JP2000302020A - Vehicle braking force controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suck brake hydraulic fluid in a auxiliary reservoir by a high pressure pump even if the inside of a suction conduit is pressurized by arranging a second electromagnetic opening/closing valve between a connection part of a suction passage of a communicating passage and an auxiliary reservoir. SOLUTION: For example, an auxiliary reservoir 161 is connected among fourth electromagnetic opening and closing valves 147 and 149 of a first suction passage P105 and a check valve 189 through a communicating passage P109, and a second normally-closed solenoid valve 151 is arranged between a connection part to the first suction passage P105 of the communicating passage P109 and the auxiliary reservoir 161. When pressure is reduced by wheel brakes 113, 114 and it is insufficient with pressure reduction effect due to suction of a liquid pressure pump 123, the second solenoid valve 151 is opened to store hydraulic fluid in the auxiliary reservoir 161. Consequently, the reduction of pressure of the wheel brakes is done more speedily together with the suction effect by an electric pump. Moreover, the liquid pressure pump 123 can suck hydraulic fluid from the auxiliary reservoir 161 even if the inside of an auxiliary suction passage P107 is pressurized.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle for adjusting the hydraulic pressure of a wheel brake when a brake operation is being performed, and supplying and adjusting the hydraulic pressure to the wheel brake when the brake operation is not being performed. The present invention relates to a braking force control device for a vehicle.

[0002]

2. Description of the Related Art FIG.
Japanese Patent Application Laid-Open No. 5-185917 is known. This conventional device is a hydraulic brake device 10 provided with a skid control and traction control device 11, and a brake circuit I is provided from a master brake cylinder 15 which can be operated by a pedal.
Brake line 17 leads to a wheel brake 18, which is connected to the brake line 17.
A valve device 33 for regulating the brake pressure with an inlet valve 34 arranged in the
A first shut-off valve 27 is arranged on the master brake cylinder side, the shut-off valve assumes a shut-off position 27b during traction control operation, and is a check valve on the suction side configured as a plunger pump. A high-pressure pump 41 having a discharge valve 51 and a check valve 52 on the discharge side is connected to the brake line 17 between the master brake cylinder 15 and the first shut-off valve 27 by a suction line 44 and is connected to a conveying line. Connected to the brake conduit 17 between the first shut-off valve 27 and the inlet valve 34 at 46;
A second shut-off valve 54 is disposed in the suction conduit 44, and the second shut-off valve is connected to a shut-off position 54b and a flow position 54a.
A high-pressure pump having a damping chamber 47 located on the discharge side of the high-pressure pump 41 and the constriction section 30 at the discharge side, and the suction pipe 4
4, the second shut-off valve 54 is arranged to take the flow position 54a outside the skid control operation,
A hydraulic brake device with a skid control and traction control device, characterized in that the constriction 30 is arranged in the transport conduit between the connection of the transport conduit 46 to the brake conduit 17. It is.

Also, in this conventional apparatus, when the hydraulic pressure of the wheel brake 18 is reduced during skid control, the brake fluid (pressure medium) is supplied via the outlet valve 40, the return conduit 39 and the check valve 45. While being sucked into the high-pressure pump 41, the reservoir (accumulator chamber) 43
, It is possible to quickly reduce the pressure of the wheel brake 18.

Further, this conventional apparatus has an advantage that when applied to a general four-wheeled vehicle, skid control and traction control with high response can be performed with twelve two-port two-position valves. I have.

[0005]

In the above-mentioned conventional apparatus, skid control for preventing wheel lock can be performed, and fluid is applied to the wheel brakes even though no hydraulic pressure is generated in the master brake cylinder. Traction control (driving slip control) or VSC control (vehicle stability control) that needs to generate pressure automatically controls the braking of each wheel so that the tire does not exceed the lateral grip limit. VSC control may be performed when hydraulic pressure is generated in the cylinder).

[0006] In this type of apparatus, generally, the quickest pressure reduction of the wheel brake during skid control is required, so that a high-pressure pump is operated to forcibly suck brake fluid from the wheel brake. The brake fluid is stored in a reservoir connected to the suction side of the wheel brake and the high-pressure pump to ensure quick decompression. Normally, this reservoir is configured as an accumulator having a spring element inside so that the brake fluid can be discharged, and it is necessary to always keep the brake fluid free inside in preparation for depressurizing the wheel brake during skid control. There is. Further, when the discharge capacity of the spring element is insufficient and the brake fluid continues to be present inside the reservoir, it is necessary to operate the high-pressure pump as needed to draw out the brake fluid from the reservoir.

However, in the above conventional device,
In order to prevent the hydraulic pressure generated in the master brake cylinder from being transmitted to the reservoir via the suction conduit, the brake fluid flows from the reservoir side to the suction side of the high pressure pump between the suction side of the high pressure pump and the reservoir. A check valve allowing only circulation is provided. Therefore, for example, when the pressure of one of the wheel brakes is reduced during skid control and the brake fluid is stored to the full reservoir capacity, and the other wheel brake is to be further increased in pressure by VSC control, the fluid in the suction conduit is required. The pressure is greater than the hydraulic pressure in the return conduit, the check valve cannot open, and the brake fluid cannot be drawn from the reservoir. When the other wheel brake enters the skid control state again from this state, there is a possibility that the brake fluid in the other wheel brake is not stored in the reservoir and the other wheel brake cannot be depressurized.

The present invention provides a skid control, a traction control and a V-control system which can suck a brake in a reservoir by a high-pressure pump and reduce the number of parts even when the brake fluid in the suction conduit is pressurized.
It is an object of the present invention to provide a vehicle braking force control device capable of performing SC control.

[0009]

According to a first aspect of the present invention, there is provided a hydraulic pressure generating device for generating a hydraulic pressure in response to a brake operating force;
An actuator that acts on the hydraulic pressure generator to generate hydraulic pressure in the hydraulic pressure generator even when no brake operation force is applied, and a wheel brake that brakes wheels by receiving output hydraulic pressure of the hydraulic pressure generator. A main passage for connecting the hydraulic pressure generating device to the wheel brake; and an operation from the hydraulic pressure generating device side to the wheel brake side between the hydraulic pressure generating device and the wheel brake in the main passage. A first check valve allowing only the flow of liquid, a hydraulic pressure adjusting device connected to the wheel brake for adjusting the hydraulic pressure of the wheel brake, and a first check valve of the main passage on the discharge side and the liquid An electric pump connected to a pressure adjusting device; a discharge passage for connecting a discharge side of the electric pump between the first check valve of the main passage and the hydraulic pressure adjusting device; Set the suction side of the electric pump to A suction passage for connecting to a pressure adjusting device, one of which is connected between the hydraulic pressure generating device of the main passage and the first check valve, and the other of which is connected to the hydraulic pressure adjusting device of the suction passage. A sub suction passage connected between the suction side of the electric pump and a connection portion of the sub suction passage to the main passage and a connection portion of the sub suction passage to the suction passage; A first electromagnetic on-off valve, and a sub-reservoir in which hydraulic fluid is stored and connected between the hydraulic pressure regulator of the suction passage and a suction side of the electric pump;
A communication passage for connecting the sub-reservoir between the hydraulic pressure adjusting device of the suction passage and the suction side of the electric pump; and a connection between the connection portion of the communication passage to the suction passage and the sub-reservoir. And a control means for controlling the actuator, the hydraulic control device, the electric pump, the first electromagnetic on-off valve, and the second electromagnetic on-off valve. This is a characteristic vehicle braking force control device.

When a braking operation is performed by the driver, the hydraulic pressure generating device generates a corresponding hydraulic pressure, and the hydraulic pressure is applied to the main passage, the first check valve, and the third solenoid on-off valve (hydraulic pressure). The brakes are applied to the wheel brakes via the control device) and the normal braking action takes place.

If the wheels tend to lock during braking, the third electromagnetic on-off valve (hydraulic pressure) is driven while the electric pump is driven to open the fourth electromagnetic on-off valve (hydraulic pressure adjusting device). Control device) and the first solenoid on-off valve are closed.
As a result, the working fluid in the wheel brakes is sucked by the electric pump through the suction passage, and is discharged to the portion of the main passage between the first check valve and the fluid pressure adjusting device through the discharge passage. At this time, since the first solenoid on-off valve is closed,
The working fluid of the hydraulic pressure generator can be prevented from being sucked into the electric pump via the sub suction passage, and the hydraulic pressure of the wheel brake can be reliably reduced. When it is desired to reduce the pressure of the wheel brake more quickly, the second electromagnetic on-off valve is opened to store the hydraulic fluid in the sub-reservoir. Is more quickly performed.

On the other hand, when the wheel lock is released and the hydraulic pressure of the wheel brake is increased again, the electric pump is driven to open the third electromagnetic on / off valve while keeping the first electromagnetic on / off valve closed. The fourth solenoid valve is closed. As a result, the output hydraulic pressure of the hydraulic pressure generating device (and the discharge hydraulic pressure of the electric pump) is applied to the wheel brake via the third solenoid on-off valve, and the hydraulic pump in the wheel brake passes the suction passage through the electric pump. Sucked through. At this time, if the hydraulic fluid remains in the sub-reservoir, the electric pump is operated and the second solenoid on-off valve is opened to suck out the hydraulic fluid and prepare for the next flow of the hydraulic fluid into the sub-reservoir due to the reduced pressure. Will be. In this way, the electric pump is driven to
The skid control can be performed by closing and opening the third solenoid on-off valve and the fourth solenoid on-off valve in reverse while keeping the solenoid on-off valve closed.

When the braking operation is not performed, the electric pump is driven to close the fourth solenoid on-off valve and open the first solenoid on-off valve and the third solenoid on-off valve. The low-pressure hydraulic fluid of the generator (because the braking operation has not been performed) is sucked out through the auxiliary suction passage, and is sent to the wheel brake via the discharge passage and the third solenoid on-off valve. At this time, the hydraulic fluid discharged from the electric pump can be prevented from flowing into the hydraulic pressure generator by the first check valve, and the hydraulic pressure of the wheel brake can be reliably increased. If the hydraulic fluid remains in the sub-reservoir, the hydraulic pump is operated to open the second solenoid on-off valve to suck out the hydraulic fluid and prepare for the next flow of hydraulic fluid into the sub-reservoir due to the reduced pressure. Will be.

On the other hand, when the electric pump is driven to open the fourth solenoid on-off valve and the third solenoid on-off valve and the first solenoid on-off valve are closed, the hydraulic fluid discharged from the electric pump flows to the wheel brakes. Is shut off, and the working fluid in the wheel brakes is sucked out through the suction passage by the electric pump. At this time, since the first solenoid on-off valve is closed, the working fluid of the hydraulic pressure generating device can be prevented from being sucked through the auxiliary suction passage, and the hydraulic pressure of the wheel brake can be reliably reduced. Similarly, when hydraulic fluid remains in the sub-reservoir, the second electromagnetic on-off valve is opened while operating the electric pump to suck out the hydraulic fluid, and the hydraulic fluid due to the next pressure reduction is operated. Be prepared for the inflow to the secondary reservoir.

Further, when the braking operation is being performed and the hydraulic fluid in the sub suction passage is pressurized, the electric pump is driven to close the fourth electromagnetic on / off valve to close the first electromagnetic on / off valve and the third electromagnetic on / off valve.
When the electromagnetic on-off valve is opened, the hydraulic pump pressurized hydraulic fluid is sucked out by the electric pump through the auxiliary suction passage, and is sent to the wheel brake via the discharge passage and the third electromagnetic on-off valve. You. At this time, the hydraulic fluid discharged from the electric pump can be prevented from flowing into the hydraulic pressure generator by the first check valve, and the hydraulic pressure of the wheel brake can be reliably increased. If the hydraulic fluid remains in the sub-reservoir, the hydraulic pump is operated to open the second solenoid on-off valve to suck out the hydraulic fluid and prepare for the next flow of hydraulic fluid into the sub-reservoir due to the reduced pressure. Will be.

On the other hand, when the electric pump is driven to open the fourth solenoid on-off valve and closes the third solenoid on-off valve and the first solenoid on-off valve, the hydraulic fluid discharged from the electric pump flows to the wheel brake. Is shut off, and the working fluid in the wheel brakes is sucked out through the suction passage by the electric pump. At this time, since the first solenoid on-off valve is closed, the working fluid of the hydraulic pressure generating device can be prevented from being sucked through the auxiliary suction passage, and the hydraulic pressure of the wheel brake can be reliably reduced. Similarly, when hydraulic fluid remains in the sub-reservoir, the second electromagnetic on-off valve is opened while operating the electric pump to suck out the hydraulic fluid, and the hydraulic fluid due to the next pressure reduction is operated. Be prepared for the inflow to the secondary reservoir.

As described above, it is possible to reliably apply the hydraulic pressure to the wheel brakes and adjust the hydraulic pressure not only when the braking operation is not being performed but also when the braking operation is being performed. That is, skid control, VSC control, and traction control can be realized. In addition, when it is necessary to suddenly shift from VSC control or traction control to skid control, and it is necessary to rapidly reduce the hydraulic pressure of the wheel brakes, the electric pump is activated as needed, and the second electromagnetic opening and closing is synchronized with the operation of the electric pump. Since the valve can be opened and the state in which the hydraulic fluid is not stored in the sub-reservoir can be maintained, the hydraulic fluid can always flow from the wheel brake to the sub-reservoir, and the wheel brake can be quickly depressurized.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vehicle braking force control device according to the present invention will be described below with reference to the drawings.

FIG. 1 shows a first embodiment, which corresponds to claim 1.

In FIG. 1, 110 is a brake pedal,
Reference numeral 112 denotes a tandem-type master cylinder (fluid pressure generator: hereinafter simply referred to as a master cylinder) which generates a hydraulic pressure in accordance with the operation force of the brake pedal.
A vacuum booster which generates a hydraulic pressure even when no operating force is applied to the hydraulic pressure generator 112;
2 is an electromagnetic on-off valve for introducing an engine negative pressure to the engine 2.
One pressure chamber (not shown) of the master cylinder 112
The first main passage (main passage) P101 is connected to the left front wheel brake 113 and the right rear wheel brake 114. A check valve (first check valve) 181 is disposed in the first main passage P101. The check valve 181 is a hydraulic fluid from the master cylinder 112 side to the left front wheel brake 113 and the right rear wheel brake 114 side. Is allowed only for distribution. First main passage P101
A normally-open third solenoid on-off valve (hydraulic pressure adjusting device) 143 is disposed between the check valve 181 and the left front wheel brake 113, and the check valve 81 and the right of the first main passage P101 are connected to the right. A normally open third solenoid on-off valve (hydraulic pressure adjusting device) 145 is provided between the rear wheel brake 114 and the rear wheel brake 114.

On the other hand, the other pressure chamber (not shown) of the master cylinder 112 is connected to a right front wheel brake 115 and a left rear wheel brake 116 via a second main passage (main passage) P102. Similarly, a check valve (first check valve) 182 is provided in the second main passage P102, and the check valve 182
Allows only the flow of hydraulic fluid from the master cylinder 112 side to the right front wheel brake 115 and the left rear wheel brake 116 side. A normally-open third electromagnetic on-off valve (hydraulic pressure adjusting device) 146 is also provided between the check valve 182 of the second main passage P102 and the right front wheel brake 115, and the second main passage P1 is also provided.
A normally-open third electromagnetic on-off valve (hydraulic pressure adjusting device) 144 is also provided between the check valve 182 and the left rear wheel brake 116.

Accordingly, the hydraulic pressure generated in one pressure chamber of the master cylinder 112 is applied to the left front wheel brake 113 via the check valve 181 and the third solenoid on-off valve 143, and the check valve 181 and the 3 solenoid on-off valve 145
Is applied to the right rear wheel brake 114. On the other hand, the hydraulic pressure generated in the other pressure chamber of the master cylinder 112 is applied to the right front wheel brake 115 via the check valve 182 and the third solenoid on-off valve 146, and the check valve 18
Left rear wheel brake 1 via the second and third solenoid on-off valves 144
16 is given.

The left front wheel brake 113 is driven by a first plunger-type pump 105 through a first suction passage (suction passage) P105 through a normally-opened fourth solenoid on-off valve (fluid pressure adjusting device) 147 and a check valve 189. Is connected to the suction side of a one-way hydraulic pump (electric pump: hereinafter simply referred to as a hydraulic pump) 123, and the right rear wheel brake 114 is also connected to a fourth electromagnetic on-off valve (hydraulic pressure adjusting device) 149 and the reverse. The first suction passage P105 is connected to the suction side of the hydraulic pump 123 via the stop valve 189. The check valve 189 allows only the flow of the hydraulic fluid from the left front wheel brake 113 side and the right rear wheel brake 114 side to the suction side of the hydraulic pump 123.

The right front wheel brake 115 is a general plunger type pump by a second suction passage (suction passage) P106 through a fourth solenoid on-off valve (hydraulic pressure adjusting device) 150 and a check valve 190. A one-way hydraulic pump (electric pump: hereinafter simply referred to as a hydraulic pump) 124 is connected to the suction side, and the left rear wheel brake 116 is also connected to a fourth solenoid valve (hydraulic pressure adjusting device) 148 and a check valve. The second suction passage P106 is connected to the suction side of the hydraulic pump 124 via 190. The check valve 190 allows only the flow of the hydraulic fluid from the right front wheel brake 115 side and the left rear wheel brake 116 side to the suction side of the hydraulic pump 124.

The hydraulic pump 123 and the hydraulic pump 124 are driven by a single motor 131.

The one pressure chamber of the master cylinder 112 is suctioned by the hydraulic pump 123 through a first auxiliary suction passage (sub suction passage) P107 through a normally open first solenoid on-off valve 141 and a check valve 189. Connected to the side. Then, at the time of the opening operation of the first solenoid on-off valve 141, the hydraulic fluid in the master cylinder 112 can be sucked into the first suction passage P105 via the first sub suction passage P107 by the operation of the hydraulic pump 123.

The other hydraulic chamber of the master cylinder 112 is connected to the suction side of the hydraulic pump 124 by a second sub suction passage (sub suction passage) P104 via a first solenoid on-off valve 142 and a check valve 190. Connected to. Then, at the time of the opening operation of the first electromagnetic on-off valve 142, the hydraulic fluid in the master cylinder 112 can be sucked into the second suction passage P106 via the second sub-suction passage P108 by the operation of the hydraulic pump 124.

The fourth solenoid valve 1 of the first suction passage P105
47 and 149 and the check valve 189, the communication path P1
09 and the secondary reservoir 161 are connected,
A normally closed second solenoid on-off valve 15 is provided between the connecting portion of the communication passage P109 to the first suction passage P105 and the auxiliary reservoir 161.
1 is provided. When the pressure reduction effect of the suction of the hydraulic pump 123 is not sufficient when the wheel brakes 113 and 114 are depressurized, the second electromagnetic on-off valve 151 is opened to store the hydraulic fluid in the sub reservoir 161. On the other hand, the fourth solenoid on-off valves 150 and 148 of the second suction passage P106
The sub-reservoir 162 is connected between the communication passage P110 and the check valve 190 via a communication passage P110.
To the second suction passage P106 and the auxiliary reservoir 162
A second electromagnetic on-off valve 152 is disposed between the and. When the wheel brakes 115 and 116 are depressurized, the hydraulic pump 12
When the decompression effect by suction of 4 is not enough,
The second electromagnetic on-off valve 152 is opened to store the hydraulic fluid in the sub-reservoir 162.

The discharge side of the hydraulic pump 123 is connected to the check valve 18.
7, a first discharge passage (discharge passage) P103 through a volume damper 171 and an orifice 173 to form a first main passage P
101 and the third solenoid on-off valves 143 and 14
5 and via a relief valve 133 between the check valve 181 of the first main passage P101 and the master cylinder 112. On the other hand, the hydraulic pump 124
Of the second discharge passage (discharge passage) P10 via a check valve 188, a volume damper 172, and an orifice 174.
4 is connected between the check valve 182 of the second main passage P102 and the third solenoid on-off valves 146 and 144, and the check valve 182 of the second main passage P102 is connected to the master cylinder via the relief valve 134. 112.

The relief valve 133 is connected to the hydraulic pump 1
23 is opened when the hydraulic pressure on the discharge side of the nozzle 23 exceeds a predetermined value, and the hydraulic pressure on the discharge side is increased by the first main passage P101.
The relief valve 134 is provided between the check valve 181 and the master cylinder 112 to release the hydraulic pump 124.
To open when the hydraulic pressure on the discharge side of the second cylinder exceeds a predetermined value and to release the hydraulic pressure on the discharge side between the check valve 182 of the second main passage P102 and the master cylinder 112. It is.

The third solenoid on-off valves 143, 145, 1
Check valves 183, 18 arranged in parallel with 46, 144
5, 186 and 184 are the wheel brakes 11 when braking the vehicle.
This is for preventing the hydraulic fluid pressures 3 to 116 from being higher than the hydraulic fluid pressure generated by the master cylinder 112.

Next, the operation of the vehicle braking force control device configured as described above will be described.

During normal braking, the master cylinder 11
2 is applied to the left front wheel brake 113 and the right rear wheel brake 114 via the check valve 181 and the third solenoid valves 143 and 145. At the same time, the hydraulic pressure generated in the master cylinder 112 is applied to the right front wheel brake 115 and the left rear wheel brake 116 via the check valve 182 and the third solenoid valves 146 and 144.

At the time of skid control, the motor 13
1 drives the hydraulic pumps 123 and 124. When the hydraulic pump 123 is driven, the hydraulic fluid of the left front wheel brake 113 and the right rear wheel brake 114 is supplied to the fourth solenoid valve 14.
7 and 149, hydraulic pump 123 via check valve 189
The hydraulic fluid discharged from the hydraulic pump 123 through the check valve 189, the volume damper 171, the orifice 173, the third electromagnetic on-off valves 143 and 145, the left front wheel brake 113 and the right rear wheel An attempt is made to flow into the brake 114. In this state, the first solenoid on-off valve 14
1. By closing the third electromagnetic on-off valves 143 and 145 and opening the fourth electromagnetic on-off valves 147 and 149, the hydraulic pressure of the left front wheel brake 113 and the right rear wheel brake 114 can be reliably reduced. Left wheel brake 11
If it is desired to reduce the hydraulic pressure of the third and right rear wheel brakes 114 more quickly, the second electromagnetic opening / closing valve 151 is opened to store the hydraulic fluid in the sub-reservoir, thereby allowing the electric pump to draw the fluid. In conjunction with this, the pressure reduction of the wheel brake is performed more quickly. Also, the third solenoid on-off valve 143
And 145, the hydraulic pressure of the left front wheel brake 113 and the right rear wheel brake 114 is increased.

Similarly, by driving the hydraulic pump 124,
The hydraulic fluid of the right front wheel brake 115 and the left rear wheel brake 116 is supplied to the fourth solenoid valves 150 and 148 and the check valve 190.
Through to the suction side of the hydraulic pump 124 via
The hydraulic fluid discharged from the hydraulic pump 124 is supplied to the check valve 188,
An attempt is made to flow into the right front wheel brake 115 and the left rear wheel brake 116 via the volume damper 172, the orifice 174, and the third solenoid on-off valves 146 and 144. In this state, the first solenoid on-off valve 142 and the third solenoid on-off valves 146 and 144 are closed, and the fourth solenoid on-off valve 150
And 148, the hydraulic pressure of the right front wheel brake 115 and the left rear wheel brake 116 can be reliably reduced. Right front wheel brake 115 and left rear wheel brake 116
When it is desired to reduce the hydraulic pressure of the wheel brake more quickly, the second electromagnetic on-off valve 152 is opened to store the hydraulic fluid in the sub-reservoir. Decompression occurs more quickly. Also,
By opening the third solenoid on-off valves 146 and 144, the right front wheel brake 115 and the left rear wheel brake 116
Is increased. Third solenoid on-off valves 143 to 14
6 and the fourth solenoid on-off valves 147 to 150 are individually opened,
By controlling the closing operation, the wheel brakes 113 to 116 are controlled.
Can be individually increased or decreased.

At the time of traction control, for example, in a front wheel drive vehicle, a front wheel brake 11 for braking a drive wheel
When applying hydraulic pressure to the motors 3 and 115, the motor 13
1, the hydraulic pumps 123 and 124 are driven to open the first solenoid on-off valves 141 and 142, the third solenoid on-off valves 143 and 146, and the third solenoid on-off valve 145.
, 144 and the fourth solenoid on-off valves 147 to 150 are closed. As a result, the hydraulic pump 123 sucks the working fluid of the master cylinder 112 through the first sub suction passage P107, and the left front wheel brake 1 through the third solenoid on-off valve 143.
13 to increase the hydraulic pressure of the left front wheel brake 113. Similarly, the hydraulic pump 124 is connected to the master cylinder 11
The second working fluid is sucked through the second suction passage P108,
The hydraulic pressure of the right front wheel brake 115 is increased by sending the pressure to the right front wheel brake 115 via the third solenoid valve 146.
As described above, when the pressures of the front wheel brakes 113 and 115 are increased, the check valves 181 and 182 cause the hydraulic pump 12
The hydraulic fluid discharged from the master cylinder 11
2 can be prevented, and the hydraulic fluid pressure of the wheel brake can be reliably increased. Thereafter, while the hydraulic pumps 123 and 124 are being driven, the first solenoid on-off valves 141 and 142 and the third solenoid on-off valves 143 to 146 are closed and the fourth solenoid on-off valves 147 to 150 are opened to operate the front wheels. The hydraulic fluid of the brakes 113 and 115 is sucked into the hydraulic pumps 123 and 124, and the hydraulic pressure is reduced. That is, by controlling the opening and closing operations of the electromagnetic on-off valves 141 to 150, the hydraulic pressures of the front wheel brakes 113 and 115 can be individually adjusted.

During VSC control, the front wheel brake 11
When supplying hydraulic pressure to 3 to 116 and adjusting the pressure,
As with the traction control, the hydraulic pump 12
3 and 124 as well as the electromagnetic on-off valves 141 to 1
By controlling the opening and closing operations of 50, the hydraulic pressures of front wheel brakes 113 to 116 can be individually adjusted.

FIG. 2 shows a second embodiment of the present invention.

In the second embodiment, the first check valve 181 and the relief valve 13 in the first embodiment are connected to the hydraulic pump 1 when no hydraulic pressure is generated in the master cylinder 112.
The relief valve 233 is configured to release the hydraulic pressure from the discharge side of the master cylinder 112 to the master cylinder 112 side.
The switching valve 237 constitutes a check valve 235 that allows only the flow of the hydraulic fluid to the electromagnetic switching valves 143 and 145.

FIG. 3 is a control block diagram of the present invention.

The control means 290 is a microcomputer 291 for outputting signals from a wheel speed sensor (not shown), a vehicle speed sensor (not shown) and the like after performing predetermined processing.
And a motor drive circuit 292 for generating a drive current / voltage in response to an output signal of the microcomputer 291, an electromagnetic on / off valve drive circuit 294, and an actuator drive circuit 295.

[0042]

According to the present invention, even when the auxiliary suction passage is pressurized, the hydraulic pump can suck the hydraulic fluid from the auxiliary reservoir. Therefore, it is possible to keep the sub-reservoir free of hydraulic fluid when necessary, and to maintain a state where it can always respond to the inflow of hydraulic fluid from the wheel brakes. Becomes possible. In addition, by disposing the second electromagnetic on-off valve, two check valves that need to be disposed between the auxiliary reservoir and the suction passage can be eliminated.

[Brief description of the drawings]

FIG. 1 is a diagram showing a first embodiment of the present invention.

FIG. 2 is a diagram showing a second embodiment of the present invention.

FIG. 3 is a diagram showing control means of the present invention.

FIG. 4 is a diagram showing a conventional technique.

[Explanation of symbols]

 111 Actuator 112 Master cylinder (hydraulic pressure generating device) 113-116 Wheel brake 123, 124 Hydraulic pump (electric pump) 141, 142 First electromagnetic on-off valve 143-146 Third electromagnetic on-off valve (hydraulic pressure adjusting device) 147- 150 Fourth electromagnetic on-off valve (fluid pressure adjusting device) 151, 152 Second electromagnetic on-off valve 161, 162 Secondary reservoir 181, 182 Check valve (first check valve) 290 Control means P101, P102 Main passage P103, P104 Discharge Passage P105, P106 Suction passage P107, P108 Sub-suction passage P109, P110 Communication passage

Claims (1)

[Claims] 1. A hydraulic pressure generating device for generating a hydraulic pressure in response to a brake operating force, and a hydraulic pressure generated by the hydraulic pressure generating device acting on the hydraulic pressure generating device even when no brake operating force is applied. An actuator to be driven, a wheel brake for braking a wheel by receiving an output hydraulic pressure of the hydraulic pressure generating device, a main passage for connecting the hydraulic pressure generating device to the wheel brake, and the hydraulic pressure generation of the main passage. A first check valve that is provided between the device and the wheel brake and that allows only the flow of hydraulic fluid from the hydraulic pressure generating device side to the wheel brake side; and a first check valve that is connected to the wheel brake and controls the hydraulic pressure of the wheel brake. A hydraulic pressure adjusting device for adjusting the pressure, and a first side of the main passage having a discharge side.
An electric pump connected between a check valve and the hydraulic pressure adjusting device; and a discharge side of the electric pump connected to the first passage of the main passage.
A discharge passage for connecting between a check valve and the hydraulic pressure adjusting device, a suction passage for connecting a suction side of the electric pump to the hydraulic pressure adjusting device, and one of the hydraulic passages in the main passage. A sub-suction passage connected between the pressure generating device and the first check valve, the other being connected between the hydraulic pressure adjusting device of the suction passage and the suction side of the electric pump; A first solenoid on-off valve disposed between a connection portion of the suction passage to the main passage and a connection portion of the sub suction passage to the suction passage; A sub-reservoir connected between the hydraulic pressure control device and the suction side of the electric pump; and a sub reservoir for connecting the sub-reservoir between the hydraulic pressure control device of the suction passage and the suction side of the electric pump. A communication passage, a connecting portion of the communication passage to the suction passage, and the sub reservoir; And a control means for controlling the actuator, the hydraulic pressure regulator, the electric pump, the first electromagnetic on-off valve, and the second electromagnetic on-off valve. A vehicle braking force control device comprising: