JP2011073502A - Brake fluid pressure control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake fluid pressure control device for a vehicle which suitably arranges a damper without upsizing a base body. <P>SOLUTION: In the brake fluid pressure control device for a vehicle, control valve means V, which control brake fluid pressure, a pair of pumps 6, and a motor 200, which drives a pair of the pumps 6, are arranged on a common base body 100. The control valve means V is mounted on one surface of the base body 100 and the motor 200 is attached on the other surface opposite to the one surface of the base body 100. Damper holes 37 for structuring the damper are opened in the attaching surface 201 of the motor 200 on the other surface of the base body 100. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a brake fluid pressure control device for a vehicle that controls a braking force in a brake of a vehicle such as an automobile, a motorcycle, a motorcycle, an all-terrain vehicle (ATV), or the like.

Conventionally, this type of vehicle brake fluid pressure control device generally has a base on which an electromagnetic valve or the like for controlling the flow of brake fluid is attached, and brake fluid released from a wheel brake is applied to the base. A pump that is pumped up and returned to the master cylinder side is known (for example, see Patent Document 1).
In the vehicle brake hydraulic pressure control device described in Patent Document 1, a damper is provided on the discharge side of the pump, and the pulsation generated by the pump is attenuated by the damper.

JP-A-8-258687

  By the way, in above-mentioned patent document 1, the damper hole for comprising a damper was formed in the mounting surface of the solenoid valve in a base | substrate. For this reason, it is necessary to ensure a wide space for disposing the damper with respect to the mounting surface of the electromagnetic valve, and there is a problem that the base is likely to be enlarged.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle brake hydraulic pressure control device capable of suitably disposing a damper while avoiding an increase in size of a base.

  In order to solve such problems, the present invention has a control valve means for controlling brake fluid pressure, a pair of pumps, and a motor for driving the pair of pumps arranged on a common base. The vehicle brake hydraulic pressure control device is provided with the control valve means mounted on one surface of the base and the motor mounted on the other surface opposite to the one surface of the base. In addition, a damper hole for forming a damper is opened on a mounting surface of the motor on the other surface of the base body.

According to such a brake fluid pressure control device for a vehicle, the damper hole for constituting the damper is not disposed on one surface (for example, the front surface of the substrate) on which the control valve means is disposed, Since the opening is made on the other surface (for example, the rear surface of the substrate) on the opposite side, the damper can be disposed without increasing the size of the substrate, and the pulsation of the brake fluid discharged from the pump during various controls Can be suitably attenuated.
In addition, since the damper hole opens in the motor mounting surface on the other surface of the base body, the dead space on the other surface of the base body can be efficiently utilized, thereby further increasing the size of the base body. Further avoidance is possible.

  Further, according to the present invention, the control valve means includes a normally open solenoid valve and a normally closed solenoid valve disposed between a master cylinder and a wheel cylinder of a wheel brake, the damper and the normally open solenoid valve. The valve is disposed in one region when the base is divided into two regions on a reference plane including the shaft center of the pump and the shaft center of the output shaft of the motor. An inlet channel that communicates between the damper and the damper, and an outlet channel that communicates between the damper and the normally open solenoid valve, the inlet channel and the outlet channel mutually The substrate is provided as an independent flow path.

According to such a brake fluid pressure control device for a vehicle, the damper and the normally open type electromagnetic valve are divided into two regions on the reference surface including the shaft center of the pump and the shaft center of the output shaft of the motor. Since they are concentrated in one region, the pump, the damper and the normally open electromagnetic valve can be suitably connected by the channel in one region, and the routing of the channel in the base is simplified. This contributes to downsizing of the substrate.
In addition, an inlet channel that communicates between the pump and the damper and an outlet channel that communicates between the damper and the normally open solenoid valve are provided, and the inlet channel and the outlet channel are independent of each other. Since it is provided on the base as a flow path, the inlet flow path and the outlet flow path for the damper are separate systems, and the damper is interposed in series in the middle of the flow of hydraulic fluid from the pump to the normally open solenoid valve. Can do.
As a result, a vehicle brake hydraulic pressure control device that can effectively attenuate pulsation is obtained. Therefore, highly accurate brake fluid pressure control is possible.

  In the present invention, an orifice may be interposed in the outlet channel. By configuring in this way, the flow of the working fluid is restricted by the orifice of the outlet channel downstream from the damper in the process of flowing the working fluid from the inlet channel to the outlet channel through the damper. While the pulsation echoes and cancels out in a wide space, the pulsation is attenuated by the elasticity of the hydraulic fluid, and the attenuation of the pulsation by the pump can be effectively extracted.

  Further, the present invention is characterized in that the control valve means includes a regulator valve and a suction valve. In such a configuration, it is possible to control the braking force of the wheel brake and control the vehicle behavior to stabilize the behavior of the vehicle by controlling the operation of the electromagnetic valve and the motor to vary the hydraulic pressure of the hydraulic fluid. In such vehicle behavior control, the pulsation of the hydraulic fluid can be effectively reduced. Therefore, highly accurate brake fluid pressure control is possible.

  ADVANTAGE OF THE INVENTION According to this invention, the brake fluid pressure control apparatus for vehicles which can arrange | position a damper suitably, avoiding the enlargement of a base | substrate is obtained.

It is the sectional side view which visualized the inside of the base of the brake fluid pressure control device for vehicles concerning one embodiment of the present invention. It is a figure which shows the base | substrate of the brake fluid pressure control apparatus for vehicles which concerns on one Embodiment of this invention, (a) is a top view, (b) is a front view, (c) is a side view. It is a figure which similarly shows a base | substrate, (a) is a rear view, (b) is a bottom view. FIG. 2 is a perspective view of a flow path component of a vehicle brake hydraulic pressure control device according to an embodiment of the present invention, where (a) is a perspective view seen from the front surface, and (b) is a perspective view seen from the side surface. It is the perspective view seen from the rear surface of the flow-path composition part of the brake fluid pressure control device for vehicles concerning one embodiment of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS It is the perspective view which visualized each mounting hole and the inner surface of a flow path which were formed in the flow-path structure part of the brake fluid pressure control apparatus for vehicles which concerns on one Embodiment of this invention, Comprising: (a) is the perspective seen from the front side FIG. 4B is a perspective view seen from the rear side. It is A1-A1 sectional view taken on the line of FIG.2 (c). 2A is a cross-sectional view taken along line B1-B1 in FIG. 2C, and FIG. 2B is a cross-sectional view taken along line C1-C1 in FIG. It is a figure which shows the flow of the brake fluid in the flow-path structure part of the brake fluid pressure control apparatus for vehicles which concerns on one Embodiment of this invention, (a) is a figure which shows the flow at the time of normal brake, (b) is an anti-lock It is a figure which shows the flow of the brake fluid at the time of pressure reduction of brake control. It is a figure which shows the flow of the brake fluid at the time of vehicle behavior control in the flow-path structure part of the brake fluid pressure control apparatus for vehicles which concerns on one Embodiment of this invention. 1 is a hydraulic circuit diagram of a vehicle brake hydraulic pressure control device according to an embodiment of the present invention.

Hereinafter, an example of a vehicle brake hydraulic pressure control device according to the present invention will be described with reference to the drawings.
DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the accompanying drawings. In the description, the same reference numerals are used for the same elements, and duplicate descriptions are omitted. Further, in the following description, the term “upper and lower” is used based on the state in which the inlet port 21 and the outlet port 22L, which will be described later on the base body 100, are on the upper side, but does not necessarily match the actual installation state. .
As shown in FIG. 1, a vehicle brake fluid pressure control device (hereinafter referred to as “brake fluid pressure control device”) U of the present embodiment is used for a four-wheel automobile or the like. 100, a motor 200 (electric motor) assembled to the rear surface 15 (the other surface), a control housing 300 assembled to the front surface (one surface) 11 of the base body 100, and a control device 400 accommodated in the control housing 300. It is prepared for.

  The brake hydraulic pressure control device U embodies the hydraulic pressure circuit shown in FIG. 11, and brakes for braking two wheel brakes FR, RL out of the four wheel brakes FR, RL, FL, RR. A brake output system K2 for braking the output system K1 and the remaining two wheel brakes FL, RR is provided, and provided for each wheel brake FR, RL, FL, RR (that is, two for each brake output system). The control valve means V allows independent antilock brake control of each wheel, and the regulator R, the suction valve 4 and the pump 6 provided in each brake output system K1, K2 cooperate with each other. Thus, vehicle behavior control is possible.

  In FIG. 11, the brake output system K1 is for braking the right front and left rear wheels, and is a system extending from the inlet port 21 to the outlet ports 22R and 22L. A pipe H1 leading to the output port M2 of the master cylinder M, which is a hydraulic pressure source, is connected to the inlet port 21, and pipes H2, H2 leading to the wheel brakes FR, RL are connected to the outlet ports 22R, 22L, respectively. Is done.

The brake output system K2 is for braking the left front and right rear wheels, and is a system from the inlet port 23 to the outlet ports 24L and 24R.
A pipe H3 leading to the output port M1 of the master cylinder M, which is the same hydraulic pressure source as the brake output system K1, is connected to the inlet port 23, and pipes leading to the wheel brakes FL, RR are respectively connected to the outlet ports 24L, 24R. H4 and H4 are connected.
Here, since the brake output system K2 has the same configuration as the brake output system K1, the brake output system K1 will be described below, and the brake output system K2 will be described as appropriate.

  The master cylinder M is a tandem type, and a brake pedal BP as a brake operator is connected to the master cylinder M. In other words, the four wheel brakes FR, RL, FL, RR can be braked by simply applying a pedaling force to one brake pedal BP.

  The brake output system K1 includes a regulator R as a regulator valve, control valve means V and V, a suction valve 4, a reservoir 5, a pump 6, an orifice 6a, a damper 7, a hydraulic pressure source side brake hydraulic pressure sensor 8, and a wheel side brake. A hydraulic pressure sensor 9 is provided.

  In the following, the flow path (fluid path) from the inlet port 21 to the regulator R is referred to as “output hydraulic pressure path A”, and the flow path from the regulator R to the outlet ports 22R and 22L is referred to as “wheel hydraulic pressure path B”. Called. Further, the flow path from the output hydraulic pressure path A to the pump 6 is referred to as “suction hydraulic pressure path C”, the flow path from the pump 6 to the wheel hydraulic pressure path B is referred to as “discharge hydraulic pressure path D”, and A flow path from the wheel hydraulic pressure path B to the suction hydraulic pressure path C is referred to as “open path E”. Further, “upstream side” means the master cylinder M side, and “downstream side” means the wheel brake FR, RL (FL, RR) side.

The regulator R has a function of switching between a state where the brake fluid is allowed to flow and a state where the brake fluid is allowed to flow in the output hydraulic pressure channel A, and a wheel hydraulic pressure channel when the brake fluid flow is blocked in the output hydraulic pressure channel A. The brake fluid pressure of B is adjusted to a predetermined value or less, and includes a cut valve 1 and a check valve 1a.
As shown in FIGS. 2B and 2C, such a regulator R has a pump hole 36 on the upper side of the base body 100 on the upper side of the pump 6 (the pump hole 36 in FIG. It is mounted in the cut valve mounting hole 31 provided above the shaft Y1 (the same applies hereinafter).

  Returning to FIG. 11, the cut valve 1 is a normally open linear solenoid valve interposed between the output hydraulic pressure path A and the wheel hydraulic pressure path B. The state in which the flow of the brake fluid to is allowed and the state in which it is shut off are switched. That is, the cut valve 1 has a configuration capable of adjusting the valve opening pressure by controlling energization to the solenoid (a configuration having a function as a relief valve). Since the cut valve 1 is normally opened, the brake fluid discharged from the pump 6 to the discharge hydraulic pressure passage D and flowing into the wheel hydraulic pressure passage B returns (circulates) to the suction hydraulic pressure passage C. Is allowed. The cut valve 1 is closed by the control of the control device 400 (see FIG. 1, the same applies hereinafter) when the brake pedal BP is operated, in other words, when the brake fluid pressure is applied to the wheel brakes FR and RL. The brake fluid pressure in the wheel fluid pressure passage B is appropriately sucked by the balance between the brake fluid pressure applied from the output fluid pressure passage A to the regulator R and the force for closing the valve, which is controlled by energizing the solenoid. It can be adjusted by opening to the hydraulic path C.

  The check valve 1a is connected to the cut valve 1 in parallel. The check valve 1a is a one-way valve that allows the flow of brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B.

  One control valve means V is provided for each of the wheel brakes FR and RL. The control valve means V includes an inlet valve 2, a check valve 2a, and an outlet valve 3, and is configured to open the wheel hydraulic pressure path B and block the open path E (open the inlet valve 2, open the outlet valve 3). Closed), the state in which the open passage E is opened while the wheel hydraulic pressure passage B is shut off (the inlet valve 2 is closed, the outlet valve 3 is opened), and the state in which the wheel hydraulic pressure passage B and the release passage E are shut off (inlet valve 2). And the outlet valve 3 is closed).

The inlet valve 2 is a normally-open electromagnetic valve provided in the wheel hydraulic pressure passage B, and allows the brake fluid to flow from the upstream side to the downstream side when in the open state, and is in the closed state. Sometimes shut off. In the normally open type electromagnetic valve, an electromagnetic coil for driving the valve body is electrically connected to a control device 400 (see FIG. 1, the same applies hereinafter), and the electromagnetic coil is based on a command from the control device 400. Is energized, the valve is closed, and when the electromagnetic coil is demagnetized, the valve is opened. In this embodiment, a linear solenoid type solenoid valve is employed as each inlet valve 2, and the valve opening amount can be adjusted by controlling the drive current to the solenoid by the control device 400. ing.
As shown in FIG. 2 (b), such an inlet valve 2 is provided with an inner inlet valve mounted on the upper side of the base body 100 and above the pump hole 36 on the upper side of the pump 6 together with the regulator R described above. The holes 32A and the outer inlet valve mounting holes 32B are mounted.

  Returning to FIG. 11, the check valve 2 a is a valve that only allows inflow of the brake fluid from the downstream side to the upstream side, and is connected in parallel to each inlet valve 2.

The outlet valve 3 is a normally closed electromagnetic valve interposed between the wheel hydraulic pressure path B and the open path E, and from the side of the wheel brakes FR, RL (FL, RR) when the valve is closed. The brake fluid flow to the reservoir 5 side is blocked and allowed when the valve is open. The normally closed electromagnetic valve constituting the outlet valve 3 has an electromagnetic coil for driving the valve body electrically connected to the control device 400, and excites the electromagnetic coil based on a command from the control device 400. Then, the valve is opened, and when the electromagnetic coil is demagnetized, the valve is closed.
As shown in FIG. 2B, the outlet valve 3 has an inner outlet valve mounting hole 33A and an outer outlet provided below the pump hole 36 on the lower side of the base body 100 on the lower side of the base body 100. It is mounted in the valve mounting hole 33B.

Returning to FIG. 11, the suction valve 4 switches between a state in which the suction fluid pressure passage C is opened and a state in which the suction fluid pressure passage C is opened, and is a normally closed electromagnetic valve provided in the suction fluid pressure passage C. The normally closed electromagnetic valve constituting the suction valve 4 has an electromagnetic coil for driving the valve body electrically connected to the control device 400, and the electromagnetic coil is excited based on a command from the control device 400. Then, the valve is opened, and when the electromagnetic coil is demagnetized, the valve is closed.
As shown in FIGS. 2 (b), 4 (a) and 4 (b), such a suction valve 4 is provided in a suction valve mounting hole 34 provided in front of the pump hole 36 in the base body 100 as will be described later. It is mounted and directly connected to the pump 6.

Returning to FIG. 11, the reservoir 5 is provided in the release path E, and has a function of temporarily storing brake fluid that is released when each outlet valve 3 is opened. Further, between the reservoir 5 and the pump 6, a check valve 5 a that allows only brake fluid to flow from the reservoir 5 side to the pump 6 side is interposed.
As shown in FIG. 3A, such a reservoir 5 is mounted in a reservoir hole 35 (see FIG. 3B) that opens on the lower surface 16 of the base 100 below the pump hole 36 in the base 100. , Provided below the base body 100.

Returning to FIG. 11, the pump 6 is interposed between the suction hydraulic pressure path C leading to the output hydraulic pressure path A and the discharge hydraulic pressure path D leading to the wheel hydraulic pressure path B, and is driven by the rotational force of the motor 200. The brake fluid that is driven and temporarily stored in the reservoir 5 is sucked and discharged to the discharge hydraulic pressure path D. When the cut valve 1 is in the closed state and the suction valve 4 is in the open state, the pump 6 is stored in the master cylinder M, the output hydraulic pressure path A, the suction hydraulic pressure path C, and the reservoir 5. The brake fluid is sucked and discharged to the discharge hydraulic pressure path D. As a result, it is possible to increase the brake fluid pressure generated by operating the brake pedal BP. Further, even when the brake pedal BP is not operated, the brake fluid pressure is applied to the wheel brakes FR and RL (FL, RR). It is possible to act (during vehicle behavior control).
Such a pump 6 is mounted in the pump hole 36 (pump shaft Y1) drilled from the left side surface 13 and the right side surface 14 of the base body 100 in the base body 100, as shown in FIG. .

Returning to FIG. 11, the damper 7 and the orifice 6 a are connected in series in the middle of the discharge hydraulic pressure path D, and play a role of attenuating the pulsation of the brake fluid discharged from the pump 6 by the cooperative action. The brake fluid directly flows into the damper 7 from the pump 6 through an inlet channel Da (discharge fluid pressure channel D) connected to the discharge port of the pump 6. Then, the brake fluid that has flowed into the damper 7 and whose pulsation is attenuated flows out into the outlet channel Db (discharge fluid pressure channel D) provided separately from the inlet channel Da, and is disposed in the outlet channel Db. It flows to the downstream side through the orifice 6a.
As shown in FIG. 3A, such a damper 7 is a damper formed from a mounting surface 201 (portion covered by the front surface of the motor 200) on the rear surface (the other surface) 15 of the base body 100. It is disposed in the hole 37.
Moreover, the orifice 6a is arrange | positioned at the 11th flow path 61 (outlet flow path Db) connected to the outer side inlet valve mounting hole 32B where the inlet valve 2 is mounted | worn, as shown to Fig.8 (a). The orifice 6 a is provided by being press-fitted into the eleventh flow path 61 from the outside of the base body 100.

Returning to FIG. 11, the hydraulic pressure source side brake hydraulic pressure sensor 8 measures the brake hydraulic pressure in the output hydraulic pressure path A, that is, the magnitude of the brake hydraulic pressure in the master cylinder M. Further, the hydraulic pressure source side brake hydraulic pressure sensor 8 is disposed only in one brake output system (the brake output system K1 in the present embodiment). That is, the master cylinder M is a tandem type as described above, and the brake fluid pressures in the brake output systems K1 and K2 are the same, and therefore, the master cylinder M is arranged only in one brake output system K1.
The value of the brake fluid pressure measured by the fluid pressure source side brake fluid pressure sensor 8 is taken into the control device 400 as needed, and whether or not the brake fluid pressure is output from the master cylinder M by the control device 400, that is, the brake It is determined whether or not the pedal BP is depressed, and vehicle behavior control is performed based on the magnitude of the brake fluid pressure measured by the fluid pressure source side brake fluid pressure sensor 8.

  The wheel side brake fluid pressure sensor 9 measures the magnitude of the brake fluid pressure acting on the wheel brake FR (RL) of the front wheel that is the drive wheel. The value of the brake fluid pressure measured by the wheel side brake fluid pressure sensor 9 is taken into the control device 400 as needed, and antilock brake control, vehicle behavior control, etc. are performed based on the magnitude of the measured brake fluid pressure. Is called.

The motor 200 is a common power source for the pump 6 in the brake output system K1 and the pump 6 in the brake output system K2, and operates based on a command from the control device 400.
As shown in FIG. 3A, the motor 200 is attached to a mounting surface 201 having a circular concave shape on the rear surface (the other surface) 15 of the base body 100. The formed damper hole 37 is covered.

  The control device 400 (see FIG. 1) is configured to cut the regulator R based on outputs from the hydraulic pressure source side brake hydraulic pressure sensor 8, the wheel side brake hydraulic pressure sensor 9, and a wheel speed sensor (not shown) that detects the wheel speed. 1. Control of the opening and closing of the inlet valve 2 and outlet valve 3 and the suction valve 4 of the control valve means V and the operation of the motor 200.

  Next, normal brake, antilock brake control, and vehicle behavior control realized by the control device 400 will be described with reference to the hydraulic circuit of FIG. In the present embodiment described below, a front-wheel drive vehicle having the front wheels as drive wheels will be described as an example.

(Normal brake)
At the time of normal braking in which each wheel is not likely to be locked, the plurality of electromagnetic coils that drive the plurality of electromagnetic valves are all demagnetized by the control device 400. That is, in a normal brake, the cut valve 1 and the inlet valve 2 are opened, and the outlet valve 3 and the suction valve 4 are closed.

  When the driver depresses the brake pedal BP in such a state, the brake fluid pressure generated due to the depression force is directly transmitted to the wheel brakes FR, RL, FL, RR, and each wheel is braked. Become.

  When executing the normal brake as described above, the brake fluid pressure in the wheel fluid pressure path B connected to the right front and left front wheel brakes FR and FL is actually measured by the wheel side brake fluid pressure sensor 9. It can be confirmed that a suitable brake fluid pressure is applied to the brakes FR and FL.

(Anti-lock brake control)
The anti-lock brake control is executed when the wheel is likely to fall into the locked state, and the control valve means V corresponding to the wheel brakes FR, RL, FL, RR of the wheel likely to fall into the locked state is provided. This is realized by controlling and appropriately selecting a state in which the brake fluid pressure acting on the wheel brakes FR, RL, FL, RR is reduced, increased or kept constant. Whether to select pressure reduction, pressure increase, or holding is determined by the control device 400 based on a wheel speed obtained from a wheel speed sensor (not shown).

  If the wheel is about to enter the locked state while the brake pedal BP is being depressed, the control device 400 starts anti-lock brake control.

  In the following, the operation at the time of anti-lock brake control will be described on the assumption that the right front wheel (wheel braked by the wheel brake FR) is about to enter the locked state.

  When the control device 400 determines that the brake fluid pressure acting on the wheel brake FR should be reduced, the wheel fluid pressure path B is blocked by the control valve means V corresponding to the wheel brake FR, and the open road E is released. Specifically, the control device 400 excites the inlet valve 2 to close it, and excites the outlet valve 3 to open it. In this way, the brake fluid in the wheel fluid pressure path B communicating with the wheel brake FR flows into the reservoir 5 through the release path E, and as a result, the brake fluid pressure acting on the wheel brake FR is reduced. At this time, the brake fluid pressure in the wheel fluid pressure path B is measured by the wheel side brake fluid pressure sensor 9, and the measured value is taken into the control device 400 as needed.

  When the antilock brake control is executed, the motor 200 is driven by the control device 400 to operate the pump 6, and the brake fluid stored in the reservoir 5 is supplied to the wheel hydraulic pressure via the discharge hydraulic pressure path D. Reflux to path B.

  If the control device 400 determines that the brake fluid pressure acting on the wheel brake FR should be kept constant, the control valve means V corresponding to the wheel brake FR causes the wheel fluid pressure path B and the release path to be maintained. Each E is blocked. Specifically, the control device 400 excites the inlet valve 2 to close it, and demagnetizes the outlet valve 3 to close it. If it does in this way, brake fluid will be confine | sealed in the flow path closed by the wheel brake FR, the inlet valve 2, and the outlet valve 3, As a result, the brake fluid pressure which acted on the wheel brake FR will become constant. Retained.

  Further, when the control device 400 determines that the brake fluid pressure acting on the wheel brake FR should be increased, the wheel fluid pressure path B is opened by the control valve means V corresponding to the wheel brake FR, The open path E is blocked. Specifically, the control device 400 demagnetizes the inlet valve 2 to open it, and demagnetizes the outlet valve 3 to close it. In this case, the brake fluid pressure generated due to the depression force of the brake pedal BP directly acts on the wheel brake FR, and as a result, the brake fluid pressure acting on the wheel brake FR is increased.

  When the anti-lock brake control as described above is executed, the brake fluid pressure in the wheel fluid pressure path B connected to the right front wheel brake FR is actually measured by the wheel side brake fluid pressure sensor 9. Fine fluid pressure control can be performed according to the measured brake fluid pressure. Specifically, the outlet valve 3 is opened and closed while sensing the brake hydraulic pressure in the wheel hydraulic pressure passage B so that the hydraulic pressure is not excessively reduced. Further, the opening degree and the valve opening time of the outlet valve 3 may be set so that the brake fluid pressure is not excessively reduced. In this way, highly accurate brake fluid pressure control based on the magnitude of the brake fluid pressure measured by the wheel side brake fluid pressure sensor 9 can be performed. When it is determined that the brake fluid pressure acting on the FR should be increased, the brake fluid pressure can be immediately returned to the desired pressure. Even when it is determined that the brake fluid pressure acting on the wheel brake FR should be kept constant, the inlet valve 2 and the outlet valve 3 are opened and closed while actually measuring the brake fluid pressure acting on the wheel brake FR. By controlling the above, it is possible to reliably and easily maintain the brake fluid pressure most suitable for the wheel brake FR.

(Vehicle behavior control)
The vehicle behavior control is intended to prevent disturbance of behavior caused by changes in traveling conditions and the like that occur particularly during rainy weather and cornering on snowy roads.

  Depending on the state of the vehicle, the control device 400 starts vehicle behavior control such as skid control and traction control. In the following, it is assumed that the right front wheel (wheel braked by the wheel brake FR) is braked to stabilize the behavior of the vehicle when the brake pedal BP (see FIG. 10) is not operated.

  When the control device 400 determines that the front right wheel should be braked when the brake pedal BP is not operated, the control device 400 excites the cut valve 1 to bring it into a closed state, and the suction valve 4 is excited to open the valve, and the control valve means V other than the control valve means V corresponding to the right front wheel to be braked is excited to close the inlet valve 2. In this state, the pump 6 is turned on. The motor 200 is operated to drive it. In this way, the brake fluid stored in the master cylinder M, the output hydraulic pressure path A, and the suction hydraulic pressure path C is communicated with the wheel brake FR via the pump 6 and the discharge hydraulic pressure path D. As a result, the brake fluid pressure acts on the wheel brake FR, and the right front wheel is braked.

  When the vehicle behavior control as described above is performed, the brake fluid discharged from the pump 6 is caused by the cooperative action of the damper 7 and the orifice 6a provided in series in the middle of the discharge fluid pressure path D from the pump 6. The pulsation is preferably attenuated.

  When the difference between the brake hydraulic pressure in the output hydraulic pressure path A and the brake hydraulic pressure in the wheel hydraulic pressure path B exceeds a set value, the cut valve 1 acts as a relief valve, and the inside of the wheel hydraulic pressure path B Is released to the output hydraulic pressure path A.

Further, since the brake fluid pressure in the wheel fluid pressure path B connected to the right front wheel brake FR is measured by the wheel side brake fluid pressure sensor 9, the control device 400 determines the brake fluid pressure in the wheel fluid pressure path B. Fine hydraulic pressure control can be performed to achieve a desired value, and highly accurate brake hydraulic pressure control can be performed.
Even during such highly accurate brake fluid pressure control, the pulsation of the brake fluid discharged from the pump 6 is suitably damped by the cooperative action of the damper 7 and the orifice 6a.

  Next, a specific structure of the brake fluid pressure control device U will be described in detail with reference to FIGS.

  As described above, the brake hydraulic pressure control device U includes the base body (body) 100, the motor 200, the control housing 300, and the control device 400.

  The base body 100 is made of an extruded material or cast product made of an aluminum alloy having a substantially rectangular parallelepiped shape, and its front surface 11 (one surface) is formed into a substantially flat surface. As shown in FIG. 2B, the base body 100 is formed with two flow path components 100A and 100B corresponding to the two brake output systems K1 and K2 (see FIG. 11). Specifically, a flow path constituting portion 100A corresponding to the brake output system K1 is formed in the right half of the base body 100 as viewed from the front surface 11 side (a region on the right side of the drawing with respect to the center line X in the drawing). In the left half of the base body 100 (a region located on the left side of the drawing with respect to the center line X in the drawing), a flow path component 100B corresponding to the brake output system K2 is formed. In this embodiment, the flow path components 100A and 100B are formed substantially symmetrically, and the internal configuration and the like are the same. Therefore, the flow channel component 100A will be mainly described below.

  Referring to FIGS. 2 (a) to 2 (c) and FIGS. 3 (a) and 3 (b) as appropriate, the flow path component 100A is formed on the rear surface 15 (the other surface opposite to one surface). In addition to the inlet port 21 that opens, the motor mounting hole 20 and the damper hole 37, the two outlet ports 22R and 22L that open to the upper surface 12 (the outlet ports 24L and 24R in the flow path component 100B), the right side surface 14 opens. It has a pump hole 36 and further has a plurality of mounting holes that open to the front surface 11.

On the rear surface 15 of the base body 100, a circular concave mounting surface 201 is formed that is one step deeper than the rear surface 15 with the axis of the motor mounting hole 20 as the center. The motor 200 is attached to the attachment surface 201 such that the front cover of the housing of the motor 200 (see FIG. 1, the same applies hereinafter) is attached. The motor 200 is attached to an attachment hole 15a (see FIG. 3A) provided in the rear surface 15 with an attachment screw (not shown).
On the mounting surface 201, a mounting hole 20 </ b> A for mounting a power supply terminal (not shown) of the motor 200 is provided above and behind the motor mounting hole 20 so as to penetrate the base 100.
The mounting surface 201 has a damper hole 37 constituting the damper 7 (see FIG. 11) at a side position of the mounting hole 20A on the upper side of the motor mounting hole 20 (so that the mounting hole 20A is sandwiched from both left and right sides). It is open. That is, the damper hole 37 is formed in a dead space around the motor mounting hole 20 </ b> A, and the opening of the damper hole 37 is entirely covered by the motor 200.
Accordingly, the damper hole 37 is double-sealed by a lid member (not shown) attached to the opening of the damper hole 37 and a seal member interposed between the motor 200 and the attachment surface 201 attached to the attachment surface 201. It has come to be.

  Further, the flow path component 100A includes a suction valve mounting hole 34 provided at approximately the same height as the pump shaft Y1 as a mounting hole on the front surface 11, and a cut provided on the upper side of the base body 100 with respect to the pump shaft Y1. A valve mounting hole 31, an inner inlet valve mounting hole 32A and an outer inlet valve mounting hole 32B provided between the pump shaft Y1 and the cut valve mounting hole 31, and a lower side of the base body 100 from the pump shaft Y1. The inner outlet valve mounting hole 33A and the outer outlet valve mounting hole 33B are provided.

The suction valve mounting hole 34 is mounted with the suction valve 4 (see FIG. 11), the cut valve mounting hole 31 is mounted with the cut valve 1 constituting the regulator R (see FIG. 11), the inner inlet valve mounting hole 32A and the outer side. The inlet valve 2 (see FIG. 11) is mounted in the inlet valve mounting hole 32B, and the outlet valve 3 (see FIG. 11) is mounted in the inner outlet valve mounting hole 33A and the outer outlet valve mounting hole 33B.
Further, the front side 11 is provided with a wheel side sensor mounting hole 39 for mounting the wheel side brake hydraulic pressure sensor 9 (see FIG. 11) between the pump shaft Y1 and the inner inlet valve mounting hole 32A. The hydraulic pressure source side sensor mounting hole 38 to which the hydraulic pressure source side brake hydraulic pressure sensor 8 (see FIG. 11) for measuring the brake hydraulic pressure of the master cylinder M is mounted is a center line X above the inner inlet valve mounting hole 32A. It is provided above (boundary portion of the flow path constituting portions 100A and 100B).
Further, a mounting hole 20A is provided through the hydraulic pressure source side sensor mounting hole 38 so as to penetrate therethrough.
Further, as shown in FIG. 3B, a reservoir hole 35 for mounting the reservoir 5 is recessed in the lower surface 16.

  2B, the cut valve mounting hole 31, the inner inlet valve mounting hole 32A, the outer inlet valve mounting hole 32B, the inner outlet valve mounting hole 33A, the outer outlet valve mounting hole 33B, and the suction valve mounting hole. 34 is opened on the same surface of the front surface 11 of the flow path forming portion 100A. In the present embodiment, the diameters of these mounting holes are all the same.

  In the present embodiment, the pipe H2 (see FIG. 10) reaching the wheel brake FR is connected to the outlet port 22R on the inner side (inside the base body 100 in FIG. 2A) at the upper part of the base body 100, and the outer side. It is assumed that a pipe H2 (see FIG. 10) leading to the wheel brake RL is connected to the outlet port 22L (outside the base body 100 in FIG. 2A).

Next, the flow path of the flow path forming unit 100A will be described in detail. In the description, when referring to the front surface 11, the rear surface 15, the upper surface 12, the lower surface 16, the left side surface 13, and the right side surface 14 in the flow path component 100 </ b> A (base body 100), refer to FIGS. 2 and 3. . Further, “inner side” refers to a side close to the center line X in the left-right direction of the base body 100, and “outer side” refers to a side away from the center line X in the left-right direction of the base body 100.
As shown in FIGS. 4A and 4B and FIG. 6B, the inlet port 21 is a bottomed cylindrical hole. As shown in FIGS. The cut valve mounting hole 31 and the suction valve mounting hole 34 communicate with each other. The first channel 51 is drilled from the bottom surface of the inlet port 21 toward the front surface 11 of the channel component 100A, and from the upper surface 12 to the lower surface 16 of the channel component 100A. It consists of a vertical hole 51b. The front portion of the horizontal hole 51a intersects the vertical hole 51b, and the vertical hole 51b penetrates the side walls of the cut valve mounting hole 31 and the suction valve mounting hole 34 in the vertical direction (FIG. 4 ( a), see FIG.
Further, a lateral hole 38a drilled from the right side surface 14 toward the left side surface 13 of the flow path constituting portion 100A intersects the rear portion of the lateral hole 51a (see FIG. 6B). The front end of the horizontal hole 38a communicates with a horizontal hole 38b drilled from the bottom surface of the fluid pressure source side sensor mounting hole 38 toward the rear surface 15 of the flow path component 100A (see FIG. 6A). ).
Here, the flow path from the bottom of the inlet port 21 to the side of the cut valve mounting hole 31 through the horizontal hole 51a and the vertical hole 51b of the first flow path 51 corresponds to the output hydraulic pressure path A shown in FIG.

  As shown in FIGS. 4A, 5, 6 A and 6 B, the outlet port 22 </ b> R on the inside is a bottomed cylindrical hole and is connected to the inner inlet valve via the second flow path 52. It communicates with the mounting hole 32A. The second flow path 52 is a vertical hole drilled from the bottom surface of the outlet port 22R on the inner side toward the lower surface 16 of the flow path component 100A, and the side wall of the inner inlet valve mounting hole 32A and the wheel side sensor mounting hole. It penetrates the side wall of 39 up and down and reaches the inner outlet valve mounting hole 33A.

  The outlet port 22 </ b> L on the outside is a bottomed cylindrical hole and communicates with the outer inlet valve mounting hole 32 </ b> B via the third flow path 53. The third flow channel 53 is a vertical hole that is drilled from the bottom surface of the outlet port 22L on the outside toward the lower surface 16 of the flow channel component 100A, and penetrates the side wall of the outer inlet valve mounting hole 32B in the vertical direction. And reaches the outer outlet valve mounting hole 33B.

The cut valve mounting hole 31 is a bottomed cylindrical hole with a bottom, and the bottom part thereof passes through the fourth flow path 54 and the fifth flow path 55 as shown in FIGS. It communicates with the side (upper side wall) of the pump hole 36. The fourth flow path 54 is a horizontal hole drilled from the right side surface 14 of the flow path constituting part 100A toward the bottom of the cut valve mounting hole 31, and as shown in FIG. 6B, the inner inlet valve is mounted. It reaches the bottom of the hole 32A.
The fifth flow path 55 is a vertical hole drilled from the upper surface 12 of the flow path component 100A toward the bottom of the outer inlet valve mounting hole 32B, and reaches the outer inlet valve mounting hole 32B.
Here, the flow path extending from the bottom of the cut valve mounting hole 31 to the inner inlet valve mounting hole 32A via the fourth flow path 54 and from the second flow path 52 to the outlet port 22R, and the bottom of the cut valve mounting hole 31 The flow path from the third flow path 53 to the outlet port 22L through the fourth flow path 54 and the fifth flow path 55 to the outer inlet valve mounting hole 32B corresponds to the wheel hydraulic pressure path B shown in FIG. To do.

  The inner inlet valve mounting hole 32A is a stepped cylindrical hole with a bottom corresponding to the wheel brake FR, and as shown in FIGS. 4 (a), 5 and 6 (b), the second flow path 52 is provided. Through the wheel side sensor mounting hole 39 and the inner outlet valve mounting hole 33A. Further, as shown in FIG. 5, the inner inlet valve mounting hole 32A communicates with the cut valve mounting hole 31 via the fourth flow path 54, and further, as shown in FIG. The pump hole 36 communicates with the flow path 54 and the fifth flow path 55.

  The outer inlet valve mounting hole 32B is a bottomed stepped cylindrical hole into which the inlet valve 2 (see FIG. 11) corresponding to the wheel brake RL is mounted. FIG. 4 (a), FIG. As shown to a), it communicates with the outer outlet valve mounting hole 33B through the third flow path 53. Further, as shown in FIG. 5, the outer inlet valve mounting hole 32 </ b> B communicates with the pump hole 36 through the fifth flow path 55, and further, the cut valve is connected via the fifth flow path 55 and the fourth flow path 54. The mounting hole 31 communicates with the inner inlet valve mounting hole 32A.

The suction valve mounting hole 34 is a bottomed cylindrical hole with a bottom, and is directly connected to the front of the pump hole 36 through a short lateral hole 34a provided in the bottom 34b, as shown in FIG. 4 (b). ing. As shown in FIG. 4A, the suction valve mounting hole 34 communicates with the cut valve mounting hole 31 through the vertical hole 51b of the first flow path 51, and further, the vertical hole 51b and the horizontal hole of the first flow path 51. It communicates with the inlet port 21 through 51a.
A flow path from the first flow path 51 to the pump hole 36 through the suction valve mounting hole 34 corresponds to the suction fluid pressure path C shown in FIG.
Such a suction valve mounting hole 34 may be provided so as to be shifted in the vertical direction with respect to the pump shaft Y <b> 1 of the pump hole 36.

  The inner outlet valve mounting hole 33A is a bottomed stepped cylindrical hole into which the outlet valve 3 (see FIG. 11) corresponding to the wheel brake FR is mounted. As shown in FIG. ) And the reservoir hole 35 via the sixth flow path 56 starting from the above. The sixth channel 56 is a vertical hole that is drilled from the bottom surface of the reservoir hole 35 toward the top surface 12 of the channel component 100A so as to reach the bottom of the inner outlet valve mounting hole 33A.

The outer outlet valve mounting hole 33B is a bottomed stepped cylindrical hole in which the outlet valve 3 (see FIG. 11) corresponding to the wheel brake RL is mounted, as shown in FIGS. 5 and 6B. The reservoir hole 35 communicates with the seventh flow path 57. The seventh flow path 57 is a horizontal hole that is drilled from the right side surface 14 of the flow path forming portion 100 </ b> A toward the bottom of the outer outlet valve mounting hole 33 </ b> B and reaches the bottom of the reservoir hole 35. Further, as shown in FIG. 6B, the outer outlet valve mounting hole 33B communicates with the outer inlet valve mounting hole 32B and the outlet port 22L through the third flow path 53.
Here, there are a flow path from the second flow path 52 to the sixth flow path 56 through the inner outlet valve mounting hole 33A, and a flow path from the third flow path 53 to the seventh flow path 57 through the outer outlet valve mounting hole 33B. This corresponds to the open path E shown in FIG.

The pump hole 36 is a stepped cylindrical hole in which the pump 6 (see FIG. 11) is mounted, and the pump shaft (center line) Y1 is formed in the motor mounting hole 20 as shown in FIG. It is formed to pass through the center.
The pump hole 36 communicates with the damper hole 37 through the eighth flow path 58 and the tenth flow path 60 as shown in FIG. 6B. The eighth flow path 58 is a vertical hole drilled from the lower surface 16 to the upper surface 12 of the flow path component 100A, and reaches the tenth flow path 60 through the side wall of the pump 6 in the vertical direction. . The tenth flow path 60 is a horizontal hole that is drilled from the right side surface 14 toward the left side surface 13 of the flow path forming unit 100 </ b> A and reaches the side wall of the damper hole 37.
Here, the channel from the eighth channel 58 to the damper hole 37 through the tenth channel 60 corresponds to the inlet channel Da (discharge fluid pressure channel D) shown in FIG.

  The inlet channel Da has a refracting part (bent part) in at least one place in the middle thereof. The inlet channel Da of this embodiment is refracted at one place and has a substantially L-shaped portion. By having such a refracting part (bent part), the inlet channel Da also has an action of attenuating the pulsation of the pump 6.

The damper hole 37 is a bottomed stepped cylindrical hole for constituting the damper 7 (see FIG. 11), and as shown in FIG. 6B, the tenth flow path 60 and the eighth flow path 58. As shown in FIG. 5, it communicates with the outer inlet valve mounting hole 32 </ b> B via the eleventh flow path 61. The eleventh flow path 61 is a horizontal hole drilled from the right side surface 14 to the left side surface 13 of the flow path component 100A, and reaches the side wall of the damper hole 37 through the bottom of the outer inlet valve mounting hole 32B. .
Here, the eleventh flow path 61 corresponds to the outlet flow path Db (discharge fluid pressure path D) shown in FIG.
The opening of the damper hole 37 is sealed with a lid member (not shown) mounted from the rear surface 15 side of the base body 100. The damper hole 37 sealed with the lid member has a sufficient volume to attenuate the pulsation caused by the pump 6.

The pump hole 36 communicates with the outer inlet valve mounting hole 32B via the fifth flow path 55, and further, the cut valve mounting hole 31 and the inner inlet valve via the fifth flow path 55 and the fourth flow path 54. It communicates with the mounting hole 32A. The pump hole 36 communicates with the inlet port 21 of the first flow path 51 through a suction valve mounting hole 34 directly connected thereto. Further, the ninth flow path 59 communicates with the suction side of the pump hole 36 (side closer to the motor mounting hole 20).
The pump 6 mounted in the pump hole 36 is driven by an eccentric cam attached to an output shaft (not shown) of the motor 200.

  As shown in FIGS. 7 and 8B, the tenth flow path 60 penetrates the lower side wall of the damper hole 37, and as shown in FIGS. 7 and 8A, the eleventh flow path 61 is provided. Passes through the upper side wall of the damper hole 37, and the tenth flow path 60 and the eleventh flow path 61 constitute a flow path independent from each other with respect to the damper hole 37. In the present embodiment, the tenth flow path 60 and the eleventh flow path 61 are provided in parallel with the pump shaft Y <b> 1 of the pump 6, and the eleventh flow path 61 is disposed above the tenth flow path 60. In addition, a tenth flow path 60 is disposed between the eleventh flow path 61 and the pump 6. With such a configuration, the brake fluid flows into the damper hole 37 from the eighth flow path 58 communicating with the pump hole 36 via the tenth flow path 60, and the eleventh flow from the damper hole 37. The breaker liquid flows out to the outer inlet valve mounting hole 32B via the passage 61.

  In the middle of the eleventh flow path 61, as shown in FIGS. 7 and 8A, the above-described orifice 6 a is press-fitted into the eleventh flow path 61 from the outside of the base body 100. As described above, the orifice 6a cooperates with the damper 7 (see FIG. 11) to attenuate the pulsation.

  The reservoir hole 35 is a bottomed cylindrical hole to which the reservoir 5 (see FIG. 11) is mounted, and communicates with the suction side of the pump hole 36 through the ninth channel 59 as shown in FIG. The ninth flow path 59 is a vertical hole drilled from the bottom surface of the reservoir hole 35 toward the upper surface 12 of the flow path component 100 </ b> A, and its upper end reaches the lower end side wall of the pump hole 36. A check valve 5a (one-way valve, see FIG. 5) shown in FIG. 11 is mounted in the ninth flow path 59.

  The hydraulic pressure source side sensor mounting hole 38 is a bottomed cylindrical hole, and flows to the central portion of the base body 100 (that is, the boundary portion between the flow path constituting portions 100A and 100B) as shown in FIG. It is formed so as to straddle the road construction parts 100A and 100B. As shown in FIGS. 5, 6A and 6B, the hydraulic pressure source side sensor mounting hole 38 communicates with the inlet port 21 through the lateral holes 38b and 38a and the lateral hole 51a of the first flow path 51. ing.

  The wheel side sensor mounting hole 39 is a bottomed cylindrical hole with a bottom, and, as shown in FIGS. 5 and 6A, the inner inlet valve mounting hole 32A and the fourth flow path through the second flow path 52. It communicates with the inlet port 21 through 54 and the like. The wheel side sensor mounting hole 39 communicates with the inner outlet valve mounting hole 33 </ b> A through the second flow path 52.

  The motor mounting hole 20 has a bottomed cylindrical shape with a bottom, and is open at a substantially central portion of the rear surface 15 of the base body 100 as shown in FIGS. An output shaft (not shown) of the motor 200 is inserted into the motor mounting hole 20. As shown in FIG. 5, a pump hole 36 is opened in the side wall of the motor mounting hole 20, and the pump 6 is provided in the vicinity of the opening of the pump hole 36 by being fitted into the eccentric shaft portion of the output shaft. A ball bearing (not shown) for pressing the plunger is accommodated. A mounting hole 20A for mounting a bus bar (not shown) is formed above the motor mounting hole 20 and penetrates the base body 100 in the front-rear direction.

In this embodiment, as shown in FIG. 3A, the base body 100 is placed on the upper and lower sides on a reference plane P including a pump shaft Y1 (shaft center) of the pump 6 and an axis O1 of an output shaft (not shown) of the motor 200. When divided into two areas, the damper hole 37 is disposed in the upper area, which is one side, and the inner inlet valve mounting hole 32A and the outer inlet valve mounting hole 32B are disposed. As a result, the damper 7 and the inlet valve 2 are respectively arranged in the region above the reference plane P, and the tenth channel 60 and the eleventh channel 61 are also in the region above the reference plane P. Will be arranged in a centralized manner.
In addition, a cut valve mounting hole 31 and a fluid pressure source side sensor mounting hole 38 are formed in the upper region, and the space on the upper side of the base body 100 is effectively used to make the regulator R and the fluid pressure source side. A brake fluid pressure sensor 8 can be arranged. Therefore, the first flow path 51 and the like from the inlet port 21 and the like to the pump 6 through the regulator R can be made linear, and a simple flow path can be routed, and the substrate 100 can be downsized. .

  Further, since the inner outlet valve mounting hole 33A, the outer outlet valve mounting hole 33B, and the reservoir hole 35 are formed in the lower region, the minimum number of channels between the outlet valve 3 and the reservoir 5 is formed. (Sixth flow path 56, seventh flow path 57) can be connected, and the installation space for the outlet valve 3 is excluded from the upper region, and a space for forming the damper hole 37 is preferably ensured in the upper region. Therefore, the size of the base body 100 can be reduced. Since the outlet valve 3 and the reservoir 5 are arranged close to each other, a simple flow path can be handled, and the substrate 100 can be downsized.

  Further, since the suction valve 4 is directly connected to the pump 6, the suction valve mounting hole 34 can be formed by effectively using the space around the pump hole 36, and thereby the above-described pump hole 36 is provided with the above-described suction valve mounting hole 34. The space for forming the inlet channel Da and the outlet channel Db can be suitably secured.

  The control housing 300 shown in FIG. 1 is provided on the front surface 11 of the base body 100 so as to cover the above-described electromagnetic valves (inlet valve 2 and the like), the hydraulic pressure source side brake hydraulic pressure sensor 8 and the wheel side brake hydraulic pressure sensor 9. It is integrally fixed to the provided mounting hole 11a (see FIG. 2B) by a mounting screw (not shown). In such a control housing 300, an electromagnetic coil (not shown) for driving an electromagnetic valve installed on the base body 100 is attached to a support plate (not shown) provided inside.

  A control device 400 shown in FIG. 1 is formed by mounting a semiconductor chip or the like on a board on which an electronic circuit is printed, and includes a hydraulic pressure source side brake hydraulic pressure sensor 8 and a wheel side brake hydraulic pressure sensor 9 and a wheel (not shown). Based on information obtained from various sensors such as a speed sensor, a program stored in advance, and the like, the opening and closing of each electromagnetic valve and the operation of the motor 200 are controlled.

  Next, the flow of brake fluid when performing normal brake, antilock brake control and vehicle behavior control will be described in detail.

(Normal brake)
In a normal brake, as described above, the normally closed solenoid valve that is the suction valve 4 is in the closed state, and the normally open solenoid valve that is the cut valve 1 is in the opened state. As shown to (a), the brake fluid which flowed in from the inlet port 21 flows into the cut-valve mounting hole 31 through the 1st flow path 51, and passes through the inside of the solenoid valve in a valve opening state, and is 4th flow path. 54 flows in. The brake fluid that has flowed into the fourth flow path 54 flows from the fourth flow path 54 to the bottom of the inner inlet valve mounting hole 32A, and from the fourth flow path 54 through the fifth flow path 55 to the outer inlet valve. It flows into the bottom of the mounting hole 32B.
The brake fluid that has flowed into the inner inlet valve mounting hole 32A flows into the second flow path 52 through the inside of the normally open electromagnetic valve that serves as the inlet valve 2, and passes through the outlet port 22R. Pass through to the wheel brake FR. Similarly, the brake fluid that has flowed into the outer inlet valve mounting hole 32 </ b> B flows into the third flow path 53 through the inside of the normally open electromagnetic valve serving as the inlet valve 2, so It reaches the wheel brake FL through the port 22L.

Here, the brake fluid that has flowed into the first flow path 51 from the inlet port 21 flows into the hydraulic pressure source side sensor mounting hole 38 from the first flow path 51 through the lateral holes 38a and 38b. Then, the brake hydraulic pressure from the master cylinder M is measured by the hydraulic pressure source side brake hydraulic pressure sensor 8, and the measured value is taken into the control device 400 as needed.
Further, the brake fluid that has flowed into the second flow path 52 that reaches the right front wheel brake FR flows into the wheel side sensor mounting hole 39 (see FIG. 4B). Then, the brake fluid pressure in the wheel fluid pressure passage B is measured by the wheel side brake fluid pressure sensor 9, and the measured value is taken into the control device 400 as needed.

(Anti-lock brake control)
For example, when the brake fluid pressure acting on the wheel brake FR (see FIG. 11) is reduced by the antilock brake control, as described above, the inlet corresponding to the wheel brake FR is controlled by the control device 400 (see FIG. 1). The valve 2 is closed and the outlet valve 3 is opened. Then, the brake fluid that has acted on the wheel brake FR flows into the side portion of the inner inlet valve mounting hole 32A through the outlet port 22R and the second flow path 52, as shown in FIG. 9B. Here, since the normally open type electromagnetic valve that serves as the inlet valve 2 of the inner inlet valve mounting hole 32A is in a closed state, the brake fluid does not flow into the fourth flow path 54, but the inner inlet valve mounting hole. It flows out through the gap between the side wall of 32A and the outer peripheral surface of the solenoid valve to the lower second flow path 52 side, and flows into the inner outlet valve mounting hole 33A through the second flow path 52.

  The brake fluid that has flowed into the inner outlet valve mounting hole 33A flows into the sixth flow path 56 through the interior of the normally closed electromagnetic valve that serves as the outlet valve 3, so that the reservoir hole 35. When the antilock brake control is executed, the motor 200 is driven by the control device 400 and the pump 6 is operated. As a result, the brake fluid stored in the reservoir hole 35 passes through the ninth flow path 59. Then, it is sucked into the pump hole 36 and discharged to the eighth flow path 58. The brake fluid discharged to the eighth flow path 58 flows into the damper hole 37 through the tenth flow path 60, and flows into the fifth flow path 55 from the damper hole 37 through the eleventh flow path 61. During this time, the pulsation caused by the pump 6 is suitably damped by the cooperative action of the damper 7 and the orifice 6 a provided in the eleventh flow path 61.

  Further, when the brake fluid pressure acting on the wheel brake RL (see FIG. 11) is reduced, the brake fluid passes outside through the outlet port 22L and the third flow path 53 as shown in FIG. 9B. It flows into the side portion of the outlet valve mounting hole 33B, flows into the seventh flow path 57 through the inside of the open solenoid valve (outlet valve 3), and flows into the reservoir hole 35.

  The inner outlet valve mounting hole 33A and the reservoir hole 35 are connected by a single sixth flow path 56, and the outer outlet valve mounting hole 33B and the reservoir hole 35 are connected by a single seventh flow path 57. Therefore, the brake fluid flows smoothly from the inner outlet valve mounting hole 33A and the outer outlet valve mounting hole 33B into the reservoir hole 35.

  Next, when the brake fluid pressure acting on the wheel brake FR (see FIG. 11) is kept constant by the antilock brake control, the inlet valve 2 and the outlet valve 3 are closed by the control device 400 as described above. Therefore, neither the inflow of the brake fluid into the second flow path 52 nor the outflow of the brake fluid from the second flow path 52 occurs.

  When the brake fluid pressure acting on the wheel brake FR (see FIG. 11) is increased by the antilock brake control, the inlet valve 2 is opened by the control device 400 as described above, and the outlet valve 3 Since the valve is closed, the flow of brake fluid is the same as in normal brake control.

  In the present embodiment, the wheel side brake hydraulic pressure sensor 9 is mounted in the wheel side sensor mounting hole 39 communicating with the outlet port 22L connected to the right front wheel brake FR and the second flow path 52. When such antilock brake control is executed, the brake fluid pressure in the wheel fluid pressure path B connected to the wheel brake FR can be measured. As a result, the control device 400 can perform fine hydraulic pressure control according to the measured brake hydraulic pressure, and can reliably and easily obtain the brake hydraulic pressure most suitable for the wheel brake FR.

  In particular, in the present embodiment, the brake fluid pressure applied to the front wheel brakes FR and FL, which is subjected to a large brake load, is measured by the wheel side brake fluid pressure sensor 9, so that the brake fluid pressure with an emphasis on braking force control is measured. In addition to being able to control, since the front wheels are also drive wheels, brake fluid pressure control with emphasis on traction control can be performed.

(Vehicle behavior control)
In the vehicle behavior control, for example, when braking the wheel brake FR (see FIG. 11), the cut valve 1 is closed and the suction valve 4 is opened by the control device 400 as described above. In addition, the motor 200 is activated to drive the pump 6 (see FIG. 11, the same applies hereinafter). When the pump 6 is driven, the suction valve 4 is in the open state as shown in FIG. 10, so that the brake fluid (including the brake fluid in the master cylinder M) on the first flow path 51 side It flows into the pump hole 36 through the inside. The brake fluid inside the pump hole 36 is discharged to the eighth flow path 58. The brake fluid discharged to the eighth flow path 58 flows into the damper hole 37 through the tenth flow path 60, and flows into the fifth flow path 55 from the damper hole 37 through the eleventh flow path 61. During this time, the pulsation caused by the pump 6 is suitably damped by the cooperative action of the damper 7 and the orifice 6 a provided in the eleventh flow path 61.
Then, the brake fluid that has flowed into the fifth flow path 55 flows into the second flow path 52 through the fourth flow path 54, through the inside of the electromagnetic valve as the inlet valve 2 in the inner inlet valve mounting hole 32A, and to the outlet. The wheel brake FR is reached through the port 22R.
Here, the eighth flow path 58 and the tenth flow path 60 that become the inlet flow path Da (see FIG. 11) to the damper 7 and the eleventh flow path 61 that becomes the outlet flow path (see FIG. 11) are mutually connected. Therefore, the brake fluid discharged from the pump 6 always flows to the downstream side via the damper 7.

  Also, when executing such vehicle behavior control, the brake fluid pressure in the wheel fluid pressure path B connected to the right front wheel brake FR can be measured by the wheel side brake fluid pressure sensor 9, so the control device 400 can Fine hydraulic pressure control can be performed so that the brake hydraulic pressure in the wheel hydraulic pressure path B becomes a desired value, and highly accurate brake control can be performed.

According to the brake hydraulic pressure control device U having a specific positional relationship as described above, the damper hole 37 constituting the damper 7 is disposed on the front surface 11 (one surface) of the base body 100 on which each electromagnetic valve is disposed. However, since the opening is made in the rear surface 15 on the opposite side, the damper 7 can be disposed without increasing the size of the base body 100, and the pulsation of the brake fluid discharged from the pump 6 during various controls. Can be suitably attenuated.
In addition, since the damper 7 is disposed on the mounting surface 201 of the rear surface 15 of the base body 100, the dead space on the rear surface 15 can be efficiently utilized, and further enlargement of the base body 100 can be avoided. can do.

An inlet channel Da communicating between the pump 6 and the damper 7 and an outlet channel Db communicating between the damper 7 and the inlet valve 2 are provided in the base body 100 as mutually independent channels. Therefore, the inlet channel Da and the outlet channel Db with respect to the damper 7 are separate systems, and the damper 7 can be interposed in series in the middle of the flow of the brake fluid from the pump 6 to the inlet valve 2.
As a result, the pulsation of the pump 6 can be effectively attenuated, and the brake fluid pressure control device U that enables highly accurate brake control is obtained.

  Further, the damper 7 and the inlet valve 2 are concentrated in an upper region that is one side with respect to the reference plane P including the pump shaft Y1 and the axis O1 of the output shaft of the motor 200. In the upper region, the pump hole 36, the damper hole 37, the inner inlet valve mounting hole 32A, and the outer inlet valve mounting hole 32B can be suitably connected by a flow path, and the flow path of the base body 100 can be easily arranged. Become. This contributes to downsizing of the base body 100.

  Further, since the orifice 6a is interposed in the outlet channel Db (the eleventh channel 61), the brake fluid flows from the inlet channel Da to the outlet channel Db through the damper 7 in the course of the outlet channel Db. Since the flow of the brake fluid is reduced by the orifice 6a, the brake fluid stays in the damper 7, and the pulsation echoes and cancels in a wide space in the damper 7, and the pulsation is attenuated by the elasticity of the brake fluid. Thus, the attenuation of pulsation by the pump 6 can be effectively extracted.

  In addition, the brake fluid pressure control device U can effectively reduce the pulsation of the brake fluid even during vehicle behavior control, and enables highly accurate brake fluid pressure control.

Further, since the wheel brakes FR and FL on the driving wheel side are wheel brakes on the front wheel side, the wheel side brake hydraulic pressure sensor 9 necessary for traction control of the front wheel driving vehicle is arranged without causing the base body 100 to be enlarged. can do.
In addition, since the wheel side brake fluid pressure sensor 9 can be used for detecting the brake fluid pressure of the front wheels where a large brake load is applied, the accuracy of the brake fluid pressure control can be further improved. Further, since it is not necessary to provide a brake fluid pressure sensor for detecting the brake fluid pressure of the rear wheel, the brake fluid pressure control device U can be reduced in size and weight can be achieved.
The wheel-side brake fluid pressure sensor 9 is not necessarily provided, and may be configured to be estimated by the control device 400 based on the brake fluid pressure of the master cylinder M or the like.

  Furthermore, in this embodiment, the brake fluid pressure acting on the wheel brakes FR and FL of the front wheels, which are the drive wheels, is measured by the wheel side brake fluid pressure sensors 9 and 9, but the front and rear positions of the drive wheels are measured. Regardless of the configuration in which the brake fluid pressure acting on the rear wheel brakes RL and RR is measured, it is possible to improve the accuracy of the brake fluid pressure control.

  In the present embodiment, a front wheel drive vehicle has been described as an example. However, the present invention can be applied to a rear wheel drive vehicle or a four wheel drive vehicle. In the case of a rear-wheel drive vehicle, if the brake fluid pressure acting on the wheel brakes RL and RR of the rear wheels, which are drive wheels, is measured by the wheel side brake fluid pressure sensors 9 and 9, the traction control is emphasized. Brake fluid pressure control can be performed. On the other hand, if the brake fluid pressure acting on the front wheel brakes FR and FL is measured by the wheel side brake fluid pressure sensors 9 and 9, the brake fluid pressure control with an emphasis on the braking force control is performed. Can be done. In the case of a four-wheel drive vehicle, if the brake fluid pressure acting on the front wheel brakes FR and FL is measured, brake fluid pressure control can be performed with emphasis on both traction control and braking force control.

U Brake fluid pressure control device (brake fluid pressure control device)
2 Inlet valve (control valve means V, normally open solenoid valve)
3 Outlet valve (control valve means V, normally closed solenoid valve)
4 Suction valve 6 Pump 6a Orifice 7 Damper 11 Front (one side)
15 Rear surface (the other surface)
37 damper hole 58 8th channel (inlet channel Da)
60 Tenth channel (inlet channel Da)
61 Eleventh channel (exit channel Db)
100 Base 200 Motor 201 Mounting surface FR, FL Wheel brake M Master cylinder R Regulator (regulator valve)
O1 shaft center (motor output shaft)
Y1 pump shaft (pump shaft center)
P Reference plane

Claims (4)

A control valve means for controlling the brake fluid pressure, a pair of pumps, and a motor for driving the pair of pumps are arranged on a common base, and the control valve means is mounted on one surface of the base. And a vehicle brake hydraulic pressure control device in which the motor is attached to the other surface of the base body which is opposite to the one surface of the base body,
A brake fluid pressure control device for a vehicle, wherein a damper hole for forming a damper is formed in a mounting surface of the motor on the other surface of the base. The control valve means has a normally open solenoid valve and a normally closed solenoid valve disposed between a master cylinder and a wheel cylinder of a wheel brake,
The damper and the normally open solenoid valve are arranged in one region when the base is divided into two regions on a reference plane including the shaft center of the pump and the shaft center of the output shaft of the motor. And
The base has an inlet flow path communicating between the pump and the damper;
An outlet flow path communicating between the damper and the normally open solenoid valve,
The vehicular brake hydraulic pressure control device according to claim 1, wherein the inlet passage and the outlet passage are connected to the base body as independent passages.   The vehicular brake hydraulic pressure control apparatus according to claim 2, wherein an orifice is interposed in the outlet flow path.   The vehicular brake hydraulic pressure control device according to any one of claims 1 to 3, wherein the control valve means includes a regulator valve and a suction valve.

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