JP2510733Y2 - Vehicle hydraulic brake control device - Google Patents

Description

[Detailed description of the device]

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic brake control device for a vehicle for controlling a braking slip and a driving slip of a wheel.

[0002]

2. Description of the Related Art FIG. 9 shows a conventional hydraulic brake control system for a vehicle. In the figure, a master cylinder 1 with a booster (boost device) is shown as a booster section 2 on the output side thereof. It is composed of a master cylinder part 3 connected integrally and a reservoir 4 attached thereto.

The booster section 2 is constructed in a known manner, and a push rod 7 connected to a brake pedal 6 is connected to an input shaft 5 of the booster section 2.

Pipe lines 9 and 10 are connected to the booster pressure chamber 8 in the booster section 2. A first cut valve 11 is connected to the pipe 9, and a second cut valve 12 is connected to the pipe 10. These cut valves 11 and 12 are mechanically operated valves, and are configured to take two states according to the movement of the input shaft 5.

That is, one cut valve 11 is normally in a state where both sides communicate with each other as shown in the figure, and the other cut valve 12 is in a state where both sides are shut off.

When the brake pedal 6 is depressed to operate the input shaft 5, the cut valve 11 is in a state of blocking both sides, and the other cut valves 12 are in a state of communicating with each other.

The second cut valve 12 has an accumulator 13
Is connected to the casing, and a membrane member is stretched over the casing as is well known even if not explicitly shown. Compressed gas is introduced into one of the chambers and stored in the other chamber according to the gas pressure. It is designed to determine the magnitude of the accumulated pressure of liquid.

Reservoir 4 of master cylinder 1 with booster
Is connected to a pipe line 18, from which a pipe line 20a is branched, a relief valve 19 is connected thereto, a pipe line 20b is connected to the other side, and a pipe line 21 is connected to the accumulator 13.

The suction line of the hydraulic pump 22 and the cut valve 11 are connected to the pipe line 18.

That is, the hydraulic pump 22 is mainly composed of a pump main body 24 and a motor 23 for driving the pump main body 24. The pump main body 24 receives a cam conversion reciprocating driving force as is well known, and is reciprocally fitted into the cylinder. A high pressure and a low pressure are alternately generated in the pressure chamber 25 by the combined piston, and the check valves 27, 29 provided in the pipe lines 26, 28 connected to the pressure chamber 25 are alternately formed.
Are alternately opened to supply a pressure fluid to the pipeline 21 side, and this is supplied to the accumulator 13 for supplying pressure to the master cylinder 1 with the booster via the check valve 96. . On the other hand, the suction side, that is, the check valve 29
The side is connected to the reservoir 4 side.

As described above, the hydraulic pump 22 for supplying hydraulic pressure to the booster portion 2 of the booster-equipped master cylinder in the brake hydraulic pressure control device of the conventional example is connected and configured.

Two well-known hydraulic chambers are defined in the master cylinder portion 3 of the booster-equipped master cylinder 1, and pipe lines 31 and 32 are connected to each of them. According to this conventional example, the front-rear separated piping system is adopted, and one conduit 31 is connected to the front wheels 38a, 38b side. That is, the conduit 31 is connected to the conduit 3 via the check valve device 102.
3 and 3 ports 3 and 3 position electromagnetic switching valves 36 and 37 as hydraulic pressure control valves connected to and branched from
Are connected to the wheel cylinders of the front wheels 38a and 38b via.

Further, check valves 39, 40 are connected in parallel to the switching valves 36, 37 and the check valve device 102 so that the direction from the wheel cylinder to the master cylinder with booster 1 is the forward direction. The pipe 33 is connected to the discharge side of a hydraulic pump 41 described later.

On the other hand, the conduit 32 is connected to the rear wheels 49a, 49b through the pressure reducing proportional valve 94, the damping unit 104, the drive slip control valve device 42, and the conduit 43. That is, the pipe 43 branches into pipes 45 and 46, which are connected to the wheel cylinders of the rear wheels 49a and 49b via three-port three-position electromagnetic switching valves 47 and 48 as hydraulic pressure control valves. .

Further, check valves 50 and 51 are connected in parallel to the switching valves 47 and 48 so that the direction from the wheel cylinder side to the master cylinder with booster 1 side is the forward direction. Similarly to the front wheels, the rear wheels 49a and 49b are also connected to the discharge side of the hydraulic pump 41 via the throttle 70 and the damping chamber 71 in the conduit 43.

As is well known, the hydraulic pump 41 comprises a motor 52 for driving it and a pump body 53, and the pump body 53 drives a piston fitted in a pair of cylinders and the piston. It is composed of a cam drive unit and defines pressure chambers 54A and 54B for alternately generating high pressure and low pressure by these pistons. These are connected to the check valves 55, 56 and 57, 58, respectively, and the check valves 56, 58 are the discharge sides, and the check valve 58 is connected to the damping chamber 71 described above.

The damping chamber 71 has a well-known structure and forms, for example, a mere liquid retaining space, in which a part of the discharged liquid is temporarily stored so as to suppress the magnitude of the pulse pressure toward the conduit 43 side. I have to.

The check valves 55 and 57 are provided on the hydraulic pump 4 side.
1 is a suction side to which reservoirs 61 and 62 are connected.

The reservoirs 61 and 62 are so-called low pressure reservoirs, and are composed of a piston slidably fitted in the casing and a relatively weak spring for urging the piston toward the storage chamber.

That is, the storage chambers of these reservoirs 61 and 62 are, as will be described later, wheels 38a, 38b, 49a and 49.
The hydraulic fluid discharged from the wheel cylinder b is temporarily stored, and is driven by the hydraulic pump 41 to pressurize it toward the pipe lines 33 and 43 and discharged.

Since the switching valves 36, 37 and 47, 48 have exactly the same structure, only the structure of the switching valve 36 will be described as a representative. The solenoid 36a has one output terminal (not shown) of the control unit. ) Is connected and the position of A ′, B ′ or C ′ is taken according to the level of this output.

That is, when the output is at "0" level, the position of A'is taken, and as shown in the drawing, the pipe 34 and the wheel 38 are provided.
The wheel cylinder side of a is communicated with the wheel cylinder side, and when the output level is "1/2", the B'position is taken and the line 3
4 and the wheel cylinder side are shut off, and the loosening pipe 63
The side, the pipe line 34, and the wheel cylinder side are also blocked.

When the output level becomes "1", the C'position is set, and at this time, the pipe line 34 side and the wheel cylinder side are cut off, but the loosening pipe line 63 and the wheel cylinder side are communicated with each other. Has become. By this communication, the pressure liquid from the wheel cylinder of the wheel 38a is loosened and the pipeline 6 is released.
It is configured to be discharged to the storage chamber of the above-mentioned reservoir 61 through the third.

The other switching valves 37, 47, 48 are also constructed in the same manner, and other output terminals from the control unit are connected to the solenoid portions 37a, 47a, 48a, respectively, and according to the levels of these outputs, A respectively. ', B'
Alternatively, at the position C ′, at the position C ′, the loosening pipes 63, 65 are connected to the wheel cylinders of the wheels 38b, 49a, 49b, respectively, from which the pressure fluid is discharged to the storage chambers of the reservoirs 61, 62. It is supposed to be done.

The drive slip control valve device 42 is a cut valve 9
0 and a check valve device 91. When a control unit (not shown) determines that drive slip control should be performed on these solenoid portions 90a and 91a, an excitation signal is supplied to them. Normally the cut valve 9 as shown
0 is phase-separated on both sides, and when the solenoid portion 90a is excited, it switches to take a position where they are communicated with each other. On the other hand, the check valve device 91 includes the damping unit 10
4 and the conduit 43 are normally connected to each other, and when the solenoid 91a is excited, the solenoid 91a is switched to a position that functions as a check valve. It functions as a check valve whose forward direction is toward the damping unit 104 side.

The damping unit 104 described above is a parallel circuit of the throttle 93 and the check valve 92.
2 is a drive from the master cylinder side Slip control valve device 42
It is a check valve whose forward direction is the direction toward the side.

Further, the check valve device 10 connected to the side of the pipeline 31.
Reference numeral 2 denotes a mechanical check valve device, which has a pressure detector 10
2a is connected to the pipe line 31 and is normally located at a position where the pipe line 31 side and the pipe line 33 side communicate with each other. When pressure is generated, this is detected by the pressure detection unit 102a and switched to the check valve position, and the pressure detection unit 102a functions as a check valve in which the direction from the pipe line 31 side to the pipe line 33 side is the forward direction.

Further, the high pressure accumulator 100 is provided in the conduit 33.
As is well known, this is mainly composed of a piston 100a and a relatively strong spring 100b, and when the hydraulic pump 41 is driven and the discharge liquid is discharged from this, this is stored in the pressure accumulator 100 in the accumulator chamber. It is supposed to be done. Further, in this conventional example, a drive slip control accumulator 95 is separately provided, and this is connected to the booster accumulator 13 via a check valve 96.

According to this conventional example, the rear wheels 49a and 49b are drive wheels, and the drive slip control valve device 42 and the accumulator 95 are connected to the conduit 43 connected to the switching valves 47 and 48 for the rear wheels 49a and 49b, respectively. It is connected to the hydraulic pump 22 via a line 106.

When the brake pedal 6 is depressed, it is pushed.
The rod 7 moves forward, whereby the input shaft 5 of the booster section 2 is moved.
Move in conjunction with each other to generate a hydraulic pressure in the master cylinder unit 3.

The motor 23 for driving the hydraulic pump 22 is
When the engine is turned on, it is driven and the brake fluid is sucked and pressurized from the reservoir 4 to accumulator 13,
95 is stored.

The brake fluid from the accumulators 13 and 95 is supplied to the booster pressure chamber 8 by depressing the brake pedal 6 so that the first cut valve 11 and the second cut valve 12 take the cut-off position and the communication position, respectively. Thus, the well-known boosting operation of the booster section 2 is performed. That is, the pedal effort of the driver on the brake pedal 6 is assisted.

As a result, the hydraulic pressure generated in the master cylinder portion 3 passes through the conduit 32 and is driven by the slip valve device 42 (since neither the drive slip control nor the anti-skid control has been performed yet, the hydraulic pressure is in the normal position shown in the figure). Further, it is transmitted to the wheel cylinders of the rear wheels 49a and 49b through the switching valves 47 and 48 (at the position A) as hydraulic pressure control valves. On the other hand, the hydraulic pressure in the pipe line 31 is transmitted to the wheel cylinders of the front wheels 38a, 38b through switching valves 36, 37 as similar hydraulic pressure control valves.

As described above, the wheels 49a, 49b, 3
The brake is applied by supplying the pressure fluid to the wheel cylinders 8a and 38b.

The above is the normal braking action, but the case where the drive slip control is performed next will be described.

When the accelerator pedal is depressed after the clutch is switched to start running the wheels, the torque of the engine rises, which causes the wheels to start. When the torque of the engine overcomes the frictional force of the wheels with respect to the ground. The slip phenomenon occurs, that is, the rotation speed of the wheels becomes higher than the speed of the vehicle, and if the vehicle continues traveling as it is, the steering becomes unstable. Therefore, drive slip control is performed by the control unit.

That is, when the control unit determines that the drive slip is equal to or greater than the predetermined value, the solenoid portions 90a, 9 of the valves 90, 91 of the drive slip control valve device 42 are controlled.
1a is excited. That is, the pipelines 43 and 106 are in phase communication with each other, but the master cylinder with booster 1 side and the hydraulic pressure control valve side are phase-closed by the check valve 91b. That is, the check valve 91b at this time functions as a relief valve, and when the hydraulic pressure in the pipe line 43 becomes higher than a predetermined value, it works to relieve the master cylinder side.

As a result, the brake fluid accumulated in the accumulator 95 passes through the pipe line 106, the cut valve 90, the pipe line 43, and the switching valves 47 and 48, and the rear wheel 4 serving as a drive wheel.
It is transmitted to the wheel cylinders 9a and 49b.

As a result, the drive slip is controlled. That is, the drive slip value is reduced by applying the brake.

The hydraulic brake control device of the conventional example has the above-described structure and operates, but the drive of the hydraulic pump 41 causes pulse pressure to be generated on the side of the check valves 56, 58. To do. The damping chamber 71 and the throttle 70, to which this is applied, reduce the pulsation pressure to the side of the conduit 43 considerably, but also the operating noise is generated due to this pulsation. A vehicle equipped with this hydraulic brake control device produces an unnatural operating sound that accompanies the pulsation of the hydraulic fluid discharged from the hydraulic pump 41 during the drive slip control and the braking slip control. This is very uncomfortable for the driver, and may mistakenly recognize that something wrong has occurred.

The present invention has been made in view of the above-mentioned problems, and suppresses the operation sound which is uncomfortable due to the pulsation of the hydraulic fluid generated by the driving of the hydraulic pump during the drive slip control and the braking slip control, and the operation is performed. An object of the present invention is to provide a vehicle hydraulic pressure control device capable of further improving the operation feeling of a person compared with the conventional one.

[0042]

SUMMARY OF THE INVENTION The above object is to perform brake slip control and drive slip control of a wheel, and to receive a command from a control unit for evaluating brake slip and drive slip of a wheel, and to brake the wheel brake device. A hydraulic pressure control valve for controlling the hydraulic pressure, and a drive slip control connected between the hydraulic pressure control valve and the hydraulic pressure generation source to control the hydraulic communication between the hydraulic pressure control valve side and the hydraulic pressure generation source side. A valve device, and a first reservoir capable of storing brake fluid that stores brake fluid discharged from the wheel brake device via the fluid pressure control valve when the brake fluid pressure is reduced by control of the fluid pressure control valve; A first hydraulic pump capable of pressurizing the brake fluid in the first reservoir and supplying it to the main pipeline connecting the drive slip control valve device and the hydraulic control valve, and storing the brake fluid in advance. A second reservoir that is, the second
A hydraulic brake control device for a vehicle, comprising: a hydraulic pressure supply means capable of pressurizing a brake fluid in a reservoir and supplying the hydraulic fluid to the main pipeline side; a discharge side of the first hydraulic pump; and a drive slip control valve device. When the hydraulic pressure on the discharge side of the first hydraulic pump is equal to or lower than a predetermined value, the brake fluid on the discharge side is limited and functions as a throttle valve to circulate to the drive slip control valve device side. A hydraulic valve brake control device for a vehicle, wherein a relief valve device that functions as a relief valve that relieves the hydraulic pressure on the discharge side of the first hydraulic pump to the drive slip control valve device side is provided. Achieved by. Alternatively, a hydraulic pressure control valve for performing brake slip control and drive slip control of the wheels and receiving a command from a control unit for evaluating the brake slip and drive slip of the wheels to control the brake hydraulic pressure of the wheel brake device, A drive slip control valve device connected between the hydraulic pressure control valve and the hydraulic pressure generation source to control the hydraulic communication between the hydraulic pressure control valve side and the hydraulic pressure generation source side, and by the control of the hydraulic pressure control valve. When the brake fluid pressure is reduced, a brake fluid-storable first reservoir for storing brake fluid discharged from the wheel brake device via the fluid pressure control valve, and the brake fluid in the first reservoir are pressurized, A first hydraulic pump that can be supplied to the main pipeline connecting the drive slip control valve device and the hydraulic control valve, a second reservoir that stores brake fluid in advance, and the second reservoir. A hydraulic brake control device for a vehicle, comprising: a hydraulic pressure supply means capable of pressurizing a brake fluid of a hydraulic pressure supply device to the main pipeline side, wherein the hydraulic pressure control means is provided between the hydraulic pressure supply means and the drive slip control valve device. When the hydraulic pressure on the drive slip control valve device side is below a predetermined value, it functions as a throttle valve that limits the brake fluid on the drive slip control valve device side and circulates it to the hydraulic pressure supply means side. The vehicle hydraulic brake control device is provided with a relief valve device that functions as a relief valve that relieves the hydraulic pressure on the drive slip control valve device side to the hydraulic pressure supply means side.

[0043]

When the drive slip control and the brake slip control are started and the first hydraulic pump is driven, the discharge pressure of the first hydraulic pump is generated with a certain pulse pressure. However, a relief valve device is provided on this discharge side, and when the hydraulic pressure on the discharge side of the first hydraulic pump is below a predetermined value, the relief valve device functions as a throttle, and the flow rate is reduced through this throttle. , Is transmitted to this output port side. When the hydraulic pressure on the discharge side of the first hydraulic pump rises above the predetermined value, the relief valve device functions as a relief valve. Ie the first
The hydraulic fluid on the hydraulic pump side is transmitted to the hydraulic pressure supply means side without any limitation, that is, without limiting the flow rate. Repeat the above. Therefore, the operation noise having a feeling of strangeness caused by the pulsation of the discharged hydraulic fluid due to the driving of the first hydraulic pump during the drive slip control and the brake slip control is suppressed, and the driver is provided with a better operational feeling than before. .

[0044]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A hydraulic brake control device for a vehicle according to an embodiment of the present invention will be described below with reference to the drawings. Parts corresponding to those in FIG. 9 are designated by the same reference numerals, and detailed description thereof will be omitted.

That is, according to the first embodiment of the present invention, the relief valve device R is connected between the discharge side pipe line 43b of the hydraulic pump 41 and the drive slip control valve device 42 side pipe line 43a. .

Next, the details of the relief valve device R in FIG. 1 will be described with reference to FIGS. 2 and 3.

The device main body 72 of the relief valve device R is composed of a cylinder 73 and a lid 74, and screws 73a and 74a are formed on the outer peripheral surfaces thereof. These screws 73a and 74a are integrated with screw holes formed on the block side of the drive slip control valve device 42 in FIG. 1 in a screw-in form in this embodiment. Alternatively, it is possible to incorporate the internal parts directly into the block side. In addition to the screw-in method, it is also possible to use a sealing component such as rolling and insert it into a hole provided on the block side and attach it by caulking. As shown in FIG. 3, the lid 74 has a pair of holes 73b,
74b is formed. The lid 74 is integrated with the cylinder 73 by inserting bolts, not shown, into the screw holes formed in the cylinder 73. A cylinder hole 73b is formed in the cylinder 73, and a stepped piston 75 is fitted in the cylinder hole 73b in a loosely fitted state, and a small diameter portion 75a at the tip thereof is shown in a small diameter hole portion 73c formed at the left end of the cylinder 73. The large diameter portion 75b is formed with a pair of arc-shaped cutouts 75c, 75c formed in the peripheral surface of the large diameter portion 75b, which facilitates fluid communication. Further, a recess 77 as a liquid reservoir is formed at the right end of the piston 75, which is formed in a ring member 79 fitted to one end of a cylinder 73 by a spring 7.
6 is normally pressed by the urging force of 6,
This spring force determines the valve opening pressure as a relief valve. A small groove 78 is formed in communication with the recess 77. This functions as the diaphragm t schematically shown in FIG. This relief function is shown as r in FIG. 1 since the throttle is opened when the piston 75 is separated from the ring member 79. The ring member 79 has a central hole 80.
Is formed, which is aligned with the recess 77 of the piston 75.

A linear groove 74c as shown in FIG. 3 is formed in the radial direction of the lid member 74, and its width is slightly larger than that of the small diameter portion 75a at the tip of the piston 75. There is.

When the drive slip control is started, the brake fluid pressure is supplied to the wheel cylinders of the rear wheels 49a and 49b as the drive wheels, whereby the brakes are applied to perform the drive slip control. According to the present embodiment. In order to do this precisely, the braking force is reduced when the driving slip becomes small to a certain extent. That is, the solenoid portion 47 of the switching valves 47 and 48
a and 48a are excited. In order to make the explanation easy to understand, it is assumed that both drive wheels 49a and 49b are in the same drive slip state. These switching valves 47 and 48 are switched to the C position. Therefore, the pressure liquid is discharged from the wheel cylinders of the rear wheels 49a and 49b to the reservoir 62 through the pipe line 65. This is immediately sucked and pressurized by the first hydraulic pump 41 and supplied to the damping chamber 71 side. Although the pulse pressure is considerably reduced by the damping chamber 71, according to the present invention, the pulse pressure is further reduced by the relief valve device R, or is suppressed to almost zero. That is, in FIG.
The discharge pressure liquid of the hydraulic pump 41 is supplied from the side, but this is added to the recess 77 formed in the end surface of the piston 75, passes through the small groove 78 as a throttle, and has a large diameter of the piston 75. Pair of notches 75 formed in the portion
c, 75c, the cylinder hole 73b, and the groove 74c of the lid 74, and is transmitted to the pipe line 43a side. However, the discharge pressure liquid of the hydraulic pump 41 rises and is determined by the spring 76 in the relief valve device R. When the piston 75 rises above a predetermined value, the piston 75 moves in the direction indicated by arrow a in the figure against the spring force of the spring 76. At this time, the small diameter portion 75 a at the left end of the piston 75 enters the groove 74 c of the lid member 74. The piston 75 separates from the ring member 79 and has no throttling function, so that the brake fluid having a hydraulic pressure of a predetermined value or more applied from the side of the pipe line 43b is not limited in flow rate from the side of the pipe line 43b to the pipe line 43a. Flowing. On the other hand, in the hydraulic pump 41, the piston is reciprocally driven to repeat the discharge and suction, so that the hydraulic pressure on the discharge side is reduced during this suction. When the hydraulic pressure applied to the relief valve device R falls below a predetermined value, the right end of the piston 75 is seated on the ring member 79 as shown in FIG. Therefore, the small groove 78 functions again as the throttle t, the flow rate of the hydraulic fluid from the hydraulic pump 41 side is restricted, and the pulsation is alleviated and supplied to the pipeline 43a side. As described above, the reciprocating motion of the piston 75 in the relief valve device R according to the reciprocating motion of the piston of the hydraulic pump 41, that is, the throttling function and the relief valve function are repeated, so that the hydraulic pump 41 is transmitted to the accumulator 95 side. Pulsations are greatly reduced. Or almost zero. In other words, the operating sound with a feeling of strangeness that has existed in the past is eliminated or becomes almost zero, and the driver hardly feels a feeling of strange feeling of operation even during the drive slip control.

FIGS. 4 and 5 show a relief valve device RD which is a main part of a hydraulic brake control device according to a second embodiment of the present invention and a circuit configuration related to the relief valve device RD. Are given the same reference numerals. That is, according to the present embodiment, the relief valve device RD is arranged between the cut valve 90 and the damping chamber 71 so that the conduit 43c connected to the input port thereof is connected to the conduit 45. As shown in FIG. 4 in detail, a stepped hole 82a is formed in the main body 82, and a stepped plunger 83 having seal rings 84 and 85 mounted therein is slidably fitted therein. A through hole 83a is formed in this in the axial direction, and the valve seat forming member 9 is formed at the left end in the figure.
9 is fixed by crimping. The shaft portion 88c of the poppet valve body 88 is inserted through the center hole of the poppet valve body 88, and the substantially hemispherical head portion 88b is seen in the valve chamber 83b having a relatively large diameter that communicates with the through hole 83a. , Spring 89
Is urged to the left in the figure, and is seated on a tapered valve seat 99a formed at one end of the valve seat forming member 99. A notch 88 is formed in a part of the head portion 88b of the valve body 88.
a is formed, and this is the valve seat 9 of the valve seat forming member 99.
When it is in contact with 9a as shown in the drawing, the notch 88a and the valve seat forming member 99 form a throttle.

The shaft portion 88c of the valve body 88 has a valve seat forming member 99.
Of the valve seat forming member 99, and protrudes slightly outward from the end of the valve seat forming member 99. A plurality of radial cut grooves 99b are formed on the end surface of the valve seat forming member 99 in order to reduce the flow path resistance, and a disc 87 having a plurality of small holes 87a formed at the left end of the main body 82. Is fitted. A spring 86 is stretched between this and the plunger 83, and urges the plunger 83 to the right in the drawing to normally take the position shown.

Also in this embodiment, the damping chamber 7
When the hydraulic pressure of the first hydraulic pump 41 through 1 is below a predetermined value, the relief valve device RD takes the position shown in the drawing, and the pipeline 43c
The brake fluid from the side passes through the shaft hole 83a of the plunger 83 and the notch 88a of the valve body 88 as a throttle, and the pipeline 43d.
Transmitted to the side. When the hydraulic pressure on the hydraulic pump 41 side exceeds a predetermined value, the right end surface of the plunger 83 in FIG. 4 is added as a pressure receiving surface to push the plunger 83 to the left in FIG. Therefore, the end portion of the valve seat forming member 99, which is caulked and fixed to the left end portion of the plunger 83, comes into contact with the disc 87, so that the shaft portion of the valve body 88 inserted through the center hole of the valve seat forming member 99. The end portion of 88c abuts on the disk 87 and is pushed rightward against the spring force of the spring 89 in FIG. Therefore, a large gap is formed between the head portion 88b and the valve seat 99a of the valve seat forming member 99. Therefore, the brake fluid that functions as a relief valve is supplied from the pipe line 43c to the shaft hole 83a of the plunger 83 and the head portion 88b of the valve body 88 forming a large passage and the valve seat forming member 99. It is transmitted to the conduit 43d side through the space. When the hydraulic pressure on the hydraulic pump 41 side becomes below a predetermined value again, the plunger 83 moves to the right again by the spring force of the spring 86 in FIG. 4, and the head portion 88b of the valve body 88 causes the valve seat forming member 99 to move. Valve seat 9
When it comes into contact with 9a, the diaphragm is formed again. By repeating the actions of the throttle and relief as described above, the pulsation of the hydraulic pump 41 on the side of the conduit 43d is greatly reduced. Or it almost disappears. In other words, the operating noise that is uncomfortable in the past disappears, and the driver does not hear such operating noise even though the drive slip control is being performed.

When the brake fluid pressure is applied from the accumulator 95 to control the drive slip, the poppet valve body 88 in the relief valve device RD functions as a check valve,
Regardless of the position of the plunger 83, the poppet valve element 88 is separated from the valve seat forming member 99 against the spring force of the spring 89, and the brake fluid is transmitted from the conduit 43d side to the conduit 43c side. Therefore, the brake fluid pressure can be supplied to the wheel cylinders of the rear wheels 49a and 49b.

FIGS. 6 and 7 are piping system diagrams of essential parts in the brake fluid pressure control devices according to the third and fourth embodiments of the present invention. In FIG. 6, a relief similar to that shown in FIG. The valve device RD is connected in a block B containing an accumulator 95. The operation and effect are similar to those of the second embodiment. Further, in FIG. 7, the relief valve device RD similar to that in FIG. 4 has the cut valve 90 and the accumulator 95.
An action that is connected between the
The effect is similar to that of the second embodiment.

Although the embodiments of the present invention have been described above, the present invention is not limited to these and various modifications can be made based on the technical idea of the present invention.

For example, in the above embodiment, the drive slip control valve device 42 is composed of two valves, that is, the cut valve 90 and the check valve device 91, but instead of this, FIG.
As shown in FIG. 3, a 3-port 2-position valve 150, for example, may be provided as a single valve device at the position shown in the figure. The parts corresponding to those in FIG. 1 are designated by the same reference numerals.

3 port a of the 3-port 2-position valve 150,
Of b and c, a is connected to the conduit 43a, and port b is connected to the damping unit 104 side. The port c is connected to the accumulator 95 side.

During normal brake operation or ABS control operation, the solenoid portion 150a thereof is not excited, and therefore, the line 43a side and the damping unit 104 side are in phase communication with each other at the X position shown in the drawing. The phase is cut off from the 95 side. Therefore, normal brake operation or ABS control operation can be performed. When drive slip control is performed, the solenoid unit 15
A drive slip control signal is added to 0a. The solenoid portion 150a is excited, switched to the Y position, and the ports a and b are disconnected from each other, but the ports a and c are communicated with each other. That is, the accumulator 95 side and the rear wheel 49
The a and 49b sides are in communication with each other. Therefore, the drive slip control similar to that in the above embodiment is performed. Although the case where the relief valve device R in the first embodiment is provided has been described with reference to FIG. 8, the same applies to other embodiments.

Although the master cylinder with the booster has been described in the above embodiments, it goes without saying that the booster does not have to be equipped with the booster, and the booster is abstractly shown in the embodiments, but all conventionally known boosters are used. This device is applicable.

Further, in the above-mentioned embodiments, the switching valve is a three-position three-port electromagnetic switching valve. Instead of this, two valves consisting of a supply valve and a discharge valve, that is, two two-position two-port switching valves are used. It may be configured by using.

Further, in the above embodiment, the second hydraulic pump 22 serving as the hydraulic pressure supply means also serves as the booster, but it may be provided separately.

Although the rear wheels are drive wheels in the first embodiment described above, they may be replaced by front wheel drive or four-wheel drive.

Further, in the above embodiments, the reservoir attached to the master cylinder was used as the second reservoir, but instead of this, a separate reservoir may be provided to always store a predetermined amount of brake fluid. Good.

In the above embodiment, the so-called 4-channel control in which hydraulic control valves are used for each of the four wheels has been described.
The present invention can also be applied to two-channel control or three-channel control in which each brake system is controlled using one hydraulic pressure control valve for each brake line.

Further, in the conventional example and the example, each member is supplied as an assembly for each block of A, B, C, D, E and F as shown by the chain line, and these are further assembled and mounted on a vehicle. But blocks A, B, C
Corresponds to the "hydraulic pressure generation source" of the present invention, and the block D represents a hydraulic control unit for performing drive slip control and braking slip control. Block A again
A block E incorporating a damping unit 104 and a pressure reducing proportional valve 94 is incorporated therein. These blocks A, B, C, D, E and F are joined in various ways, for example partially by rubber tubes, or the block E containing the damping unit 104 is screwed onto the body 3 of the master cylinder. Attach by combining. That is, it may be a screw-in type coupling. Others are the same between blocks. It has been found that it is most preferable in terms of vehicle piping to incorporate the relief valve device R or RD according to the present invention into the block E as in the first embodiment.

In the above embodiment, the booster accumulator 13 and the drive slip control accumulator 9 are used.
Although 5 are provided separately, they may be one. For example, the accumulator 95 may be one.

[0067]

As described above, according to the vehicle hydraulic brake control device of the present invention, the pulsation of the hydraulic fluid generated by the driving of the first hydraulic pump during the drive slip control and the braking slip control is large. Since the width can be relaxed, it is possible to provide the driver with a good operating feeling without generating a strange operating sound generated due to the pulsation.

[Brief description of drawings]

FIG. 1 is a piping system diagram of a vehicle hydraulic brake control device according to an embodiment of the present invention.

FIG. 2 is an enlarged sectional view of the relief valve device in FIG.

FIG. 3 is a front view of the same.

FIG. 4 is an enlarged cross-sectional view of a relief valve device of a vehicle hydraulic pressure control device according to a second embodiment.

FIG. 5 is a piping diagram of essential parts in the embodiment.

FIG. 6 is a piping diagram of essential parts of a hydraulic control device according to a third embodiment of the present invention.

FIG. 7 is a piping diagram of essential parts of a hydraulic control device according to a fourth embodiment of the present invention.

FIG. 8 is a piping diagram of essential parts showing a modified example.

FIG. 9 is a piping diagram showing a piping system of a conventional vehicle hydraulic brake control device.

[Explanation of symbols]

 1 master cylinder with booster 22 hydraulic pump 41 hydraulic pump 42 drive slip control valve device 95 accumulator 150 drive slip control valve device R relief valve device RD relief valve device

Claims (8)

(57) [Scope of utility model registration request] 1. A brake slip control and a drive slip control of a wheel are performed, and a command from a control unit for evaluating a brake slip and a drive slip of a wheel is received,
A fluid pressure control valve for controlling the brake fluid pressure of the wheel brake device, and fluid communication between the fluid pressure control valve side and the fluid pressure generation source side, which is connected between the fluid pressure control valve and the fluid pressure generation source. When the brake fluid pressure is reduced by controlling the drive slip control valve device and the hydraulic pressure control valve, the brake fluid can be stored to store the brake fluid discharged from the wheel brake device via the hydraulic pressure control valve. A first reservoir, a first hydraulic pump that can pressurize the brake fluid in the first reservoir and can supply the brake fluid to the main pipeline side that connects the drive slip control valve device and the hydraulic control valve, and brake fluid in advance. In the vehicle hydraulic brake control device, comprising: a second reservoir that stores the fluid; and a hydraulic pressure supply unit that can pressurize the brake fluid in the second reservoir and supply the brake fluid to the main pipeline side. With the discharge side of the pump The throttle valve that restricts the brake fluid on the discharge side and circulates it to the drive slip control valve device side when the hydraulic pressure on the discharge side of the first hydraulic pump is a predetermined value or less with the drive slip control valve device. And a relief valve device that functions as a relief valve that relieves the hydraulic pressure on the discharge side of the first hydraulic pump to the drive slip control valve device side when the predetermined value is exceeded. Vehicle hydraulic brake control device. 2. The vehicle according to claim 1, wherein the relief valve device further functions as a check valve having a forward direction from the drive slip control valve device side to the first hydraulic pump side. Hydraulic brake control device. 3. The hydraulic pressure supply means includes a second hydraulic pump for sucking and pressurizing a brake hydraulic pressure from the second reservoir, and an accumulator connected to a discharge side of the second hydraulic pump. The vehicle hydraulic brake control device according to claim 1, wherein 4. The hydraulic pressure generating source includes a master cylinder for braking, which is provided with a booster, so that the hydraulic pressure of the accumulator can be supplied to the booster. Vehicle hydraulic brake control device. 5. A brake slip control and a drive slip control of the wheel are performed, and a command from a control unit for evaluating the brake slip and the drive slip of the wheel is received,
A fluid pressure control valve for controlling the brake fluid pressure of the wheel brake device, and fluid communication between the fluid pressure control valve side and the fluid pressure generation source side, which is connected between the fluid pressure control valve and the fluid pressure generation source. When the brake fluid pressure is reduced by controlling the drive slip control valve device and the hydraulic pressure control valve, the brake fluid can be stored to store the brake fluid discharged from the wheel brake device via the hydraulic pressure control valve. A first reservoir, a first hydraulic pump that can pressurize the brake fluid in the first reservoir and can supply the brake fluid to the main pipeline side that connects the drive slip control valve device and the hydraulic control valve, and brake fluid in advance. A hydraulic brake control device for a vehicle, comprising: a second reservoir that stores the fluid; and a hydraulic pressure supply means that pressurizes the brake fluid in the second reservoir and can supply the hydraulic fluid to the main pipeline side. The drive switch As a throttle valve that restricts the brake fluid on the drive slip control valve device side and circulates it to the fluid pressure supply means side when the hydraulic pressure on the drive slip control valve device side is less than or equal to a predetermined value. A vehicle hydraulic brake, which is provided with a relief valve device that functions and that functions as a relief valve that relieves the hydraulic pressure on the drive slip control valve device side to the hydraulic pressure supply means side when the predetermined value is exceeded. Control device. 6. The vehicle hydraulic pressure according to claim 5, wherein the relief valve device further functions as a check valve having a forward direction from the hydraulic pressure supply means side to the drive slip control valve device side. Brake control device. 7. The hydraulic pressure supply means includes a second hydraulic pump for sucking and pressurizing a brake hydraulic pressure from the second reservoir, and an accumulator connected to a discharge side of the second hydraulic pump. The vehicle hydraulic brake control device according to claim 5. 8. The hydraulic pressure generating source includes a master cylinder for braking, which is provided with a booster, so that the hydraulic pressure of the accumulator can be supplied to the booster. Vehicle hydraulic brake control device.