JP2011162054A - Brake control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake control device having an efficient heat radiation structure of a simple constitution. <P>SOLUTION: In the brake control device, a hydraulic actuator unit 40 includes a plurality of valves for controlling the flow state of brake fluid, and a housing for housing the valves. A lower side electronic component 82 for performing the drive control of a solenoid valve is mounted on a control substrate 81. A first heat transfer member 100 transfers the heat from the control substrate 81 to the housing via the valves. The hydraulic actuator unit 40 has an ABS (Antilock Brake System) control valve used for the ABS control as the solenoid valve, and a linear control valve with the opening adjusted according to the braking request. The first heat transfer member 100 transfers the heat to the housing from the control substrate 81 via the ABS control valve. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a brake control device, and more particularly to a brake control device that improves the heat dissipation efficiency of heat generated by components that control the flow of brake fluid.

  Brake control is performed by controlling a hydraulic actuator of a brake system mounted on the vehicle. The hydraulic actuator includes an electromagnetically operated electromagnetic valve that controls inflow and outflow of brake fluid flowing into the wheel cylinder. This electromagnetic valve is driven by electronic components mounted on the control board.

  For example, in the brake hydraulic pressure control device described in Patent Document 1, a coil housing that holds a coil is bolted to a hydraulic housing that holds an electromagnetic switching valve, and heat generated from an electronic component arranged at the upper end of the bolt is used. Is transmitted to the hydraulic housing via bolts.

JP 2008-625825 A

  In the brake control device of the brake-by-wire system, when the braking force is controlled, the opening / closing control of the electromagnetic valve is always performed. As a result, there is a tendency that the amount of heat generated in the electronic component that controls the electromagnetic valve, particularly in the drive IC, increases. Therefore, there is a demand for efficiently radiating heat from the control board on which the driving IC is mounted.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a brake control device that efficiently radiates heat from a control board with a simple configuration.

  In order to solve the above-described problems, a brake control device according to an aspect of the present invention includes a hydraulic actuator unit having a plurality of valves that control the flow state of brake fluid and a housing that accommodates the valves, and drive control of the electromagnetic valve. And a heat transfer member that transfers heat from the control board to the housing via a valve.

  According to this aspect, heat can be transferred from the control board to the housing via the valve, and the control board can be cooled.

  The hydraulic actuator unit has, as an electromagnetic valve, an ABS control valve used for ABS control and a linear control valve whose opening degree is adjusted in response to a braking request, and the heat transfer member is moved from the control board to the ABS. It may be configured to transfer heat to the housing via a control valve. ABS (Antilock Brake System) is a means for preventing the occurrence of a wheel lock state during braking. Since the ABS control valve is less frequently used than the linear control valve, it does not generate heat exceeding the allowable temperature of the electronic components. Therefore, according to this aspect, heat generated in the control board can be transmitted to the ABS control valve, and heat can be transmitted from the ABS control valve to the housing to cool the control board.

  The heat transfer member may be provided separately from the ABS control valve between the electronic component provided on the control board and the ABS control valve. The heat transfer member may be formed of an elastic silicon resin. Thereby, the adhesiveness of the heat transfer member is increased, and individual differences such as attachment errors of electronic components can be absorbed.

  The heat transfer member may be in contact with a terminal that supplies a drive current from the control board to the ABS control valve. Thereby, the contact surface of a heat transfer member and an ABS control valve can be enlarged, and the heat transfer efficiency can be increased.

  The heat transfer member may abut on the case and coil of the ABS control valve. Thereby, the contact surface of a heat transfer member and an ABS control valve can be enlarged, and the heat transfer efficiency can be increased.

  The heat transfer member may contact a plurality of ABS control valves. Thereby, the heat transmitted to the heat transfer member can be distributed to the plurality of ABS control valves.

  An ABS control valve heat transfer member may be further provided in a gap between a plurality of adjacent ABS control valves. Thereby, the heat transmitted to the heat transfer member can be efficiently distributed to the plurality of ABS control valves.

  A terminal for supplying a drive current from the control board to the ABS control valve may be in contact with an electronic component provided on the control board and configured as a heat transfer member. Thereby, cost can be held down in that a separate heat transfer member from the ABS control valve is not required.

  The terminal may be an elastic body. Thereby, individual differences, such as an attachment error of electronic parts, can be absorbed.

  The valve includes a pressure release valve, which contacts the control board and may be configured as a heat transfer member. As a result, the control board can be cooled via the pressure release valve that generates little heat.

  The pressure release valve may be fixed to the control board by press fitting. Thereby, the location which can transfer heat from a control board to a pressure release valve is securable.

  The pressure release valve may be configured such that the brake fluid in the pressure release valve contacts the electronic component. Thereby, an electronic component can be cooled using a brake fluid.

  According to the brake control device of the present invention, efficient heat dissipation can be obtained with a simple configuration.

It is a composition conceptual diagram explaining the composition concept of the hydraulic circuit of the brake control device concerning an embodiment. It is a figure which shows sectional drawing of the hydraulic actuator unit and control board which concern on embodiment. It is a figure which shows the perspective view of the hydraulic actuator unit which concerns on embodiment. It is a figure which shows sectional drawing of the modification of the thermal radiation structure of the control board which concerns on embodiment. It is a perspective view which shows the aspect which attaches the 2nd heat transfer member which concerns on embodiment to an ABS pressure reducing valve. It is a figure which shows sectional drawing of the modification of the thermal radiation structure of the control board which concerns on embodiment. It is a perspective view which shows the aspect which attaches the 3rd heat transfer member which concerns on embodiment to an ABS control valve. It is a figure which shows sectional drawing of the modification of the hydraulic actuator unit and control board which concern on embodiment. It is a figure which shows sectional drawing of the modification of the thermal radiation structure of the control board which concerns on embodiment. It is a figure which shows sectional drawing of the modification of the thermal radiation structure of the control board which concerns on embodiment. It is a figure which shows sectional drawing of the modification of the thermal radiation structure of the control board which concerns on embodiment. It is a figure which shows the perspective view of the modification of the hydraulic actuator unit which concerns on embodiment. It is a figure which shows sectional drawing of the modification of the thermal radiation structure of the control board which concerns on embodiment.

  Hereinafter, the present embodiment will be described with reference to the drawings. The same or equivalent components and members shown in the drawings are denoted by the same reference numerals, and repeated descriptions are appropriately omitted.

  FIG. 1 is a configuration conceptual diagram illustrating a configuration concept of a hydraulic circuit of a brake control device 20 according to the embodiment. A brake control device 20 shown in the figure constitutes an electronically controlled brake system (ECB) for a vehicle, and controls braking force applied to four wheels provided on the vehicle. The brake control device 20 according to the present embodiment is mounted on, for example, a hybrid vehicle that includes an electric motor and an internal combustion engine as a travel drive source. In such a hybrid vehicle, each of regenerative braking that brakes the vehicle by regenerating kinetic energy of the vehicle into electric energy and hydraulic braking by the brake control device 20 can be used for braking the vehicle. The vehicle in the present embodiment can execute brake regenerative cooperative control that generates a desired braking force by using both the regenerative braking and the hydraulic braking together.

  As shown in FIG. 1, the brake control device 20 includes disc brake units 21FR, 21FL, 21RR and 21RL provided for each wheel, a master cylinder unit 27, a power hydraulic pressure source 30, a hydraulic pressure, Actuator unit 40.

  Disc brake units 21FR, 21FL, 21RR, and 21RL apply braking force to the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel of the vehicle, respectively. The master cylinder unit 27 as the manual hydraulic pressure source in the present embodiment sends the brake fluid pressurized according to the operation amount by the driver of the brake pedal 24 as the brake operation member to the disc brake units 21FR to 21RL. To do. The power hydraulic pressure source 30 can send the brake fluid as the working fluid pressurized by the power supply to the disc brake units 21FR to 21RL independently from the operation of the brake pedal 24 by the driver. is there. The hydraulic actuator unit 40 appropriately adjusts the hydraulic pressure of the brake fluid supplied from the power hydraulic pressure source 30 or the master cylinder unit 27 and sends it to the disc brake units 21FR to 21RL. Thereby, the braking force with respect to each wheel by hydraulic braking is adjusted.

  Each of the disc brake units 21FR to 21RL, the master cylinder unit 27, the power hydraulic pressure source 30, and the hydraulic actuator unit 40 will be described in more detail below. Each of the disc brake units 21FR to 21RL includes a brake disc 22 and wheel cylinders 23FR to 23RL that are brake bodies of a disc brake device built in the brake caliper. The wheel cylinders 23FR to 23RL are connected to the hydraulic actuator unit 40 via different fluid passages. Hereinafter, the wheel cylinders 23FR to 23RL are collectively referred to as “wheel cylinders 23” as appropriate.

  In the disc brake units 21FR to 21RL, when brake fluid is supplied to the wheel cylinder 23 from the hydraulic actuator unit 40, a brake pad as a friction member is pressed against the brake disc 22 that rotates with the wheel. Thereby, a braking force is applied to each wheel. In the present embodiment, the disc brake units 21FR to 21RL are used, but other braking force applying mechanisms including a wheel cylinder 23 such as a drum brake may be used.

  The master cylinder unit 27 is a master cylinder with a hydraulic booster in the embodiment, and includes a hydraulic booster 31, a master cylinder 32, a regulator 33, and a reservoir 34. The hydraulic booster 31 is connected to the brake pedal 24, amplifies the pedal effort applied to the brake pedal 24, and transmits it to the master cylinder 32. When the brake fluid is supplied from the power hydraulic pressure source 30 to the hydraulic pressure booster 31 via the regulator 33, the pedal effort is amplified. The master cylinder 32 generates a master cylinder pressure having a predetermined boost ratio with respect to the pedal effort.

  A reservoir 34 for storing brake fluid is disposed above the master cylinder 32 and the regulator 33. The master cylinder 32 communicates with the reservoir 34 when the depression of the brake pedal 24 is released. On the other hand, the regulator 33 is in communication with both the reservoir 34 and the accumulator 35 of the power hydraulic pressure source 30, and the reservoir 34 is used as a low pressure source, the accumulator 35 is used as a high pressure source, and the hydraulic pressure is approximately equal to the master cylinder pressure. Is generated. Hereinafter, the hydraulic pressure in the regulator 33 is appropriately referred to as “regulator pressure”. The master cylinder pressure and the regulator pressure do not need to be exactly the same pressure. For example, the master cylinder unit 27 can be designed so that the regulator pressure is slightly higher.

  The power hydraulic pressure source 30 includes an accumulator 35 and a pump 36. The accumulator 35 converts the pressure energy of the brake fluid boosted by the pump 36 into the pressure energy of an enclosed gas such as nitrogen, for example, about 14 to 22 MPa and stores it. The pump 36 has a motor 36 a as a drive source, and its suction port is connected to the reservoir 34, while its discharge port is connected to the accumulator 35. The accumulator pressure is maintained in a set range to be maintained by the pump 36. Based on the measurement value of the accumulator pressure sensor 72, the brake ECU 70 turns on the pump 36 to increase the accumulator pressure when the accumulator pressure falls below the lower limit of the allowable range, and when the accumulator pressure exceeds the upper limit of the allowable range. The pressurization is finished by turning off the pump 36.

  The accumulator 35 is also connected to a pressure release valve 35 a provided in the master cylinder unit 27. When the pressure of the brake fluid in the accumulator 35 increases abnormally to about 25 MPa, for example, the pressure release valve 35 a is opened, and the high-pressure brake fluid is returned to the reservoir 34.

  As described above, the brake control device 20 includes the master cylinder 32, the regulator 33, and the accumulator 35 as a supply source of brake fluid to the wheel cylinder 23. A master pipe 37 is connected to the master cylinder 32, a regulator pipe 38 is connected to the regulator 33, and an accumulator pipe 39 is connected to the accumulator 35. These master pipe 37, regulator pipe 38 and accumulator pipe 39 are each connected to a hydraulic actuator unit 40.

  The hydraulic actuator unit 40 includes a housing in which a plurality of flow paths are formed, and a plurality of valves as actuators that control the flow state of the brake fluid in response to a braking request. The housing is formed by, for example, aluminum die casting. The flow paths formed in the housing include individual flow paths 41, 42, 43 and 44 and a main flow path 45. The individual flow paths 41 to 44 are respectively branched from the main flow path 45 and connected to the wheel cylinders 23FR, 23FL, 23RR, 23RL of the corresponding disc brake units 21FR, 21FL, 21RR, 21RL. Thereby, each wheel cylinder 23 can communicate with the main flow path 45.

  In addition, ABS holding valves 51, 52, 53 and 54 are provided in the middle of the individual flow paths 41, 42, 43 and 44. Each of the ABS holding valves 51 to 54 has a solenoid and a spring that are ON / OFF controlled, and each is a normally open solenoid valve that is opened when the solenoid is in a non-energized state. Each of the ABS holding valves 51 to 54 in the opened state can distribute the brake fluid in both directions. That is, the brake fluid can flow from the main flow path 45 to the wheel cylinder 23, and conversely, the brake fluid can also flow from the wheel cylinder 23 to the main flow path 45. When the solenoid is energized and the ABS holding valves 51 to 54 are closed, the flow of brake fluid in the individual flow paths 41 to 44 is blocked.

  Further, the wheel cylinder 23 is connected to the reservoir channel 55 via pressure reducing channels 46, 47, 48 and 49 connected to the individual channels 41 to 44, respectively. ABS decompression valves 56, 57, 58 and 59 are provided in the middle of the decompression channels 46, 47, 48 and 49. Each of the ABS pressure reducing valves 56 to 59 has a solenoid and a spring that are ON / OFF controlled, and is a normally closed electromagnetic valve that is closed when the solenoid is in a non-energized state. When the ABS pressure reducing valves 56 to 59 are closed, the flow of brake fluid in the pressure reducing flow paths 46 to 49 is blocked. When the solenoid is energized and the ABS pressure reducing valves 56 to 59 are opened, the brake fluid is allowed to flow through the pressure reducing flow paths 46 to 49, and the brake fluid flows from the wheel cylinder 23 to the pressure reducing flow paths 46 to 49 and It returns to the reservoir 34 via the reservoir channel 55. The reservoir channel 55 is connected to the reservoir 34 of the master cylinder unit 27 via a reservoir pipe 77. In addition, when showing each ABS holding valve 51-54 and each ABS pressure-reducing valve 56-59 without distinguishing, it is only called an ABS control valve.

  The main channel 45 has a separation valve 60 in the middle. By this separation valve 60, the main channel 45 is divided into a first channel 45 a connected to the individual channels 41 and 42 and a second channel 45 b connected to the individual channels 43 and 44. The first flow path 45a is connected to the front wheel wheel cylinders 23FR and 23FL via the individual flow paths 41 and 42, and the second flow path 45b is connected to the rear wheel wheel cylinder via the individual flow paths 43 and 44. Connected to 23RR and 23RL.

  The separation valve 60 is a normally closed solenoid valve that has a solenoid and a spring that are controlled to be turned on and off, and is closed when the solenoid is in a non-energized state. When the separation valve 60 is in the closed state, the flow of brake fluid in the main flow path 45 is blocked. When the solenoid is energized and the separation valve 60 is opened, the brake fluid can be circulated bidirectionally between the first flow path 45a and the second flow path 45b.

  In the hydraulic actuator unit 40, a master channel 61 and a regulator channel 62 communicating with the main channel 45 are formed. More specifically, the master channel 61 is connected to the first channel 45 a of the main channel 45, and the regulator channel 62 is connected to the second channel 45 b of the main channel 45. The master channel 61 is connected to a master pipe 37 that communicates with the master cylinder 32. The regulator channel 62 is connected to a regulator pipe 38 that communicates with the regulator 33.

  The master channel 61 has a master cut valve 64 in the middle. The master cut valve 64 is provided on the brake fluid supply path from the master cylinder 32 to each wheel cylinder 23. The master cut valve 64 has a solenoid and a spring that are ON / OFF-controlled, and the valve closing state is guaranteed by the electromagnetic force generated by the solenoid when supplied with a prescribed control current, so that the solenoid is in a non-energized state. It is a normally open solenoid valve that is opened in some cases. The master cut valve 64 in the opened state can cause the brake fluid to flow in both directions between the master cylinder 32 and the first flow path 45 a of the main flow path 45. When a prescribed control current is applied to the solenoid and the master cut valve 64 is closed, the flow of brake fluid in the master flow path 61 is interrupted.

  A stroke simulator 69 is connected to the master channel 61 via a simulator cut valve 68 on the upstream side of the master cut valve 64. That is, the simulator cut valve 68 is provided in a flow path connecting the master cylinder 32 and the stroke simulator 69. The simulator cut valve 68 has a solenoid and a spring that are ON / OFF controlled, and the valve opening state is guaranteed by the electromagnetic force generated by the solenoid upon receipt of a specified control current, and the solenoid is in a non-energized state. It is a normally closed solenoid valve that is closed in some cases. When the simulator cut valve 68 is closed, the flow of brake fluid between the master flow path 61 and the stroke simulator 69 is blocked. When the solenoid is energized and the simulator cut valve 68 is opened, the brake fluid can be circulated bidirectionally between the master cylinder 32 and the stroke simulator 69.

  The stroke simulator 69 includes a plurality of pistons and springs, and creates a reaction force corresponding to the depression force of the brake pedal 24 by the driver when the simulator cut valve 68 is opened. As the stroke simulator 69, in order to improve the feeling of brake operation by the driver, it is preferable to employ one having a multistage spring characteristic.

  The regulator flow path 62 has a regulator cut valve 65 in the middle. The regulator cut valve 65 is provided on the brake fluid supply path from the regulator 33 to each wheel cylinder 23. The regulator cut valve 65 also has a solenoid and a spring that are ON / OFF controlled, and the valve closing state is guaranteed by the electromagnetic force generated by the solenoid upon receipt of a specified control current, and the solenoid is in a non-energized state. It is a normally open solenoid valve that is opened in some cases. The regulator cut valve 65 that has been opened can cause the brake fluid to flow in both directions between the regulator 33 and the second flow path 45 b of the main flow path 45. When the solenoid is energized and the regulator cut valve 65 is closed, the flow of brake fluid in the regulator flow path 62 is blocked.

  In the hydraulic actuator unit 40, an accumulator channel 63 is also formed in addition to the master channel 61 and the regulator channel 62. One end of the accumulator channel 63 is connected to the second channel 45 b of the main channel 45, and the other end is connected to an accumulator pipe 39 that communicates with the accumulator 35.

  The accumulator flow path 63 has a pressure-increasing linear control valve 66 in the middle. Further, the accumulator channel 63 and the second channel 45 b of the main channel 45 are connected to the reservoir channel 55 via the pressure-reducing linear control valve 67. The pressure-increasing linear control valve 66 and the pressure-reducing linear control valve 67 each have a linear solenoid and a spring, and both are normally closed solenoid valves that are closed when the solenoid is in a non-energized state. In the pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67, the opening degree of the valve is adjusted in proportion to the current supplied to each solenoid.

  The pressure-increasing linear control valve 66 is provided as a common pressure-increasing control valve for each of the wheel cylinders 23 provided corresponding to each wheel. Similarly, the pressure-reducing linear control valve 67 is provided as a pressure-reducing control valve common to the wheel cylinders 23. That is, in this embodiment, the pressure-increasing linear control valve 66 and the pressure-reducing linear control valve 67 are a pair of common control valves that control the supply and discharge of the working fluid sent from the power hydraulic pressure source 30 to each wheel cylinder 23. It is provided as. Thus, if the pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67 are made common to the wheel cylinders 23, it is preferable from the viewpoint of cost as compared to providing a linear control valve for each wheel cylinder 23.

  Here, the differential pressure between the inlet and outlet of the pressure-increasing linear control valve 66 corresponds to the differential pressure between the pressure of the brake fluid in the accumulator 35 and the pressure of the brake fluid in the main flow path 45, and the inlet / outlet of the pressure-reducing linear control valve 67. The pressure difference therebetween corresponds to the pressure difference between the brake fluid pressure in the main flow path 45 and the brake fluid pressure in the reservoir 34. Further, the electromagnetic driving force according to the power supplied to the linear solenoid of the pressure increasing linear control valve 66 and the pressure reducing linear control valve 67 is F1, the spring biasing force is F2, and the pressure increasing linear control valve 66 and the pressure reducing linear control valve are Assuming that the differential pressure acting force according to the differential pressure between the inlet / outlet of 67 is F3, the relationship of F1 + F3 = F2 is established. Therefore, the differential pressure between the inlet and outlet of the pressure-increasing linear control valve 66 and the pressure-reducing linear control valve 67 is controlled by continuously controlling the power supplied to the linear solenoids of the pressure-increasing linear control valve 66 and the pressure-reducing linear control valve 67. can do.

  In the brake control device 20, the power hydraulic pressure source 30 and the hydraulic actuator unit 40 are controlled by a brake ECU 70 as a control unit in the present embodiment. The brake ECU 70 is configured as a microprocessor including a CPU, and includes a ROM that stores various programs, a RAM that temporarily stores data, an input / output port, a communication port, and the like in addition to the CPU. The brake ECU 70 can communicate with a host hybrid ECU (not shown) and the like, and based on control signals from the hybrid ECU and signals from various sensors, the pump 36 of the power hydraulic pressure source 30 and the hydraulic pressure The electromagnetic valves 51 to 54, 56 to 59, 60, and 64 to 68 constituting the actuator unit 40 are controlled (in the case where these control valves are not distinguished, they are simply referred to as “electromagnetic valves”).

  Further, a regulator pressure sensor 71, an accumulator pressure sensor 72, and a control pressure sensor 73 are connected to the brake ECU 70. The regulator pressure sensor 71 detects the pressure of the brake fluid in the regulator flow path 62 on the upstream side of the regulator cut valve 65, that is, the regulator pressure, and gives a signal indicating the detected value to the brake ECU 70. The accumulator pressure sensor 72 detects the pressure of the brake fluid in the accumulator flow path 63, that is, the accumulator pressure on the upstream side of the pressure increasing linear control valve 66, and gives a signal indicating the detected value to the brake ECU 70. The control pressure sensor 73 detects the pressure of the brake fluid in the first flow path 45a of the main flow path 45, and gives a signal indicating the detected value to the brake ECU 70. The detection values of the pressure sensors 71 to 73 are sequentially given to the brake ECU 70 every predetermined time, and are stored and held in a predetermined storage area of the brake ECU 70.

  When the separation valve 60 is opened and the first flow path 45 a and the second flow path 45 b of the main flow path 45 communicate with each other, the output value of the control pressure sensor 73 is the low pressure of the pressure-increasing linear control valve 66. This indicates the hydraulic pressure on the high pressure side of the pressure-reducing linear control valve 67 and the output value can be used to control the pressure-increasing linear control valve 66 and the pressure-reducing linear control valve 67. When the pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67 are closed and the master cut valve 64 is opened, the output value of the control pressure sensor 73 indicates the master cylinder pressure. Further, the separation valve 60 is opened so that the first flow path 45a and the second flow path 45b of the main flow path 45 communicate with each other, and the ABS holding valves 51 to 54 are opened, while the ABS pressure reducing valves 56 are opened. When? 59 is closed, the output value of the control pressure sensor 73 indicates the working fluid pressure acting on each wheel cylinder 23, i.e., the wheel cylinder pressure.

  Further, the sensor connected to the brake ECU 70 includes a stroke sensor 25 provided on the brake pedal 24. The stroke sensor 25 detects a pedal stroke as an operation amount of the brake pedal 24 and gives a signal indicating the detected value to the brake ECU 70. The output value of the stroke sensor 25 is also sequentially given to the brake ECU 70 every predetermined time, and is stored and held in a predetermined storage area of the brake ECU 70.

  The brake control device 20 configured as described above can execute brake regeneration cooperative control. The brake control device 20 starts braking in response to a braking request. The braking request is generated when a braking force should be applied to the vehicle, for example, when the driver operates the brake pedal 24. In response to the braking request, the brake ECU 70 calculates a required braking force, and calculates a required hydraulic braking force that is a braking force to be generated by the brake control device 20 by subtracting the braking force due to regeneration from the required braking force. Here, the effective value of the braking force by regeneration is supplied from the hybrid ECU to the brake control device 20. Then, the brake ECU 70 calculates the target hydraulic pressure of each wheel cylinder 23FR to 23RL based on the calculated required hydraulic braking force. The brake ECU 70 determines the value of the control current supplied to the pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67 based on the feedback control law so that the wheel cylinder pressure becomes the target hydraulic pressure.

  The brake control device 20 according to the present embodiment can naturally control the braking force by the wheel cylinder pressure control system even when the required braking force is provided only by the hydraulic braking force without using the regenerative braking force. . Regardless of whether or not the brake regeneration cooperative control is executed, the control mode for controlling the braking force by the wheel cylinder pressure control system will be appropriately referred to as a “linear control mode” below. Or it may be called control by brake-by-wire.

  As a result, in the brake control device 20, the brake fluid is supplied from the power hydraulic pressure source 30 to the wheel cylinders 23 via the pressure-increasing linear control valve 66, and braking force is applied to the wheels. Further, brake fluid is discharged from each wheel cylinder 23 through the pressure-reducing linear control valve 67 as necessary, and the braking force applied to the wheel is adjusted. In the present embodiment, a wheel cylinder pressure control system is configured including the power hydraulic pressure source 30, the pressure-increasing linear control valve 66, the pressure-decreasing linear control valve 67, and the like. A so-called brake-by-wire braking force control is performed by the wheel cylinder pressure control system. The wheel cylinder pressure control system is provided in parallel to the brake fluid supply path from the master cylinder unit 27 to the wheel cylinder 23. The brake control device 20 according to the present embodiment can naturally control the braking force by the wheel cylinder pressure control system even when the required braking force is provided only by the hydraulic braking force without using the regenerative braking force. .

  When brake-by-wire braking force control is performed, the brake ECU 70 closes the regulator cut valve 65 so that the brake fluid delivered from the regulator 33 is not supplied to the wheel cylinder 23. Further, the brake ECU 70 closes the master cut valve 64 and opens the simulator cut valve 68. This is because the brake fluid sent from the master cylinder 32 in accordance with the operation of the brake pedal 24 by the driver is supplied not to the wheel cylinder 23 but to the stroke simulator 69. During the brake regeneration cooperative control, a differential pressure corresponding to the magnitude of the regenerative braking force acts between the upstream and downstream of the regulator cut valve 65 and the master cut valve 64. The brake ECU 70 opens the separation valve 60. Thereby, each wheel cylinder pressure is controlled to a common hydraulic pressure. FIG. 2 shows a specific configuration in consideration of the heat dissipation structure in the hydraulic circuit of the brake control device 20 as described above.

  FIG. 2 is a sectional view of the hydraulic actuator unit 40 and the control board 81 according to the embodiment. FIG. 3 is a perspective view of the hydraulic actuator unit 40 according to the embodiment. The hydraulic actuator unit 40 shown in FIG. 3 shows a state in which the housing cover portion 87 and the housing side surface portion 90 are removed so that the arrangement of the electromagnetic valves inside can be seen, and the terminals of electromagnetic valves other than the ABS control valve are removed. Indicates the state.

  As described above, in the electronically controlled brake system, braking control may be performed regardless of the driver's operation of the brake pedal 24 in order to realize stable traveling control. In this case, one of the plurality of valves included in the hydraulic actuator unit 40 is driven. For example, any one of the pressure-increasing linear control valve 66, the pressure-decreasing linear control valve 67, the ABS holding valves 51 to 54 and the ABS pressure-reducing valves 56 to 59 is driven, and the separation valve 60, the master cut valve 64, the regulator cut valve 65, etc. Also drive. In this case, the solenoid coil of each solenoid valve is supplied with a predetermined current via a drive IC that operates in accordance with a command from the brake ECU 70 to open and close the valve. This driving IC generates heat as it is driven.

  For the driving IC that is a heat generating component, a heat dissipating means is required to guarantee a stable operation of the driving IC. Therefore, a method of cooling the drive IC by arranging a heat transfer material on the upper surface of the drive IC provided on the upper surface of the substrate and transferring heat to the housing 95 by the heat transfer material can be considered. However, this method cannot cool the heat generating components such as a capacitor on the back surface of the control board 81. Since the space below the control board 81 formed by the control board 81 and the housing 95 is sealed and difficult to cool, the heat-generating components on the back surface of the control board 81 are also difficult to cool.

  Therefore, the brake control device 20 according to the embodiment includes a first heat transfer member 100 that transfers heat from the lower surface electronic component 82 of the control board 81 to the ABS control valve. Thereby, the heat of the lower surface electronic component 82 can be transferred to the ABS control valve via the first heat transfer member 100, and the heat is transferred from the ABS control valve to the housing base 80 to dissipate heat from the housing base 80. Can do. That is, in addition to the conventional heat dissipation path, a heat dissipation path that can be shortcut can be provided. Since the ABS control valve is used during ABS control, it is an electromagnetic valve that is used less frequently than other solenoid valves and does not generate much heat. Therefore, the lower surface electronic component 82 can be cooled with a simple configuration in which the first heat transfer member 100 is provided between the lower surface electronic component 82 of the control board 81 and the ABS control valve. A specific configuration will be described below.

  The hydraulic actuator unit 40 includes a linear control valve whose valve opening is adjusted, an ABS control valve used for ABS control, and a housing 95 that houses valves such as the linear control valve and the ABS control valve. The hydraulic actuator unit 40 is provided in the inner part of the engine room of the vehicle with less air convection.

  The ABS pressure reducing valve 58 includes a bipolar terminal 88, a coil 91, and a case 92. The terminal 88 is connected to the drive IC of the control board 81 and supplies a drive current to the coil 91. The coil 91 is provided around the case 92 in a circumferential shape. The case 92 is a magnetic body formed in a cylindrical shape, and has a plunger inside. By controlling the drive current to the ABS pressure reducing valve 58, the plunger inside the case 92 is moved by the magnetic force generated by the coil 91, and opens or closes. Similar to the ABS pressure reducing valve 58, the ABS holding valve 53 also includes bipolar terminals, coils, and a case, although there is a difference between the normally open type and the normally closed type.

  As shown in FIG. 3, each electromagnetic valve is fixed at a predetermined position of the housing base 80, and the eight ABS control valves are provided at predetermined positions so as to be adjacent to each other. In addition, you may change suitably the arrangement | positioning of the solenoid valve to show in figure.

  The housing 95 is formed of an aluminum material, and includes a housing base portion 80, a housing side surface portion 90, and a housing cover portion 87. The housing base 80 is formed in a box shape, and each electromagnetic valve is fixed at a predetermined position. The upper part of the electromagnetic valve protrudes from the upper surface of the housing base 80 toward the control board 81.

  The housing side surface portion 90 is provided so as to surround the housing base portion 80. The housing side surface portion 90 supports the control board 81 at a position above the projecting electromagnetic valve case 92. The housing cover portion 87 is fixed to the upper surface of the housing side surface portion 90 and is provided so as to close the inside of the housing.

  The control board 81 is provided substantially horizontally in the internal space of the housing 95. The control board 81 has a first upper surface electronic component 83 and a second upper surface electronic component 84 mounted on the upper surface, and a lower surface electronic component 82 mounted on the lower surface. For example, the first upper surface electronic component 83 and the second upper surface electronic component 84 are drive ICs for driving and controlling the actuator, the lower surface electronic component 82 is a capacitor, and both electronic components are heating elements. A solenoid valve terminal is connected to the drive IC of the control board 81. These terminals including the terminal 88 are fixed to the control board 81.

  A first heat transfer material 85 is disposed on the upper surface of the first upper surface electronic component 83, and the first heat transfer material 85 contacts the first upper surface electronic component 83 and the housing cover portion 87. Thereby, the heat generated in the first upper surface electronic component 83 can be transmitted to the housing cover portion 87 via the first heat transfer material 85 to be radiated. Similarly, the second heat transfer material 86 is disposed on the upper surface of the second upper surface electronic component 84, and the second heat transfer material 86 contacts the second upper surface electronic component 84 and the housing cover portion 87.

  The brake control device 20 according to the embodiment includes a first heat transfer member 100 that contacts the lower surface electronic component 82 and the case 92 of the ABS pressure reducing valve 58. That is, the brake control device 20 is provided with a first heat transfer member 100 that transfers heat from the lower surface electronic component 82 of the control board 81 to the ABS control valve. The first heat transfer member 100 is formed in a cylindrical shape. The lower surface electronic component 82 is disposed at a position vertically above the case 92 of the ABS pressure reducing valve 58. In the embodiment, since it is easier to change the position of the electronic component provided on the control board 81 than to change the position of the ABS control valve, the position of the lower surface electronic component 82 is changed to a position vertically above the case 92.

  The first heat transfer member 100 is provided separately from the ABS control valve between the lower surface electronic component 82 and the ABS control valve. The first heat transfer member 100 is formed of an elastic silicon resin. Thereby, the adhesiveness of the 1st heat transfer member 100 increases, and individual differences, such as an attachment error of the lower surface electronic component 82, can be absorbed. Further, since the ABS pressure reducing valve is operated less frequently than the ABS holding valve, it is preferable to provide the first heat transfer member 100 in the ABS pressure reducing valve. Although one first heat transfer member 100 is shown in FIG. 2, the first heat transfer member 100 may be plural.

  FIG. 4 is a cross-sectional view of a modified example of the heat dissipation structure of the control board 81 according to the embodiment. FIG. 5 is a perspective view showing an aspect in which the second heat transfer member 101 according to the embodiment is attached to the ABS pressure reducing valve 58. In addition, the ABS pressure reducing valve 58 shown in FIG.

  The brake control device 20 according to the embodiment includes the second heat transfer member 101 that contacts the lower surface electronic component 82 and the case 92, the coil 91, the terminal 88, and the terminal 89 of the ABS pressure reducing valve 58. That is, the brake control device 20 is provided with a second heat transfer member 101 that transfers heat from the lower surface electronic component 82 of the control board 81 to the ABS control valve. The second heat transfer member 101 is formed in a cylindrical shape according to the size of the upper surface of the coil 91.

  Compared to the first heat transfer member 100 shown in FIG. 2, the second heat transfer member 101 can also contact the coil 91, the terminal 88, and the terminal 89. That is, the second heat transfer member 101 can radiate the lower surface electronic component 82 via the coil 91, the terminal 88, and the terminal 89 in addition to the case 92. Specifically, the heat of the lower surface electronic component 82 is first transmitted to the case 92, the coil 91, the terminal 88, and the terminal 89, and then transmitted to the housing base portion 80 to be radiated.

  As shown in FIG. 5, the second heat transfer member 101 includes a second heat transfer member lower part 102 and a second heat transfer member upper part 103, and has two through holes into which the terminals 88 and 89 are inserted. The terminal 88 and the terminal 89 are inserted into the through holes in the order of the second heat transfer member lower part 102 and the second heat transfer member upper part 103, and the second heat transfer member 101 is assembled. The second heat transfer member 101 surrounds and contacts the terminals 88 and 89 for supplying a drive current from the control board 81 to the ABS pressure reducing valve 58. In this way, the second heat transfer member 101 is brought into close contact with the terminal 88, the terminal 89, the upper surface of the case 92, and the upper surface of the coil 91, thereby increasing the heat transfer efficiency.

  The contact portions between the second heat transfer member 101 and the terminals 88 and 89 are electrically insulated. The surfaces of the terminals 88 and 89 may be covered with an insulating material, and the second heat transfer member 101 may be generated with an insulating material.

  FIG. 6 is a cross-sectional view of a modified example of the heat dissipation structure of the control board 81 according to the embodiment. FIG. 7 is a perspective view showing an aspect in which the third heat transfer member 104 according to the embodiment is attached to the ABS control valve.

  The brake control device 20 according to the embodiment includes a third heat transfer member 104 that abuts the lower surface electronic component 82 and the main body portion, coils, and both terminals of the plurality of ABS control valves. That is, the brake control device 20 is provided with a third heat transfer member 104 that transfers heat from the lower surface electronic component 82 of the control board 81 to the ABS control valve. The 3rd heat transfer member 104 is formed in a rectangle according to the size of the upper surface of a plurality of ABS control valves. Accordingly, the third heat transfer member 104 can be brought into contact with a plurality of lower surface electronic components (not shown), and the contact between the third heat transfer member 104 and the ABS control valve as compared with the first heat transfer member 100. The surface can be increased and the heat transfer efficiency can be increased.

  As shown in FIG. 7, the third heat transfer member 104 may be provided so that both terminals of all the ABS control valves are inserted into the through holes and located on the upper surface of all the ABS control valves. All the ABS control valves may be densely packed so that the gap between the ABS control valves is smaller than the gap with the other electromagnetic valves other than the ABS control valve. Thereby, the 3rd heat transfer member 104 can be made small.

  The heat transfer member for between ABS control valves which is not illustrated may be provided in the crevice between a plurality of adjacent ABS control valves. That is, the gaps between the plurality of ABS control valves are filled with the heat transfer member between the ABS control valves. The heat transfer member between the ABS control valves is in contact with the lower surface of the third heat transfer member 104, the outer peripheral surface of the ABS control valve, and the upper surface of the housing base 80. Therefore, the heat transferred from the lower surface electronic component 82 to the third heat transfer member 104 can be distributed to the plurality of ABS control valves via the heat transfer member for the ABS control valve and transferred to the housing base 80, and more efficiently. Heat can be released. Furthermore, the heat transmitted from the lower surface electronic component 82 to the third heat transfer member 104 can be directly transferred to the housing base portion 80 via the ABS inter-valve heat transfer member, and can be efficiently radiated.

  FIG. 8 is a cross-sectional view of a modification of the hydraulic actuator unit 40 and the control board 153 according to the embodiment. In this modification, the hydraulic actuator unit 40 further includes a wiring fixing portion 152 made of a resin material.

  The wiring fixing part 152 is embedded so that the terminals of the electromagnetic valve are embedded, and these terminals are collectively fixed at a predetermined position on the control board 153. For example, by collecting the terminals of the electromagnetic valve at the end of the control board 153, the degree of freedom in design increases in the arrangement of electronic components on the control board 153. The wiring fixing part 152 is provided between the control board 153 and the solenoid valve, and is fixed in the middle of the housing side face part 154 substantially horizontally like the control board 153.

  The first terminal 150 and the second terminal 151 of the ABS pressure reducing valve 58 include a wiring member embedded in the wiring fixing portion 152, and supplies a drive current from the control board 153 to the ABS pressure reducing valve 58.

  The brake control device 20 according to the embodiment includes a lower surface electronic component 82 and a fourth heat transfer member 105 that contacts the first terminal 150 of the ABS pressure reducing valve 58. That is, the brake control device 20 is provided with a fourth heat transfer member 105 that transfers heat from the lower surface electronic component 82 of the control board 153 to the ABS pressure reducing valve 58. Thereby, the heat generated in the lower surface electronic component 82 can be transmitted to the first terminal 150 of the ABS pressure reducing valve 58 via the fourth heat transfer member 105, then transmitted to the coil 91, and then to the housing base 80. It can be transferred to dissipate heat. Further, the heat generated in the lower surface electronic component 82 can be transferred from the fourth heat transfer member 105 to the wiring fixing portion 152 and then transferred to the housing side surface portion 154 to be radiated.

  The wiring fixing part 152 includes a hole for exposing the embedded first terminal 150, and the fourth heat transfer member 105 is fitted into the hole. The contact portion of the first terminal 150 may be disposed and exposed on the surface of the wiring fixing portion 152. In this way, the first terminal 150 is exposed and a contact portion is secured. Note that the contact portion between the fourth heat transfer member 105 and the first terminal 150 is electrically insulated.

  The wiring fixing part 152 may be made of a material having a good heat transfer coefficient. For example, the heat transfer coefficient may be increased by adding inorganic ceramic filler powder to the resin of the wiring fixing portion 152.

  FIG. 9 shows a cross-sectional view of a modified example of the heat dissipation structure of the control board 153 according to the embodiment. In this embodiment, the first terminal 155 of the ABS pressure reducing valve 58 is brought into direct contact with the lower surface electronic component 82, and the first terminal 155 functions as a heat transfer member. Thereby, cost can be held down in that a separate heat transfer member is not required. Further, the heat generated in the lower surface electronic component 82 can be transmitted to the coil 91 via the first terminal 155 and can be transmitted to the housing base portion 80 to be radiated.

  The first terminal 155 protrudes upward so as to contact the lower surface electronic component 82. The first terminal 155 may be an elastic body. For example, the first terminal 155 is formed in a spring shape and biases toward the lower surface electronic component 82. Thereby, individual differences, such as an attachment error of electronic parts, can be absorbed. A hole may be provided in the wiring fixing portion 152 so that a portion of the first terminal 155 formed in a spring shape does not contact the wiring fixing portion 152.

  FIG. 10 is a cross-sectional view of a modified example of the heat dissipation structure of the control board 81 according to the embodiment. The first terminal 93 and the second terminal 94 of the ABS pressure reducing valve 58 are brought into direct contact with the lower surface electronic component 82, and the first terminal 93 and the second terminal 94 function as a heat transfer member. Thereby, cost can be held down in that a separate heat transfer member is not required. Further, the heat generated in the lower surface electronic component 82 can be transmitted to the coil 91 via the first terminal 93 and the second terminal 94 and can be transmitted to the housing base portion 80 to be radiated. The first terminal 93 and the second terminal 94 may be elastic bodies that bias toward the lower surface electronic component 82.

  FIG. 11 is a cross-sectional view of a modified example of the heat dissipation structure of the control board 81 according to the embodiment. FIG. 12 is a perspective view of a modification of the hydraulic actuator unit 40 according to the embodiment. In this modification, as shown in FIG. 12, the hydraulic actuator unit 40 shown in FIG. 3 is provided with a pressure release valve 106 that protrudes longer than the ABS holding valve, ABS pressure reducing valve, and linear control valve on the housing base 80. Is different in that.

  The pressure release valve 106 is provided in the master cylinder unit 27 and is connected to the accumulator 35. When the pressure of the brake fluid in the accumulator 35 increases abnormally, the pressure release valve 106 is opened and the high-pressure brake fluid is returned to the reservoir 34. The pressure release valve 106 may have the same function as the pressure release valve 35a shown in FIG.

  Unlike the linear control valve, the pressure release valve 106 does not generate heat by energization control. Therefore, the first heat transfer member 100 includes a pressure release valve 106 that contacts the control board 81 and functions as a heat transfer member. Specifically, the pressure release valve 106 is inserted through an insertion hole provided in the control board 81 below the first upper surface electronic component 83. The upper end surface of the pressure release valve 106 has a shape corresponding to the lower surface of the first upper surface electronic component 83 and abuts on the lower surface of the first upper surface electronic component 83. As a result, the heat generated in the first upper surface electronic component 83 can be transmitted to the housing base 80 via the pressure release valve 106 to be dissipated. The pressure release valve 106 can also be used as an electric ground. At this time, the insertion hole of the control board 81 with which the pressure release valve 106 contacts may be metallized.

  FIG. 13: shows sectional drawing of the modification of the thermal radiation structure of the control board 81 which concerns on embodiment. This figure shows a main part of the heat dissipation structure, and the control board 81 provided with the pressure release valve 106 is omitted. The pressure release valve 106 includes a case 160, a valve body 161, a valve seat 162, an urging member 163, a liquid chamber 164, a first port 166, a second port 167, and a third port 168.

  The liquid chamber 164 is defined by the case 160, and the brake fluid flows in the chamber. The valve body 161 is urged toward the valve seat 162 by the urging member 163. The first port 166 and the second port 167 are connected on a path for supplying brake fluid from the reservoir 34 to the pump 36, and the third port 168 is connected to the accumulator 35.

  When the valve body 161 is in contact with the valve seat 162 by the urging force, the first port 166, the second port 167, and the third port 168 are cut off, and the pressure release valve 106 is closed. On the other hand, when the valve element 161 is separated from the valve seat 162, the first port 166, the second port 167, and the third port 168 are in communication with each other, and the pressure release valve 106 is opened.

  When the pressure of the accumulator 35 increases to a predetermined pressure or more, the pressure becomes larger than the urging force of the urging member 163, the valve body 161 is separated from the valve seat 162, and the pressure release valve 106 is opened. When the pressure of the accumulator 35 becomes lower than the predetermined pressure, the urging force of the urging member 163 becomes larger than the pressure in the third port 168, the valve body 161 comes into contact with the valve seat 162, and the pressure release valve 106 is closed. .

  The pressure release valve 106 has a case 160 extending in the direction of the control board 81 and is fixed to the control board 81 by press-fitting. Thereby, the heat transmitted from the first upper surface electronic component 83 to the control board 81 can be transmitted to the housing base 80 via the case 160 and radiated.

  The brake fluid in the pressure release valve 106 is in contact with the first upper surface electronic component 83. Specifically, the upper portion of the liquid chamber 164 of the pressure release valve 106 is open, and the opening is closed by the first upper surface electronic component 83. A portion where the opening portion of the pressure release valve 106 is in contact with the first upper surface electronic component 83 is sealed with a seal member 165.

  As shown by the arrows in FIG. 13, the brake fluid in the liquid chamber 164 flows. Therefore, the heat generated in the first upper surface electronic component 83 is dissipated through the case 160 and the brake fluid in the liquid chamber 164. In particular, since the brake fluid is flowing, the heat dissipation effect by the brake fluid is very large.

  As described above, the electronic component can be cooled by transferring the heat generated in the electronic component to the housing via the predetermined valve that is relatively infrequently used.

  In the above-described embodiment, the example in which the heat dissipation structure of the present embodiment is applied to the brake control device including the brake regeneration cooperative control in the brake-by-wire system has been described. In another embodiment, the heat dissipation structure of this embodiment may be applied to a brake-by-wire brake control device that does not include brake regeneration cooperative control, and similar effects can be obtained. In the brake control device shown in FIG. 1, the configuration in which the disc brake device is employed is taken as an example, and the example in which the brake body is a wheel cylinder of the disc brake has been described. In another embodiment, a drum brake device may be adopted, and a wheel cylinder of the drum brake may be used as a brake body, and the same effect as in the above-described embodiment can be obtained.

  The present invention is not limited to the above-described embodiments, and various modifications such as design changes can be added based on the knowledge of those skilled in the art. The configuration shown in each figure is for explaining an example, and any configuration that can achieve the same function can be changed as appropriate, and the same effect can be obtained.

  20 brake control device, 51, 52, 53, 54 ABS holding valve, 56, 57, 58, 59 ABS pressure reducing valve, 66 pressure increasing linear control valve, 67 pressure reducing linear control valve, 70 brake ECU, 80 housing base, 81 Control board, 82 lower surface electronic component, 83 first upper surface electronic component, 84 second upper surface electronic component, 85 first heat transfer material, 86 second heat transfer material, 87 housing cover portion, 88, 89 terminal, 90 housing side surface portion , 91 coil, 92 case, 93 first terminal, 94 second terminal, 95 housing, 100 first heat transfer member, 101 second heat transfer member, 102 second heat transfer member lower part, 103 second heat transfer member upper part, 104 third heat transfer member, 105 fourth heat transfer member, 106 pressure release valve, 150 first terminal 151 Second terminal, 152 Wiring fixing part, 153 Control board, 154 Housing side part, 155 First terminal, 156 Second terminal, 160 Case, 161 Valve body, 162 Valve seat, 163 Energizing member, 164 Liquid chamber, 165 Seal member, 166 1st port, 167 2nd port, 168 3rd port.

Claims (13)

A hydraulic actuator unit having a plurality of valves including a solenoid valve for controlling a flow state of the brake fluid, and a housing for housing the valve;
A control board on which electronic parts for driving and controlling the electromagnetic valve are mounted;
A brake control device comprising: a heat transfer member that transfers heat from the control board to the housing via the valve. The hydraulic actuator unit includes, as the electromagnetic valve, an ABS control valve used for ABS control, and a linear control valve whose valve opening is adjusted in response to a braking request,
The brake control device according to claim 1, wherein the heat transfer member is configured to transfer heat from the control board to the housing via the ABS control valve.   The brake control device according to claim 2, wherein the heat transfer member is provided separately from the ABS control valve between an electronic component provided on the control board and the ABS control valve. .   The brake control device according to claim 2, wherein the heat transfer member is formed of an elastic silicone resin.   The brake control device according to any one of claims 2 to 4, wherein the heat transfer member is in contact with a terminal for supplying a drive current from the control board to the ABS control valve.   The brake control device according to claim 2, wherein the heat transfer member is in contact with a case and a coil of the ABS control valve.   The brake control device according to claim 2, wherein the heat transfer member is in contact with the plurality of ABS control valves.   The brake control device according to claim 7, further comprising an ABS control valve heat transfer member provided in a gap between the plurality of adjacent ABS control valves.   3. The brake according to claim 2, wherein a terminal for supplying a driving current from the control board to the ABS control valve is in contact with an electronic component provided on the control board and is configured as the heat transfer member. Control device.   The brake control device according to claim 9, wherein the terminal is an elastic body. The valve includes a pressure release valve;
The brake control device according to claim 1, wherein the pressure release valve is configured as the heat transfer member in contact with the control board.   The brake control device according to claim 11, wherein the pressure release valve is fixed to the control board by press fitting.   The brake control device according to claim 11 or 12, wherein the pressure release valve is configured such that a brake fluid in the pressure release valve is in contact with the electronic component.

Images