR, 50RRs provided for the three wheels can be activated. Consequently, in comparison with an arrangement where the brake cylinders provided for the two wheels are activated, it is possible to
45/61 satisfactorily avoid failure due to the braking force. In addition, since the servo pressure is supplied to the brake cylinders for the two wheels located in the respective diagonal positions, it is possible to restrict the generation of a yaw moment.
In the case of detecting the possibility of fluid leakage, the three brake circuits 250FL, 250FR, 250FR are isolated from each other. Therefore, even in the event of fluid leakage occurring in one of the three brake circuits 250FL, 250FR, 250R, it is possible to satisfactorily prevent the other brake circuits from being influenced by the fluid leakage occurring in a brake circuits. In addition, hydraulic brakes can be reliably activated on brake circuits that are not leaking fluid.
In addition, in the present embodiment, the 153FL pressure support valve functions as a right / left shut-off valve and each 153FL, 153FR pressure support valve works with a front / rear shut-off valve, thereby eliminating the need for as for valve supplies serving exclusively as front / rear shutoff valves and right / left shutoff valves, and consequently making it possible to reduce costs.
In the hydraulic brake system constructed according to the previous description, a pressure supply control device is formed, for example, through portions of brake ECU 56 designed for storage and execution of the hydraulic pressure supply control program represented by the flowchart of Fig. 5. The pressure supply control device also serves to act as a control portion of the electromagnetic valve. It can also be considered that a communication closure control device consists, for example, of portions of the brake ECU 56 designated for storage and implementation of step S16 of the hydraulic pressure supply control program.
In addition, a released hydraulic pressure control device is formed, for example, by the released hydraulic pressure control valve device 178 and portions of the brake ECU 56 designated for storage and implementation of steps S14 and S16 of the control program. hydraulic pressure supply.
In addition, the 150FL single pass, the 153FL pressure support valve, the 194FL main cylinder shut-off valve, and the 42FL brake cylinder correspond to a first manual pressure source pass, a first single pass, a first valve, a first manual pressure source shut-off valve and a first brake cylinder, respectively. Main cylinder passage 76, single passage 150FR, pressure support valve 153FR, main cylinder closing valve 194FR and brake cylinder 42FR correspond to a
46/61 second passage of manual pressure source, to a second individual passage, to a second shut-off valve of manual pressure source and of a second brake cylinder, respectively. In addition, each of the 153FL, 153FR, 153RL, 153RR pressure support valves also serves as a pressure boost control valve.
Furthermore, a pressure supply passage is constituted, for example, by means of the common passage 152 and the individual passage 150.
In addition, a device for detecting the possibility of fluid leakage consists, for example, of portions of the brake ECU 56, which are designated for storage and implementation of step S3 of the initial verification program.
Mode 2
Fig. 9 shows a diagram of a hydraulic circuit of the hydraulic brake system according to Mode 2 of the present invention. In the description that follows, reference numbers identical to those used to identify the elements relevant to the hydraulic circuit of the hydraulic brake system of Mode 1 are used, with the description of these elements being omitted. For example, the brake ECU 56 operates the controls in the same way as in Mode 1.
In Mode 2, the 52RL, 52RR brake cylinders provided for the left and right rear wheels 46, 48 are connected together with the common passage 310 via a single individual passage 312, so that the hydraulic pressures on the 52RL, 52RR brake cylinders left and right rear wheels 46, 48 have a common control center. The individual passage 312 is provided containing a pressure support valve 314 formed by an electromagnetic valve operating normally closed. A check valve on the side of the brake cylinder 316 is positioned in parallel with the pressure support valve 314. The check valve 316 allows the working fluid to flow in a direction away from the brake cylinders 52RL, 52RR towards the common passage 310, and inhibiting the flow of the working fluid in the opposite direction away from the common passage 310 directed to the brake cylinders 52RL, 52RR.
In addition, the brake cylinders 42FL, 42FR provided for the front left and right wheels 2, 4 are connected next to the common passage 310 via the respective individual passages 320FL, 320FR, each of which does not incorporate a pressure support valve . The main cylinder passages 74, 76 are connected to the respective individual passages 320FL, 320FR, and are provided with the respective main cylinder shutoff valves 324FL, 324FR. The 324FL main cylinder shut-off valve consists of a normally closed electromagnetic valve, while the 324FR main cylinder shut-off valve is formed by a normally open electromagnetic valve.
47/61
In addition, a front / rear shut-off valve 330 is positioned between a connected portion of the common passage 310 (where the common passage 310 comes to be connected with the individual passage 312) and a connected portion of the common passage 310 (where the common passage 310 is connected to the servo pressure passage 190). A right / left shut-off valve 332 is positioned between the connected portions of the common passage 310 where the common passage 310 comes to be connected with the respective individual passages 320FL, 320FR.
Each front / rear shut-off valve 330 and right / left shut-off valve 332 consists of an electromagnetic valve operating normally open.
Although the right / left shut-off valve 332 is positioned in the common passage 310 in the hydraulic brake circuit shown in Fig. 9, this 331 can be positioned in a portion of the individual passage 320FL located between the main cylinder passage 74 and the common passage 310 or positioned in a portion of the individual passage 320FR, which is located between the main cylinder passage 76 and the common passage 310. In addition, although the front / rear shut-off valve 330 is positioned between the connected portion of the common passage 310 (where the common passage 310 is connected to the individual passage 312) and the connected portion of the common passage 310 (where the common passage 310 is connected to the servo pressure passage 190), this valve 330 can be positioned between a connected portion of the common passage 310 (where the common passage 310 is connected to the individual passage 320FL) and the connected portion of the common passage 310 (where the common passage 310 is connected to the servo pressure and passage 190).
There is a description of the activation of the hydraulic brake system built according to the description above.
1) In the case of the Hydraulic Brake System Normality
As shown in Fig. 10, the hydraulic pressure controlled by the released hydraulic pressure control valve device 178 is provided for the common passage 310, with the pressure increase mechanism 100 isolated from the common passage 310 and with the pressure cylinders. 42FL, 42FR brake on left and right front wheels 2, 4 isolated from main cylinder 62.
In addition, the pressure support valve 314 provided for the left and right rear wheels 46, 48 is placed in the open state, and the front / rear closing valve 330 and the right / left closing valve 332 are placed in the open states, so that the controlled pressure is supplied for all brake cylinders 42, 52.
2) In the event of failure of the control system
48/61 (In the event of an electrical system failure)
As shown in Fig. 11, all electromagnetic valves are returned to their respective original positions. The servo pressure released by the pressure increase mechanism 100 is supplied until the common passage 310. In this circumstance, once the pressure support valve 314 provided for the left and right rear wheels is formed by an electromagnetic valve operating normally closed , the servo pressure is supplied to the brake cylinders 42FL, 42FR provided for the front left and right wheels 2, 4.
In addition, once the main cylinder shutoff valve 324FR is placed in the open state, the hydraulic pressure released from the pressure increase mechanism 100 is supplied to the pressurization chamber 70, provided that the released hydraulic pressure is more higher than the hydraulic pressure of the main cylinder 62. Resulting from the supply of the hydraulic pressure released to the pressurization chamber 70, the hydraulic pressure in the 70 is increased, with the force applied to the pressurization piston 69 being increased and, consequently , with the increase of the hydraulic pressure in the pressurization chamber 72. In this way, the pressure increase mechanism 100 can be activated by the increased hydraulic pressure, with the hydraulic pressure released by the pressure increase mechanism 100 being able to grow. Therefore, an additional increase in hydraulic pressures on the 42FL, 42FR brake cylinders of the left and right front wheels is possible.
When the pressure of the working fluid stored in the accumulator 66 becomes so low that the hydraulic pressure in the pressurization chamber 72 becomes higher than the hydraulic pressure released by the pressure increase mechanism 100, the hydraulic pressure in the main cylinder 62 is supplied mainly to the left front wheel 42FL brake cylinder 2 via the manual check valve 138. In addition, the hydraulic pressure in the pressurization chamber 70 of the main cylinder 62 is supplied mainly to the brake cylinder 42FR of the left side. right front wheel 4. In this way, the hydraulic pressures in the pressurization chambers 70, 72 are supplied to the respective brake cylinders 42FL, 42FR provided for the respective left and right front wheels 2, 4 where the hydraulic brakes 40FL, 40FR can be activated satisfactorily.
Furthermore, since the hydraulic pressures on the 40FL, 40FR brake cylinders of the respective left and right front wheels 2, 4 become substantially identical in magnitude, it is not very likely that a moment will be generated yaw.
3) In case of fluid leak detection
As shown in Fig. 12, the pressure increase mechanism shut-off valve192, the right / left shut-off valve 332, and the shut-off valve
49/61 front / rear 330 are placed in closed states. In addition, the pressure support valve 314 is placed in the open state, and the main cylinder shutoff valves 324FL, 324FR are glued in the open states.
The hydraulic pressure of the hydraulic pressure power source 64 comes to be controlled and supplied to the brake cylinders 52RL, 52RR provided for the left and right rear wheels 46, 48, while the hydraulic pressure of the main cylinder 62 comes to be supplied to the brake cylinders 42FL, 42Fr provided for the front left and right wheels 2, 4. In this circumstance, once the right / left closing valve 332 and the front / rear closing valve 330 are positioned in the closed states, the three circuits , which consist of a 350FL brake circuit including the 42FL brake cylinder, a 350FR brake circuit including the 42FR brake cylinder and a 350R brake circuit including the 52RL, 52RR brake cylinders are isolated from each other. Therefore, even if one of the three brake circuits 350FL, 350FR, 350R suffers from fluid leakage, the other brake circuits are not influenced by fluid leakage occurring in one of the three brake circuits. In addition, hydraulic brakes can be reliably activated on brake circuits that do not suffer from fluid leakage.
In the present embodiment, once the right / left shut-off valve 332 is positioned on a portion of the common passage 310, this portion located between the connected portion of the common passage 310 (where the common passage 310 comes to be connected with the servo pressure passage 190) and the brake cylinder 42FR of the right front wheel 4, the pressure increase mechanism closing valve192 does not necessarily have to be placed in the closed state. This is due to the fact that when the right / left shut-off valve 332 and the front / rear shut-off valve 330 are positioned in the closed states, the pressure increase mechanism 100 is in communication only with the 42FL brake cylinder on the wheel front left 2, while being isolated from the other 350FR, 350R brake circuits.
4) In case of Hydraulic Brake Release
All electromagnetic valves are returned to their original positions, as shown in Fig. 9. The working fluid in the brake cylinder 42FR of the right front wheel 4 is returned to the main cylinder 62 via the main cylinder passage 76, while the fluid work on the left front wheel 42FL brake cylinder 2 is returned to the main cylinder 62 via the pressure increase mechanism 100. The working fluid on the left and right rear wheels 52RL, 52RR of the rear wheels 46, 48 is returned to the main cylinder 62, via brake cylinder side check valve 316, front / rear shut-off valve 330 (positioned in open state), common pass 310 and pressure increase mechanism 100, or via shut-off valve front / rear 330 (positioned in open state), right / left shut-off valve 332 (positioned in
50/61 open state) and main cylinder closing valve 324.
Thus, in the present embodiment, the check valve on the brake cylinder side 316 is positioned in parallel with the pressure support valve 314 provided for the rear wheels 46, 48 and formed by the normally closed electromagnetic valve. Therefore, in order to inhibit the working fluid from being supplied to the brake cylinders 52 of the rear wheels 46, 48 in the event of failure of the electrical system, it is possible to ensure that the breaking force and the cause of the working fluid come to be reliably returned from the brake cylinders 52 of the rear wheels 46, 48 upon release of the Hydraulic brake.
In the present embodiment, the individual passage 312 corresponds to a third individual passage, and the pressure support valve 314 corresponds to a third valve.
The pressure support valve 314 can be adapted to function as a brake side check valve. The pressure support valve 314 is formed by the electromagnetic valve operating normally closed, and has the same construction given by the linear pressure increase control valve 172 and the linear pressure reduction control valve 176, shown in Fig. 3. When there is no power supply to the solenoid of valve 314, with valve 314 positioned in the closed state, the force based on the pressure difference F3 and the skew force F2 act next to the valve body of valve 314, where the force based on the pressure difference F3 is generated based on the difference between the inlet and outlet sides of valve 314, and with the skew force F2 being generated by the valve spring 314. Being the spring force of the valve 314 adapted to generate a small force such as the skew force F2, the valve 314 can be switched from the closed state to the open state, when the pressure The hydraulic pressure in the brake cylinder 52 becomes higher than the hydraulic pressure in the common passage 310 so that the force based on the pressure difference F3 becomes greater than the skew force F2. In this way, by adapting the spring of valve 314 to generate the small skew force, it is possible to eliminate the need for the provision of the check valve on the side of the brake cylinder 316, further reducing the cost.
Mode 3
In the hydraulic brake system built in accordance with Mode 2, the electromagnetic valves are controlled to be positioned in the respective positions shown in Fig. 12, when the possibility of leakage of fluid is detected. However, the valves are controlled in a different way.
Next, there is a description of how the control of the right / left shut-off valve 332 and the front / rear shut-off valve 330 occurs by means of
51/61 protection as to the possibility of the presence of fluid leakage in a brake system including a hydraulic brake system identical to the one referring to Mode 2.
Preference is given to the right / left shut-off valve 332 and the front / rear shut-off valve 330 to be kept in the closed states as much as possible when the presence of the possibility of fluid leakage is detected. Fluid leakage does not necessarily occur even when the presence of fluid leakage is detected. However, preference is given that when one of the brake circuits actually suffers from fluid leakage, then the other brake circuits do suffer from fluid leakage, with the other brake circuits not being influenced by fluid leakage occurring in one of the three brake circuits. Since the front / rear shut-off valve 330 and the right / left shut-off valve 332 consist of an electromagnetic valve operating normally open, it is necessary to maintain the supply of electrical energy to its solenoids to keep them in closed states. When the supply of electricity is carried out over a long period of time, problems may arise with regard to increased consumption of electrical power and excessive heating of the solenoids.
On the other hand, as long as hydraulic pressure is not applied to the 350FL, 350FR, 350R brake circuits, even if a fluid leak in one of the brake circuits does occur, the working fluid flows a little out of the brake circuit that shows this fluid leak, so that the other brake circuits are very little influenced by this fluid leak.
In view of the above, in the case of Modality 2, upon detecting the presence of the possibility of fluid leakage, the right / left closing valve 332 and the front / rear closing valve 330, in principle, are maintained in the states closed, and are placed in the open state with the OFF, disconnection, of the electric energy supplied to the solenoids, when a predetermined condition allowing the opening of the valve comes to be met (namely, when it is not problematic to position the closing valve right / left 332 and the front / rear shut-off valve 330 in the open states).
In other words, upon detection of the presence of the possibility of fluid leakage, the front / rear shut-off valve 330 and the right / left shut-off valve 332 are positioned in the closed states by activating the electrical energy, ON, supplied up to the solenoids, only when valves 332, 330 need to be positioned in the closed states (namely, only when a predetermined condition allowing the valve to close). In this way, it is possible to prevent the solenoids from becoming overheated, and consequently, reducing electricity consumption.
52/61
A) The right / left shut-off valve 332 and the front / rear shut-off valve 330 can be controlled according to the control program of the right / left shut-off valve and front / rear shut-off valve, represented by a flow chart in Fig. 13, running at a predetermined time interval.
This control program starts at step S61, which is implemented to read the result from the detection of the possibility of fluid leakage. When there is a possibility of leaking fluid, step S62 is implemented to assess whether the brake gear 218 is in the ON state. When the brake gear 218 is in the activated state, ΟΝ, the control flow proceeds to step S63 where the left / right shut-off valve 332 and the front / rear shut-off valve 330 are positioned in the closed states. When the brake shift 218 is positioned in the OFF state, the control flow proceeds to step S64, where the right / left shut-off valve 332 and the front / rear shut-off valve 330 are positioned in the states open without power supply to the solenoids. When the brake shift 218 is switched from the off state, OFF, to the on state, ON, the front / rear shut-off valve 330 and the right / left shut-off valve 332 are switched from open states to closed states.
During the activation of hydraulic brakes 40, 50 in the activated state, ON, of the brake gear 218, it is preferred that the right / left shut-off valve 332 and the front / rear shut-off valve 330 be placed in the states closed, while the three brake circuits 350FL, 350FR, 350R are isolated from each other, so that, as given for Mode 2, the hydraulic pressure controlled by the released hydraulic pressure control device 178 may come to be supplied to the brake cylinders 52RL, 52RR provided for the left and right rear wheels 46, 48, while the hydraulic pressure of the main cylinder 62 can be supplied to the brake cylinders 42FL, 42FR provided for the left and right front wheels 2 , 4.
In the event that the regenerative cooperative control is inhibited from being carried out by detecting the possibility of a fluid leak being present, it is taken into account that the hydraulic brakes 40, 50 are activated when the brake gear 218 is in the triggered state, ON.
m each of the valves, the right / left shut-off valve 332 and the front / rear shut-off valve 330, heating of the solenoid can be restricted, for example, by increasing the number of coil turns on the solenoid and / or by controlling the electrical energy supplied to the solenoid.
During periods of inactivity of hydraulic brakes 40, 50 in the off state
53/61 of, OFG, of the 218 brake gear, the other brake circuits are little influenced by the leakage of fluid, even if the front / rear closing valve 330 and the right / left closing valve 332 are to be positioned in the open states. Therefore, when the brake shift 218 is positioned in the OFF state, the electrical power supplied to the solenoids of the right / left shut-off valve 332 and the front / rear shut-off valve 330 is switched OFF, with the 332 valves. , 330 being placed in the open states. In this way, it is possible to reduce the consumption of electrical energy and restrict the heating of the solenoids.
When there is no possibility of fluid leakage, a negative evaluation (NO) is obtained in step S61, so that steps S63 and S64 are not implemented. That is, when there is no possibility of fluid leakage, the right / left shut-off valve 332 and the front / rear shut-off valve 330 are not controlled according to the corresponding front / rear shut-off valve control program and right / left shut-off valve, but they are controlled according to another program, such as the hydraulic pressure supply control program. Therefore, when assessing that there is no possibility of fluid leakage, it is normal for the right / left shut-off valve 332 and the front / rear shut-off valve 330 to be positioned back to their open states, however, they do not need to necessarily to be returned immediately to these open states. For example, in a vehicle stability control or a traction control, the right / left shut-off valve 332 is positioned in the closed state when the hydraulic pressure controlled by the released hydraulic pressure control device 178 must be supplied. 42FI brake cylinder on left front wheel only 2.
It should be noted that step S62 can be implemented by assessing whether the hydraulic pressure detected by the pressure sensor on the brake cylinder 226 is equal to a borderline assessment value, a value determined in such a way that it can be interpreted as being the hydraulic brakes 40, 50, when the hydraulic pressure detected is not lower than the limit value of evaluation. With step S62 being implemented in this way, the right / left closing valve 332 and the front / rear closing valve 330 can be positioned in closed states, for example, also when the automatic brake is activated by means of detection as to the possibility of fluid leakage being present.
In addition, the detection of the possibility of fluid leakage being present can be performed not only when carrying out an initial check, but also when necessary. That is, the detection as to whether or not there is a possibility of fluid leakage can be carried out in step S61.
54/61
A communication closure control device consists, for example, of portions of the brake ECU 56, designed to store and operate the front / rear shut-off valve and the right / left shut-off valve control program, shown in Fig. 13. The portions of the brake ECU 56 include portions designated for storage and implementation of steps S62 and S63, cooperating to form an electromagnetic valve closing control portion. The brake ECU 56 portions further include portions designated for storage and implementation of steps S62 and S64, cooperating to form an electromagnetic valve opening control portion. The closing control portion of the electromagnetic valve further serves as an operationally based closing control portion.
In addition, the right / left shut-off valve 332 corresponds to a first communication shut-off valve, while the front / rear shut-off valve 330 corresponds to a second communication shut-off valve.
It can also be considered that the electromagnetic valve closing control portion corresponds to an electromagnetic valve closing support portion and that the electromagnetic valve opening control portion corresponds to a compulsory opening control portion of the electromagnetic valve.
B) The right / left shut-off valve 332 and the front / rear shut-off valve 330 can also be controlled according to a control program represented by the flowchart of Fig. 14.
This control program is started in step S71, which is implemented to read the result as the detection of the possibility of fluid leakage is present. When there is a possibility of fluid leakage, steps S72 and S73 are implemented to assess whether at least one of the hydraulic pressures in the respective brake cylinders 42, 52 is higher than a given pressure value, evaluating it if an absolute value referring to the rate of change of at least one of the hydraulic pressures in the respective brake cylinders 42, 52 turns out to be higher than a given rate value. When a positive evaluation (YES) is obtained in at least one of steps S72 and S73, step S74 is implemented in place of the right / left shut-off valve 332 and the front / rear shut-off valve 330 in closed states. When a negative evaluation (NO) is obtained in each of the steps S72 and S73, step S75 is implemented by positioning the closing valves 332, 330 in the open states.
The given value of the pressure described above can consist of a value determined so that it can be interpreted that in the event of fluid leakage, the working fluid is caused to escape from a hollow part (ie, a deteriorated part with respect to sealing) in at least a given quantity, and consequently, causing an effect
55/61 to influence other brake circuits in a problematic way, when the hydraulic pressure in the brake cylinder is higher than a given pressure value. In this sense, the given pressure value can be referred to as a borderline assessment value based on this influence.
The given pressure value can be higher than a pressure value (threshold value of drive evaluation) determined so that it can be interpreted that the hydraulic brakes 42, 52 must be applied when the hydraulic pressures in the brake cylinders are present higher than the threshold value of the drive evaluation. In other words, when hydraulic brakes 42, 52 are applied when the hydraulic pressures on the brake cylinders 42, 52 are low, the amount of fluid leakage is so small that the influence of fluid leakage is small, and consequently , it is not a problem that the right / left shut-off valve 332 and the front / rear shut-off valve 330 will be positioned in the open states. However, when hydraulic pressures are high, the influence due to fluid leakage is large, so it must be taken into account that the right / left shut-off valve 332 and the front / rear shut-off valve 330 must necessarily be positioned in the closed states.
When the absolute value of the rate of change of hydraulic pressure in each of the brake cylinders 42, 52 is greater than a given rate value, the amount of fluid leakage is considered to become large. In addition, when the pressure growth rate in the brake cylinder is high, it can be considered that there is a high possibility that the pressure in the brake cylinder has become high. Therefore, when the absolute value of the rate of change of pressure in the brake cylinder becomes high, it is preferable that the right / left shut-off valve 332 and the front / rear shut-off valve 330 are placed in the closed states.
In addition, when the right / left shut-off valve 332 and the front / rear shut-off valve 330 are positioned in the open states, it is preferable that the main cylinder shut-off valves 324FL, 34FR are positioned in the closed states.
In the present embodiment, a closing control portion based on hydraulic pressure consists, for example, of portions of the brake ECU 56 that are designated for storage and implementation of steps S72, S73 and S74.
Note that step S73 can be implemented by assessing whether there is a high possibility that the absolute value of the rate of change of pressure in the brake cylinder will become higher than the given rate value. For example, when there is a high possibility that the brake pedal 60 should be activated, it can be considered that there is a high possibility that the growth rate of
56/61 pressure in the brake cylinder becomes higher than the given rate value.
C) The right / left shut-off valve 332 and the front / rear shut-off valve 330 can also be controlled according to a control program represented by the flow chart of Fig. 15.
When there is a possibility of fluid leakage, steps S82 and S83 are implemented to assess whether a vehicle travel speed is equal to or less than a given speed value with ignition key 234 being positioned in the on state, ON, and evaluating whether the throttle shift 234 is positioned in the off state, OFF, with the ignition shift 234 being positioned in the on state, ΟΝ. The given speed value consists of a value determined in such a way that it can be interpreted as having occurred a speed interruption when the travel speed is not greater than a given speed value. When a positive evaluation (YES) is obtained in at least one of the steps S82 and S83, step S84 is implemented to position the closing valves 332, 330 in the closed states. When a negative evaluation (NO) is obtained in each of the steps S82 and S83, step S85 is implemented for the positioning of the closing valves 332, 330 in the open states. When the ignition key 234 is positioned in the OFF state, OFF, or when the accelerator pedal is operated while the vehicle is moving with the ignition key 234 positioned in the ON state, it is not considered problematic that the shut-off valves 330, 332 are positioned in the open states since there is no high possibility that the brake pedal 60 will be operated under such a situation.
When the travel speed of the vehicle is not greater than a given speed value or when the accelerator pedal is not being operated, it is preferable that the shut-off valves 332, 330 are positioned in the closed states, since there is a high possibility that the brake pedal 60 will be operated under such a situation. During the operation of the brake pedal 60, the rate of growth of the hydraulic pressure in each of the brake cylinders 42, 52 becomes high so that the other brake circuits are greatly influenced by the leakage of fluid. Therefore, it is preferable to position the closing valves 332, 330 in the closed states before the operation of the brake pedal 60 is actually activated.
When the brake pedal 60 is, in fact, being operated, the acceleration shift 324 is positioned in the OFF state, so that a negative evaluation (NO) is obtained in step S83 and step S84 for positioning the front / rear shutoff valve 330 and right / left shutoff valve 332 in closed states.
In the present modality, a portion of the vehicle stop closure control
57/61 culo consists, for example, of portions of the brake ECU 56, designated for storage and implementation of steps S82 and S84, and a closing control portion based on the operation being constituted, for example, of portions of the ECU brake 56 designed for storing steps S82 through S84.
Once the right / left shut-off valve 332 and the front / rear shut-off valve 330 are positioned in the closed states even after the brake pedal 60 has been released, it is preferable to position the linear speed reduction control valve 176 in the open state for a given length of time after the release of the brake pedal 60, so that the hydraulic pressures of the brake cylinders 52RL, 52RR of the rear wheels 46, 48 are returned to the reservoir 78 via the control valve linear speed reduction 176.
D) The right / left shut-off valve 332 and the front / rear shut-off valve 330 can also be controlled according to a control program represented by a flow chart of Fig. 16. In the present mode, when a fluid leak is detected , the front / rear shut-off valve 330 and the right / left shut-off valve 332 are, in principle, kept in the closed states, but they are positioned in the open states for a given length of time after the brake shift 218 has been positioned from the on state, ON, to the off state, OFF, because there is no high possibility that the brake operation will be processed again for the given length of time after the release of the brake pedal. Note that the given time span consists of a time span determined in such a way that it can be assumed that the brake operation is unlikely to be carried out within a given time span.
Step S91 is implemented to detect whether there is a possibility of fluid leakage. When there is a possibility of detecting the presence of fluid leakage, step S92 is implemented to assess whether a given length of time (that is, around two seconds) has elapsed after the brake shift 218 has been switched from on, ON, to off, OFF. Until the given length of time has elapsed, step S93 is implemented for maintaining the right / left shut-off valve 332 and the front / rear shut-off valve 330 in the open states. When a given time has elapsed, step S94 is implemented to position the closing valves 330, 332 in the closed states. That is, even during the OFF, OFF state of the brake shift 218, the closing valves 332, 330 are positioned in the closed states, and kept in the closed states regardless of whether the ignition key 234 is positioned in either the on, ON, or not off, OFF.
In the present embodiment, a portion of the electro valve closing support
The magnetic 58/61 consists, for example, of portions of the brake ECU 56 designated for the storage and implementation of steps S91, S92 and S94, and a control portion of the compulsory opening of the electromagnetic valve is constituted, for example, by portions of the brake ECU 56 that are designated for storage and implementation of steps S92 and S93. In addition, a closing control portion based on the operation can be considered to consist, for example, of the parts of the brake ECU 56 that are designated for storage and implementation of steps S92 and S93.
E) The right / left shut-off valve 332 and the front / rear shut-off valve 330 can also be controlled according to a control program represented by a flowchart relevant to Fig. 17. In the present mode, in the case of leak detection of fluid, the shut-off valves 332, 330 are kept in the closed states when the ignition key 234 is positioned in the on state, ON, and are kept in the open states when the ignition key 234 is positioned in the off state , OFF.
Step S95 is implemented to detect whether there is a possibility of fluid leakage. When the possibility of detecting the presence of fluid leakage is detected, step S96 is implemented to assess whether the ignition key 234 should be positioned in the ON state. When the ignition key 234 is positioned in the ON state, step S97 is implemented for positioning the closing valves 330, 332 in the closed states. When the ignition key 234 is positioned in the OFF, OFF state, step S98 is implemented for positioning the valves 332, 330 in the open states.
In the present embodiment, a switching control portion ON is made up, for example, of portions of the brake ECU 56 designated for storage and implementation of steps S96 and S97.
Note that the right / left shut-off valve 332 and the front / rear shut-off valve 330 can always be kept in the closed states regardless of whether the ignition key 234 is in either the ON, OFF or OFF state. .
In addition, when the brake shift 218 is positioned in the OFF state, OFF, with the right / left shut-off valve 332 and the front / rear shut-off valve 330 being kept in the closed states over a maximum length of predetermined time (made possible for the prevention of heat generation), the closing valves 332, 330 can be kept in the open states for a predetermined length of time for the cooling of the solenoids, so that it is possible to restrict the heating satisfactorily solenoids and to reduce electricity consumption.
Furthermore, the right / left shut-off valve 332 and the shut-off valve
The front / rear 59/61 330 can also be controlled according to a combination of part or all comprising at least two of the five control programs described above.
In addition, the right / left shut-off valve 332 and the front / rear shut-off valve 330 can be controlled according to the respective programs differentiated from each other. In addition, the right / left shut-off valve 332 and the front / rear shut-off valve 330 can be alternately positioned in the open state when a predetermined condition or conditions are met.
Mode 4
The brake circuit can be constructed as shown in Fig. 18.
In the brake circuit according to the present modality, each of the individual hydraulic pressure control portions 360FL, 360FR comes to be positioned in an intermediate path of one of the corresponding individual passages 320FL, 320FR provided for the respective front left and right 2, 4 in order to control the hydraulic pressure next to one of the corresponding 42FL, 42FR brake cylinders. Each of the individual hydraulic pressure control portions 360FL, 360FR may consist of at least one electromagnetic valve, such as pressure support valve 153 and pressure reduction valve 156 included in the hydraulic modality brake system 1, or the linear pressure increase control valve 172 and the linear pressure reduction control valve 176 included in the hydraulic brake system of Mode 1. From the provisions of the individual hydraulic pressure control portions 360FL, 360FR, it is possible to precisely adjust the hydraulic pressure control on the 42FL, 42FR brake cylinders.
Note that the pressure increase mechanism 100 and the released hydraulic pressure control valve device 178 are not essential elements. In addition, the hydraulic pressure power source 64 can be used exclusively for the activation of the pressure increase mechanism 100.
In addition, the present invention can also be carried out in modes where two or more of Modalities 1, 2 and 3 will be combined. For example, in a mode where modes 1 and 2 are combined, the hydraulic brake pressure circuit can be constructed so that (i) the 153FL, 153FR pressure support valves and 156FL pressure reduction valves, 156FR are available for the 42FL, 42FR brake cylinders for the left and right front wheels, while the pressure support valve 314 is normally provided for the 52RL, 52RR brake cylinders for the left and right rear wheels, or (ii) the pressure support valve 331 is available for the 42FR brake cylinder on the right front wheel, while the pressure support valves 153RL, 153RR and the pressure reduction valves 156RL, 156RR
60/61 are available for the 52RL, 52RR brake cylinders on the left and right rear wheels. In addition, the controls performed in Mode 3 can be applied together with the hydraulic brake pressure circuit of Mode 1. In this case, both 153FL, 153FR pressure support valves or the 153FR normally open pressure support valve will be submitted to controls.
Furthermore, the present invention can be carried out not only in relation to the modes described above, but in other modes containing several modifications and improvements that can be carried out based on the knowledge of a technician specialized in the area.
Description of Reference Numbers
40, 50 hydraulic brakes
42, 52: brake cylinder
54: hydraulic pressure control portion
56: Brake ECU
60: brake pedal
62: main cylinder
64: source of hydraulic pressure force
66: accumulator
70, 72: pressurization chamber
74, 76: main cylinder pass
100: pressure increase mechanism
104: graduated piston
110: large diameter chamber
112: small diameter chamber
132: high pressure side check valve
138: manual pressure check valve
134: mechanical pressure increase device
150: individual ticket
152: passing in common
153: pressure support valve
156: pressure reduction valve
170: controlled pressure passage
172: pressure increase linear control valve
176: pressure reduction linear control valve
178: hydraulic pressure control valve device released
190: servo pressure changeover
192: pressure growth mechanism shut-off valve
61/61
218: brake shift
220: start sensor
222: main cylinder pressure sensor
224: accumulator pressure sensor
226: brake cylinder pressure sensor
228: level warning
230: wheel speed sensor

权利要求:
Claims (10)
[1]
1. Brake system, comprising:
plurality of hydraulic brakes (40.50) provided for the respective wheels (2, 4,
46, 48) of a vehicle, and configured to be activated by the hydraulic pressures of their respective brake cylinders (42,52) in order to restrict the rotation of the respective wheels;
manual hydraulic pressure source (70.72) configured to generate hydraulic pressure by operating an operating brake component (60) through an operator;
hydraulic pressure power source (64) configured to generate hydraulic pressure 10 by supplying electrical energy to it;
high pressure generator (100) configured to generate hydraulic pressure higher than the hydraulic pressure of said manual hydraulic pressure source (70.72), by using the hydraulic pressure of said hydraulic pressure power source (64) ;
15 common pass (152, 310) where a first brake cylinder (42FL), a second brake cylinder (52RR, 42FR) and said high pressure generator (100) come to be connected, with said first cylinder being a of said brake cylinders (42,52) of said hydraulic brakes (40, 50) and being connected in said passage in common via a first individual passage (150FL, 320FL), and second brake cylinder
20 being one of said brake cylinders differentiated from said first brake cylinder and being connected in said common passage via a second individual passage (150RR, 320FR) differentiated from said first individual passage;
high pressure generator closing valve (192) positioned between said common passage (152, 310) and said high pressure generator (100);
25 first passage of manual pressure source (74) connecting said first individual passage (150FL, 320FL) and said manual source of hydraulic pressure (72);
first manual pressure source shutoff valve (194FL, 324FL) provided in said first manual pressure source passage (74);
first valve (153FL, 332) provided in a portion of a pressure supply passage (150, 152, 310, 320) located between a connected portion of said pressure supply passage and said second brake cylinder (52RR; 42FR ), with said pressure supply passage including said first individual passage (150FL, 320FL), said second individual passage (150RR; 320FR) and said common passage (152, 310), said pressure supply passage being connected35 from next to said portion connected in said first passage of manual pressure source (74);
pressure supply control device (56) configured to control
Petition 870190014032, of 11/02/2019, p. 11/30
[2]
2/5 the supply of hydraulic pressure next to each of the aforementioned brake cylinders (42FL, 52RR; 42FL, 42FR), by controlling, at least, the said high pressure generator closing valve (192), of the first valve (153FL, 332) and the first manual pressure source shut-off valve (194FL, 324FL);
and said pressure supply control device (56) including an electromagnetic valve control portion (56) configured to control said manual pressure source shut-off valve (192), first valve (153FL, 332) and first manual pressure source shut-off valve (194FL, 324FL), in order to establish a first state in the event of failure of an electrical system of the brake system, said brake system being CHARACTERIZED by the fact that:
each said shut-off valve of manual pressure source (192) and said first valve (153FL, 332) consists of an electromagnetic valve operating normally open that is positioned in an open state when there is no power supply to its solenoid;
said first manual pressure source shut-off valve (194FL, 324FL) consists of an electromagnetic valve, normally closed, positioned in a closed state when there is no power supply to one of its solenoids;
said first state established in the event of failure of an electrical system of the brake system is a state in which the hydraulic pressure of said high pressure generator (100) is supplied to said first brake cylinder (42FL) and said second brake cylinder (52RR; 42FR) by positioning said high pressure generator shut-off valve (192) and said first valve (153FL, 332) in the open states and positioning said first manual pressure source shut-off valve (194FL , 324FL) in a closed state; and said electromagnetic valve is configured to control said hydraulic pressure from the high pressure source (192), said first valve (153FL; 332) and said first manual pressure source closing valve (194FL, 324FL), in order to establish in the event of detecting the possibility of fluid leakage of the second state, so that the hydraulic pressure of said manual source of hydraulic pressure (70, 72) will be supplied to said first brake cylinder (42FL) with said first brake cylinder being isolated from said high pressure generator (100) and said second brake cylinder (52RR, 42FR), by positioning said high pressure generator closing valve (192) and the first valve (153FL, 332) in the closed states and placing said first manual pressure source shutoff valve (194FL, 324FL) in an open state.
Petition 870190014032, of 11/02/2019, p. 12/30
[3]
3/5
2. Brake system, according to claim 1, CHARACTERIZED by the fact that it comprises first and second manual hydraulic pressure sources (72.70) and second manual pressure source closing valve (324FR), the first being said valve (332) is provided in a portion of said pressure supply passage (310, 320) located between a portion connected to the high pressure generator of said pressure supply passage (310, 320) and said second cylinder brake (42FR), with said pressure supply passage being connected to said connected portion of high pressure generator in said high pressure generator (100),
10 being that said first manual hydraulic pressure source (72) is connected to said first brake cylinder (42FL) via said first manual pressure source passage (74), while said second manual pressure source hydraulic pressure (70) is connected to said second brake cylinder (42FR) via a second passage of manual pressure source (76) differentiated from said first passage of manual pressure source (74), and the said second manual pressure source shutoff valve (324FR) is made available in said second manual pressure source passage (76).
3. Brake system, according to claim 1 or 2, CHARACTERIZED
20 in that said hydraulic brakes (40, 50) are provided for the respective front right and left and rear right and left wheels (4, 2, 48, 46) of the vehicle, and in which said brake cylinders (42, 52) of one of the said hydraulic brakes (40, 50) are provided for the left and right rear wheels (48, 46), coming to be connected to the said common passage (310) via a third individual dual passage (312) , with said brake system comprising a third valve (314) provided in said third individual passage (312) which consists of an electromagnetic valve operating normally closed, which must be positioned in a closed state when it does not occur supply of electricity to one of its so30 lenoids.
[4]
4. Brake system, according to claim 3, CHARACTERIZED in that it additionally comprises a rear wheel brake cylinder check valve (316) provided in parallel with said third valve (314), where said rear wheel brake cylinder side check valve
35 (316) is configured to allow the flow of a working fluid in a direction towards said common passage (310) away from said brake cylinders from those said hydraulic brakes (50) provided for the right rear wheels and es
Petition 870190014032, of 11/02/2019, p. 13/30
4/5 left (48, 46), and come to inhibit the flow of the working fluid in a direction opposite to said direction in the direction of said common passage away from those referred to said brake cylinders.
[5]
5. Brake system according to any one of claims 1 to 4,
5 CHARACTERIZED by the fact that said source of hydraulic pressure power (64) will be connected next to said common passage (152, 310) via an auxiliary passage of said high pressure generator (100), with said brake system comprising of a hydraulic pressure outlet control device (56, 178) configured to control the hydraulic pressure released by said hydraulic pressure force source (64).
[6]
6. Brake system according to any one of claims 1 to 5, CHARACTERIZED by the fact that said high pressure generator (100) is positioned between said first brake cylinder (42FL), said second brake cylinder (52RR, 42FR), said hydraulic pressure power source (64) and said manual pressure source
15 hydraulic (70, 72), and wherein said high pressure generator (100) is activated mechanically by the hydraulic pressure of said manual source of hydraulic pressure (70, 72).
[7]
7. Brake system, according to claim 6, CHARACTERIZED by the fact that said high pressure generator (100) includes a mechanical increase device
Pressure (134) configured to increase the hydraulic pressure of said manual hydraulic pressure source (70, 72) and to release the increased hydraulic pressure and a high pressure side check valve (132) positioned between said augmentation device pressure mechanic (134) and said hydraulic pressure power source (64), and wherein said high pressure side check valve (132) is configured
25 to allow the flow of working fluid in a direction towards said mechanical pressure increase device (134) away from said source of hydraulic pressure force (64), and coming to inhibit the flow of working fluid in a direction opposite to said direction towards said mechanical pressure increase device away from said hydraulic pressure force source.
30
[8]
8. Brake system according to claim 7, CHARACTERIZED by the fact that the said mechanical pressure increase device (134) includes a compartment (102), graduated piston (104) fluid-tight and slidably adjusted inside the said compartment, which has a large diameter portion and a small diameter portion, a large diameter chamber (110) located on one side of said large diameter portion of said graduated piston, being connected to said manual hydraulic pressure source (70, 72), a small diameter chamber (112) located on one side of said small diameter portion of said graduated piston and being
Petition 870190014032, of 11/02/2019, p. 14/30
5/5 connected to said brake cylinders (42, 52), a high pressure chamber (114) to which it comes to be connected in said source of hydraulic pressure force (64), and a high pressure supply valve (116 ) being positioned between said high pressure chamber (114) and said small diameter chamber (112), being switched from a closed state to an open state by moving forward on said graduated piston (104), with the said high pressure check valve (132) being positioned between said high pressure chamber (114) and said hydraulic pressure force source (64), and wherein said high pressure side check valve (132) is configured to allow the flow of working fluid in one direction towards said high pressure chamber (114) away from said source of hydraulic pressure force (64), and inhibiting the flow of working fluid in u in a direction opposite to said direction towards said high pressure chamber away from said source of hydraulic pressure force.
[9]
9. Brake system, according to claim 8, CHARACTERIZED by the fact that said high pressure generator (100) includes a manual check valve (138) positioned between said manual hydraulic pressure source (70,72) and a side outlet portion of said mechanical pressure increase device (134), and said said manual-side check valve (138) being configured to allow the flow of working fluid in one direction towards said device mechanical pressure increase (134) away from said manual hydraulic pressure source (70, 72), inhibiting the flow of working fluid in a direction opposite to said direction towards said mechanical pressure increase device (134) away of said manual source of hydraulic pressure (70.72).
[10]
10. Brake system according to any one of claims 1 to 9, CHARACTERIZED by the fact that said source of hydraulic pressure force (64) includes a pump device (65) and an accumulator (66) being configured to store therein a working fluid discharged by said pump device.

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同族专利:

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公开号 | 公开日

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RU2012137427A|2014-03-10|

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BR112012019389A2|2016-05-03|

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EP2532560A4|2014-10-08|

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CN102753406B|2015-04-29|

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JPWO2011096039A1|2013-06-06|

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US20120256477A1|2012-10-11|

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EP2532560B1|2017-09-27|

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CN102753406A|2012-10-24|

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JP5527332B2|2014-06-18|

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US8888197B2|2014-11-18|

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RU2531788C2|2014-10-27|

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EP2532560A1|2012-12-12|

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WO2011096039A1|2011-08-11|

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法律状态:
2018-12-11| B06T| Formal requirements before examination|

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2019-01-15| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|

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2019-05-28| B09A| Decision: intention to grant|

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2019-06-18| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 02/02/2010, OBSERVADAS AS CONDICOES LEGAIS. (CO) 20 (VINTE) ANOS CONTADOS A PARTIR DE 02/02/2010, OBSERVADAS AS CONDICOES LEGAIS |

优先权:

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申请号 | 申请日 | 专利标题

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PCT/JP2010/051404|WO2011096039A1|2010-02-02|2010-02-02|Brake system|

---