JP3422161B2 - Brake fluid pressure control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake fluid pressure control device for controlling wheel cylinder fluid pressure in a state where a plurality of wheel cylinders are cut off from a master cylinder.

[0002]

2. Description of the Related Art Japanese Patent Application Laid-Open No. 2-231256 discloses
A main fluid that is provided in a common portion of a main fluid passage that connects the wheel cylinders of a plurality of wheels and the master cylinder, and that can switch between a communication state in which the plurality of wheel cylinders and the master cylinder are in communication and a shut-off state in which the wheel cylinders are shut off. The passage cutoff valve and the main fluid passage are provided in a dedicated portion for each of the plurality of wheel cylinders, respectively, and at least a communication state in which the main fluid passage cutoff valve and each wheel cylinder are communicated with each other, and these are shut off. A plurality of fluid pressure control valve devices that can be switched to a shutoff state, and a portion of the main fluid passage between the main fluid passage shutoff valve and the fluid pressure control valve device, which is separate from the master cylinder. The sub-hydraulic pressure source connecting portion connected to the sub-hydraulic pressure source and the main fluid passage shut-off valve in a shut-off state, and at least each of the plurality of hydraulic pressure control valve devices is connected. By switching to the disconnected state on purpose, the brake fluid pressure control apparatus including a hydraulic control means for controlling the fluid pressure of the wheel cylinders corresponding to each hydraulic pressure control valve apparatus each of which is described.

In this brake fluid pressure control device, when the fluid pressure control valve device is brought into the communicating state with the main fluid passage shut-off valve in the shut-off state, the sub fluid pressure source connecting portion is connected to the sub fluid pressure source connection portion. The hydraulic pressure source is communicated with the wheel cylinder to increase the hydraulic pressure in the wheel cylinder. When the hydraulic pressure control valve device is turned off, the wheel cylinder is cut off from the auxiliary hydraulic pressure source, and the hydraulic pressure is maintained or reduced. When the hydraulic pressure control valve device is switched between the communication state and the cutoff state, the hydraulic pressure of the wheel cylinder corresponding to the hydraulic pressure control valve device is controlled. Here, the hydraulic control valve device may be of any type as long as it can switch between the communication state and the cutoff state, and in the cutoff state, by further connecting the wheel cylinder to the reservoir. It may be possible to have a depressurized state in which the hydraulic pressure is reduced and a holding state in which the hydraulic pressure is retained by blocking from the reservoir.

[0004]

However, in the brake fluid pressure control device described in the above publication, the main fluid passage shutoff valve is in the shut-off state during the control, and accordingly, even if the brake operating member is operated, it is accordingly responded. As a result, the hydraulic pressure of the wheel cylinder does not increase, and the braking effectiveness is delayed.
For example, when the vehicle stability control is performed in the brake fluid pressure control device, it is performed with the main fluid passage shutoff valve kept in the shutoff state. Therefore, even if the master cylinder hydraulic pressure is increased by operating the brake operating member during the control, the wheel cylinder hydraulic pressure cannot be increased accordingly. Similarly, the traction control is also performed with the main fluid passage shutoff valve kept in the shutoff state.However, even if the brake operating member is operated during the control, the wheel cylinder fluid pressure can be immediately increased. could not. If the brake operating member is operated during the traction control, the traction control end condition such as the main throttle valve being fully closed will be satisfied, so the control is ended. As a result, the main fluid passage cutoff valve and the fluid pressure control valve device are switched to the communicating state, and the fluid pressure of the master cylinder can be transmitted to the wheel cylinders. However, even if the termination condition is satisfied, the main fluid passage cutoff valve and the fluid pressure control valve device are not immediately switched to the communicating state, so that the wheel cylinder fluid pressure is increased with a delay.

An object of the present invention is to make it possible to transmit the hydraulic pressure of the master cylinder to the wheel cylinder during control in the brake hydraulic pressure control device .

[0006]

An object of the present invention is to provide a brake fluid pressure control device including the main fluid passage shutoff valve, a fluid pressure control valve device, an auxiliary fluid pressure source connecting portion, and a fluid pressure control means.
(a) A block that electrically detects the operating state of the brake operating member.
Rake operation detection device, and (b) Liquid that is kept in the cutoff state
Wheel cylinder and master series compatible with pressure control valve device
And a hydraulic control valve device that keeps the
And bypass passages that bypass and connect the main fluid passage shutoff valve
(C) The bypass passage is provided in the bypass passage.
There is an electrical communication between the communication state that connects the road and the cutoff state that cuts off.
A bypass shutoff valve that is switched by
The brake operation member is operated by the rake operation detection device.
If it is detected that the bypass cutoff valve is
It is solved by providing a bypass cutoff valve control means for making the communication state . In the present specification, the state in which the hydraulic pressure control valve device is kept in the closed state is understood as the state in which the hydraulic pressure control valve device is not controlled. The hydraulic pressure control valve device corresponding to the wheel cylinder that does not need to be boosted is kept in the shut-off state, and the shut-off state is when the hydraulic pressure control valve device is in the control state such as switching between the communication state and the shut-off state. The state of being turned off is not included in the state of being kept in the cutoff state. The reason why the hydraulic pressure control valve device is kept in the shut-off state is to completely prevent the hydraulic fluid from the sub-hydraulic pressure source from flowing into the wheel cylinder. Therefore, this shut-off state is an aspect of the control state. It was hard to think, and I decided to use it as a term for the control state.

Further, the above-mentioned problem is that the hydraulic pressure control means is
With the main fluid passage shutoff valve in the shutoff state, at least some of the hydraulic pressure control valve devices are switched between the open state and the shutoff state to drive the wheel cylinder hydraulic pressure so that the slip state is appropriate. A vehicle for controlling the wheel cylinder hydraulic pressure so that the steering stability of the vehicle is good by switching at least a communication state and a cut-off state of at least a part of a plurality of hydraulic pressure control valve devices to control the traction control means. At least one of stability control means, and the bypass cutoff valve control means
However, the traction control means and vehicle stability
While control is being performed by either of the control means
In addition, the brake operation detecting device includes a brake operation unit.
If it is detected that the material has been manipulated, the bypass
The solution is to include means for bringing the shut-off valve into communication . The wheels kept in the shut-off state are non-drive
It is desirable to be a driving wheel. Also, keep it in the cutoff state
Is a reference wheel, and the hydraulic pressure control means is
Based on the rotation speed of the reference wheel.
Also includes a reference wheel rotation speed-dependent hydraulic pressure control means for controlling
It is desirable that

[0008]

In the brake fluid pressure control device according to the first aspect of the invention, the main fluid passage shutoff valve is provided in the common portion of the plurality of main fluid passages, and the dedicated portion of each wheel cylinder of the main fluid passage is provided. Is provided with a hydraulic control valve device.
The main fluid passage has a main fluid passage shutoff valve and a fluid pressure control valve device.
These are arranged in series. Further, since the main liquid passage cutoff valve is commonly provided to the plurality of wheel cylinders, when the main liquid passage cutoff valve is in the cutoff state, all of the plurality of wheel cylinders are cut off from the master cylinder. Since the hydraulic pressure control valve device is provided for each wheel cylinder, the hydraulic pressure of each wheel cylinder can be separately controlled by controlling the hydraulic pressure control valve device. Further, since the auxiliary fluid pressure source connecting portion is provided between the hydraulic pressure control valve device of the main fluid passage and the main fluid passage shutoff valve, the main fluid passage shutoff valve is shut off by the fluid pressure control means, When the hydraulic pressure control valve device is brought into the communication state, the hydraulic pressure of the auxiliary hydraulic pressure source connected to the auxiliary hydraulic pressure source connecting portion is transmitted to the wheel cylinder, and the wheel cylinder hydraulic pressure is increased.
If the hydraulic control valve device is turned off, the wheel cylinder hydraulic pressure is not increased. The sub-hydraulic pressure source may include a pump and an accumulator, or may not include an accumulator.

In this brake fluid pressure control device, when the main fluid passage shut-off valve is in the shut-off state, not all of the plurality of fluid pressure control valve devices are in the control state,
There may be both a hydraulic control valve device that is in control and a hydraulic control valve device that is held in a shut-off state. Since the auxiliary hydraulic pressure source connecting portion is provided on the upstream side of the hydraulic pressure control valve device, that is, between the main hydraulic passage cutoff valve and the hydraulic pressure control valve device, it is possible to control the hydraulic pressure of some wheel cylinders. Therefore, in order to increase the pressure and not increase the remaining wheel cylinder hydraulic pressure, it is necessary to keep the hydraulic pressure control valve device corresponding to the remaining wheel cylinders in the closed state.

For example, when the brake hydraulic pressure control device is provided in a diagonal two-system hydraulic brake device and the hydraulic brake device is mounted on a two-wheel drive vehicle, it is provided in one pressurizing chamber of the master cylinder. The wheel cylinders of the driving wheels and the wheel cylinders of the non-driving wheels are connected. In this brake fluid pressure control device, when traction control is performed, the fluid pressure control valve device corresponding to the wheel cylinders of the drive wheels is brought into the control state, but the wheel cylinder fluid pressure of the non-drive wheels is not increased. Due to the trouble, the corresponding hydraulic control valve device is kept in the shut-off state. In that state, the wheel cylinder hydraulic pressure of the drive wheels is controlled so that the drive slip state becomes an appropriate state. Further, if vehicle stability control (spin suppression control) for controlling the hydraulic pressure of the wheel cylinder of the turning outer wheel on the drive wheel side is performed, in the brake system to which the wheel cylinder of the turning outer wheel on the drive wheel side is connected, The hydraulic control valve device corresponding to the wheel cylinder of the drive wheel is brought into the control state and that corresponding to the non-drive wheel is kept in the cut-off state. The wheel cylinder hydraulic pressure of the non-driving wheels is maintained at 0, while the wheel cylinder hydraulic pressure of the driving wheels is controlled so that the vehicle state becomes stable. Furthermore, even when vehicle stability control (drift-out suppression control) is performed to control the hydraulic pressure of the wheel cylinders of both drive wheels and the wheel cylinder of the turning inner wheel on the non-drive wheel side, the turning outer wheel on the non-drive wheel side is controlled. In the brake system to which the wheel cylinder is connected, both the hydraulic pressure control valve device that is in the control state and the hydraulic pressure control valve device that is kept in the cut-off state, as in the case where the above-described spin suppression control is performed. Will occur.

When the present brake hydraulic pressure control device is provided in a front / rear two-system hydraulic brake device and the hydraulic brake device is mounted in a two-wheel drive vehicle in the same manner as described above, the above-mentioned drift-out suppressing control is performed. If this is done, in the drive wheel side brake system, the hydraulic pressure control valve devices corresponding to all the wheel cylinders are brought into the controlled state, but in the non-drive wheel side brake system, it corresponds to the wheel cylinder of the turning inner wheel. The hydraulic pressure control valve device is brought into the control state, and the turning outer wheel is brought into the shut-off state. Further, when the hydraulic brake device equipped with the brake hydraulic pressure control device is mounted on a four-wheel drive vehicle, if the spin suppression control similar to the above is performed, one hydraulic pressure control is performed in one brake system. Only the valve device may be in control.

As described above, the hydraulic pressure control means may be the same as that of claim 2.
As in the brake fluid pressure control device according to the invention, if at least one of the traction control means and the vehicle stability control means is provided, a part of the plurality of fluid pressure control valve devices is controlled. In some cases, the rest is kept in the cutoff state.

In the brake fluid pressure control device according to the invention of claim 1,
The hydraulic pressure control valve device that is kept shut off.
Wheel cylinder and master cylinder
A hydraulic control valve device and a
And bypasses the main liquid passage shutoff valve. That buy
An electrical signal is used to switch the path path between open and closed.
A bypass cutoff valve that can be replaced is provided. Bypass interception
If the valve is closed, the wheel cylinder will
If it is cut off from the Linda and put in communication, Mastersilin
To communicate with the master cylinder hydraulic pressure.

In the brake fluid pressure control device described in this section, the operating state of the brake operating member is electrically detected.
A brake operation detection device is provided. That brake operation
That the brake operating member was operated by the detection device
If detected, the bypass shutoff valve will switch to the open state.
available. This keeps the wheel shut off
The hydraulic pressure in the cylinder is increased. While the main fluid passage shutoff valve is in the shutoff state and there is both the hydraulic pressure control valve device in the control state and the hydraulic pressure control valve device in the shutoff state (hereinafter, simply referred to as "in control") , To increase the hydraulic pressure of the wheel cylinder corresponding to the hydraulic control valve device that is kept in the cutoff state according to the brake operation state.
Can be done.

As described above, this brake hydraulic pressure control device is provided in the diagonal two-system type hydraulic brake device,
When the hydraulic brake device is installed in a two-wheel drive vehicle, the wheel cylinders of the drive wheels are used in at least one of the brake systems, whether traction control or vehicle stability control is performed. The corresponding hydraulic control valve device is brought into the control state, and the hydraulic control valve device corresponding to the wheel cylinder of the non-driving wheel is kept in the closed state. Therefore, as in the invention of claim 3 ,
It is reasonable to allow the hydraulic pressure of the master cylinder to be transmitted to the wheel cylinders corresponding to the non-driving wheels.

Further, in the spin suppression control, the wheel cylinder of the turning outer wheel of the driving wheel is controlled based on the rotational speed of the non-driving inner wheel of the turning wheel, and in the drift-out suppression control, the turning of both the driving wheel and the non-driving wheel is performed. The hydraulic pressure of each wheel cylinder of the inner wheel (hereinafter, referred to as a control target wheel) may be controlled based on the rotation speed of the non-drive wheel turning outer wheel. The target rotation speed of the control target wheel is determined based on the rotation speed of the non-driving wheel as the reference wheel, and the wheel cylinder hydraulic pressure is controlled so that the rotation speed of the control target wheel becomes the target rotation speed. In this case, even if the brake operating member is operated, unless the hydraulic pressure of the master cylinder is supplied to the wheel cylinder of the reference wheel, the rotation speed of the reference wheel does not decrease and the wheel cylinder hydraulic pressure of the controlled wheel also increases. Not done. On the other hand, the brake fluid of the present invention
Since the pressure control device can transmit the master cylinder hydraulic pressure to the wheel cylinder of the reference wheel, increasing the master cylinder hydraulic pressure by operating the brake operating member increases the hydraulic pressure of the wheel cylinder of the reference wheel. it can make it possible to reduce the rotational speed of the reference wheel.
As a result, the target rotation speed of the controlled wheel is reduced, and the wheel cylinder hydraulic pressure of the controlled wheel is increased accordingly.

In the brake fluid pressure control device according to the second aspect of the present invention, the brake operation detecting device operates the brake operation member even during the control by at least one of the traction control means and the vehicle stability control means. If it is detected, the bypass cutoff valve is switched to the communication state. As a result, the master cylinder is made to communicate with the wheel cylinder corresponding to the hydraulic pressure control valve device that is kept in the cutoff state, and the master cylinder hydraulic pressure is transmitted.

According to the third aspect of the invention, the wheel cylinder of the non-driving wheel and the master cylinder are connected by the bypass passage bypassing the main fluid passage cutoff valve and the fluid pressure control valve device. When the bypass cutoff valve is set in the communicating state, the hydraulic pressure of the master cylinder can be transmitted to the wheel cylinders of the non-driving wheels. According to the invention of claim 4, the reference wheel
The brake operation status is reflected in the wheel cylinder fluid pressure of
It The wheel cylinder hydraulic pressure of the controlled wheel is
It is controlled based on the rotation speed.

[0019]

Supplementary Explanation of the Invention The present invention can be implemented in the following aspects in addition to the aspects described in the above claims. Embodiments are described in the form of implementations having the same form as the claims for convenience. It should be noted that an implementation claim that is further dependent on a plurality of claims or an implementation claim that depends on an implementation claim cannot necessarily be read for all of the plurality of claims or implementation claims, and can be read tangibly. It should be read only with respect to claims and / or embodiment clauses, that is, only with respect to claims and / or embodiment clauses in which precedents exist for citations. (1) Wheel cylinders for multiple wheels and master cylinder
It is provided in the common part of the main liquid passage that connects the
Communication between multiple wheel cylinders and master cylinder
Main fluid communication that can be switched between open and closed
A passage shutoff valve and the plurality of wheel cylinders in the main fluid passage.
At least a dedicated part is provided for each da
Also connects the main fluid passage shutoff valve with each wheel cylinder.
To the communication state and the disconnection state to block them.
A plurality of replaceable hydraulic pressure control valve devices and the main liquid passage
Portion between the main fluid passage shutoff valve and the fluid pressure control valve device
Is connected to a secondary hydraulic pressure source other than the master cylinder.
Shut off the main fluid passage shutoff valve from the sub fluid pressure source connection part
And each of the plurality of hydraulic control valve devices
Switch each to at least a communication state and a disconnection state
Wheels corresponding to each hydraulic control valve device
Hydraulic pressure control means for controlling the hydraulic pressure of each cylinder.
Brake fluid pressure control device
When the main fluid passage shutoff valve is turned off,
Some of the hydraulic control valve devices are in control and
At least for a period of time while the
Corresponds to the hydraulic pressure control valve device that is kept in the shut-off state
The hydraulic pressure of the master cylinder is transmitted to the wheel cylinder hydraulic pressure.
Features a master cylinder hydraulic pressure transmission device
Brake fluid pressure control device. (2) The fluid pressure control means shuts off the main fluid passage shutoff valve
In this state, some of the hydraulic pressure control valve devices are
At least by switching between open and closed states
Drives wheel cylinder hydraulic pressure Slip condition is proper
Traction control means for controlling the
At least a part of several hydraulic control valve devices are disconnected
By switching to the state
The vehicle is controlled so that the steering stability of the vehicle is good.
At least one of
The master cylinder hydraulic pressure transmission device is in the cutoff state.
Wheel cylinder corresponding to hydraulic control valve device
A liquid that keeps the master cylinder and the master cylinder in the cutoff state.
Bypass the pressure control valve device and the main fluid passage shutoff valve
The bypass passage to be connected and the bypass passage
The bypass that connects the bypass passage is blocked.
Bypass cutoff valve that can be switched to the disconnected state, and
Function control means and vehicle stability control means
At least while control is being performed by either one
Bypass that connects the bypass shutoff valve to one magnetism
Item (1), characterized in that it includes a shutoff valve control means
Brake fluid pressure control device. (3) Corresponds to the hydraulic pressure control valve device that is kept in the cutoff state.
(1) characterized in that the wheels are non-driving wheels or
The brake fluid pressure control device according to item (2). (4) The hydraulic control valve device has a pressure increasing position for communicating the wheel cylinder with the main fluid passage shutoff valve to shut off from the reservoir, and a holding position for shutting off both the main fluid passage shutoff valve and the reservoir. The brake fluid pressure control device according to any one of (1) to (3) , including a three-position electromagnetic directional switching valve that can be switched to a depressurized position that shuts off from the fluid passage shutoff valve and communicates with the reservoir. . The communication state described in item (1) corresponds to the pressure increasing position, and the disconnection state corresponds to the holding position or the pressure reducing position. When controlling the hydraulic pressure of the wheel cylinder, the electromagnetic directional control valve is appropriately switched between a pressure increasing position, a pressure reducing position and a holding position. When it is not necessary to increase the hydraulic pressure of the wheel cylinder, it may be in the holding position or the depressurizing position in the shutoff state, but it is desirable to keep it in the holding position. This is because if the master cylinder is held at the holding position, the hydraulic pressure of the wheel cylinder can be increased as it is when the master cylinder hydraulic pressure becomes high. (5) An electromagnetic on-off valve for increasing pressure, wherein the hydraulic control valve device can switch between a pressure increasing position for communicating the wheel cylinder and the main liquid passage cutoff valve and a cutoff position for cutting off the pressure, and the wheel. Provided in the middle of a decompression passage connecting the cylinder and the reservoir, including a decompression electromagnetic on-off valve switchable between a decompression position communicating these wheel cylinders and the reservoir and a blocking position blocking these,
The bypass passage connects the master cylinder and the wheel cylinder by bypassing the main fluid passage shutoff valve and the pressure-increasing electromagnetic on-off valve (2) or
The brake fluid pressure control device according to item (3) . The fluid pressure control valve device may include a pressure increasing electromagnetic on-off valve and a pressure reducing electromagnetic on-off valve, in which case the main fluid passage has a main fluid passage shutoff valve and a pressure increasing solenoid on-off valve. They are arranged in series.
Therefore, the wheel cylinder and the master cylinder are
The bypass passage connects the main liquid passage cutoff valve and the pressure-increasing electromagnetic on-off valve to connect them. (6) Any one of (2) to (5 ), wherein the bypass cutoff valve control means includes a communication state maintaining means for maintaining the bypass cutoff valve in a communication state while the main liquid passage cutoff valve is in a cutoff state. Brake fluid pressure control device according to any one of the above. Since the hydraulic pressure of the wheel cylinder corresponding to the hydraulic control valve device in the cutoff state is not the target of the traction control or the vehicle stability control, the hydraulic pressure may be in communication with the master cylinder during the control. However, the bypass control valve may be switched to the communication state when the master cylinder hydraulic pressure becomes equal to or higher than the set pressure, or may be switched to the communication state when the brake operating member is operated. The shutoff valve control means includes the communication state switching means when the condition is satisfied. Especially when the brake operating member is operated during vehicle stability control, as described above,
The effects of the present invention can be sufficiently enjoyed even if the master cylinder hydraulic pressure is switched after the hydraulic pressure becomes high. (7) The wheel cylinder hydraulic pressure is controlled by the hydraulic pressure control means switching each of the plurality of hydraulic pressure control valve devices to at least a communicating state and a shutoff state in a state where the main fluid passage shutoff valve is in a communicating state. Includes an anti-skid control means for controlling the brake slip state to be an appropriate state
The brake fluid pressure control device according to any one of (1) to (6) . The present brake fluid pressure control device can also perform anti-skid control. When the anti-skid control is performed, the main liquid passage cutoff valve may be maintained in the open state or the open state. If the communication state is maintained, the hydraulic fluid in the wheel cylinder is allowed to return to the master cylinder when the operating force of the brake operating member is relaxed during anti-skid control, and the driver's intention is good. It is reflected in the cylinder hydraulic pressure. On the other hand, if the cutoff state is maintained, kickback during the anti-skid control of the brake pedal as the brake operating member is prevented. (8) The hydraulic pressure control means includes a reference wheel rotational speed-dependent hydraulic pressure control means for controlling the magnitude of the wheel cylinder hydraulic pressure based on the rotational speed of a reference wheel, and the master cylinder hydraulic pressure transmission device includes: The brake fluid pressure control device according to any one of (1) to (7) , including master cylinder fluid pressure reference wheel transmission means for transmitting the hydraulic pressure of the master cylinder to the wheel cylinder of the reference wheel. The target rotation speed of the control target wheel is determined based on the rotation speed of the reference wheel, and the wheel cylinder hydraulic pressure is controlled so that the rotation speed of the control target wheel becomes the target rotation speed. When the hydraulic pressure of the master cylinder is transmitted to the wheel cylinder of the reference wheel by the master cylinder hydraulic pressure reference wheel transmission means, if the hydraulic pressure of the master cylinder becomes high, the hydraulic pressure of the wheel cylinder of the reference wheel is accordingly increased. Becomes higher and the rotation speed is reduced. As a result, the target rotation speed of the controlled wheel is reduced, and the hydraulic pressure in the wheel cylinder is increased. In this way, if the hydraulic pressure of the master cylinder is transmitted to the wheel cylinder of the reference wheel, the hydraulic pressure of the wheel cylinder of the reference wheel can be set to a height corresponding to the operating force of the brake operating member of the driver. Instead, it becomes possible to reflect the brake operation of the driver on the hydraulic pressure of the wheel cylinder of the controlled wheel. The reference wheel is often a non-driving wheel, but may be a driving wheel. (9) The plurality of wheel cylinders include a wheel cylinder for driving wheels and a wheel cylinder for non-driving wheels, and the master cylinder hydraulic pressure transmission device transmits hydraulic pressure of the master cylinder to the wheel cylinders for non-driving wheels. The brake hydraulic pressure control device according to any one of items (1) to (8) , including a master cylinder hydraulic pressure non-driving wheel transmission device. In one brake system, the wheel cylinders of the driving wheels and those of the non-driving wheels are connected to each other, for example, when the brake control device is provided in a diagonal two-system hydraulic braking device mounted on a two-wheel drive vehicle. That is the case. In this case, the master cylinder hydraulic pressure non-driving wheel transmission device transmits the hydraulic pressure of the master cylinder to the wheel cylinders of the non-driving wheels. If the non-driving wheels are the front wheels,
The master cylinder hydraulic non-driving wheel transmission device corresponds to the master cylinder hydraulic pressure front wheel transmission device, and when it is the rear wheel, corresponds to the master cylinder hydraulic pressure rear wheel transmission device. On the other hand, when the brake hydraulic pressure control device is provided in a diagonal two-system hydraulic brake device mounted on a rear-wheel drive vehicle, spin suppression control is performed, for example, on the wheel cylinder of the front outer wheel of the turning wheel. It is performed by controlling the hydraulic pressure of, and the reference wheel may be the turning inner wheel on the rear wheel side. In this case, it is desirable that the master cylinder hydraulic pressure drive wheel transmission device transmits the hydraulic pressure of the master cylinder to the wheel cylinder of the drive wheel that is the reference wheel. (10) A master cylinder hydraulic pressure in which the plurality of wheel cylinders include two non-driving wheel wheel cylinders, and the master cylinder hydraulic pressure transmission device transmits the master cylinder hydraulic pressure to each of the two non-driving wheel wheel cylinders. The brake fluid pressure control device according to any one of items (1) to (8), which is a non-driving wheel transmission device. (11) Master cylinder hydraulic pressure that the master cylinder hydraulic pressure transmission device can switch between a first transmission state in which the master cylinder hydraulic pressure is transmitted to one wheel cylinder and a second transmission state in which the master cylinder hydraulic pressure is transmitted to the other wheel cylinder. The brake fluid pressure control device according to any one of items (1) to (10), which includes an alternative transmission device. The plurality of wheel cylinders include wheel cylinders of two non-driving wheels, for example, non-driving wheels when the present brake hydraulic pressure control device is provided in a front and rear two-system hydraulic braking device of a two-wheel drive vehicle. In the side brake system. In the brake system on the non-driving wheel side, the master cylinder hydraulic pressure is transmitted to each wheel cylinder of the non-driving wheel. As described above, in the drift-out suppression control, the hydraulic pressure control valve device corresponding to the wheel cylinders of both drive wheels and the hydraulic pressure control valve device corresponding to the wheel cylinder of the turning inner wheel of the non-drive wheels are set to the control state. Therefore, in the brake system on the non-driving wheel side, the hydraulic pressure control valve device corresponding to the wheel cylinder of the turning inner wheel is brought into the control state, and the wheel cylinder of the turning outer wheel is kept in the cutoff state. However, which hydraulic pressure control device is brought into the control state is not predetermined. Therefore, it is desirable to selectively transmit the master cylinder hydraulic pressure as described in this section . For example, each of the two wheel cylinders is provided with a bypass passage and a bypass cutoff valve that are connected to the master cylinder, and the bypass cutoff valve corresponding to the hydraulic control valve device in the controlled state is cut off and kept in the cutoff state. It is also possible to put the bypass cutoff valve corresponding to the hydraulic pressure control valve in the communicating state. However, a directional switching valve is provided in place of these two bypass cutoff valves, and the master cylinder hydraulic pressure is selected by the directional switching valve. It is also possible to be transmitted. The effect of the present invention can be enjoyed even if the brake fluid pressure control device of this section is provided in the drive wheel side brake system. In the spin suppression control in which the wheel to be controlled is the outer turning wheel of the driving wheel, the hydraulic control valve device corresponding to the wheel cylinder of the inner turning wheel is kept in the shut-off state. Therefore, if the hydraulic pressure of the master cylinder is transmitted to the wheel cylinder of the turning inner wheel, the hydraulic pressure according to the operating force of the brake operating member can be transmitted to the wheel cylinder. The wheel cylinder to which the hydraulic pressure of the master cylinder is transmitted is not always the reference wheel. Also, the same effect can be obtained by providing the hydraulic brake device mounted on the four-wheel drive vehicle. further,
If it is installed in the hydraulic brake system of the DIAGOYAL 2 system type,
Regardless of whether the control target wheel is a driving wheel or a non-driving wheel (whether the reference wheel is a non-driving wheel or a driving wheel), the master cylinder hydraulic pressure is transmitted to one of the wheel cylinders. It will be possible. (12) It is provided in a common portion of the main fluid passage that connects the wheel cylinders of the plurality of wheels and the master cylinder, and can be switched between a communication state in which the plurality of wheel cylinders and the master cylinder are in communication and a shut-off state in which they are cut off. A main liquid passage cutoff valve, and a communication state that is provided in a dedicated portion of each of the plurality of wheel cylinders of the main liquid passage, and that communicates at least the main liquid passage cutoff valve and each wheel cylinder. A plurality of hydraulic pressure control valve devices that can be switched to a shutoff state that shuts off the main cylinder, and a master cylinder provided in a portion of the main fluid passage between the main fluid passage shutoff valve and the hydraulic pressure control valve device. A sub-hydraulic pressure source connecting portion that is connected to another sub-hydraulic pressure source and the main fluid passage shutoff valve in a shutoff state, and each of the plurality of hydraulic pressure control valve devices is reduced. To the brake fluid pressure control device including the fluid pressure control means for controlling the fluid pressure of the wheel cylinder corresponding to each fluid pressure control valve device by switching between the communication state and the cutoff state. While the main fluid passage shutoff valve is shut off, at least a period of time while a part of the plurality of hydraulic control valve devices is in a control state and the rest is kept in a shutoff state,
A brake fluid pressure control device provided with a brake operation state reflection device that reflects the operation state of the brake operation member of the driver to the wheel cylinder fluid pressure corresponding to the fluid pressure control valve device kept in the cutoff state. According to the brake fluid pressure control device of this item, the operating state of the brake operating member of the driver is reflected in the wheel cylinder fluid pressure. For example, a brake operation detection device that detects an operation state such as an operation force or an operation stroke of the brake operation member is provided, and the hydraulic pressure of the wheel cylinder is increased according to the operation state detected by the brake operation detection device. . When increasing pressure,
The hydraulic fluid of the auxiliary hydraulic pressure source, the hydraulic fluid of the master cylinder, or the hydraulic fluid of a third hydraulic pressure source other than the master cylinder and the auxiliary hydraulic pressure source may be used. .

[0020]

BEST MODE FOR CARRYING OUT THE INVENTION A hydraulic brake device having a brake hydraulic pressure control device according to an embodiment of the present invention will be described below in detail with reference to the drawings. The hydraulic brake device shown in FIG. 1 is of a two-diagonal type, and reference numeral 10 is a master cylinder. The master cylinder 10 is
It is of a tandem type in which two pressurizing chambers independent of each other are arranged in series, and is connected to a brake pedal 12 as a brake operating member via a booster 11. In accordance with the operating force of the brake pedal 12 by the driver, hydraulic pressures of the same height are generated in the two pressurizing chambers.

In one pressurizing chamber of the master cylinder 10,
Front wheel cylinder 16 of right front wheel 14 and left rear wheel 1
8 rear wheel cylinders 20 are respectively connected,
An unillustrated front wheel cylinder for the left front wheel and a rear wheel cylinder for the right rear wheel are connected to the other pressurizing chamber. The two brake systems extending from each pressurizing chamber of the master cylinder 10 are diagonally configured independently of each other. A vehicle equipped with the hydraulic brake device is a front-wheel drive vehicle. Therefore, 1
One front wheel cylinder, which is a driving wheel, and one rear wheel cylinder, which is a non-driving wheel, are connected to each of the two braking systems. Hereinafter, only the brake system in which the front wheel cylinder 16 and the rear wheel cylinder 20 are connected will be described in detail, and the other brake systems have the same configuration, and thus the description thereof will be omitted.

One pressurizing chamber of the master cylinder 10 is connected to the rear wheel cylinder 20 by a main liquid passage 22. A sub liquid passage 24 is branched from the middle of the main liquid passage 22, and a front wheel cylinder 16 is connected to the tip thereof. In the portion of the main liquid passage 22 closer to the master cylinder 10 than the connection position of the auxiliary liquid passage 24 is,
A main liquid passage shutoff valve 30 which is a normally open on-off valve is provided. The main liquid passage cutoff valve 30 is provided at a common portion of the liquid passages that connect the master cylinder 10 and the wheel cylinders 20 and 16, respectively. Main liquid passage 22
Further, a bypass passage 32 that bypasses the main liquid passage cutoff valve 30 is connected to the bypass passage 32, and a check valve 34 is provided in the bypass passage 32. The check valve 34 blocks the flow of the hydraulic fluid in the direction toward the master cylinder 10, but allows the flow in the opposite direction. As will be described later, when the main fluid passage shutoff valve 30 is in the shutoff state, the brake pedal 12
This is provided in order to transmit the hydraulic pressure to the front wheel cylinder 16 or the rear wheel cylinder 20 when the hydraulic pressure in the pressurizing chamber becomes high due to the depression of.

The hydraulic brake system is provided with a reservoir 42. A pressure increasing passage 50 provided with a pump 44 and two check valves 46 and 48 extends from the reservoir 42 and serves as a sub-fluid pressure source connecting portion of the main fluid passage 22 downstream of the main fluid passage shutoff valve 30. It is connected to the pump connecting portion 51 and to the auxiliary liquid passage 24. Pump 44
Are driven by a motor 52. The discharge port of the pump 44 is also connected to the master cylinder 10 via a relief valve 54. When the discharge pressure of the pump 44 becomes equal to or higher than the set pressure of the relief valve 54 during the traction control or the vehicle stability control, the hydraulic fluid is returned to the master cylinder 10.

A pressure increasing valve 60, which is an electromagnetic pressure increasing / decreasing valve, is provided in a portion of the main liquid passage 22 closer to the rear wheel cylinder 20 than the pump connecting portion 51. The pressure increasing valve 60 bypasses the pressure increasing valve 60. A check valve 62 is provided in the. The check valve 62 allows the flow in the direction from the rear wheel cylinder 20 to the main fluid passage shutoff valve 30, but blocks the flow in the reverse direction, and the driver's depression of the brake pedal 12 is relaxed. In this case, the hydraulic fluid of the rear wheel cylinder 20 is provided to quickly return it to the master cylinder 10. Further, a pressure reducing valve 64, which is an electromagnetic opening / closing valve for pressure reducing, is provided in the pressure reducing passage that connects the rear wheel cylinder 20 and the reservoir 42. The pressure increasing valve 60, the pressure reducing valve 64 and the like constitute a hydraulic pressure control valve device 65.

When the pressure increasing valve 60 is in the open state and the pressure reducing valve 64 is in the closed state, the wheel cylinder 20 is provided with the pump 44.
The discharge ports are communicated with each other, and the liquid pressure is increased. Booster valve 6
When 0 is shut off and the pressure reducing valve 64 is shut off, the wheel cylinder 20 is shut off from both the discharge port of the pump 44 and the reservoir 42, so that the hydraulic pressure is maintained. When the pressure increasing valve 60 is closed and the pressure reducing valve 64 is opened, the wheel cylinder 20 is cut off from the discharge port of the pump 44 and communicated with the reservoir 42, and the hydraulic pressure is reduced. The state in which the pressure increasing valve 60 is in the communicating state corresponds to the communicating state of the hydraulic pressure control valve device 65 in the claims.
Is in the cutoff state corresponds to the cutoff state of the hydraulic pressure control valve device 65, but in the present embodiment, the pressure reducing valve 64 is in the communication state when the hydraulic pressure control valve device 65 is in the cutoff state. The state and the state in the cutoff state are included. If the pressure increasing valve 60 is in the shut-off state, the pressure reducing valve 64 may be in the communicating state or in the shut-off state. However, as will be described later, the hydraulic pressure of the master cylinder 10 is transmitted to the wheel cylinders 20. It is desirable that the pressure reducing valve 64 be turned off.

Similarly, a pressure increasing valve 66 is provided at a portion of the auxiliary liquid passage 24 closer to the front wheel cylinder 16 than the pump connecting portion.
A check valve 68 is provided in the bypass passage that bypasses the pressure increasing valve 66, and a pressure reducing valve 70 is provided in the middle of the pressure reducing passage that connects the front wheel cylinder 16 and the reservoir 42. These booster valves 6
6 and the pressure reducing valve 70 and the like constitute a hydraulic pressure control valve device 71. As described above, the pressure increasing valves 60 and 66 are provided in the wheel cylinders 20 and 1 of the main liquid passage 22 and the sub liquid passage 24, respectively.
6, which is provided in a dedicated portion for the main liquid passage shutoff valve 3
0 and the pressure increase valves 60 and 66 are the main liquid passage 22 and the sub liquid passage 2
4 will be arranged in series with each other.

The reservoir 42 is connected to the master cylinder 10 by a reservoir passage 78 via an inflow control valve 76. The inflow control valve 76 is closed when the reservoir chamber 80 contains a preset amount of hydraulic fluid.
The hydraulic fluid is pumped up by the pump 44 so that the reservoir chamber 8
When 0 is set to a negative pressure, the piston 82 is moved and the inflow control valve 76 is switched to the open state by the valve opening member 84. As a result, the hydraulic fluid in the master cylinder 10 is supplied to the reservoir chamber 80.

The master cylinder 10 and the rear wheel cylinder 20 are composed of the main fluid passage shutoff valve 30 and the pressure increasing valve 60.
A bypass cutoff valve 92 is provided in the middle of the bypass passage 90. When the bypass cutoff valve 92 is in the communication state, the master cylinder 10 and the rear wheel cylinder 20 are maintained in the communication state even if the main liquid passage cutoff valve 30 and the pressure increasing valve 60 are in the cutoff state. Therefore, the hydraulic pressure of the master cylinder 10 can be transmitted to the rear wheel cylinder 20.

The hydraulic brake system includes an anti-skid control computer 100, a traction control computer 102, and a vehicle stability control computer 10.
Hydraulic pressure control device 10 including a plurality of computers such as 4
6 is provided. The electromagnetic control valves 30, 60, 6
4, 66, 70, 92 and the motor 52 are connected to the hydraulic pressure control device 106 via a drive circuit 108, and are individually controlled based on commands from these control means 100 to 104. Anti-skid control computer 1
00, the wheel speed sensors 110 and 112 for detecting the rotation speeds of the wheels 14 and 18, the brake pedal 12
Brake switch 114 for detecting that the vehicle is depressed
Etc. are connected to the ROM, and the ROM estimates the vehicle body speed based on the rotational speed and also estimates the slip state of each wheel 14, 18 based on the vehicle body speed. A plurality of programs such as an anti-skid control program that determines the pressure increasing mode, the holding mode, the pressure reducing mode, etc. based on the slip state and the like are stored. The hydraulic pressures of the front and rear wheel cylinders 16 and 20 are separately controlled so that the braking slip states of the wheels 14 and 18 are in proper states.

The input portion of the traction control computer 102 is connected to the wheel speed sensors 110 and 112, an accelerator switch 116 for detecting depression of an accelerator pedal (not shown), etc., and a ROM.
Includes a drive slip calculation program that estimates the vehicle speed based on these input signals, and also estimates the drive slip state of the right front wheel 14 that is the drive wheel, and the pressure increase mode based on the drive slip state of the drive wheel. , Holding mode,
A plurality of programs such as a traction control program for determining the pressure reduction mode and the like are stored. The hydraulic pressure of the front wheel cylinder 16 is controlled so that the drive slip state of the right front wheel 14 becomes appropriate. Further, the opening of the sub throttle valve is also controlled according to the drive slip state.

Vehicle stability control computer 1
In addition to the wheel speed sensors 110 and 112, a lateral G sensor 12 for detecting the lateral acceleration of the vehicle is provided in the input section 04.
0, a yaw rate sensor 122 for detecting a yaw rate, a steering angle sensor 124 for detecting a steering angle of a steering wheel (not shown), etc. are connected. The ROM stores a plurality of programs such as a stability control program for estimating a vehicle state based on these input signals and performing spin suppression control and drift-out suppression control based on the estimated vehicle state. Has been done. The front wheel cylinder fluid pressure of the turning outer wheel of the drive wheels is controlled so that the steering stability of the vehicle is good, and the wheel cylinders of both driving wheels and the turning inner wheel of the non-driving wheels are wheel cylinders. The hydraulic pressure is controlled. Further, the opening of the sub throttle valve is also controlled according to the state of the vehicle.

The operation of the hydraulic brake device constructed as above will be described. At all times, each electromagnetic control valve 30, 60, 64, 66, 70, 92 is in the original position shown. When the brake pedal 12 is depressed, a hydraulic pressure corresponding to the pressure is generated in each pressurizing chamber of the master cylinder 10, and the working fluid passes through the main fluid passage 22 and the sub-fluid passage 24, and the rear wheel and the front wheel. It is supplied to the cylinders 20 and 14. The rear wheel cylinder 20 also has hydraulic fluid supplied through the bypass passage 90. When the brake pedal 12 is released, the hydraulic fluid in the rear wheel cylinder 20 is returned to the master cylinder via the pressure increasing valve 60, the check valve 62, the main fluid passage shutoff valve 30, and the bypass passage 90. It will be returned. The hydraulic fluid in the front wheel cylinder 16 is supplied to the pressure increasing valve 66, the check valve 68,
It is returned via the main liquid passage shutoff valve 30.

When the anti-skid control start condition such as an excessive braking slip of at least one wheel is satisfied, the anti-skid control is started. With the main fluid passage shutoff valve 30 kept in the open state and the bypass shutoff valve 92 switched to the shutoff state, the pressure increasing valve 60 and the pressure reducing valve 64 are switched to the open state and the shutoff state, respectively. The hydraulic pressure of the pressure control valve 66,
The pressure of the front wheel cylinder 16 is controlled by controlling the pressure reducing valve 70. The braking slip state of each wheel 18, 14 is controlled so as to be in an appropriate state. If the depression of the brake pedal 12 is released during the anti-skid control, the hydraulic fluid in the rear wheel cylinder 20 is returned via the pressure increasing valve 60 and the main liquid passage cutoff valve 30 if the pressure increasing valve 60 is in the communicating state, It may be returned via the check valve 62 and the main liquid passage shutoff valve 30. If the booster valve 60 is in the shut-off state, the check valve 62 and the main fluid passage shut-off valve 30
Returned through. Similarly, the hydraulic fluid in the front wheel cylinder 16 is also returned through the pressure increasing valve 66 or the check valve 68 and the main fluid passage shutoff valve 30 which are in the communicating state. As described above, since the main fluid passage cutoff valve 30 is kept in the communicating state during the anti-skid control, it becomes possible to satisfactorily return the hydraulic fluid in the wheel cylinders 20 and 16 to the master cylinder 10.

When the traction control start condition such as excessive driving slip of the front wheels is satisfied, the traction control is started. The throttle valve opening is reduced,
The hydraulic pressure of the front wheel cylinder is controlled. In the illustrated brake system, the hydraulic pressure of the front wheel cylinder 16 of the right front wheel 14 is controlled. With the main liquid passage shutoff valve 30 kept in the shutoff state, the booster valve 6
6, the pressure reducing valve 70 is switched between the communication state and the cutoff state, respectively.
Is controlled so that the drive slip state of the right front wheel 14 becomes an appropriate state. At the start of the traction control, the reservoir chamber 80 of the reservoir 42 contains almost no hydraulic fluid. Therefore, the pump 44 is driven to drive the reservoir chamber 80.
Is made a negative pressure, the inflow control valve 76 is opened, and the hydraulic fluid of the master cylinder 10 is supplied. In the traction control, it is not necessary to increase the hydraulic pressure of the rear wheel cylinder 20 of the left rear wheel 18 which is a non-driving wheel, so that the pressure increasing valve 60 is kept in the closed state and the pressure reducing valve 64 is also kept in the closed state. Be drunk Further, the bypass cutoff valve 92 is maintained in the communicating state. Even if the rear wheel cylinder 20 is in communication with the master cylinder 10 at atmospheric pressure, there is no effect on traction control.

Brake pedal 12 during traction control
When is depressed, the hydraulic fluid in the master cylinder 10 is supplied to the rear wheel cylinder 20 via the bypass passage 90, and the hydraulic pressure in the rear wheel cylinder 20 is immediately increased. The traction control is ended when an ending condition such as a fully closed state of a main throttle valve (not shown) is satisfied, but the accelerator pedal is not depressed at the time when the brake pedal 12 is depressed.
The traction control end condition is satisfied. The main liquid passage cutoff valve 30 is switched to the communicating state, and the pressure increasing valves 60 and 66 are switched to the communicating state. However, these electromagnetic control valves are not immediately switched, but switched after the brake pedal 12 is depressed. On the other hand, in the present embodiment, the bypass cutoff valve 92 is maintained in the communicating state during the entire traction control period, so that the master cylinder 1
The hydraulic pressure of 0 is immediately transmitted, and the rear wheel cylinder 20
The delay in increasing the hydraulic pressure is reduced. The braking delay at the end of traction control can be reduced.

Further, in this embodiment, a bypass passage 32 and a check valve 34 that bypass the main liquid passage cutoff valve 30 are provided. As the brake pedal 12 is stepped on, the master cylinder hydraulic pressure is increased and the master cylinder 1
When the hydraulic pressure of 0 becomes higher than the hydraulic pressure in the vicinity of the pump connecting portion 51, the working fluid of the master cylinder 10 is supplied to the downstream side of the main fluid passage cutoff valve 30 via the bypass passage 32. Even if the main fluid passage shutoff valve 30 is shut off, if the pressure booster valve 66 is in the open state, the working fluid becomes the front wheel cylinder 1.
6, the hydraulic pressure of the front wheel cylinder 16 is increased. The pressure increase delay at the end of traction is reduced.

Brake pedal 12 during traction control
When the anti-skid control start condition such as the braking slip of at least one wheel becomes excessive due to stepping on, the anti-skid control is started. In that case, the bypass shutoff valve 92 is switched to the shutoff state, the main fluid passage shutoff valve 30 is switched to the communication state, and the hydraulic pressure control valve devices 65 and 71 are controlled respectively.

Next, the case where the vehicle stability control is performed will be described. In vehicle stability control, spin suppression control is performed when the vehicle is estimated to be in a spin state (strong oversteer state), and when it is estimated to be in a drift-out state (strong understeer state). Drift-out suppression control is performed. Whether or not the vehicle is in the spin state is estimated based on the spin value SV. The lateral slip acceleration Vyd is obtained from the vehicle body speed V estimated based on the wheel rotation speed, the lateral acceleration Gy, and the yaw rate γ according to the formula (Vyd = Gy−V * γ), and the lateral slip acceleration Vyd is integrated to obtain the lateral slip velocity Vy. Is required. This side slip velocity V
Let y be the spin value SV. When the absolute value of the spin value SV is greater than or equal to the set value SV ₀ , it is estimated that the spin state is in the spin state.

Further, whether or not the vehicle is in the drift-out state is estimated based on the drift value DV.
Vehicle speed V, steering angle θ, stability factor K
From h, the steering gear ratio N, and the wheel base L, the target yaw rate γt is obtained according to the formula γt = (V * θ) / {(1 + Kh * V ² ) * N * L}, and the delay time constant T
The target yaw rate phase adjustment process is performed using the r and Laplace operators s in accordance with the equation γti = γt / (1 + Tr * s). Target yaw rate γ after the phase adjustment
The deviation {γ * (γti−γ)} between ti and the actual yaw rate γ is obtained, and the deviation is set as the drift value DV. When the drift value DV is equal to or larger than the set value DV ₀ , it is estimated that the drift value is in the drift-out state.

If the spin state is estimated,
The hydraulic pressure of the front wheel cylinder of the turning outer wheel of the front wheel as the driving wheel is controlled. The spin control amount Sc is obtained from a table (not shown) based on the spin value SV, and the rotation speed corresponding control amount (Cf = Sc * Kf) is obtained by multiplying the spin control amount Sc by the front wheel coefficient Kf. Based on the corresponding control amount Cf and the wheel speed Vrin of the inner turning wheel of the rear wheels as the non-driving wheels, the target wheel speed Vtfout of the outer turning wheel of the front wheel is obtained according to the formula Vtfout = (1-Cf) * Vrin. Here, the control amount Cf corresponding to the rotation speed
Is a value between 0 and 1. From this target wheel speed Vtfout, the actual wheel speed Vfout, and the positive coefficient Kp, the drive duty ratio Drfout can be obtained according to the expression Drfout = Kp (Vfout-Vtfout). As described above, in the present embodiment, the turning inner wheel of the non-driving wheel is the reference wheel, and the turning outer wheel of the driving wheel is the control target wheel. The target rotation speed of the control target wheel is obtained based on the rotation speed of the reference wheel, and the wheel cylinder hydraulic pressure is controlled so that the rotation speed of the control target wheel becomes the target rotation speed. As is clear from the above equation, if the rotational speed corresponding control amount Cf is the same, the target wheel speed Vtfout decreases and the drive duty ratio Drfout increases when the wheel speed Vfin of the turning inner wheel decreases.

When the wheel to be controlled corresponds to the front right wheel 14, the hydraulic pressure control valve device 71 is controlled with the main fluid passage shutoff valve 30 switched to the shutoff state. If the drive duty ratio is equal to or greater than the positive set value, the pressure increase mode is set, if the drive duty ratio is less than the positive set value and greater than the negative set value, the hold mode is set, and if the drive duty ratio is less than the negative set value. The decompression mode is set. Further, in the hydraulic control valve device 65, both the pressure increasing valve 60 and the pressure reducing valve 64 are kept in the closed state, and the bypass cutoff valve 92 is kept in the communicating state. The hydraulic pressure of the front wheel cylinder 16 of the right front wheel 14 is controlled so that the spin state is suppressed, but the hydraulic pressure of the rear wheel cylinder 20 of the left rear wheel 18 as the reference wheel is not controlled.

When the brake pedal 12 is depressed during the spin suppression control, the hydraulic pressure in the master cylinder 10 increases, and the hydraulic pressure is transmitted to the rear wheel cylinder 20 via the bypass passage 90. Rear wheel cylinder 2
The hydraulic pressure of 0 increases, and the wheel speed of the left rear wheel 18 decreases. As a result, the target rotation speed of the right front wheel 14 is reduced, the drive duty ratio is relatively increased, and the hydraulic pressure in the front wheel cylinder 16 is relatively increased. As described above, in the present embodiment, since the hydraulic pressure of the master cylinder 10 is transmitted to the rear wheel cylinder 20 of the reference wheel, the rear wheel cylinder 20 is operated according to the operation of the brake pedal 12 by the driver. The hydraulic pressure can be transmitted, and the hydraulic pressure of the front wheel cylinder 16 of the wheel to be controlled can be set to a height corresponding to the hydraulic pressure. It is possible to perform the spin suppression control while generating the braking force according to the driver's intention.

On the other hand, when it is estimated that the vehicle is in the drift-out state, the hydraulic pressures of the front wheel cylinders of the front left and right wheels, which are the driving wheels, and the rear wheel cylinders of the inner turning wheel, which are the rear wheels that are the non-driving wheels, are controlled. . The wheels to be controlled are the turning inner wheels of the left and right front wheels and the rear wheels, and the reference wheel is the turning outer wheel of the rear wheels. Similar to the spin suppression control described above, the drift control amount Dc is obtained from a table (not shown) based on the drift out value DV, and the rotational speed corresponding control amounts Cf, Cr based on the drift control amount Dc.
Is calculated according to the formula Cf = Dc * Kf by multiplying the drift control amount Dc by the above-mentioned front wheel coefficient Kf for the left and right front wheels, and the drift control amount Dc for the rear wheels.
By multiplying the rear wheel coefficient Kr by the equation Cr = Dc * K
It is calculated according to r. Next, the control amount C corresponding to the rotation speed
Based on f, Cr and the wheel speed Vrout of the reference wheel, the target wheel speeds Vtfout, Vtfin and Vtrin of the controlled wheel are
These are respectively obtained according to the formulas Vtfout = (1-Cf) * Vrout Vtfin = (1-Cf) * Vrout Vtrin = (1-Cr) * Vrout, and like the case of the spin suppression control, the drive duty ratios Drfout, Drfin, Drrin is obtained according to the equations Drfout = Kp (Vfout-Vtfout) Drfin = Kp (Vfin-Vtfin) Drrin = Kp (Vrin-Vtrin).

When the reference wheel corresponds to the left rear wheel 18,
In a brake system (not shown), both hydraulic pressure control valve devices are in the control state, whereas in this brake system, the hydraulic pressure control valve device 71 is in the control state, but in the hydraulic pressure control valve device 65, it is increased. Both the pressure valve 60 and the pressure reducing valve 64 are kept closed. Further, in the other brake system, the bypass cutoff valve (not shown) is kept in the cutoff state, but in this brake system, the bypass cutoff valve 92 is kept in the open state. If the brake pedal 12 is depressed during the drift-out suppression control, the master cylinder pressure is transmitted to the rear wheel cylinder 20 as in the case of the spin suppression control. The hydraulic pressure of the rear wheel cylinder 20 is increased, and the wheel speed of the left rear wheel 18 is reduced. Along with this, the target rotation speeds of the other three control target wheels are reduced, and the drive duty ratio is increased. The wheel cylinder fluid pressure is increased. Further, in the present embodiment, the master cylinder hydraulic pressure transmission device is configured by a portion that keeps the bypass cutoff valve 92 in the communicating state while the bypass cutoff valve 92 and the hydraulic pressure control device 106 are controlled. Here, the master cylinder hydraulic pressure transmission device is either a master cylinder hydraulic pressure non-drive wheel transmission device or a master cylinder hydraulic pressure reference wheel transmission device.

As described above, according to this embodiment, since the anti-skid control is performed with the main liquid passage shutoff valve 30 kept in the communicating state, the depression of the brake pedal 12 is released during the anti-skid control. In this case, the hydraulic fluid in both the front and rear wheel cylinders 16 and 20 can be properly returned to the master cylinder 10.

Further, since the bypass cutoff valve 92 is maintained in the communicating state during the traction control, even if the brake pedal 12 is depressed during the traction control, the delay in braking effectiveness can be reduced. Further, when the brake pedal 12 is depressed during the vehicle stability control, the hydraulic pressure of the master cylinder 10 can be transmitted to the rear wheel cylinder 20 of the reference wheel. When the rotation speed of the reference wheel is reduced, the target rotation speed of the controlled wheel is accordingly reduced, and as a result, the wheel cylinder hydraulic pressure is relatively increased. In this way, the brake cylinder 12 of the driver is attached to the wheel cylinder 20 of the reference wheel.
The hydraulic pressure according to the operating force of the wheel cylinder 16 of other wheels to be controlled can be transmitted,
The height can be controlled according to the operating force. As described above, when the brake pedal 12 is operated during the vehicle stability control, the braking force according to the driver's intention is obtained while controlling the vehicle so that the steering stability is good. Can be done.

In the above embodiment, the bypass cutoff valve 92 is maintained in the communicating state during the vehicle stability control, but when the depression of the brake pedal 12 is detected (the brake switch 114 is turned on). The communication state may be switched to when the output signal is switched from OFF to ON) or when the hydraulic pressure of the master cylinder 10 becomes higher than the set pressure. On the other hand, when the vehicle stability control is terminated at the time when the depression of the brake pedal 12 is detected, the bypass cutoff valve 92 is controlled during the control as in the first embodiment. It is desirable to maintain communication. Brake pedal 1 during traction control
As in the case where 2 is depressed, it is possible to reduce the braking delay. Further, the hydraulic pressure control valve device 6
5, 71 may include a three-position electromagnetic directional control valve 150, as shown in FIG. In the present embodiment, the master cylinder 10 and the rear wheel cylinder 20 are connected to the main fluid passage shutoff valve 3 by the bypass passage 90.
0 and the electromagnetic directional control valve 150 are bypassed and connected.

Further, in the above embodiment, the brake hydraulic pressure control device is provided in the diagonal two-system type hydraulic brake device, but it may be provided in the front and rear two-system hydraulic brake device. Also, the hydraulic brake device
It may be mounted on a front-wheel drive vehicle or a rear-wheel drive vehicle. Further, the bypass cutoff valve 92 may be a normally closed valve. FIG. 3 shows a front and rear two-system hydraulic brake device mounted on a rear-wheel drive vehicle. Left and right rear wheel rear wheel cylinders 200, 202 as driving wheels are connected to one pressurizing chamber of the master cylinder 10 by liquid passages 204, 206, respectively, and the other pressurizing chamber serves as a non-driving wheel. Front wheel cylinders 210, 212 for the left and right front wheels are connected by liquid passages 214, 216, respectively. As shown in the figure, the rear wheel cylinders 200, 2 for the drive wheels
In one brake system to which 02 is connected, the bypass passage and the bypass cutoff valve in the above embodiment are not provided. During the traction control, the main fluid passage cutoff valve 218 is switched to the cutoff state, and both the hydraulic pressure control valve devices 220 and 222 are surely set to the control state, and the reference wheel in the vehicle stability control is in the present embodiment. Is a non-driving wheel, so that it is not necessary to transmit the hydraulic pressure of the master cylinder 10 to the wheel cylinder of the driving wheel.

Wheel cylinder 21 for the other non-driving wheel
The brake system to which 0 and 212 are connected is provided with a bypass passage 234 that connects the front wheel cylinder 210 and the master cylinder 10 by bypassing the main liquid passage cutoff valve 230 and the pressure increasing valve 232.
The bypass passage 234 is provided with a bypass shutoff valve 236 which is a normally closed on-off valve. Similarly, a bypass passage 242 that connects the front wheel cylinder 212 and the master cylinder 10 by bypassing the main liquid passage cutoff valve 230 and the pressure increasing valve 240 is provided, and a bypass cutoff valve 244 is provided. When the drift-out suppression control is performed, it is not predetermined which of the left and right front wheels is to be the control target wheel. Therefore, the master cylinder 10 and each of the front wheel cylinders 210 and 212 are connected to each other. Bypass passages 234 and 242 are provided.

In the anti-skid control, as in the above embodiment, in the brake system on the non-driving wheel side, the main fluid passage shutoff valve 230 is kept in the open state and the bypass shutoff valves 236, 244 are shut off. In the state of being kept,
The hydraulic pressure control valve device 251 including the pressure increasing valve 232 and the pressure reducing valve 250, and the hydraulic pressure control valve device 253 including the pressure increasing valve 240 and the pressure reducing valve 252 are brought into control states, respectively. If the depression of the brake pedal 12 is released during the anti-skid control, the hydraulic fluid in the front wheel cylinders 210 and 212 is returned to the master cylinder 10 via the main fluid passage cutoff valve 230 in the communicating state. In the brake system on the drive wheel side, the hydraulic pressure control valve devices 218 and 220 are controlled with the main fluid passage cutoff valve 218 kept in the communicating state.

Since the traction control is performed on the rear wheel cylinders 200 and 202 of the rear wheels as the driving wheels, the brake system on the non-driving wheel side is kept at the original position shown in the figure. When the spin suppression control is performed, the rear wheel cylinder hydraulic pressure of the turning outer wheel of the drive wheel is
The control is performed based on the wheel speed of the inner wheel that is turning the non-driving wheel.
In the drive wheel side brake system, the main fluid passage shutoff valve 2
One of the hydraulic pressure control valve devices 218 and 220 is brought into a controlled state in a state in which 18 is switched to the cutoff state, but in the brake system on the non-driving wheel side, it is kept at the original position shown. Therefore, the bypass cutoff valve 236,
The hydraulic pressure of the master cylinder 10 is transmitted to the front wheel cylinders 210 and 212 without making the 244 in the communication state.

When the drift-out suppressing control is performed, in the brake system on the drive wheel side, both the hydraulic pressure control valve devices 218 and 220 are operated with the main fluid passage shutoff valve 218 switched to the shutoff state. Controlled. In the brake system on the non-driving wheel side, the main fluid passage shutoff valve 23
With 0 switched to the cutoff state, the hydraulic pressure control valve device corresponding to the turning inner wheel is set to the control state, and the hydraulic pressure control valve device corresponding to the turning outer wheel is set to the cutoff state. The bypass cutoff valve corresponding to the turning outer wheel is maintained in the communicating state.
For example, when it is estimated that the vehicle is in the drift-out state during the right turn, the right front wheel is the control target wheel and the left front wheel is the reference wheel. The hydraulic control valve device 253 corresponding to the front wheel cylinder 212 of the right front wheel is brought into a controlled state, and the front wheel cylinder 2 of the left front wheel 2
In the hydraulic pressure control valve device 251 corresponding to 10, both the pressure increasing valve 232 and the pressure reducing valve 250 are kept in the closed state. Further, the bypass cutoff valve 244 of the bypass passage 242 connected to the front wheel cylinder 212 is kept in the cutoff state, but the bypass cutoff valve 236 of the bypass passage 234 connected to the front wheel cylinder 210 of the reference wheel.
Are kept in communication. If the brake pedal 12 is depressed during the drift-out suppression control, the master cylinder 1
The hydraulic pressure of 0 is transmitted to the wheel cylinder 210 via the bypass passage 234. As a result, the rotational speed of the reference wheel is reduced, the target rotational speeds of the other wheels are reduced, and the wheel cylinder hydraulic pressure is increased.

On the contrary, when it is estimated that the vehicle is in the drift-out state during the left turn, the right front wheel is set as the reference wheel, the bypass cutoff valve 244 is kept in the open state, and the bypass cutoff valve 236 is cut off. Be kept in a state. The master cylinder 10 is communicated with the front wheel cylinder 212 of the reference wheel. Thus, also in this embodiment,
If the brake pedal 12 is depressed when the vehicle stability control is performed, the master cylinder 10
Can be transmitted to the wheel cylinder of the reference wheel, and a braking force according to the driver's intention can be obtained.

Furthermore, two bypass shutoff valves 236, 2
44 can also be one directional control valve 270, as shown in FIG. During vehicle stability control, the hydraulic pressure of the master cylinder 10 has only to be transmitted to the wheel cylinder of the turning inner wheel of the non-driving wheel as the reference wheel, and it is not necessary to transmit it to both wheel cylinders of the non-driving wheel at the same time. There is no. When the reference wheel is the left front wheel, the direction switching valve 270 is set to the original position shown, and when the reference wheel is the right front wheel, the solenoid is excited so that the master cylinder 10 is communicated with the wheel cylinder 212.

The master cylinder hydraulic pressure transmission device may also be provided in the brake system on the drive wheel side of the hydraulic brake device shown in FIGS. In this case, the master cylinder hydraulic pressure transmission device is either the master cylinder hydraulic pressure driving wheel transmission device or the master cylinder hydraulic pressure rear wheel transmission device. For example, in the spin suppression control, as described above, only the hydraulic control valve device corresponding to the wheel cylinder of the turning outer wheel of the drive wheel is brought into the control state, so that the wheel cylinder of the turning inner wheel of the drive wheel and the master cylinder are separated from each other. In the communication state, when the brake pedal 12 is depressed during the spin suppression control, the hydraulic pressure of the master cylinder can be transmitted to the wheel cylinder of the inner wheel last time. The hydraulic pressure in the wheel cylinder of the turning inner wheel can be increased according to the operating force of the brake pedal 12.

Further, in the above embodiment, the wheels to be controlled in the drift-out suppressing control are the left and right rear wheels which are the driving wheels and the front inner wheels which are the non-driving wheels, but the wheels to be controlled are the rear wheels. The turning inner wheel and the front wheel may be outer turning wheels, and the reference wheel may be the front inner wheel. In this embodiment, the rear wheel cylinder 20 for both drive wheels is used.
Since the hydraulic pressure of 0.202 is not always controlled,
As in the case of the above embodiment, a master cylinder hydraulic pressure transmission device may be provided in the brake system on the drive wheel side. In this case, even when the brake pedal 12 is depressed during the drift-out suppression control, it is possible to increase the hydraulic pressure in the wheel cylinder of the non-control target wheel.

Further, according to the first and second inventions, it is not indispensable that the master cylinder is communicated with the wheel cylinder of the non-driving wheel, which is the reference wheel, as in the above embodiment. The master cylinder may be made to communicate with the wheel cylinders of wheels other than the above. The wheels of the wheel cylinders communicated with the master cylinder by the master cylinder hydraulic pressure transmission device can enjoy the effects of the present invention regardless of whether they are reference wheels or non-driving wheels. As described above, in the spin suppression control, only one driving wheel is set as the control target wheel. Therefore, if the wheel cylinder of the non-control target wheel of the driving wheel and the master cylinder are in the communication state, the spin suppression control is in progress. When the brake pedal is depressed, the hydraulic pressure of the wheel cylinder can be increased according to the depression.

Further, the wheel cylinder hydraulic pressure may be increased in response to the driver's brake operation. For example, a pedaling force sensor that detects the pedaling force of the brake pedal 12 and a hydraulic pressure source that is different from the master cylinder 10 and the pump 44 are provided, and the hydraulic fluid of the hydraulic pressure source is set according to the pedaling force detected by the pedaling force sensor. It supplies the wheel cylinders. As a result, it becomes possible to reflect the intention of the driver on the hydraulic pressure of the wheel cylinder.

In addition, the specific control of the vehicle stability control is not limited to the above-described embodiment, and another control may be performed, and the like is not exemplified, but the present invention can be applied without departing from the scope of the claims. The present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a diagram showing a hydraulic brake device to which a brake hydraulic pressure control device according to an embodiment of the present invention is applied.

FIG. 2 is a diagram showing a part of a hydraulic brake device to which a brake hydraulic pressure control device according to another embodiment of the present invention is applied.

FIG. 3 is a diagram showing a hydraulic brake device to which a brake hydraulic pressure control device according to still another embodiment of the present invention is applied.

FIG. 4 is a diagram showing a part of a hydraulic brake device to which a brake hydraulic pressure control device according to still another embodiment of the present invention is applied.

[Explanation of symbols]

10 master cylinder 16, 20, 200, 202, 210, 212 wheel cylinder 30, 218, 230 main fluid passage cutoff valve 65, 71, 220, 222, 251, 253 fluid pressure control valve device 51 auxiliary fluid pressure source connection portion 90 , 234, 242 Bypass passages 92, 236, 244 Bypass cutoff valve 106 Hydraulic pressure control device 100 Anti-skid control means 102 Traction control means 104 Vehicle stability control means 270 Direction switching valve

─────────────────────────────────────────────────── ─── Continuation of the front page (56) Reference JP-A-2-144252 (JP, A) JP-A-7-89426 (JP, A) JP-A-8-20322 (JP, A) JP-A-7- 125623 (JP, A) JP-A-2-231256 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60T 8 / 32-8 / 96

Claims (4)

(57) [Claims] 1. A main fluid passage connecting each of the wheel cylinders of a plurality of wheels and a master cylinder is provided in a common portion, and a communication state for communicating the plurality of wheel cylinders with the master cylinder and a disconnection state for disconnecting the master cylinder are provided. A switchable main liquid passage cutoff valve, and a communication state which is respectively provided in a dedicated portion of each of the plurality of wheel cylinders of the main liquid passage and which communicates at least the main liquid passage cutoff valve with each wheel cylinder. A plurality of fluid pressure control valve devices that can be switched to a shut-off state that shuts off these, and a portion provided between the main fluid passage shut-off valve and the fluid pressure control valve device in the main fluid passage, A sub-hydraulic pressure source connecting portion that is connected to a sub-hydraulic pressure source that is different from the master cylinder, and sets the main fluid passage shutoff valve to the shutoff state, and each of the plurality of hydraulic pressure control valve devices An operating state of the brake operating member is provided to a brake fluid pressure control device including at least a fluid pressure control means for controlling the fluid pressure of a wheel cylinder corresponding to each fluid pressure control valve device by switching between a communication state and a shutoff state. Breaker that electrically detects
Key operation corresponding to the operation detection device and the hydraulic control valve device that is kept in the cutoff state.
Between the master cylinder and the master cylinder.
To maintain the fluid pressure control valve device and the main fluid passage shutoff valve
Bypass passages that are connected by bypass and communicate with the bypass passages provided in the bypass passages
An electrical signal is used to indicate a communication state and a cutoff state.
Bypass bypass valve that can be switched and the brake operation member by the brake operation detection device
When the operation is detected, the bypass cutoff
And a bypass cutoff valve control means for bringing the valve into a communication state . 2. The wheel according to claim 1, wherein the hydraulic pressure control means switches at least a part of the plurality of hydraulic pressure control valve devices between a communication state and a cutoff state in a state where the main fluid passage cutoff valve is in a cutoff state. Traction control means for controlling the cylinder hydraulic pressure so that the drive slip state becomes an appropriate state,
Vehicle stability control means for controlling the wheel cylinder hydraulic pressure so that the steering stability of the vehicle is in a good state by switching at least a part of the plurality of hydraulic pressure control valve devices between a communication state and a cutoff state. The bypass cutoff valve control means includes at least one of the
Means or vehicle stability control means
While the control is being performed by the
Detects that the brake operation member was operated by the device
If the bypass shutoff valve is opened,
The brake fluid pressure control device according to claim 1, further comprising a step . 3. The brake fluid pressure control device according to claim 1, wherein the wheels corresponding to the fluid pressure control valve device that is kept in the cutoff state are non-driving wheels. 4. A fluid pressure control valve device which is kept in the cutoff state.
The corresponding wheel is a reference wheel, and the hydraulic pressure control means
Note: The amount of hydraulic pressure in the wheel cylinder can be adjusted by rotating the reference wheel.
Reference wheel rotation speed-based hydraulic pressure control hand controlled based on speed
The brake fluid pressure control device according to claim 1 or 2, including a step.
Place