JP2019011013A - Vehicle brake fluid pressure control device - Google Patents

Abstract

To provide a vehicle brake fluid pressure control device which can inhibit enlargement of a motor for driving a pump.SOLUTION: A vehicle brake fluid pressure control device U includes: a master cylinder MC; a liquid pressure passage leading from the master cylinder MC to a wheel brake BK. Further, the vehicle brake fluid pressure control device U includes: control valve means V which increases, decreases, or maintains a brake fluid pressure; and a reservoir 5 which temporarily stores a brake fluid. Further, the vehicle brake fluid pressure control device U includes a pressure regulation valve 1 which allows communication between the master cylinder MC and the control valve means V, blocks communication therebetween, and regulates the brake fluid pressure at the control valve means V side. Further, the vehicle brake fluid pressure control device U includes a pump 7 only for pressure increase which is connected in parallel to the pressure regulation valve 1 and discharges the brake fluid from the master cylinder MC to the wheel brake BK side. A liquid passage communicating with the master cylinder MC is directly connected to the suction side of the pump 7 only for pressure increase.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle brake hydraulic pressure control device.

  2. Description of the Related Art A vehicle brake hydraulic pressure control device used for a bar handle type vehicle such as a motorcycle or a tricycle is known (for example, see Patent Document 1).

  The vehicle brake hydraulic pressure control device described in Patent Document 1 includes a first hydraulic pump and a second hydraulic pump, and a first hydraulic pump and a second hydraulic pump for increasing or reducing the brake hydraulic pressure. And a single motor for driving the motor.

  In this vehicular brake hydraulic pressure control device, in addition to anti-lock brake control for each wheel brake, for example, pressurization control used for interlocking brake control for interlocking the wheel brakes of the front and rear wheels is possible.

Japanese Patent No. 5979751

  In the vehicle brake hydraulic pressure control device described in Patent Document 1, two pumps are driven by one motor, and are used for both reducing and increasing the brake hydraulic pressure. For this reason, one motor must satisfy both the characteristics required for the pressure reducing pump and the characteristics required for the pressure increasing pump, resulting in an increase in size of the motor.

  This invention is made | formed in view of an above described situation, and makes it a subject to provide the brake hydraulic pressure control apparatus for vehicles which can suppress the enlargement of the motor for a pump drive.

  The present invention for solving the above-mentioned problems is a vehicle brake fluid pressure control device for controlling brake fluid pressure acting on a wheel brake. The vehicle brake fluid pressure control device includes a master cylinder that generates brake fluid pressure in response to an operation of a brake operator, and a fluid pressure path that extends from the master cylinder to the wheel brake. The vehicular brake hydraulic pressure control device includes control valve means for controlling to increase, reduce or hold the brake hydraulic pressure applied to the wheel brake, and a reservoir for temporarily storing the brake fluid of the wheel brake; . The control valve means is provided in the hydraulic pressure path. The vehicular brake hydraulic pressure control device includes a pressure regulating valve that communicates or blocks between the master cylinder and the control valve means and adjusts the brake hydraulic pressure on the control valve means side. The vehicular brake fluid pressure control device is connected in parallel to the pressure regulating valve, and includes a pressure-increasing pump that discharges brake fluid from the master cylinder to the wheel brake side. A liquid passage communicating with the master cylinder is directly connected to the suction side of the pump dedicated to pressure increase.

In this configuration, the pump exclusively used for pressure increase needs to take into account the required pump characteristics at the time of brake fluid pressure reduction control (control for pumping up brake fluid from the reservoir; hereinafter simply referred to as “pressure reduction control”) acting on the wheel brake. There is no. Therefore, the pump exclusively used for pressure increase only needs to satisfy the required pump characteristics at the time of pressurizing control of the brake fluid pressure acting on the wheel brake (hereinafter also simply referred to as “pressurizing control”). For this reason, it can respond, without enlarging the motor for driving a pump more than necessary.
Further, since the liquid passage communicating with the master cylinder is directly connected to the suction side of the pump exclusively used for pressure increase and no dedicated suction valve is provided, suction resistance due to the orifice of the suction valve or the like does not occur. Thereby, the pressure | voltage rise performance of the brake fluid pressure which acts on a wheel brake improves.

  The vehicle brake fluid pressure control device preferably includes a pressure reducing and pressure increasing pump capable of returning the brake fluid in the reservoir to the master cylinder side. In this case, the liquid path connected to the discharge side of the pressure reducing and pressure increasing pump is connected to the hydraulic pressure path between the pressure regulating valve and the control valve means.

  In this configuration, in addition to the pressure-increasing pump, a pressure-reducing and pressure-increasing pump can be used for pressurization control. Thereby, the discharge amount at the time of pressurization control can be increased.

  In the vehicular brake hydraulic pressure control apparatus, it is preferable that a normally closed suction valve is provided in a liquid path connecting the master cylinder and the pressure reducing and pressure increasing pump. In this case, it is preferable that a one-way valve that allows inflow of brake fluid from the reservoir to the pressure reducing and pressure increasing pump is provided in the liquid path between the pressure reducing and pressure increasing pump and the reservoir. Here, the outlet of the suction valve is connected between the suction side and the one-way valve of the pressure-reducing and pressure-increasing pump.

  In this configuration, even if there is an input to the brake operator during pressurization control, the one-way valve blocks the flow of brake fluid from the master cylinder to the reservoir, and the pressure reducing and pressure increasing pump from the master cylinder and the reservoir. Can be supplied to the wheel brake side.

  In the vehicular brake hydraulic pressure control apparatus, it is preferable that a discharge amount of the pump exclusively used for pressure increase is larger than a discharge amount of the pump for decompression and pressure increase.

  If the characteristics of the pressure-increasing pump and the pressure-reducing / pressure-increasing pump are made different, the brake fluid pressure control can be given freedom.

  In the vehicular brake hydraulic pressure control device, it is preferable that the pressure-increasing pump and the pressure-reducing and pressure-increasing pump are driven by a common motor.

If the drive motor is shared, the entire apparatus can be made compact.
During decompression control, by opening the pressure regulating valve, the brake fluid sent from the discharge side of the pressure-increasing pump can only be returned to the suction side of the pressure-increasing pump via the pressure regulating valve. Yes, does not affect decompression control.

  It is preferable that the vehicle brake hydraulic pressure control device is individually provided in one or both of the brake systems on the front wheel side and the rear wheel side in a bar handle type vehicle.

  In this configuration, the vehicle brake hydraulic pressure control device can be used for pressurization control in, for example, interlocking brake control in which the front and rear wheel brakes of a bar handle type vehicle are interlocked.

  ADVANTAGE OF THE INVENTION According to this invention, the brake hydraulic pressure control apparatus for vehicles which can suppress the enlargement of the motor for a pump drive can be provided.

1 is a brake hydraulic pressure circuit diagram showing a vehicle brake hydraulic pressure control device according to an embodiment of the present invention. It is a brake fluid pressure circuit diagram showing the case where the brake fluid pressure which acts on a wheel brake is reduced at the time of anti-lock brake control. It is a brake fluid pressure circuit figure showing the case where the brake fluid pressure which acts on a wheel brake is pressurized at the time of pressurization control.

Embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
In the drawings shown below, the same members are denoted by the same reference numerals, and redundant description is omitted as appropriate.

  In the following, an example in which the vehicle brake fluid pressure control device U is applied to a motorcycle as a bar handle type vehicle will be described. Such a vehicle brake hydraulic pressure control device U is usually composed of two systems, a front wheel brake and a rear wheel brake. Since each system has the same configuration, a system related to the front wheel brake will be mainly described below, and a system related to the rear wheel brake will be described as appropriate.

FIG. 1 is a brake hydraulic pressure circuit diagram showing a vehicle brake hydraulic pressure control device U according to an embodiment of the present invention.
As shown in FIG. 1, the vehicle brake hydraulic pressure control device U includes a brake system K, and controls the brake hydraulic pressure acting on the wheel brake BK. The braking force applied to the wheel brake BK is appropriately controlled by the control device 10. For example, in addition to normal brake control, anti-lock brake control of the wheel brake BK, pressurization control for increasing the hydraulic pressure of the wheel brake BK, and the like can be performed. Specifically, the pressurization control includes automatic brake control, brake assist control for increasing the hydraulic pressure of the wheel brake BK to be higher than the hydraulic pressure from the master cylinder MC, interlocking brake control for interlocking the wheel brakes of the front and rear wheels, and the slope. Brake control such as brake holding control (hill hold control) for temporarily holding the vehicle, etc., and overturning suppression control.

  The brake system K is a system from the inlet port J1 to the outlet port J2. The inlet port J1 is connected to a pipe H1 that leads to a master cylinder MC that is a hydraulic pressure source, and the outlet port J2 is connected to a pipe H2 that leads to a wheel brake BK.

  The master cylinder MC has a cylinder (not shown) to which a brake fluid tank chamber for storing brake fluid is connected. A master piston (not shown) that slides in the axial direction of the cylinder by the operation of the brake operator L and flows out the brake fluid is assembled in the cylinder. The master cylinder MC generates brake fluid pressure in response to the operation of the brake operator L.

  The brake system K includes a pressure regulating valve 1, a control valve means V, a suction valve 4, a reservoir 5, a pressure reducing and pressure increasing pump 6, and a pressure increasing dedicated pump 7.

  In the following description, the hydraulic pressure path from the inlet port J1 to the pressure regulating valve 1 is referred to as “output hydraulic pressure path A”, and the hydraulic pressure path from the pressure regulating valve 1 to the wheel brake BK is referred to as “wheel hydraulic pressure path B”. Called. The output hydraulic pressure path A and the wheel hydraulic pressure path B constitute a hydraulic pressure path from the master cylinder MC to the wheel brake BK. Further, a hydraulic pressure path that branches from the output hydraulic pressure path A and reaches the pressure reducing / increasing pump 6 is referred to as “suction path C”, and a hydraulic pressure path that extends from the pressure reducing / increasing pressure pump 6 to the wheel hydraulic pressure path B This is called “discharge path D”. Further, the hydraulic pressure path from the wheel hydraulic pressure path B to the suction path C is referred to as “open path E”. The hydraulic pressure path that branches from the output hydraulic pressure path A and reaches the pump 7 dedicated to pressure increase is referred to as “suction path F”, and the hydraulic pressure path that extends from the dedicated pressure increase pump 7 to the wheel hydraulic pressure path B is “discharge”. This is referred to as “Road G”. Further, “upstream side” means the master cylinder MC side, and “downstream side” means the wheel brake BK side.

  The pressure regulating valve 1 communicates or shuts off the master cylinder MC and the control valve means V, and adjusts the brake fluid pressure on the control valve means V side.

  The pressure regulating valve 1 is a normally open electromagnetic valve interposed between the output hydraulic pressure path A and the wheel hydraulic pressure path B, and an electromagnetic coil (not shown) for driving the valve body is connected to the control device 10. Based on a command from the control device 10, the valve is closed when the electromagnetic coil is excited and opened when the electromagnetic coil is demagnetized. The check valve 1 a is a one-way valve that allows only the brake fluid to flow from the upstream side to the downstream side, and is connected in parallel with the pressure regulating valve 1. Further, the valve opening pressure of the pressure regulating valve 1 is controlled by controlling a current value applied to an electromagnetic coil for driving the pressure regulating valve 1. That is, the pressure regulating valve 1 opens when the value obtained by subtracting the brake hydraulic pressure in the output hydraulic pressure path A from the brake hydraulic pressure in the wheel hydraulic pressure path B is equal to or greater than the set value.

  The control valve means V is provided in the wheel hydraulic pressure passage B, and performs control to increase, decrease or hold the brake hydraulic pressure applied to the wheel brake BK. That is, the control valve means V opens the wheel hydraulic pressure path B while blocking the open path E, blocks the wheel hydraulic pressure path B while opening the open path E, and opens the wheel hydraulic pressure path B. It has a function of switching the state of blocking the road E. The control valve means V includes an inlet valve 2, a check valve 2a, and an outlet valve 3.

  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. The inlet valve 2 has an electromagnetic coil (not shown) for driving the valve body electrically connected to the control device 10 and closes when the electromagnetic coil is excited based on a command from the control device 10. When the electromagnetic coil is demagnetized, it opens. The check valve 2 a is a valve that allows only the inflow of brake fluid from the downstream side to the upstream side, and is connected in parallel with the inlet valve 2.

  The outlet valve 3 is a normally closed electromagnetic valve provided in the open path E, and shuts off the flow of brake fluid from the wheel brake BK side to the reservoir 5 side when the valve is in the closed state. Allow at some time. The outlet valve 3 is electrically connected to a control device 10 with an electromagnetic coil (not shown) for driving the valve body, and opens when the electromagnetic coil is excited based on a command from the control device 10. When the electromagnetic coil is demagnetized, the valve is closed.

  The suction valve 4 is a normally closed electromagnetic valve provided in a suction path C that is a liquid path connecting the master cylinder MC and the pressure reducing / increasing pump 6, and shuts off the state where the suction path C is opened. The state is switched. The suction valve 4 is electrically connected to a control device 10 with an electromagnetic coil (not shown) for driving the valve body, and opens when the electromagnetic coil is excited based on a command from the control device 10. When the electromagnetic coil is demagnetized, the valve is closed.

  The reservoir 5 is provided in the open path E, and temporarily stores the brake fluid of the wheel brake BK. That is, the reservoir 5 has a function of temporarily storing brake fluid that is released when the outlet valve 3 is opened. A check valve 5a, which is a one-way valve that allows inflow of brake fluid from the reservoir 5 to the pressure reducing / pressure increasing pump 6 side, is provided in the open path E between the reservoir 5 and the pressure reducing / increasing pressure pump 6. Is provided. The outlet of the suction valve 4 is connected between the suction side and the check valve 5a of the pump 6 for pressure reduction and pressure increase.

  The pressure reducing and pressure increasing pump 6 is interposed between the suction path C and the discharge path D. A discharge path D, which is a liquid path connected to the discharge side of the pressure reducing and pressure increasing pump 6, is connected to a wheel hydraulic pressure path B between the pressure regulating valve 1 and the control valve means V. The pressure reducing and pressure increasing pump 6 is driven by the rotational force of the motor 9 and can return the brake fluid in the reservoir 5 to the master cylinder MC side. That is, the pressure reducing / increasing pump 6 sucks the brake fluid stored in the reservoir 5 and discharges it to the discharge path D. When the pressure regulating valve 1 is in the closed state and the suction valve 4 is in the open state, the pressure reducing and pressure increasing pump 6 is supplied with the brake fluid stored in the master cylinder MC, the output hydraulic pressure path A, and the suction path C. Inhaled and discharged into the discharge path D. Thus, for example, during interlocking brake control, which is one type of brake control using pressurization control, even when the front wheel side brake operator L is not operated, it is interlocked with the operation of the rear wheel side brake operator. Thus, the brake fluid pressure can be applied to the wheel brake BK.

  The pressure-increasing pump 7 is interposed between the suction path F and the discharge path G. The pressure-increasing pump 7 is connected to the pressure regulating valve 1 in parallel. A suction path F, which is a liquid path communicating with the master cylinder MC, is directly connected to the suction side of the pump 7 dedicated to pressure increase. That is, in the liquid path from the master cylinder MC to the pump 7 dedicated to pressure increase, there is no member other than the liquid path that serves as a suction resistance such as a suction valve. The pump 7 dedicated to pressure increase is driven by the rotational force of the motor 9 and can discharge the brake fluid from the master cylinder MC to the wheel brake BK side. That is, when the pressure regulating valve 1 is in the closed state, the pump 7 dedicated to pressure increase sucks the brake fluid stored in the master cylinder MC, the output hydraulic pressure path A, and the suction path F and discharges it to the discharge path G. To do. Thus, for example, during interlocking brake control, which is one type of brake control using pressurization control, even when the front wheel side brake operator L is not operated, it is interlocked with the operation of the rear wheel side brake operator. Thus, the brake fluid pressure can be applied to the wheel brake BK.

  A hydraulic pressure sensor 8 for measuring the magnitude of the brake hydraulic pressure in the master cylinder MC is provided on the outlet side of the master cylinder MC (in the present embodiment, the suction path C). The value of the brake fluid pressure measured by the fluid pressure sensor 8 is taken into the controller 10 as needed, and pressurization control or the like is performed based on the magnitude of the brake fluid pressure measured by the fluid pressure sensor 8.

  Here, a plunger pump is used as the pressure reducing and pressure increasing pump 6 and the pressure increasing dedicated pump 7. Although not shown, the plunger pump is a pump that discharges the liquid sucked from the suction port into the cylinder hole by reciprocating the plunger in the cylinder hole in the axial direction by a drive member such as an eccentric cam.

  The discharge amount of the pump 7 dedicated to pressure increase is made larger than the discharge amount of the pump 6 for pressure reduction and pressure increase. In this embodiment, since a plunger pump is used, the plunger diameter of the pressure-increasing pump 7 is set to be larger than the diameter of the pressure-reducing / pressure-increasing pump 6.

  The pressure reducing / pressure increasing pump 6 and the pressure increasing pump 7 are driven by a common motor 9. The motor 9 is an electric component that operates based on a command from the control device 10.

  The control device 10 opens and closes the pressure regulating valve 1, the inlet valve 2 and the outlet valve 3 of the control valve means V, and the suction valve 4 based on outputs from the hydraulic pressure sensor 8 and the wheel speed sensor (not shown). In addition, the operation of the motor 9 is controlled.

  Next, normal brake control, antilock brake control, and pressurization control realized by the control device 10 will be described.

(Normal brake control)
During normal brake control in which a wheel (not shown) is not likely to lock, all of the plurality of electromagnetic coils that drive the plurality of electromagnetic valves are demagnetized by the control device 10. That is, in normal brake control, as shown in FIG. 1, the pressure regulating valve 1 and the inlet valve 2 are in an open state, and the outlet valve 3 and the suction valve 4 are in a closed state.

  When the driver operates the brake operator L in such a state, the master cylinder MC generates brake fluid pressure due to the operating force. The brake hydraulic pressure generated in the master cylinder MC is directly transmitted to the wheel brake BK via the output hydraulic pressure path A, the pressure regulating valve 1 and the wheel hydraulic pressure path B, and the wheel is braked. When the brake operator L is loosened, the brake fluid that has flowed into the wheel hydraulic pressure passage B is returned to the master cylinder MC via the pressure regulating valve 1 and the output hydraulic pressure passage A.

(Anti-lock brake control)
The anti-lock brake control is executed when the wheel is about to fall into a locked state. The antilock brake control is realized by controlling the control valve means V and appropriately selecting a state in which the brake fluid pressure acting on the wheel brake BK is reduced, increased or kept constant. Note that whether to select pressure reduction, pressure increase, or holding is determined by the control device 10 based on a wheel speed obtained from a wheel speed sensor (not shown).

  FIG. 2 is a brake hydraulic circuit diagram showing a state of the vehicle brake hydraulic pressure control device U during anti-lock brake control, and shows a case where the brake hydraulic pressure acting on the wheel brake BK is reduced.

  As shown in FIG. 2, when the control device 10 determines that the brake hydraulic pressure acting on the wheel brake BK should be reduced, the wheel hydraulic pressure path B is shut off by the control valve means V, and the open path E Is released. Specifically, the control device 10 excites the inlet valve 2 to close the valve and excites the outlet valve 3 to open the valve. Here, the pressure regulating valve 1 is open, and the suction valve 4 is closed. The control device 10 drives the motor 9. In this way, the brake fluid in the wheel hydraulic pressure path B communicating with the wheel brake BK flows into the reservoir 5 through the release path E, and as a result, the brake hydraulic pressure acting on the wheel brake BK is reduced. In addition, as the motor 9 is driven, the pressure reducing and pressure increasing pump 6 operates to return the brake fluid in the reservoir 5 to the master cylinder MC side in the Q direction in FIG. Since the pressure regulating valve 1 is in the open state, the brake fluid sent from the discharge side of the pressure-increasing pump 7 returns to the suction side of the pressure-increasing pump 7 via the pressure regulating valve 1. Then, it flows in a loop shape in the R direction in FIG.

  When the control device 10 determines that the brake hydraulic pressure acting on the wheel brake BK should be kept constant, the wheel hydraulic pressure path B and the release path E are blocked by the control valve means V, respectively. Specifically, the control device 10 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 fluid path closed by the wheel brake BK, the inlet valve 2, and the outlet valve 3, As a result, the brake hydraulic pressure which is acting on the wheel brake BK becomes constant. Retained.

  When the control device 10 determines that the brake hydraulic pressure acting on the wheel brake BK should be increased, the wheel hydraulic pressure path B is opened by the control valve means V and the open path E is blocked. Specifically, the control device 10 demagnetizes the inlet valve 2 to open it, and demagnetizes the outlet valve 3 to close it. When the control device 10 drives the motor 9, the pressure reducing and pressure increasing pump 6 is activated in accordance with the driving of the motor 9, and the brake fluid stored in the reservoir 5 is supplied to the wheel hydraulic pressure via the discharge passage D. It flows into the path B.

(Pressure control)
FIG. 3 is a brake fluid pressure circuit diagram showing a state of the vehicle brake fluid pressure control device U at the time of pressurization control, and shows a case where the brake fluid pressure acting on the wheel brake BK is pressurized.

  As shown in FIG. 3, in the brake system K, the control device 10 excites the pressure regulating valve 1 to make it closed, and excites the suction valve 4 to make it open. Here, the inlet valve 2 is open, and the outlet valve 3 is closed. The control device 10 drives the motor 9. In this way, the pressure reducing and pressure increasing pump 6 is operated, and the brake fluid on the suction path C side (master cylinder MC side) is discharged to the discharge path D in the S direction in FIG. Further, when there is brake fluid in the reservoir 5, brake fluid from the reservoir 5 is also sent to the discharge path D. Further, the pump 7 dedicated to pressure increase is also operated, and the brake fluid on the suction path F side (master cylinder MC side) is discharged to the discharge path G in the T direction in FIG. Thus, for example, even when no hydraulic pressure is generated from the master cylinder MC, the brake hydraulic pressure acts on the wheel brake BK, and the wheel is braked. Further, for example, when the hydraulic pressure is generated from the master cylinder MC, the hydraulic pressure from the master cylinder MC is further increased, and the increased brake hydraulic pressure acts on the wheel brake BK to brake the wheel. .

Specifically, as the pressurization control, automatic brake control for applying the brake hydraulic pressure to the wheel brake BK without any operation of the brake operator L and no hydraulic pressure in the master cylinder MC, Brake assist control to increase the hydraulic pressure above the hydraulic pressure from the master cylinder MC, interlocking brake control to link the front and rear wheel brakes, and brake fluid pressure to the wheel brake BK when stopping on a slope, etc. Brake control such as brake holding control (hill hold control) and tipping suppression control.
For example, in the case of interlocking brake control, when one brake operator on the front wheel side and the rear wheel side is operated, it is necessary to apply the braking force to the other wheel brake according to the magnitude of the braking force based on the operation. It is executed when it is determined that there is. The interlocking brake control is executed in the same manner when both the front wheel side and rear wheel side brake operators are operated but the other operation is insufficient. For example, when the brake operator on the rear wheel side is operated, the front wheel is controlled based on various information such as the amount of operation of the brake operator on the rear wheel side and the magnitude of the brake fluid pressure measured by the fluid pressure sensor. It is determined whether it is necessary to apply power. When it is determined that the braking force needs to be applied to the front wheels, the control device 10 determines whether the front wheel side brake system K is based on the pressure value measured by the hydraulic pressure sensor of the rear wheel side brake system. To control.

  In the present embodiment described above, the vehicle brake fluid pressure control device U is connected in parallel to the pressure regulating valve 1 and is dedicated to pressure increase for discharging the brake fluid from the master cylinder MC to the wheel brake BK side. A pump 7 is provided. A liquid passage communicating with the master cylinder MC is directly connected to the suction side of the pump 7 dedicated to pressure increase.

According to the present embodiment as described above, the pump 7 dedicated to pressure increase needs to take into account the required pump characteristics (the flow rate may be small but the pressure difference is large) at the time of pressure reduction control for pumping the brake fluid from the reservoir 5. There is no. Therefore, the pump 7 dedicated to pressure increase only needs to satisfy the required pump characteristics at the time of pressurization control (the pressure difference may be small but the flow rate is large). For this reason, it is possible to cope with the motor 9 for driving the pump without increasing the size more than necessary.
In addition, since a liquid passage communicating with the master cylinder MC is directly connected to the suction side of the pump 7 dedicated to pressure increase and no dedicated suction valve is provided, suction resistance due to the orifice of the suction valve or the like is generated. Absent. Thereby, the pressure | voltage rise performance of the brake hydraulic pressure which acts on the wheel brake BK improves.

  Further, the present embodiment includes a pump 6 for decompressing and increasing pressure that can return the brake fluid in the reservoir 5 to the master cylinder MC side. A liquid passage connected to the discharge side of the pressure reducing / increasing pump 6 is connected to a wheel hydraulic pressure passage B between the pressure regulating valve 1 and the control valve means V. In this configuration, in addition to the pressure-increasing pump 7, the pressure-reducing / pressure-increasing pump 6 can also be used for pressurization control. Thereby, the discharge amount at the time of pressurization control can be increased.

  In the present embodiment, the normally closed suction valve 4 is provided in the liquid path connecting the master cylinder MC and the pressure reducing / increasing pump 6. A check valve 5a that is a one-way valve that allows the brake fluid to flow from the reservoir 5 to the pressure reducing and pressure increasing pump 6 is provided in the liquid path between the pressure reducing and pressure increasing pump 6 and the reservoir 5. It has been. Here, the outlet of the suction valve 4 is connected between the suction side of the pump 6 for pressure reduction and pressure increase and the check valve 5a. In this configuration, even when there is an input to the brake operator L during the pressurization control, the check valve 5a reduces the pressure from the master cylinder MC and the reservoir 5 while blocking the flow of the brake fluid from the master cylinder MC to the reservoir 5. It can be supplied to the wheel brake BK side by the pressure-increasing pump 6.

Further, in the present embodiment, the discharge amount of the pump 7 dedicated to pressure increase is larger than the discharge amount of the pump 6 for pressure reduction and pressure increase. In this configuration, if the characteristics of the pressure-increasing pump 7 and the pressure-reducing / pressure-increasing pump 6 are made different, the brake fluid pressure control can be given a degree of freedom. More specifically, by increasing the discharge amount of the pressure-increasing pump 7 having a lower suction resistance than the pressure-reducing / pressure-increasing pump 6 having the suction valve 4 connected to the suction side, the entire pressure control is performed. As a result, the discharge amount can be efficiently secured.
The diameter of the liquid path (flow path cross-sectional area) to which the pump 7 dedicated to pressure increase is connected is set larger than the diameter of the liquid path (flow path cross-sectional area) to which the pump 6 for decompression and pressure increase is connected. May be. Thereby, the discharge amount as a whole at the time of pressurization control can be increased more.

In the present embodiment, the pressure-increasing pump 7 and the pressure-reducing / pressure-increasing pump 6 are driven by a common motor 9. If the driving motor 9 is shared, the entire apparatus can be made compact.
During the pressure reduction control, the pressure regulating valve 1 is opened, so that the brake fluid sent from the discharge side of the pressure increasing pump 7 passes through the pressure adjusting valve 1 to the suction side of the pressure increasing pump 7. It only recirculates and does not affect the decompression control.

  In the present embodiment, the vehicle brake hydraulic pressure control device U is individually provided in one or both of the brake systems on the front wheel side and the rear wheel side in the bar handle type vehicle. In this configuration, the vehicle brake hydraulic pressure control device U can be used for pressurization control in, for example, interlocking brake control in which the front and rear wheel brakes of a bar handle type vehicle are interlocked.

  As described above, the present invention has been described based on the embodiment. However, the present invention is not limited to the configuration described in the embodiment, and the configuration can be appropriately changed without departing from the scope of the invention. Is. In addition, a part of the configuration of the embodiment can be added, deleted, and replaced.

  For example, in the above-described embodiment, the vehicle brake hydraulic pressure control device U is applied to a motorcycle, but the present invention is not limited to this. In addition to motorcycles, the present invention can be applied to various vehicles such as an automobile tricycle, an all-terrain vehicle (ATV), and an automobile.

  Further, as described above, the pressurization control can be used for various brake controls such as automatic brake control, brake assist control, interlocking brake control, brake holding control (hill hold control), and overturning suppression control.

  Further, in the above-described vehicle brake hydraulic pressure control device U, it is possible to adopt a configuration in which the pressure reducing and pressure increasing pump 6 and the suction valve 4 are omitted.

1 Pressure regulating valve 2 Inlet valve 3 Outlet valve 4 Suction valve 5 Reservoir 5a Check valve (one-way valve)
6 Pump for decompression and pressure increase 7 Pump dedicated to pressure increase 9 Motor 10 Control device A Output hydraulic pressure path (hydraulic pressure path)
B Wheel hydraulic path (hydraulic path)
C Suction path (liquid path)
D Discharge path (liquid path)
E Open channel (liquid channel)
F Inhalation route (liquid route)
G Discharge path K Brake system L Brake operator U Brake fluid pressure control device for vehicle V Control valve means BK Wheel brake MC Master cylinder

Claims (6)

A vehicle brake fluid pressure control device for controlling a brake fluid pressure acting on a wheel brake,
A master cylinder that generates brake fluid pressure according to the operation of the brake operator;
A hydraulic path from the master cylinder to the wheel brake;
Control valve means provided in the hydraulic pressure path for performing control to increase, reduce or hold the brake hydraulic pressure applied to the wheel brake;
A reservoir for temporarily storing brake fluid of the wheel brake;
A pressure regulating valve for communicating or blocking between the master cylinder and the control valve means, and adjusting a brake fluid pressure on the control valve means side;
A pressure-dedicated pump that is connected in parallel to the pressure regulating valve and discharges brake fluid from the master cylinder to the wheel brake side,
A vehicular brake hydraulic pressure control device, wherein a fluid passage communicating with the master cylinder is directly connected to a suction side of a pump exclusively used for pressure increase. A pressure reducing and increasing pump capable of returning the brake fluid of the reservoir to the master cylinder side;
2. The vehicle according to claim 1, wherein a fluid passage connected to a discharge side of the pressure reducing and boosting pump is connected to the fluid pressure passage between the pressure regulating valve and the control valve means. Brake hydraulic pressure control device. A normally closed suction valve provided in a liquid path connecting the master cylinder and the pressure reducing and pressure increasing pump;
A one-way valve that allows inflow of brake fluid from the reservoir to the pump for pressure reduction and pressure increase is provided in a fluid path between the pressure reduction and pressure increase pump and the reservoir,
The vehicular brake hydraulic pressure control device according to claim 2, wherein an outlet of the suction valve is connected between a suction side of the pressure reducing and pressure increasing pump and the one-way valve.   4. The vehicle brake hydraulic pressure control device according to claim 2, wherein a discharge amount of the pump exclusively used for pressure increase is larger than a discharge amount of the pump for pressure reduction and pressure increase. 5.   The vehicle brake hydraulic pressure control according to any one of claims 2 to 4, wherein the pressure-increasing pump and the pressure-reducing / pressure-increasing pump are driven by a common motor. apparatus.   6. The vehicle according to claim 1, wherein the vehicle is provided individually in one or both of the brake systems on the front wheel side and the rear wheel side in a bar handle type vehicle. Brake fluid pressure control device.

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