JP2006315472A - Vehicular brake fluid pressure control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake fluid pressure control device capable of preventing worsening of brake operating feeling when a brake operation member is operated by a driver by preventing the generation of air in a secondary circuit. <P>SOLUTION: This brake fluid pressure control device includes a secondary circuit connected between M/C13 and respective booster control valves 16, 17 in a passage A through a passage A3; and control valves 18, 23 in the passage. With such a constitution, negative pressure generated in the secondary circuit can be eliminated by repeated switching between an excited state and a non-excited state of the control valves 18, 23. This can prevent a stroke of the brake operation member from increasing by an air volume, which is caused by the air generated when the negative pressure is generated in the secondary circuit, thus preventing the deterioration in brake operating feeling when a driver operates the brake operation member. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention is provided with a hydraulic pressure circuit having a pressure increase control valve, a pressure reduction control valve, a reservoir and a pump between the brake hydraulic pressure generating means and the braking force generating means. For vehicles configured to perform anti-lock brake (ABS) control to prevent each wheel from becoming locked by adjusting the wheel cylinder pressure of each wheel using each control valve, reservoir and pump The present invention relates to a brake fluid pressure control device.

  Conventionally, vehicular brake hydraulic pressure control devices capable of performing ABS control have been widely known (see, for example, Patent Document 1). In this vehicular brake hydraulic pressure control device, a normally open solenoid valve is generally used as a pressure increase control valve, and a normally closed solenoid valve is used as a pressure reduction control valve. Then, by controlling the opening and closing of the pressure increase control valve and the pressure reduction control valve and driving the pump, the brake fluid generating the wheel cylinder pressure is released to the reservoir, and the brake fluid released to the reservoir is released. Brake fluid pressure control such as ABS control is performed in which the air is sucked and discharged by the pump and returned to the pipe line between the master cylinder and the wheel cylinder.

  In such a brake fluid pressure control device for a vehicle, the brake fluid consumed by executing the brake fluid pressure control, that is, the brake fluid released to the reservoir through the pressure reducing control valve is reliably re-established between the master cylinder and the wheel cylinder. It must be returned to the intermediate pipe, specifically, to the hydraulic circuit upstream of the pressure increase control valve (hereinafter referred to as the primary circuit).

For this reason, conventionally, the pump is generally driven from the start of the brake fluid pressure control to the end of the brake fluid pressure control, and the pressure is increased until a predetermined time elapses after the end of the brake fluid pressure control. Even after the control valve and the pressure reducing control valve are in the non-excited state, the pump drive is continuously executed.
JP-A-7-89423

  However, when the pump is driven when the pressure reducing control valve is in a non-excited state, that is, as described above, when the brake fluid released to the reservoir is completely sucked into the pump, the pressure reducing control is performed thereafter. Negative pressure is generated in a hydraulic circuit (hereinafter collectively referred to as a secondary circuit) that connects between the valve and the reservoir and between the reservoir and the suction port of the pump.

  The negative pressure generated in the secondary circuit in this way can be maintained as long as the pressure-reducing control valve is in a non-excited state (closed state). Accordingly, when the brake fluid pressure control is repeatedly executed, the degree of the negative pressure may increase each time, and as a result, air due to cavitation may be generated in the secondary circuit.

  When the brake fluid pressure control is executed in a state where air is generated in the secondary circuit in this way, the air flows into the primary circuit by the pump drive, and the brake operation member (in the case of a four-wheeled vehicle, the brake pedal). In the case of a two-wheeled vehicle, the stroke of the brake lever) increases by an amount corresponding to the volume of air. As a result, there is a problem that the feeling when the driver operates the brake operation member is deteriorated.

  Also, in a vehicular brake hydraulic pressure control device, in general, immediately after an ignition switch is changed from an off state to an on state, the pump is turned on for a predetermined time with each control valve kept in a non-excited state for so-called initial check. It comes to drive.

  Even when such an initial check is executed, the pump drive is performed when the pressure reducing control valve is in a non-excited state, that is, in a closed state, as in the above brake fluid pressure control. Problems can arise.

  In view of the above, the present invention provides a brake hydraulic pressure control device that can prevent deterioration of feeling when a driver operates a brake operation member by preventing generation of air in a secondary circuit. Objective.

  In order to achieve the above object, according to the first aspect of the present invention, between the pressure reducing control valve (21, 22, 51) and the reservoir (20, 50) in the pressure reducing line (B, E) and the reflux line (C , F) is connected between the reservoir (20, 50) and the pump (19, 49) as a secondary circuit, and the negative pressure elimination conduits (A3, D2, G) are connected to the secondary circuit. The pressure relief conduits (A3, D2, G) are provided with first control valves (23, 53) for controlling the flow of brake fluid in the negative pressure relief conduits (A3, D2, G), and the negative pressure The elimination conduits (A3, D2, G) are connected to a portion where the brake fluid is equivalent to the atmospheric pressure or positive pressure.

  In this way, the brake fluid pressure generating means (13, 43) and the pressure increase control valves (16, 17) in the main lines (A, D) are connected to the secondary circuit through the negative pressure elimination lines (A3, D2, G). , 46). And it is set as the structure provided with the 1st control valve (23, 53) in the pipe line (A3, D2, G) for negative pressure cancellation. For this reason, when the negative pressure elimination control process is executed, the negative pressure generated in the secondary circuit can be eliminated by bringing the first control valve (23, 53) into a communicating state. As a result, it is possible to prevent the stroke of the brake operation member from being increased by the volume of the air due to air that may be generated when negative pressure is generated in the secondary circuit, and the driver can It is possible to prevent deterioration of feeling when operating (11, 41).

  For example, as shown in claim 2, the negative pressure elimination pipe includes the brake fluid pressure generating means (13, 43) and the pressure increase control valve (16, 17, 46) in the main pipe (A, D). Connected between.

  In this case, as shown in claim 3, among the negative pressure elimination pipes, the negative pressure elimination pipes from the first control valve (23, 53) to the main pipes (A, D). It is preferable to provide a second control valve (18, 48) for controlling the flow of brake fluid in the pipeline.

  In other words, if the second control valve (18, 48) is provided in addition to the first control valve (23, 53), the negative pressure can be ensured by always turning off one of the control valves. Regardless of whether or not the cancellation control process is executed, it is always possible to keep the brake fluid pressure generating means (13, 43) and the braking force generating means (14, 15, 44) in a disconnected state. Become. For this reason, even if the brake operation member (11, 41) is operated by the driver when the negative pressure elimination control process is executed shortly, that is, while the negative pressure is still being generated, It is possible to prevent the brake operation members (11, 41) from entering deeply by the negative pressure.

  For example, as shown in claim 4, the first control valve (23, 53) is a normally closed two-position solenoid valve that is cut off when in a non-excited state and switched to a communicating state when in an excited state. The two control valves (18, 48) can be configured as a normally open two-position solenoid valve that is in a communication state when in a non-excited state and is switched to a shut-off state when in an excited state.

  In such a case, as shown in claim 5, when the first control valve (23, 53) and the second control valve (18, 48) cancel the negative pressure generated in the secondary circuit, Is a mode in which the first control valve (23, 53) and the second control valve (18, 48) are excited, and the first control valve (23, 53) and the second control valve (18, 48) are not The mode shown in claim 3 can be obtained by sequentially performing the mode for setting the excitation state.

  In this case, as described in claim 6, when the negative pressure generated in the secondary circuit is eliminated, the first control valve (23, 53) and the second control valve (18, 48) are excited. The negative pressure can be further reduced by alternately repeating the operation mode and the mode for deactivating the first control valve (23, 53) and the second control valve (18, 48). It becomes.

  The vehicular brake hydraulic pressure control device according to any one of claims 1 to 6 can be applied to both a two-wheeled vehicle and a four-wheeled vehicle. It becomes possible to use an actuator for brake hydraulic pressure control of a wheeled vehicle.

  Further, as described in claim 8, when the brake fluid pressure generating means is a master cylinder (43) provided with a master reservoir (43a) for storing brake fluid, the negative pressure eliminating conduit is It can also be set as the form connected to the reservoir | reserver (43a).

  In this case, even if the driver operates the brake operation member (41) when the negative pressure elimination control process is being executed, the negative pressure elimination pipeline is connected to the master cylinder (43) and the braking force generation means (44). Therefore, the brake operating members (11, 41) do not enter deeply by the negative pressure as described in claim 3. For this reason, it is only necessary to provide the first control valve (53) in the negative pressure elimination pipeline.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
FIG. 1 shows an overall configuration of a vehicle brake hydraulic pressure control device 1 according to the present embodiment. The vehicle brake hydraulic pressure control device 1 shown in the present embodiment is mounted on a four-wheel vehicle. The vehicle brake fluid pressure control device 1 generates brake fluid pressure for the first piping system that generates brake fluid pressure for the left front wheel FL and the right rear wheel RR, and for the right front wheel FR and left rear wheel RL. X piping having a second piping system, a first piping system that generates brake fluid pressure for both front wheels FL and FR, and a second piping system that generates brake fluid pressure for both rear wheels RL and RR The present invention can be applied to any piping system such as front and rear piping, but here, a case where X piping is used will be described as an example. In FIG. 1, only the first piping system is illustrated, but the second piping system has the same configuration as the first piping system. Hereinafter, with reference to FIG. 1, the vehicle brake hydraulic pressure control apparatus 1 of the present embodiment will be described.

  As shown in FIG. 1, the vehicle brake hydraulic pressure control device 1 includes a brake pedal 11, a booster device 12, an M / C 13 corresponding to a brake hydraulic pressure generating means, and a W / C 14 corresponding to a braking force generating means. 15, a brake fluid pressure control actuator 2 and a brake ECU 3 are provided.

  A brake pedal 11 as a brake operation member that is depressed by the driver when applying a braking force to the vehicle is connected to the booster 12 and the M / C 13, and when the driver depresses the brake pedal 11, Thus, the pedaling force is boosted, and the master pistons 13a and 13b disposed on the M / C 13 are pressed. Thereby, the same M / C pressure is generated in the primary chamber 13c and the secondary chamber 13d defined by the master pistons 13a and 13b.

  The M / C 13 is provided with a master reservoir 13e having passages communicating with the primary chamber 13c and the secondary chamber 13d. The master reservoir 13e supplies brake fluid into the M / C 13 through the passage, or stores excess brake fluid in the M / C 13. Note that each passage is formed to have a diameter that is much smaller than the diameter of each main pipeline extending from the primary chamber 13c and the secondary chamber 13d. An orifice effect is exhibited when the brake fluid flows into the tank.

  The M / C pressure generated in the M / C 13 is transmitted to each of the W / Cs 14 and 15 through the brake fluid pressure control actuator 2.

  The brake fluid pressure control actuator 2 includes a first piping system that generates brake fluid pressure for the left front wheel FL and the right rear wheel RR, and a second piping system that generates brake fluid pressure for the right front wheel FR and the left rear wheel RL. It has a configuration having a piping system, and as described above, the first and second piping systems have the same configuration.

  The first piping system is provided with a pipeline A serving as a main pipeline for transmitting the above-described M / C pressure to the W / C 14 provided on the left front wheel FL and the W / C 15 provided on the right rear wheel RR. Yes. Through this pipe A, W / C pressure is generated for each of the W / Cs 14 and 15.

  This pipe A is branched into three pipes A1 to A3. One of the pipes A1 is connected to the W / C 14, the other pipe A2 is connected to the W / C 15, and the remaining one pipe A3 functions as a negative pressure eliminating pipe. Connected to Road B.

  The pipe A1 is provided with a first pressure increase control valve 16 that controls the increase of the brake hydraulic pressure to the W / C 14, and the pipe A2 controls the increase of the brake hydraulic pressure to the W / C 15. A second pressure increase control valve 17 is provided.

  The first and second pressure increase control valves 16 and 17 are normally open two-position solenoid valves that can control the communication / blocking state of the pipes A1 and A2. When the first and second pressure increase control valves 16 and 17 are controlled to be in communication, the M / C pressure can be applied to the W / Cs 14 and 15. Note that, during normal braking by the operation of the brake pedal 11 performed by the driver, the first and second pressure-increasing control valves 16 and 17 are in a non-excited state, and thus are always controlled to communicate.

  The first and second pressure increase control valves 16 and 17 are provided with safety valves 16a and 17a, respectively, in parallel. The safety valves 16a and 17a of the pressure-increasing control valves 16 and 17 are respectively operated when the brake pedal 11 is returned by the driver when the pressure-increasing control valves 16 and 17 are controlled to be shut off during ABS control or the like. Corresponding to this return operation, it is provided to reduce the W / C pressure of the left front wheel FL and the right rear wheel RR.

  Further, the control line 18 corresponding to the second control valve is also provided in the pipe line A3. Similar to the first and second pressure increase control valves 16 and 17, the control valve 18 is a normally open two-position electromagnetic valve that can control the communication / blocking state of the pipe A3. The control valve 18 is driven when the negative pressure generated in the secondary circuit is eliminated, and is always in communication when the process for eliminating the negative pressure (negative pressure elimination control process) described later is not executed. Is controlled.

  The first and second pressure increase control valves 16 and 17 in the lines A1 and A2 and the line B serving as a pressure reduction line connecting the reservoir 20 to the W / Cs 14 and 15 are provided with the first pressure reduction control valve 21 and A second pressure reduction control valve 22 is provided. These first and second pressure reduction control valves 21 and 22 are constituted by normally closed two-position solenoid valves that can control the communication / blocking state between the W / Cs 14 and 15 and the reservoir 20. Since these first and second pressure reduction control valves 21 and 22 are in a non-excited state during normal braking, they are always cut off.

  A conduit C serving as a reflux conduit is disposed so as to connect between the reservoir 20 and the conduit A serving as a main conduit. The pipe C is driven by a motor 25 so as to suck and discharge brake fluid from the reservoir 20 toward the upstream side of the first and second pressure increase control valves 16 and 17 and the control valve 18 in the pipe A. A self-priming pump 19 is provided.

  Note that a safety valve 19 a is provided on the discharge port side of the pump 19 so that a high M / C pressure is not applied to the pump 19. In addition, an orifice 24 is disposed on the discharge side of the pump 19 in the pipe C in order to reduce the pulsation of the brake fluid discharged by the pump 19.

  The reservoir 20 is configured to allow the brake fluid to flow up to a predetermined capacity. In the reservoir chamber 20a of the reservoir 20, there are provided a piston 20b having a predetermined stroke and a spring 20c for biasing the piston 20b in a direction for discharging the brake fluid in the reservoir chamber 20a.

  The reservoir 20 configured in this manner allows the brake fluid that generates the W / C pressure to each of the W / Cs 14 and 15 to escape, and when the pump 19 performs suction, the stored brake fluid is supplied to the pump 19. It is designed to be discharged towards.

  Further, a control valve 23 corresponding to the first control valve is provided on the side of the pipe B from the control valve 18 in the pipe A3. Similar to the first and second pressure reduction control valves 21 and 22, the control valve 23 is a normally closed two-position electromagnetic valve that can control the communication / blocking state of the pipe A3. This control valve 23 is driven when the negative pressure generated in the secondary circuit is eliminated, and is always in a shut-off state when the process for eliminating the negative pressure (negative pressure elimination control process) described later is not executed. Is controlled.

  In this way, the first piping system is configured. In the second piping system, as in the first piping system, the first and second pressure increase control valves 16 and 17, the control valve 18, the pump 19, the reservoir 20, the pressure reduction control valves 21 and 22 and the control described above. A valve 23 is provided, and the brake fluid pressure control actuator 2 in the vehicle brake fluid pressure control device 1 is configured.

  The brake ECU 3 shown in FIG. 1 corresponds to electronic control means, and is constituted by a well-known microcomputer having a CPU, ROM, RAM, I / O, and the like. Various types of programs are stored in accordance with programs stored in the ROM. Various processes such as calculation and negative pressure elimination control process are executed.

  Based on the electrical signal from the brake ECU 3, voltage application to the control valves 16-18, 21-23 and the motor 25 for driving the pump 19 in the brake hydraulic pressure control actuator 2 configured as described above. Control is to be executed. As a result, the W / C pressure generated in each of the W / Cs 14 and 15 is controlled.

  For example, when the control voltage is applied from the brake ECU 3 to the motor 25 and the solenoid for driving the solenoid valve in the brake fluid pressure control actuator 2 during ABS control or the like, the brake fluid pressure control is performed according to the applied voltage. The control valves 16 to 18 and 21 to 23 in the actuator 2 are driven, and the path of the hydraulic circuit is set. Then, the brake fluid pressure corresponding to the set route is generated in the W / Cs 14 and 15, and the braking force generated in each of the wheels FL to RR can be controlled.

  The vehicle brake hydraulic pressure control device 1 is also provided with wheel speed sensors 4 and 5. The wheel speed sensors 4 and 5 are arranged corresponding to the respective wheels FL to RR, and output to the brake ECU 3 a pulse signal having a pulse number proportional to the rotational speed of each wheel FL to RR, that is, the wheel speed. For this reason, the brake ECU 3 obtains the wheel speeds and vehicle speeds (estimated vehicle body speeds) of the wheels FL to RR based on the detection signals from the wheel speed sensors 4 and 5, and based on these, brake fluid such as ABS control. Pressure control is executed. Since the vehicle speed calculation method by the brake ECU 3 is a well-known matter, the description thereof is omitted here.

  As described above, the vehicle brake hydraulic pressure control device 1 of the present embodiment is configured. Next, the negative pressure elimination control process executed by the vehicle brake hydraulic pressure control device 1 will be described.

  First, prior to the description of the negative pressure elimination control process executed by the vehicle brake hydraulic pressure control device 1 of the present embodiment, the reason for performing such a process is shown in FIGS. The state of negative pressure during processing will be shown and described.

  In the vehicular brake hydraulic pressure control device 1, as described above, after the brake hydraulic pressure control is completed or at the time of initial check, the first and second pressure reduction control valves 21 and 22 are in a non-excited state, that is, closed. In spite of the state, the pump 19 is driven for a predetermined time. In such a case, the second decompression control valves 21 and 22 and the control valve 23 and the reservoir 20 are connected in the area shown by hatching in FIG. 2A, specifically, in the pipe B and the pipe A3. Negative pressure is generated in the secondary circuit constituted by the portion and the portion of the conduit C connecting the reservoir 20 and the suction port of the pump 19.

  Therefore, in order to eliminate this negative pressure, first, as shown in FIG. 2B, the control valve 18 is brought into an excited state (ie, a closed state) and the control valve 23 is brought into an excited state (ie, an opened state). To do. As a result, the portion connecting the control valve 18 and the check valve 18a and the control valve 23 in the pipe A3 also has a negative pressure, so that the range of the negative pressure is widened, but that portion is originally atmospheric pressure or Since it was a positive pressure, the absolute value of the negative pressure becomes smaller when the negative pressure is generally adjusted.

  Next, as shown in FIG. 2C, the control valve 23 is switched to the non-excited state (that is, the closed state), and at the same time or slightly later, the control valve 18 is also switched to the non-excited state (that is, the open state). . Thereby, the part which connects between the control valve 18 and the non-return valve 18a, and the control valve 23 among the pipe lines A3 will be in the state connected to M / C13 again, and will return to atmospheric pressure or a positive pressure. Again, only in the secondary circuit is in a negative pressure state, but the absolute value of the negative pressure generated at this time is the value before the opening and closing drive of the control valves 18 and 23 as described above. It will be small compared.

  Therefore, the absolute value of the negative pressure can be reduced by making the above operation one cycle of the negative pressure elimination drive and repeating this multiple times. As the number of cycles is increased, the absolute value of the negative pressure in the secondary circuit can be reduced and the negative pressure can be eliminated.

  Based on such knowledge, the vehicle brake hydraulic pressure control device 1 of the present embodiment executes the following negative pressure elimination control processing.

  FIG. 3 is a flowchart of the negative pressure elimination control process executed by the brake ECU 3. This process can be executed at various timings, for example, after an initial check when the ignition switch is switched from the OFF state to the ON state, or when the vehicle is stopped after the brake hydraulic pressure control is executed.

  When the above process is executed after the initial check, for example, a program is set in the ROM in the brake ECU 3 so that the above process is executed in a predetermined time after the ignition switch is turned on in advance. good. In addition, when the above processing is executed when the vehicle stops after the brake fluid pressure control is executed, for example, the ABS control start flag that is set when the ABS control or the like is started is set. After that, the program may be set so that the above processing is executed when it is confirmed that the vehicle speed originally calculated by the brake ECU 3 has become zero.

  First, in step 100, it is determined whether or not the negative pressure elimination drive has been completed a predetermined number of times (predetermined cycle). The number of times of negative pressure elimination driving here is counted by a count value of a counter provided in the brake ECU 3. Then, when the count value of the counter reaches a predetermined value, it is determined that the negative pressure elimination drive has been performed a predetermined number of times. If a negative determination is made in this step, the process proceeds to step 110.

  In step 110, it is necessary to perform negative pressure elimination driving, and a command signal for a mode in which the control valve 18 is in an excited state (ie, closed state) and the control valve 23 is in an excited state (ie, open state) is output. Is done. Thereby, both the control valve 18 and the control valve 23 are brought into an excited state, and the state shown in FIG.

  Then, it progresses to step 120 and waits for a predetermined time. As a result, the state shown in FIG. 2B is continued for a predetermined time and the negative pressure is generally adapted, so that the portion connecting the control valve 18 and the check valve 18a and the control valve 23 in the conduit A3. Negative pressure, and the absolute value of the negative pressure becomes smaller.

  Then, the process proceeds to step 130, and a command signal in a mode for setting the control valve 18 in a non-excited state (that is, in an open state) and setting the control valve 23 in a non-excited state (that is, in a closed state) is output. As a result, both the control valve 18 and the control valve 23 are brought into a non-excited state, and the state shown in FIG. For this reason, the part which connects between the control valve 18 and the non-return valve 18a, and the control valve 23 among the pipe lines A3 will be in the state connected to M / C13 again, and will return to atmospheric pressure or a positive pressure.

  Thereafter, the process proceeds to step 140 where the counter value is incremented by one and the process returns to step 100, assuming that the negative pressure elimination drive has been completed for one cycle.

  If such a process is repeated a predetermined number of times, an affirmative determination is made in step 100, and the process proceeds to step 150. In step 150, the count value of the counter is cleared and the negative pressure elimination control process is completed.

  Next, effects obtained by the vehicle brake hydraulic pressure control device 1 of the present embodiment described above will be described.

  First, as described above, the secondary circuit is connected between the M / C 13 in the pipeline A and each of the pressure increase control valves 16 and 17 through the pipeline A3, and the control valves 18 and 23 are provided in the pipeline. It has a configuration with. In such a configuration, the negative pressure generated in the secondary circuit can be eliminated by repeatedly setting the control valves 18 and 23 to the excited state and the non-excited state. For this reason, it is possible to prevent the stroke of the brake operation member from being increased by the volume of air due to air that may be generated when negative pressure is generated in the secondary circuit. For this reason, it is possible to prevent deterioration of the feeling when the driver operates the brake operation member.

  Further, as described above, in the present embodiment, two control valves, the control valve 18 and the control valve 23, are provided in order to eliminate the negative pressure in the secondary circuit. If it is only to eliminate the negative pressure in the secondary circuit, the secondary circuit is connected to a part that is at atmospheric pressure or positive pressure, and the connection state is one control valve (preferably a normally closed solenoid valve). It is sufficient to switch the control valve 23) configured as described above. That is, only when the negative pressure elimination control process is executed, the secondary circuit may be connected to a portion where the atmospheric pressure or the positive pressure is obtained, and may not be connected to the portion at other times.

  However, since the two control valves 18 and 23 are provided, the two control valves are always provided between the M / C 13 and the W / C 14 and 15 regardless of whether or not the negative pressure elimination control process is executed. It becomes possible to set it as the interruption | blocking state in any one of 18 and 23. FIG. For this reason, even if the brake pedal 11 is depressed by the driver even if the negative pressure elimination control process has just been executed, that is, while the negative pressure is still being generated, the brake will be braked by the negative pressure. It is possible to prevent the pedal 11 from entering deeply.

  Moreover, in this embodiment, it is set as the structure which provided the pipe line A3 and the control valves 18 and 23 for canceling the negative pressure in a secondary circuit 1 each in a 1st piping system and a 2nd piping system. Basically, these can be provided for each of the pipes A1 and A2 connected to the W / Cs 14 and 15 of the wheels FL to RR, but only one is provided for each pipe system. Yes. For this reason, it is possible to simplify the configuration of the vehicle brake hydraulic pressure control device 1.

(Second Embodiment)
A second embodiment of the present invention will be described. In the present embodiment, a vehicular brake hydraulic pressure control device applied to a two-wheeled vehicle instead of a four-wheeled vehicle will be described.

  FIG. 4 shows the overall configuration of the vehicle brake hydraulic pressure control device 31 of the present embodiment. In this figure, only the first piping system is illustrated, but the second piping system has the same configuration as the first piping system. Hereinafter, with reference to FIG. 4, the vehicle brake hydraulic pressure control device 31 of the present embodiment will be described. Since the basic configuration of the present embodiment is the same as that of the first embodiment, different parts will be mainly described.

  As shown in FIG. 4, the vehicle brake hydraulic pressure control device 31 includes a brake lever 41, a booster 42, an M / C 43 corresponding to a brake hydraulic pressure generating means, and a W / C 44 corresponding to a braking force generating means. A brake fluid pressure control actuator 32 and a brake ECU 33 are provided.

  The brake lever 41 is a brake operation member that is operated by a driver when a braking force is applied to the vehicle, and corresponds to the brake pedal 11 in the first embodiment. The booster 42, M / C43, and W / C44 correspond to the booster 12, M / C43, and W / C14 in the first embodiment, and the same operation is performed.

  The M / C pressure generated in the M / C 43 is transmitted to each W / C 44 through the brake fluid pressure control actuator 32.

  The brake fluid pressure control actuator 2 has a first piping system that generates brake fluid pressure for the front wheels FW and a second piping system that generates brake fluid pressure for the rear wheels RW. As described above, the first and second piping systems have the same configuration.

  The first piping system is provided with a pipeline D serving as a main pipeline that is transmitted to the W / C 44 provided in the front wheel FW. A W / C pressure is generated with respect to the W / C 44 through the pipe D.

  The pipe D is branched into two pipes D1 and D2. One of the pipes D1 is connected to the W / C 44, and the other pipe D2 functions as a negative pressure eliminating pipe and is connected to a pipe E described later.

  The pipeline D1 is provided with a pressure increase control valve 46 that controls an increase in the brake fluid pressure to the W / C 44. The pressure increase control valve 46 is a normally open two-position electromagnetic valve that can control the communication / blocking state of the pipeline D1, and operates in the same manner as the first pressure increase control valve 16 shown in the first embodiment. To do. The pressure increase control valve 46 is also provided with a safety valve 46a in parallel that plays the same role as the safety valve 16a in the first embodiment.

  Further, the pipe D2 is provided with a control valve 48 corresponding to the second control valve. As with the pressure increase control valve 46, the control valve 48 is a normally open two-position electromagnetic valve that can control the communication / blocking state of the pipe D2. This control valve 48 plays the same role as the control valve 18 in the first embodiment, and is driven when the negative pressure generated in the secondary circuit is eliminated, and when the negative pressure elimination control process is not executed. The communication state is always controlled.

  A pressure reduction control valve 51 is disposed in a pressure increase control valve 46 and a line E as a pressure reduction line connecting the reservoir 50 with each of the W / Cs 44 in the line D1. The pressure reducing control valve 51 is configured by a normally closed two-position electromagnetic valve that can control the communication / blocking state between each W / C 44 and the reservoir 50, and is similar to the first pressure reducing control valve 21 in the first embodiment. The operation is to be performed.

  A conduit F serving as a reflux conduit is disposed so as to connect between the reservoir 50 and the conduit D serving as the main conduit. In this pipeline F, a self-priming pump 49 driven by a motor 55 so as to suck and discharge the brake fluid from the reservoir 50 toward the upstream side of the pressure increase control valve 46 and the control valve 48 in the pipeline D. Is provided. The reservoir 50, the motor 55, and the pump 49 perform the same operations as the reservoir 20, the motor 25, and the pump 19 in the first embodiment.

  Further, a control valve 53 is provided on the pipe E side of the pipe D2 from the control valve 48. Similar to the pressure reduction control valve 51, the control valve 53 is a normally closed two-position electromagnetic valve that can control the communication / blocking state of the pipe D2. This control valve 53 plays the same role as the control valve 23 in the first embodiment, and is driven when the negative pressure generated in the secondary circuit is eliminated, and when the negative pressure elimination control process is not executed. It is controlled to be always shut off.

  In this way, the first piping system is configured. The second piping system is also provided with the pressure increase control valve 46, the control valve 48, the pump 49, the reservoir 50, the pressure reduction control valve 51, and the control valve 53, as in the first piping system. A brake fluid pressure control actuator 32 in the fluid pressure control device 31 is configured.

  The brake ECU 33 corresponds to an electronic control unit, and performs the same operation as the brake ECU 33 shown in the first embodiment. Further, the vehicle brake hydraulic pressure control device 31 is also provided with a wheel speed sensor 34. The wheel speed sensor 34 is arranged corresponding to each wheel FW, RW, and outputs to the brake ECU 33 a pulse signal having a pulse number proportional to the rotational speed of each wheel FW, RW, that is, the wheel speed. Based on the detection signal of the wheel speed sensor 34, the brake ECU 33 performs various calculations.

  In the vehicular brake hydraulic pressure control device 31 in the two-wheeled vehicle configured as described above, the negative pressure elimination control process similar to that in the first embodiment is executed.

  That is, after the brake hydraulic pressure control is completed or at the time of initial check, the pump 49 is driven for a predetermined time even though the pressure reducing control valve 51 is in a non-excited state, that is, in a closed state. In such a case, the portion connecting the pressure reducing control valve 51 and the control valve 53 and the reservoir 50 in the conduit E and the conduits D1 and D2, and the reservoir 50 and the suction port of the pump 49 in the conduit F. A negative pressure is generated in the secondary circuit constituted by the portion connecting the two.

  Therefore, in order to eliminate this negative pressure, first, the control valve 48 is brought into an excited state (that is, a closed state) and the control valve 53 is brought into an excited state (that is, an opened state). As a result, the portion connecting the control valve 48 and the check valve 48a and the control valve 53 in the pipe D2 also has a negative pressure, so that the range of the negative pressure is widened. Since it was a positive pressure, the absolute value of the negative pressure becomes smaller when the negative pressure is generally adjusted.

  Next, the control valve 53 is switched to the non-excited state (that is, the closed state), and at the same time or slightly after that, the control valve 48 is also switched to the non-excited state (that is, the open state). Thereby, the part which connects between the control valve 48 and the non-return valve 48a, and the control valve 53 among the pipe lines D2 will be in the state connected to M / C43 again, and will return to atmospheric pressure or a positive pressure. Again, only in the secondary circuit is in a negative pressure state, but the absolute value of the negative pressure generated at this time is the same as before the opening / closing drive of the control valves 48 and 53 as described above. It will be small compared.

  The above operation is set as one cycle of the negative pressure elimination drive, and this is repeated a plurality of cycles, so that the negative pressure can be eliminated. In addition, regarding the flowchart of the specific negative pressure elimination control process executed by the brake ECU 33, the control target is changed from the control valves 18 and 23 to the control valves 48 and 53 with respect to the first embodiment. Since it does not change, description is abbreviate | omitted here.

  As described above, the vehicular brake hydraulic pressure control device 31 according to the present embodiment can also eliminate the negative pressure generated in the secondary circuit as in the first embodiment.

  Further, in the vehicle brake hydraulic pressure control device 31 according to the present embodiment, the brake fluid pressure control actuator 32, that is, the conduit D2 for performing the negative pressure elimination control process on the brake hydraulic pressure control device for two-wheeled vehicles and the control. The structure provided with the valves 48 and 53 is the same as the existing structure that is generally used as a brake fluid pressure control actuator for a four-wheeled vehicle. Therefore, the brake fluid pressure control actuator for a four-wheeled vehicle can be applied as it is as the brake fluid pressure control actuator 32 of the present embodiment.

  In this case, for example, ports corresponding to four wheels are opened in the brake fluid pressure control actuator 32 formed of a metal block such as aluminum, and therefore, only two of these wheels are connected to the front wheel FW and the rear wheel. The brake fluid pressure control actuator 32 shown in FIG. 4 can be configured by using it as a port connected to the W / C 44 for the wheel RW and closing the unnecessary port with the lid 32a.

(Third embodiment)
A third embodiment of the present invention will be described. This embodiment will also describe a vehicle brake hydraulic pressure control device that is applied to a two-wheeled vehicle instead of a four-wheeled vehicle.

  FIG. 5 shows the overall configuration of the vehicle brake hydraulic pressure control device 31 of the present embodiment. Hereinafter, the vehicle brake hydraulic pressure control device 31 of the present embodiment will be described with reference to FIG. 5, but since the basic configuration of the present embodiment is the same as that of the second embodiment, the same reference numerals are used for the same parts. Will be omitted, and only different parts will be described.

  As shown in FIG. 5, the vehicle brake hydraulic pressure control device 31 of the present embodiment has a configuration in which the pipe D connecting the M / C 43 and the W / C 44 is not branched into two, that is, in the second embodiment. The pipe D2, the control valve 48, and the check valve 48a shown are eliminated. Further, the pipe E is provided with a pipe G connected between the pressure reducing control valve 51 and the reservoir 50, and the pipe G is provided with a control valve 53. The pipeline G is connected to a master reservoir 43 a that stores brake fluid corresponding to atmospheric pressure through a port 32 b provided in the brake fluid pressure control actuator 32. Other configurations are the same as those in the first embodiment.

  In the vehicular brake hydraulic pressure control device 31 in the two-wheeled vehicle configured as described above, the negative pressure elimination control processing similar to that in the first and second embodiments is executed, but the control mode is the first and second. This is different from the embodiment. The negative pressure elimination control process by the vehicle brake hydraulic pressure control device 31 of this embodiment will be specifically described.

  First, after the brake fluid pressure control is completed or at the time of initial check, the pump 49 is driven for a predetermined time even though the pressure reducing control valve 51 is in a non-excited state, that is, in a closed state. As a result, a portion connecting the decompression control valve 51 and the control valve 53 and the reservoir 50 in the conduits D, E, and G and a portion connecting the reservoir 50 and the suction port of the pump 49 in the conduit F are connected. Negative pressure is generated in the secondary circuit constituted by the portion.

  For this reason, in order to eliminate this negative pressure, the negative pressure elimination control processing is started, and the control valve 53 is brought into an excited state. Accordingly, since the control valve 53 is opened, the secondary circuit is connected to the master reservoir 43a in which the brake fluid corresponding to the atmospheric pressure is stored through the pipeline G. Therefore, the brake fluid stored in the master reservoir 43a is supplied to the secondary circuit through the pipeline G, and the negative pressure in the secondary circuit can be eliminated.

  As described above, the vehicular brake hydraulic pressure control device 31 of the present embodiment can also eliminate the negative pressure of the secondary circuit, and can obtain the same effects as those of the first and second embodiments. Become.

  Further, in the case of the vehicle brake fluid pressure control device 31 according to the present embodiment, a master reservoir 43a in which a portion to which the pipe G provided for eliminating the negative pressure is connected stores brake fluid corresponding to atmospheric pressure. It is said that. For this reason, it is assumed that the pipeline G for eliminating the negative pressure is not connected to the pipeline D serving as the main pipeline, and the driver operates the brake lever 41 while the negative pressure elimination control process is being performed. However, the M / C pressure generated by the M / C 43 is transmitted to the W / C 44 as it is, and an effect that the normal braking operation and the operation for the negative pressure elimination control do not interfere can be obtained.

(Other embodiments)
In the first embodiment, when the control valves 18 and 23 for eliminating the negative pressure in the secondary circuit are removed as the vehicle brake hydraulic pressure control device 1, a total of eight controls are provided for the first and second piping systems. The so-called 8 sol type basic brake fluid pressure control actuator 2 provided with the valves 16, 17, 21, and 22 has been described as an example, but is not limited thereto. In other words, any brake fluid pressure control actuator having a configuration in which the brake fluid is allowed to escape to the reservoir through the pressure reducing control valve and the brake fluid is sucked by the pump can be used. The invention can be applied.

  In the third embodiment, the vehicle brake hydraulic pressure control device for a two-wheeled vehicle has been described. However, a configuration similar to this can be applied to a four-wheeled vehicle. That is, in the pipeline connecting the reservoir and the W / C of each of the four wheels and the pressure increasing control valve, the downstream side of the pressure reducing control valve (that is, between the pressure reducing control valve and the reservoir) is connected to the master reservoir, What is necessary is just to set it as the structure which has arrange | positioned the control valve in the middle of the pipe line. However, in the case of a four-wheeled vehicle, since the W / C of each of the four wheels is connected to the M / C, of course, there are two pipelines corresponding to the W / C respectively in the first and second piping systems. Will be provided.

  In the second and third embodiments, the first and second piping systems are described as having the same configuration, but the brake operation member that generates the M / C pressure in each piping system is not necessarily the same configuration. It doesn't matter. That is, when brake levers are provided on both sides of the steering wheel as in the case of a continuously variable transmission type two-wheeled vehicle, each brake lever serves as a brake operation member, and the first and second piping systems have the same configuration. However, in the configuration where the right side of the steering wheel is a brake lever and the left side is a clutch, and the brake pedal is provided on the right foot side, as in a transmission type two-wheeled vehicle, the brake lever and the brake pedal operate the brake. It becomes a member.

  Here, the vehicle brake fluid pressure control devices 1 and 31 having a structure in which the M / Cs 13 and 43 corresponding to the brake fluid pressure generating means are directly connected to the brake pedal 11 and the brake lever 41 corresponding to the brake operation member are shown as examples. And explained. However, this is merely an example, and the brake fluid pressure control means for generating the brake fluid pressure based on the operation of the brake operation member by the driver may be separated from the brake pedal 11. For example, the operation amount of the brake operation member is read by a sensor or the like, and the hydraulic cylinder is driven by driving an actuator such as a motor according to the operation amount, and the brake hydraulic pressure generated in the hydraulic cylinder is W / A structure configured to be transmitted to C may be used. In this case, an actuator such as a motor and a hydraulic cylinder function as brake hydraulic pressure generating means.

  In short, the present invention is applicable to any vehicle brake fluid pressure control device provided with brake fluid pressure control actuators 2 and 32 capable of executing brake fluid pressure control such as ABS control. It is possible to apply.

  In the above embodiment, the case where the first and second control valves 18, 23, 48, 53 are constituted by two-position solenoid valves has been described, but these can also be constituted by three-position solenoid valves. .

It is a figure showing the whole brake fluid pressure control device 1 composition for vehicles in a 1st embodiment of the present invention. It is the schematic diagram which showed the mode of the negative pressure in the negative pressure cancellation control by the brake fluid pressure control apparatus 1 for vehicles shown in FIG. It is the schematic diagram which showed the mode of the negative pressure in the negative pressure cancellation control by the brake fluid pressure control apparatus 1 for vehicles shown in FIG. It is the schematic diagram which showed the mode of the negative pressure in the negative pressure cancellation control by the brake fluid pressure control apparatus 1 for vehicles shown in FIG. It is a flowchart of the negative pressure elimination control process performed by brake ECU3. It is a figure which shows the whole structure of the brake fluid pressure control apparatus 1 for vehicles in 2nd Embodiment of this invention. It is a figure which shows the whole structure of the brake fluid pressure control apparatus 1 for vehicles in 3rd Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1, 31 ... Brake fluid pressure control apparatus for vehicles, 2, 32 ... Brake fluid pressure control actuator, 3, 33 ... Brake ECU, 4, 5, 34 ... Wheel speed sensor, 11 ... Brake pedal, 13, 43 ... M / C, 16, 17, 46 ... pressure increase control valve, 18, 48 ... control valve (second control valve), 19, 49 ... pump, 20, 50 ... reservoir, 21, 22, 52 ... pressure reduction control valve, 23 53 ... Control valve (first control valve), 25, 55 ... Motor, 32a ... Lid, 41 ... Brake lever, 43a ... Master reservoir, A, D ... Pipe line (main pipe line), A3, D2, G ... Pipe Channel (negative pressure canceling pipeline), B, E ... pipeline (decompression pipeline), C, F ... pipeline (reflux pipeline).

Claims (9)

Brake fluid pressure generating means (13, 43) for generating brake fluid pressure based on the operation of the brake operation members (11, 41) by the driver;
Braking force generating means (14, 15, 44) for generating braking force on the wheels (FR to RR, FW, RW) by transmitting the brake fluid pressure generated by the brake fluid pressure generating means (13, 43). )When,
Main pipelines (A, D) connecting the brake fluid pressure generating means (13, 43) and the braking force generating means (14, 15, 44);
A pressure increase control valve (16, 17, 46) provided in the main pipeline (A, D) for controlling the flow of brake fluid in the main pipeline (A, D);
A pressure reducing pipe (B, E) connected between the pressure increasing control valve (16, 17, 46) and the braking force generating means (14, 15, 44) in the main pipe (A, D);
Connected to the pressure reducing line (B, E), between the pressure increase control valve (16, 17, 46) and the braking force generating means (14, 15, 44) in the main line (A, D). Reservoirs (20, 50) for releasing brake fluid;
A pressure reduction control valve (21, 22, which is disposed upstream of the reservoir (20, 50) in the pressure reduction line (B, E) and controls the flow of brake fluid in the pressure reduction line (B, E). 51) and
A recirculation pipe line connecting the reservoir (20, 50) between the brake fluid pressure generating means (13, 43) and the pressure increase control valve (16, 17, 46) in the main pipe line (A, D). C, F) and
Pumps (19, 49) provided in the reflux pipes (C, F) for sucking the brake fluid released to the reservoirs (20, 50) and discharging them toward the main pipes (A, D) When,
Between the pressure reducing control valve (21, 22, 51) and the reservoir (20, 50) in the pressure reducing line (B, E) and the reservoir (20, 50) in the return line (C, F) As a secondary circuit between the pumps (19, 49), a negative pressure elimination conduit (A3, D2, G) connected to the secondary circuit,
A first control valve (23, 53) provided in the negative pressure elimination pipeline (A3, D2, G) and controlling the flow of brake fluid in the negative pressure elimination pipeline (A3, D2, G); With
The vehicular brake hydraulic pressure control device, wherein the negative pressure elimination pipes (A3, D2, G) are connected to a portion where the brake fluid is equivalent to or at positive pressure of atmospheric pressure. The negative pressure elimination pipeline is connected between the brake fluid pressure generating means (13, 43) and the pressure increase control valve (16, 17, 46) in the main pipeline (A, D). The vehicular brake hydraulic pressure control device according to claim 1. Control of the flow of the brake fluid in the negative pressure elimination pipeline from the first control valve (23, 53) to the main pipeline (A, D) in the negative pressure elimination pipeline. The brake hydraulic pressure control device for a vehicle according to claim 2, further comprising a second control valve (18, 48). The first control valve (23, 53) is a normally closed two-position solenoid valve that is shut off when in a non-excited state and switches to a communicating state when in an excited state;
The vehicle according to claim 3, wherein the second control valve (18, 48) is a normally open two-position solenoid valve that is in a communication state when in a non-excitation state and switches to a cutoff state when in an excitation state. Brake hydraulic pressure control device. The first control valve (23, 53) and the second control valve (18, 48) are connected to the first control valve (23, 53) when canceling the negative pressure generated in the secondary circuit. A mode in which the second control valve (18, 48) is in an excited state and a mode in which the first control valve (23, 53) and the second control valve (18, 48) are in a non-excited state are sequentially performed. The vehicular brake hydraulic pressure control device according to claim 4, wherein A mode in which the first control valve (23, 53) and the second control valve (18, 48) are excited when the negative pressure generated in the secondary circuit is eliminated; and the first control valve 5. The vehicle brake hydraulic pressure control device according to claim 4, wherein (23, 53) and a mode in which the second control valve (18, 48) is in a non-excited state are alternately repeated. The brake hydraulic pressure control device for a vehicle according to any one of claims 1 to 6, wherein the brake hydraulic pressure control device for a vehicle is applied to a two-wheeled vehicle. The brake fluid pressure generating means is a master cylinder (43) provided with a master reservoir (43a) for storing brake fluid,
The vehicular brake hydraulic pressure control device according to claim 1, wherein the negative pressure elimination conduit is connected to the master reservoir (43a). The vehicular brake according to claim 8, wherein the first control valve (53) is a normally closed two-position solenoid valve that is shut off when in a non-excited state and switches to a communicating state when in an energized state. Hydraulic control device.

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