JP4191332B2 - Brake hydraulic control device for vehicle - Google Patents

Brake hydraulic control device for vehicle Download PDF

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Publication number
JP4191332B2
JP4191332B2 JP23927499A JP23927499A JP4191332B2 JP 4191332 B2 JP4191332 B2 JP 4191332B2 JP 23927499 A JP23927499 A JP 23927499A JP 23927499 A JP23927499 A JP 23927499A JP 4191332 B2 JP4191332 B2 JP 4191332B2
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valve
suction
control device
brake
hydraulic
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JP2001063542A (en
Inventor
了治 山崎
元泰 中村
和博 野田
慎悟 寺嶋
博士 中野
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Nissin Kogyo Co Ltd
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Nissin Kogyo Co Ltd
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Description

【０００１】
【発明の属する技術分野】
本発明は，自動車その他の車両のブレーキ油圧制御装置に関し，特に，マスタシリンダに連なる入力油路と，車輪ブレーキに連なる出力油路と，作動油を吸収し得るリザーバと，入力油路及び出力油路間を連通すると共に出力油路及びリザーバ間を遮断する増圧状態，入力油路及び出力油路間を遮断すると共に出力油路及びリザーバ間を連通する減圧状態，並びに入力油路及びリザーバと出力油路との各間を共に遮断する油圧保持状態を切換え得るブレーキ油圧制御弁手段と，リザーバに吸収された作動油を吸入したり，入力油路から作動油を吸入したりする油圧ポンプと，入力油路を開閉する常開型のカット弁と，このカット弁の下流側で入力油路に油圧ポンプの吐出側を接続する昇圧油路とを備えたブレーキ油圧制御装置の改良に関する。
【０００２】
【従来の技術】
かゝる車両のブレーキ油圧制御装置は，例えば特開平９−４８３３７号公報に開示されているように，既に知られている。
【０００３】
【発明が解決しようとする課題】
上記公報に開示されているブレーキ油圧制御装置では，油圧ポンプの吸入側に連なるサクション油路を，カット弁機能を持つ切換弁を介して入力油路に接続しており，空転しそうな駆動車輪のブレーキに油圧ポンプの吐出油圧を供給するトラクション制御時や，急ブレーキ操作時，マスタシリンダの出力油圧を油圧ポンプで昇圧して各車輪ブレーキに供給するブレーキアシスト時には，切換弁により入力油路を遮断すると共に，その上流側に油圧ポンプの吸入側を連通して，油圧ポンプがマスタシリンダから作動油を吸入し得るようにしている。
【０００４】
ところで，かゝるブレーキ油圧制御装置では，油圧ポンプの作動時，その吸入抵抗を小さくして制御の応答性を高めるために，油圧ポンプの吸入側に連なるサクション油路を極力大径にして，その流路抵抗を小さくすることが望ましい。しかしながら，上記従来装置においてそのようにすると，切換弁を必然的に大型化せざるを得なくなる。ところが上記切換弁は，トラクション制御時やブレーキアシスト時には，入力油路の下流側から油圧ポンプの高い吐出油圧を入力油路を遮断している弁部に受ける構造となっているので，切換弁の大型化は，入力油路に対する閉弁性能の点で不利となる。
【０００５】
本発明は，かゝる事情に鑑みてなされたもので，カット弁の大型化を伴うことなく，油圧ポンプの吸入抵抗を小さくできて，トラクション制御やブレーキアシストを迅速に実行することができる，前記車両のブレーキ油圧制御装置を提供することを目的とする。
【０００６】
【課題を解決するための手段】
上記目的を達成するために，本発明は，マスタシリンダに連なる入力油路と，車輪ブレーキに連なる出力油路と，作動油を吸収し得るリザーバと，入力油路及び出力油路間を連通すると共に出力油路及びリザーバ間を遮断する増圧状態，入力油路及び出力油路間を遮断すると共に出力油路及びリザーバ間を連通する減圧状態，並びに入力油路及びリザーバと出力油路との各間を共に遮断する油圧保持状態を切換え得るブレーキ油圧制御弁手段と，リザーバに吸収された作動油を吸入したり，入力油路から作動油を吸入したりする油圧ポンプと，入力油路を開閉する常開型のカット弁と，このカット弁の下流側で入力油路に油圧ポンプの吐出側を接続する昇圧油路と，ブレーキ油圧制御弁手段及びカット弁を制御する制御ユニットとを備えた，車両のブレーキ油圧制御装置において，マスタシリンダ及び油圧ポンプの吸入側間を第１サクション油路を介して接続すると共に，この第１サクション油路に，これを開閉する常開型の第１サクション弁を設け，またカット弁の上流側で入力油路を油圧ポンプの吸入側に第２サクション油路を介して接続すると共に，この第２サクション油路に，これを開閉すべく制御ユニットにより制御される常閉型の第２サクション弁を設けたことを第１の特徴とする。
【０００７】
この第１の特徴によれば，カット弁を閉弁，第１サクション弁を開弁し，第２サクション弁を閉弁した状態で油圧ポンプを作動すると，油圧ポンプが第１サクション油路を通してマスタシリンダの作動油又は出力油圧を吸入して車輪ブレーキに圧送することによりトラクション制御又はブレーキアシストを行うことができる。その何れの場合でも，油圧ポンプの吐出油圧はカット弁に加わるものゝ，第１サクション弁には作用しないので，カット弁を小型に構成してその閉弁性能を確保できると共に，第１サクション油路の大径化及び第１サクション弁の大型化が可能となって，油圧ポンプの吸入抵抗の減少をもたらし，トラクション制御及びブレーキアシストを迅速に実行することができる。
【０００８】
またアンチロック制御時など，第１サクション弁を閉弁，第２サクション弁を適宜閉弁した状態で油圧ポンプを作動すると，リザーバに吸収された作動油を入力油路に還流させることができる。
【０００９】
また本発明は，第１の特徴に加えて，第１サクション弁を，マスタシリンダの作動時に閉弁する常開型に構成したことを第２の特徴とする。
【００１０】
この第２の特徴によれば，トラクション制御，ブレーキアシスト，車両の走行姿勢制御等のために，油圧ポンプを作動したとき，油圧ポンプはマスタシリンダの作動油又は出力油圧を即座に吸入して，所定の車輪ブレーキに供給できて，それらの実行を迅速に行うことができる。
【００１１】
さらに本発明は，第２の特徴に加えて，第１サクション弁を，一端に弁座を有すると共に，この弁座の内側を第１サクション油路の油圧ポンプ側に連通する筒状の弁座部材と，その弁座を囲んで第１サクション油路のマスタシリンダ側と連通する弁室と，この弁室に収容されて弁座に対置される弁体と，この弁体を弁座との着座方向へ付勢する閉じばねと，弁座部材内に進退可能に嵌装され，弁座内に導入されるマスタシリンダの出力油圧に応動して後退し，弁体の弁座への着座を許容する受圧ピストンと，マスタシリンダの不作動時には，この受圧ピストンを前進方向へ付勢して弁体を弁座から離座させる，セット荷重が閉じばねより大なる開きばねとで構成したことを第３の特徴とする。
【００１２】
この第３の特徴によれば，マスタシリンダの不作動時には，弁体は開きばねの付勢力をもって開弁しているが，マスタシリンダの作動時には，その出力油圧を受圧ピストンが受けて後退して，開きばねを不作用状態にすることで，弁体は閉じばねの付勢力をもって閉弁する。こうして，マスタシリンダの出力油圧を直接利用することにより，第１サクション油路を簡単，確実に遮断することができる。
【００１３】
さらにまた本発明は，第３の特徴に加えて，受圧ピストンの弁座部材内に臨ませる受圧面積を，弁体がその閉弁時，弁座部材内に臨ませる受圧面積より小さく設定したことを第４の特徴とする。
【００１４】
この第４の特徴によれば，マスタシリンダの出力油圧により第１サクション弁が閉弁したとき，油圧ポンプが作動すると弁座部材内が負圧となり，その負圧による弁体の閉弁力を，その負圧による受圧ピストンの開弁方向の推力より大とすることができ，したがって，マスタシリンダの出力油圧による弁体の閉弁をより確実なものとすることができる。
【００１５】
さらにまた本発明は，第３の特徴に加えて，弁室を，弁座部材の弁座側端部に連結される筒状フィルタで画成し，その弁室に閉じばねを収容したことを第５の特徴とする。
【００１６】
この第５の特徴によれば，筒状フィルタにより第１サクション弁を通過する作動油を濾過することができ，しかもこのフィルタが弁体及びその閉じばねを収容する弁室の形成に寄与するので，専用の弁室形成用ケースが不要となり，部品点数の削減と第１サクション弁１６ａのコンパクト化を図ることができる。
【００１７】
さらにまた本発明は，第１〜第３の何れかに加えて，制御ユニットがトラクション制御及び車両の走行姿勢制御を行うべくブレーキ油圧制御弁手段を制御するときには，カット弁を閉弁，第１サクション弁を開弁，第２サクション弁を閉弁，油圧ポンプを作動の状態にすることを第６の特徴する。
【００１８】
この第６の特徴によれば，油圧ポンプは，マスタシリンダの作動油圧又は出力油圧を直ちに吸入して所定の車輪ブレーキに供給できるので，トラクション制御及び車両の走行姿勢制御を迅速に実行することができる。
【００１９】
さらにまた本発明は，第６の特徴に加えて，トラクション制御中，マスタシリンダが作動されると，制御ユニットがブレーキ油圧制御弁手段，カット弁，第１サクション弁，第２サクション弁及び油圧ポンプに対するトラクション制御を停止することを第７の特徴とする。
【００２０】
この第７の特徴によれば，トラクション制御中，マスタシリンダが作動されると，トラクション制御の停止により，即座に通常ブレーキ状態とすることができる。
【００２１】
さらにまた本発明は，第６又は第７の特徴に加えて，車両の走行姿勢制御中，マスタシリンダが作動されると，制御ユニットが第２サクション弁を開弁して，ブレーキ油圧制御弁手段に対する走行姿勢制御を続行することを第８の特徴とする。
【００２２】
この第８の特徴によれば，走行姿勢制御中に，マスタシリンダを作動すると，第１サクション弁が閉弁するが，第２サクション弁が開弁するので，油圧ポンプが入力油路のマスタシリンダ出力油圧を第２サクション弁を通し吸入して，車輪ブレーキに供給する。その際，ブレーキ制御弁手段が油圧ポンプから各車輪ブレーキへの油圧供給量を適宜制御することにより車両の走行姿勢制御を継続しながら，制動を行うことができる。
【００２３】
さらにまた本発明は，第１〜第８の何れかの特徴に加えて，マスタシリンダの作動状態を検知して，それに応じた信号を制御ユニットに出力するマスタシリンダ作動状態検知手段を設け，制御ユニットがマスタシリンダ作動状態検知手段からの信号を演算して急ブレーキ操作状態と判定したときは，カット弁を閉弁，第１サクション弁を閉弁，第２サクション弁を開弁，油圧ポンプを作動の状態にすると共に，ブレーキ油圧制御弁手段を増圧状態にし，油圧ポンプがマスタシリンダの出力油圧を第２サクション油路から吸入して車輪ブレーキに圧送することによりブレーキアシストを行うことを第９の特徴とする。
【００２４】
この第９の特徴によれば，急ブレーキ操作時には，第１サクション弁が閉弁すると共に，第２サクション弁が開弁し，油圧ポンプが入力油路からマスタシリンダの高い出力油圧を第２サクション弁を通して吸入し，昇圧して車輪ブレーキに供給することになるので，車輪ブレーキを強力に作動できて，急ブレーキを的確に行うことができる。
【００２５】
さらにまた本発明は，第９の特徴に加えて，マスタシリンダ作動状態検知手段を，マスタシリンダの出力油圧を検知して，それに応じた信号を出力する油圧センサで構成し，制御ユニットが油圧センサからの信号に基づいてマスタシリンダの出力昇圧速度を演算すると共に，その出力昇圧速度が規定の閾値を超えたとき急ブレーキ操作状態と判定することを第１０の特徴とする。
【００２６】
この第１０の特徴によれば，急ブレーキ操作状態を比較的簡単な手段によって検知することができる。
【００２７】
さらにまた本発明は，第９又は第１０の特徴に加えて，ブレーキアシスト及び車両の走行姿勢制御中，ブレーキ油圧制御弁手段を減圧状態にするときには，第２サクション弁を，開弁及び閉弁を繰り返すチョッピング状態にすることを第１１の特徴とする。
【００２８】
この第１１の特徴によれば，第２サクション弁のチョッピングにより第２サクション油路の抵抗が適度に増加するので，油圧ポンプは，リザーバがブレーキ制御弁手段から吸収した作動油を優先的に吸入して，リザーバを早期に空にすることができる。またリザーバが空になっても，油圧ポンプはチョッピング状態のカット弁を通して入力油路の作動を吸入し得るので，油圧ポンプの吸入側での負圧発生を抑えることができる。
【００２９】
さらにまた本発明は，第１〜第１１の何れかの特徴に加えて，カット弁には，油圧ポンプの吐出油圧が規定値以上に上昇したとき，その過剰分を入力油路側へ逃がすリリーフ機能を付与したことを第１２の特徴とする。
【００３０】
この第１２の特徴によれば，カット弁の閉弁時，油圧ポンプが作動し続けることにより，その吐出油圧が規定値以上に上昇すると，その過剰分をカット弁のリリーフ作用により入力油路側に排出して，車輪ブレーキへの過負荷を回避することができる。しかも，カット弁がリリーフ機能を持つことから，専用のリリーフ弁が不要であり，構成の簡素化に寄与し得る。
【００３１】
さらにまた本発明は，第１〜第１２の特徴の何れかに加えて，第１サクション油路を，カット弁に連なる入力油路の上，下流部分より大径に形成したことを第１３の特徴とする。
【００３２】
この第１３の特徴によれば，第１サクション油路の流路抵抗を小さくして，油圧ポンプの吸入抵抗を減少させ，トラクション制御及びブレーキアシストを一層迅速に実行することができ，一方，カット弁は小型にして，その良好な閉弁性能を確保することができる。
【００３３】
【実施例の形態】
本発明の実施の形態を，添付図面に示す本発明の一実施例に基づいて説明する。
【００３４】
図１は本発明のブレーキ油圧制御装置を備えた前輪駆動式自動車用ブレーキ装置の油圧回路図，図２は上記ブレーキ油圧制御装置の第１サクション弁を開弁状態で示す拡大縦断面図，図３は同第１サクション弁を閉弁状態で示す拡大縦断面図，図４は上記ブレーキ油圧制御装置のカット弁の拡大縦断面図，図５（Ａ）はマスタシリンダの出力油圧の時間に対する変化を示す線図，図５（Ｂ）はマスタシリンの出力昇圧速度の時間に対する変化を示す線図，図６は上記ブレーキ油圧制御装置の各部の状態を示す表である。
【００３５】
先ず，図１において，マスタシリンダＭは，ブレーキペダルＰからピストンに加えられる入力応じてブレーキ油圧を出力する前後一対の第１，第２出力ポート１ａ，１ｂを備えるタンデム型に構成されており，これら第１，第２出力ポート１ａ，１ｂに個別に接続された第１，第２入力油路２ａ，２ｂと，左前輪用車輪ブレーキＢａ，右後輪用車輪ブレーキＢｂ，右前輪用車輪ブレーキＢｃ及び左後輪用車輪ブレーキＢｄに個別にされた第１〜第４出力油路１２〜１２ｄとの間にモジュレータ３が介裝される。
【００３６】
モジュレータ３は，ブレーキ制御弁手段４を備える。ブレーキ制御弁手段４は，左前輪用車輪ブレーキＢａ，右後輪用車輪ブレーキＢｂ，右前輪用車輪ブレーキＢｃ及び左後輪用車輪ブレーキＢｄにそれぞれ個別に対応した第１〜第４入口弁５ａ〜５ｄと，前記各車輪ブレーキＢａ〜Ｂｄにそれぞれ個別に対応した第１〜第４出口弁６ａ〜６ｄとからなっており，各入口弁５ａ〜５ｄは常開型電磁弁で構成され，また各出口弁６ａ〜６ｄは常閉型電磁弁で構成される。そして，第１，第２入口弁５ａ，５ｂの入口に第１入力油路２ａが，第３，第４入口弁５ｃ，５ｄの入口に第２入力油路２ｂがそれぞれ接続される。また第１入口弁５ａの出口及び第１出口弁６ａの入口に第１出力油路１２ａが，第２入口弁５ｂの出口及び第２出口弁６ｂの入口に第２出力油路１２ｂが，第３入口５ｃの出口及び第３出口弁６ｃの入口に第３出力油路１２ｃが，第４入口弁５ｄの出口及び第４出口弁６ｄの入口に第４出力油路１２ｄがそれぞれ接続される。
【００３７】
第１，第２出口弁６ａ，６ｂの出口は第１減圧油路７ａを介して第１油圧ポンプ８ａの吸入ポートに接続され，第３，第４出口弁６ｃ，６ｄの出口は第２減圧油路７ｂを介して第２油圧ポンプ８ｂの吸入ポートに接続され，第１，第２減圧油路７ａ，７ｂには，第１，第２リザーバ９ａ，９ｂと，各リザーバ９ａ，９ｂから対応する油圧ポンプ８ａ，８ｂ側への作動油の一方向への流れを許容するチェック弁１０とが介装される。
【００３８】
第１油圧ポンプ８ａの吐出ポートは，第１昇圧油路１１ａを介して第１，第２入口弁５ａ，５ｂの入口に接続され，第２油圧ポンプ８ｂの吐出ポートは，第２昇圧油路１１ｂを介して第３，第４入口弁５ｃ，５ｄ の入口に接続される。また第１，第２油圧ポンプ８ａ，８ｂの吐出ポートには，その吐出圧の脈動を吸収する第１，第２ダンパ１３ａ，１３ｂが接続される。これら油圧ポンプ８ａ，８ｂは，共通の電動モータ１７で駆動されるようになっている。
【００３９】
第１，第２入力油路２ａ，２ｂには，これに対する第１，第２昇圧油路１１ａ，１１ｂの接続点より上流側で常開型電磁弁からなるカット弁１４が介装される。
【００４０】
各油圧ポンプ８ａ，８ｂの吸入ポートには，マスタシリンダＭの第１，第２出力ポート１ａ，１ｂにそれぞれ連なる第１サクション油路１５ａと，カット弁１４より上流の第１，第２入力油路２ａ，２ｂから分岐した第２サクション油路１５ｂとが接続され，各第１サクション油路１５ａには第１サクション弁１６ａが，また各第２サクション油路１５ｂには第２サクション弁１６ｂがそれぞれ介装される。
【００４１】
以上において，第１サクション油路１５ａ，望ましくはそれを含んで，マスタシリンダＭから第１，第２油圧ポンプ８ａ，８ｂに至る油路は，その流路抵抗を極力小さくすべく，カット弁１４に連なる各入力油路２ａ，２ｂの上，下流部分より大径に形成される。これによって各油圧ポンプ８ａ，８ｂの吸入抵抗を極力小さくしてある。
【００４２】
次に，図２及び図３により前記第１サクション弁１６ａについて説明する。
【００４３】
第１サクション弁１６ａは，モジュレータ３のボディ３ａにシール部材２１を介して装着される筒状の弁座部材２０と，この弁座部材２０の一端に形成された弁座２０ａに対置されるボール状の弁体２２と，この弁体２２を収容する弁室２３を画成するように弁座部材２０の一端部外周に嵌着される筒状フィルタ２４と，弁室２３内に収納されて弁体２２を弁座２０ａとの着座方向へ付勢する閉じばね２５とを備え，その弁座部材２０及びフィルタ２４の抜け止め用蓋体２６がモジュレータボディ３ａに係止される。
【００４４】
弁座部材２０は，弁座２０ａに連なる弁孔２７と，この弁孔２７を弁座部材２０外周に連通する複数の横孔２８と，弁孔２７に内向きのストッパフランジ２９を挟んで同軸に連なるシリンダ孔３０とを有する。そのシリンダ孔３０には，受圧ピストン３１がシール部材３２を介して摺動自在に嵌装され，これによってストッパフランジ２９側の受圧室３３と，それと反対側の大気圧室３４とに区画され，受圧室３３は，ストッパフランジ２９の内側を介して弁孔２７に連通する。
【００４５】
受圧ピストン３１には，これがストッパフランジ２９に当接する前進位置に達すると弁体２２を弁座２０ａから離座させる開弁棒３１ａが一体に形成されており，受圧ピストン３１を上記前進位置に向かって付勢する開きばね３５が大気圧室３４に収容される。この開きばね３５の固定端は，弁座部材２０の他端部外周に嵌着されたキャップ３６に支承される。開きばね３５のセット荷重は，前記閉じばね２５のそれより大きく設定され，したがって弁体２２は，通常，開きばね３５によって開弁状態に保たれる（図２の状態）。また，受圧ピストン３１が受圧室３３即ち弁座部材２０内部に臨ませる受圧面積Ａは，弁体２２がその閉弁時，弁座部材２０内に臨ませる受圧面積Ｂより小さく設定される（図３参照）。
【００４６】
モジュレータボディ３ａには，前記第１サクション油路１５ａの上流側（マスタシリンダＭ側）がフィルタ２４内に連通するように，また第１サクション油路１５ａの下流側（第１，第２油圧ポンプ８ａ，８ｂ側）が弁座部材２０の横孔２８に連通するように形成される。
【００４７】
而して，マスタシリンダＭが作動されると，第１，第２出力ポート１ａ，１ｂから第１，第２入力油路２ａ，２ｂに出力された油圧がフィルタ２４，弁座２０ａ及び弁孔２７を通して受圧室３３に伝達して，受圧ピストン３１を開きばね３５の付勢力に抗して後退させるため，弁体２２は，閉じばね２５の付勢力をもって弁座２０ａに着座させて，第１サクション弁１６ａを閉弁状態にし，第１サクション油路１５ａを遮断するようになっている。
【００４８】
このような第１サクション弁１６ａの閉弁状態では，油圧ポンプ８ａ，８ｂが作動すると弁座部材２０内が減圧され，負圧が発生する。この負圧は，弁体２２には閉弁方向の推力，受圧ピストン３１には開弁方向の推力を与えることになるが，前述のような受圧面積Ａ，Ｂの設定により，弁体２２の閉弁方向に推力の方が受圧ピストン３１の開弁方向の推力より大となるから，マスタシリンダＭの出力油圧による弁体２２の閉弁をより確実なものとすることができる。
【００４９】
また，筒状フィルタ２４は，第１サクション弁１６ａを通過する作動油を濾過するのみならず，弁体２２及びその閉じばね２５を収容する弁室２３の形成に寄与するので，専用の弁室形成用ケースが不要となり，部品点数の削減と第１サクション弁１６ａのコンパクト化を図ることができる。
【００５０】
次に，図４により前記カット弁１４について説明する。
【００５１】
カット弁１４は，モジュレータボディ３ａにシール部材４１ａ，４１ｂを介して装着される筒状のハウジング４０と，このハウジング４０の内周面に嵌着された弁座筒４２と，この弁座筒４２の弁座４２ａにボール状弁部４３ａを対向させてハウジング４０内に摺動可能に嵌装される弁体４３と，この弁体４３を弁座４２ａから離座するように付勢する弁ばね４４とを備えており，ハウジング４０の一側壁には，弁座４２ａを対応する入力油路２ａ，２ｂの上流側（マスタシリンダＭ側）に連通する横孔４５が穿設され，またハウジング４０の一端には，弁座筒４２内を対応する入力油路２ａ，２ｂの下流側（入口弁５ａ，５ｂ；５ｃ，５ｄ側）に連通する開口部４６が設けられ，この開口部４６にはフィルタ４７が装着される。
【００５２】
ハウジング４０には，また，弁座４２ａを迂回する弁孔４８が設けられ，これに対応する入力油路２ａ，２ｂの上流から下流側への一方向のみ作動油の流れを許容するチェック弁４９が設けられる。
【００５３】
ハウジング４０の，開口部４６とは反対側の他端部は固定コア５０となっており，この固定コア５０の端面に対向する可動コア５１を収容する案内筒５２が固定コア５０の外周に嵌着される。可動コア５１は中空部５１ａを有し，その中空部５１ａのハウジング４０側開口端に内向きのストッパフランジ５３が形成されている。中空部５１ａには，プランジャ５４と，このプランジャ５４をストッパフランジ５３との当接位置に向かって付勢するリリーフばね５５とが収納され，このリリーフばね５５の固定端を支承するリテーナ５６は，可動コア５１の中空部５１ａの内周面に圧入される。その際，リテーナ５６の圧入深さによってリリーフばね５５のセット荷重が調圧されるもので，そのセット荷重は，前記弁ばね４４のそれより大きく設定される。
【００５４】
プランジャ５４は，ストッパフランジ５３を貫通する突起５４ａを一体に備えており，プランジャ５４がストッパフランジ５３に当接した前進位置を占めるとき，突起５４ａで弁体４３の外端を支承して弁体４３の開弁限界を規制するようになっている。
【００５５】
案内筒５２の外周には，固定コア５０及び可動コア５１を囲繞するコイル組立体５７が設置される。このコイル組立体５７のコイルへの通電によれば，可動コア５１が固定コア５０に吸着され，その吸着力がリリーフばね５５及びプランジャ５４を介して弁体４３を弁ばね４４の付勢力ににより押圧し，弁座４２ａに着座させると共に，リリーフばね５５を圧縮される。したがって，弁体４３の弁座４２ａに対する着座力は，リリーフばね５５の荷重によって決定されるもので，閉弁中でも，弁体４３の弁部４３ａに作用する弁座筒４２内の油圧が規定値（例えば７０kg/cm2）を超えると，リリーフばね５５の荷重に抗して弁体４３を押し開けて，弁座筒４２内の油圧の過剰分を逃がすようになっている。
【００５６】
再び，図１において，第１入力油路２ａ又は第２入力油路２ｂに，マスタシリンダＭの出力油圧を検知して，それに応じた信号を出力する油圧センサ６１（マスタシリンダ作動状態検知手段）が接続され，その信号は電子制御ユニット６０に入力されるようになっている。電子制御ユニット６０は，その他に，各車輪の回転速度を検知する車輪速センサ６２や，操向ハンドルの舵角を検知する舵角センサ６３，車両のヨーレートを検知するヨーレートセンサ６４等から検知信号を入力され，それら信号を演算して，ブレーキ油圧制御装置各部を図６のように制御するようになっている。
【００５７】
次に，この実施例の作用について，図６の各部状態表を参照しながら説明する。
［通常ブレーキ］
各車輪がロックを生じる可能性のない通常ブレーキ時には，各入口弁５ａ〜５ｄが消磁状態にあって開弁しており，また各出口弁６ａ〜６ｄも消磁状態にあって閉弁している。いま，ブレーキペダルＰを踏み込んでマスタシリンダＭを作動すると，第１，第２出力ポート１ａ，１ｂからの出力油圧が直ちに対応する第１サクション弁１６ａの受圧室３３に伝達して，前述のように受圧ピストン３１を後退させ，閉じばね２５の付勢力をもって弁体２２を弁座２０ａに着座させて，第１サクション油路１５ａを遮断状態にする。弁体２２が閉弁すると，マスタシリンダＭの出力油圧が弁体２２の背面に作用して，その閉弁状態を保持する。
【００５８】
したがって，第１出力ポート１ａからの出力油圧は，第１サクション油路１５ａを通らず，第１入力油路２ａ，カット弁１４，第１，第２入口弁５ａ，５ｂ 及び第１，第２出力油路１２ａ，１２ｂを経て左前輪用車輪ブレーキＢａ 及び右後輪用車輪ブレーキＢｂに供給され，それらを作動する。また第２出力ポート１ｂからの出力油圧は，第２入力油路２ｂ，カット弁１４，第３，第４入口弁５ｃ，５ｄ 及び第３，第４出力油路１２ｃ，１２ｄを経て右前輪用車輪ブレーキＢｃ 及び左後輪用車輪ブレーキＢｄに供給され，それらを作動する。
【００５９】
この場合，第２サクション弁１６ｂも閉弁状態となっていて，第２サクション油路１５ｂを遮断しているから，第１，第２入力油路２ａ，２ｂの油圧が第２サクション油路１５ｂを通して第１，第２リザーバ９ａ，９ｂに吸収されることを防ぐことができる。
［アンチロック制御］
上記ブレーキ時，車輪がロック状態に入りそうになると，電子制御ユニット６０の作動により，第１〜第４入口弁５ａ〜５ｄのうちロック状態になろうとした車輪に対応する入口弁を励磁して閉弁すると共に，第１〜第４出口弁６ａ〜６ｄのうち上記車輪に対応する出口弁を励磁して開弁する。すると，上記車輪に対応する車輪ブレーキの油圧の一部が対応する開弁した出口弁及びそれの対応する減圧油路７ａ，７ｂを通して第１リザーバ９ａ又は第２リザーバ９ｂに吸収されて，その車輪ブレーキの油圧が減圧されることになる。
【００６０】
その車輪ブレーキの油圧を一定に保持する場合には，その車輪ブレーキに対応する入口弁５ａ〜５ｄを励磁して閉弁すると共に，出口弁６ａ〜６ｄを消磁して閉弁状態にすればよく，ブレーキ油圧を増圧する際には，入口５ａ〜５ｄを消磁して開弁すると共に，出口弁６ａ〜６ｄを消磁して閉弁した状態にすればよい。このように制御することにより車輪をロックさせることなく，効率良く制動することができる。
【００６１】
このようなアンチロック制御中，電子制御ユニット６０は電動モータ１７に通電して，それを作動せしめ，第１，第２油圧ポンプ８ａ，８ｂ を駆動し続けるので，第１，第２油圧ポンプ８ａ，８ｂが第１，第２リザーバ９ａ，９ｂに吸収されたブレーキ油を吸入して，それを昇圧油路１１ａ，１１ｂを通して第１，第２入力油路２ａ，２ｂに還流させる。このような還流によって，リザーバ９ａ，９ｂ のブレーキ油の吸収によるブレーキペダルＰの踏み込み量の増加が抑制される。
［トラクション制御］
マスタシリンダＭの非作動時には，第１サクション弁１６ａは開弁，第２サクション弁１６ｂは閉弁状態にある。例えば自動車の発進時，駆動輪たる前輪が空転しそうになると，電子制御ユニット６０は，各車輪の車輪速センサ６２から送られてくる信号から前輪及び後輪の回転差を演算し，その回転差が規定の閾値を超えると空転状態と判定して，カット弁１４，第２入口弁５ｂ及び第４入口弁５ｄを励磁して閉弁すると共に，電動モータ１７を作動して，第１，第２油圧ポンプ８ａ，８ｂを駆動する。したがって，第１，第２油圧ポンプ８ａ，８ｂ は，マスタシリンダＭの作動油を第１，第２出力ポート１ａ，１ｂ から第１サクション油路１５ａ及び第１サクション弁１６ａを通して吸入し，そして昇圧油路１１ａ，１１ｂ，第１，第３入口弁５ａ，５ｃを通して左右の前輪用車輪ブレーキＢａ，Ｂｃに供給すると共に，その作動油のマスタシリンダＭ側への流れを閉弁状態のカット弁１４により阻止するので，左右の前輪用車輪ブレーキＢａ，Ｂｃを作動して，前輪の空転を自動的に未然に防ぐことができる。
【００６２】
その際，前輪用車輪ブレーキＢａ，Ｂｃの油圧を一定に保持する際には，アンチロック制御時と同様に，入口弁５ａ〜５ｄを励磁して閉弁すると共に，出口弁６ａ〜６ｄを消磁して閉弁状態にすればよく，ブレーキ油圧を増圧する際には，入口弁５ａ〜５ｄを消磁して開弁すると共に，出口弁６ａ〜６ｄを消磁して閉弁した状態に戻せばよく，こうすることにより前輪の空転を防ぐと共に，その駆動トルクを適正に制御することができる。
【００６３】
このようなトラクション制御中，各油圧ポンプ８ａ，８ｂの吐出圧は，閉弁状態のカット弁１４の弁座筒４２内に作用しているから，その吐出圧が規定値を超えると，前述のように，リリーフばね５５の荷重に抗して弁体４３を押し開けて，弁座筒４２内の油圧の過剰分を，第１，第２入力油路２ａ，２ｂへ逃がすことができ，これによって左右の前輪用車輪ブレーキＢａ，Ｂｃに過剰の油圧が作用することを防ぐことができる。
【００６４】
ところで，上記トラクション制御中，油圧ポンプ８ａ，８ｂの吐出油圧はカット弁１４に加わるものゝ，第１サクション弁１６ａには作用しない。そこで，マスタシリンダＭの第１，第２出力ポート１ａ，１ｂから第１サクション油路１５ａを経由して第１，第２油圧ポンプ８ａ，８ｂに至る油路は，カット弁１４に連なる入力油路２ａ，２ｂの上，下流部分より大径に形成されているから，第１サクション油路１５ａの流路抵抗を極力小さくして，油圧ポンプの吸入抵抗を減少させ，トラクション制御を一層迅速に行うことができ，一方，カット弁１４は小型化が可能となって，その閉弁性能を向上させることができる。
【００６５】
上記トラクション制御中，ブレーキペダルＰを踏み込んでマスタシリンダＭを作動すると，その出力油圧を受けて第１サクション弁１６ａが閉弁し，また油圧センサ６１もその出力油圧を受けて検知信号を電子制御ユニット６０に入力する。その信号を受けた電子制御ユニット６０は，トラクション制御を禁止すべく，電動モータ１７の作動を停止すると共に，カット弁１４を通常の開弁状態に，また第２サクション弁１６ｂを通常の閉弁状態に，全ての入口弁５ａ〜５ｄを通常の開弁状態に，全ての出口弁６ａ〜６ｄを通常の閉弁状態に戻す。したがって，前記通常ブレーキ時と同様に，マスタシリンダＭの出力油圧は，全ての車輪ブレーキＢａ〜Ｂｄに供給され，それらを作動することができる。
【００６６】
この場合，カット弁１４は，その弁座４２ａを迂回して，第１，第２入力油路２ａ，２ｂの上流から下流側への作動油の流れを許容するチェック弁４９を備えているから，カット弁１４の開弁状態への復帰が遅れても，マスタシリンダＭの出力油圧がそのチェック弁４９を通過することにより，上記出力油圧による車輪ブレーキＢａ〜Ｂｄの作動を支障なく行うことができる。
［ブレーキアシスト］
ブレーキペダルＰの踏み込みによるマスタシリンダＭの作動時，油圧センサ６１が図５（Ａ）のようなマスタシリンダ出力油圧を検知して，それに応じた信号を電子制御ユニット６０に出力すると，電子制御ユニット６０では，その信号から同図（Ｂ）のようなマスタシリンダＭの出力昇圧速度を演算し，その昇圧速度が規定の閾値を超えたとき，急ブレーキ操作時と判定して，電動モータ１７を作動して，第１，第２油圧ポンプ８ａ，８ｂを駆動すると共に，カット弁１４を励磁して閉弁し，第２サクション弁１６ｂを励磁して開弁する。このとき，第１サクション弁１６ａは，勿論，マスタシリンダＭの出力油圧を受けて閉弁状態となる。その結果，第１，第２油圧ポンプ８ａ，８ｂが第１，第２入力油路２ａ，２ｂ中のマスタシリンダＭの油圧を第２サクション油路１５ｂ及び第２サクション弁１６ｂを通して吸入し，これを昇圧して昇圧油路１１ａ，１１ｂから開弁状態の入口弁４ａ〜４ｄを経て各車輪ブレーキＢａ〜Ｂｄに圧送するので，それらを強力に作動できて，急ブレーキ操作に対応することができる。
【００６７】
このとき，車輪がロック状態に入りそうになると，前記アンチロック制御時のように，電子制御ユニット６０が第１〜第４入口弁５ａ〜５ｄのうちロック状態になろうとした車輪に対応する入口弁を励磁して閉弁すると共に，第１〜第４出口弁６ａ〜６ｄのうち上記車輪に対応する出口弁を励磁して開弁する。また同時に，第２サクション弁１６ｂをチョッピング状態，即ち開閉繰り返し状態にする。すると，上記車輪に対応する車輪ブレーキの油圧の一部が開弁した出口弁及び減圧油路７ａ，７ｂを通して第１リザーバ９ａ 又は第２リザーバ９ｂに吸収されて，その車輪ブレーキの油圧が減圧されることになる。
【００６８】
一方，第１，第２油圧ポンプ８ａ，８ｂは作動を継続するので，第１，第２リザーバ９ａ，９ｂに吸収された作動油を吸入し，また同時に第１，第２入力油路２ａ，２ｂの作動油をもチョッピング状態の第２サクション弁１６ｂを通して徐々に吸入して，昇圧油路１１ａ，１１ｂに吐出する。この場合，入口弁５ａ〜５ｄ及びカット弁１４は共に閉弁状態を維持しているから，昇圧油路１１ａ，１１ｂは直ちに昇圧するが，その油圧が規定値を上回ると，カット弁１４のリリーフ作用により，その油圧の過剰分は第１，第２入力油路２ａ，２ｂ側へ排出されるので，昇圧油路１１ａ，１１ｂの過剰昇圧を回避することができる。また第２サクション弁１６ｂのチョッピング状態によれば，各リザーバ９ａ，９ｂ内の作動油を優先的に吸入して，各リザーバ９ａ，９ｂを早期に空にすることができる。またリザーバ９ａ，９ｂが空になっても，各油圧ポンプ８ａ，８ｂはチョッピング状態のカット弁１４を通して各入力油路２ａ，２ｂの作動を吸入し得るので，各油圧ポンプ８ａ，８ｂの吸入側での負圧発生を抑えることができる。
【００６９】
上記車輪ブレーキの油圧を一定に保持するには，その車輪ブレーキに対応する入口弁及び出口弁を閉弁すればよい。この場合，各リザーバ９ａ，９ｂは作動油を吸収しないので，第２サクション弁１６ｂを励磁して開弁することにより，各油圧ポンプ８ａ，８ｂに入力油路２ａ，２ｂの作動油を第２サクション弁１６ｂを通してスムーズに吸入させて，各油圧ポンプ８ａ，８ｂの吸入側での負圧発生を回避することができる。
［車両の走行姿勢制御］
車両が，例えば左旋回中，舵角センサ６３及びヨーレートセンサ６４の出力信号が互いに対応せず，それらの信号から電子制御ユニット６０が，車両が例えば過剰に左旋回しそうとしていると判定すると，電子制御ユニット６０は，その向きを修正すべく，電動モータ１７を作動して，第１，第２油圧ポンプ８ａ，８ｂを駆動すると共に，カット弁１４，第１入口弁５ａ及び第４入口弁５ｄを励磁して閉弁する。したがって，第１，第２油圧ポンプ８ａ，８ｂ は，マスタシリンダＭの作動油を第１，第２出力ポート１ａ，１ｂ から第１サクション油路１５ａ及び第１サクション弁１６ａを通して吸入し，そして昇圧油路１１ａ，１１ｂ，第２，第３入口弁５ｂ，５ｃ を通して右前輪用車輪ブレーキＢｃ 及び右後輪用車輪ブレーキＢｂのみに供給すると共に，その作動油のマスタシリンダＭ側への流れを閉弁状態のカット弁１４により阻止するので，右前輪用車輪ブレーキＢｃ及び右後輪用車輪ブレーキＢｂが作動して，車両の走行姿勢を舵角に対応させるよう，右側に修正することができる。
【００７０】
また車両の向きを左側に修正するには，上記とは反対に第２入口弁５ｂ及び第３入口弁５ｃを励磁して閉弁して，第１，第２油圧ポンプ８ｂの吐出油圧を第１，第４入口弁５ａ，５ｄを通して左前輪用車輪ブレーキＢａ 及び左後輪用車輪ブレーキＢｄのみに供給して，それらを作動することになる。
【００７１】
また車両の右旋回中でも直進中でも，上記と同様な作用により車両の走行姿勢は制御される。
【００７２】
上記走行姿勢制御中においても，各油ポンプ８ａ，８ｂは，マスタシリンダＭの第１，第２出力ポート１ａ，１ｂから各第１サクション油路１５ａを経由して第１，第２油圧ポンプ８ａ，８ｂに至る流路抵抗の小さい油路を通してマスタシリンダＭの作動油をスムーズに吸入して，即座にこれを所望の車輪ブレーキに圧送するので，その車輪ブレーキの昇圧を早め，姿勢制御の応答性向上に寄与し得る。
【００７３】
上記姿勢制御中に，ブレーキペダルＰによりマスタシリンダＭを作動すると，その出力油圧を受けて第１サクション弁１６ａが閉弁し，また油圧センサ６１もその出力油圧を受けて検知信号を電子制御ユニット６０に入力する。その信号を受けた電子制御ユニット６０は，電動モータ１７の作動状態及びカット弁１４の閉弁状態を維持したまゝで，第２サクション弁１６ｂを励磁して開弁する。その結果，第１，第２油圧ポンプ８ａ，８ｂが第１，第２入力油路２ａ，２ｂ中のマスタシリンダＭの出力油圧を第２サクション油路１５ｂ及び第２サクション弁１６ｂを通して吸入し，これを第１，第２昇圧油路１１ａ，１１ｂから開弁状態の入口弁４ａ〜４ｄを通して各車輪ブレーキＢａ〜Ｂｄに圧送するので，それらを強力に作動することができる。その際，第１〜第４入口弁５ａ〜５ｄを選択的に励磁して閉弁したり（選択された車輪ブレーキの油圧保持），第１〜第４入口弁５ａ〜５ｄを選択的に励磁して閉弁すると共に第１〜第４出口弁６ａ〜６ｄを選択的に励磁して開弁したり（選択された車輪ブレーキの減圧）することにより，左側の車輪ブレーキＢａ，Ｂｄと右側の車輪ブレーキＢｂ，Ｂｃにブレーキ力の差を付けて，車両の姿勢制御を継続することができる。
【００７４】
選択された車輪ブレーキの減圧時には，電動モータ１７及びカット弁１４を上記の状態のまゝにして，第２サクション弁１６ｂをチョッピング状態にする。したがって，ブレーキアシストにおける減圧時と同様に，第１，第２油圧ポンプ８ａ，８ｂが，第１，第２リザーバ９ａ，９ｂに吸収された作動油を吸入し，また第１，第２入力油路２ａ，２ｂの作動油をもチョッピング状態の第２サクション弁１６ｂを通して徐々に吸入して，昇圧油路１１ａ，１１ｂに吐出する。この場合，昇圧油路１１ａ，１１ｂの油圧が規定値を上回ると，カット弁１４のリリーフ機能により，その油圧の過剰分は第１，第２入力油路２ａ，２ｂ側へ排出されるので，昇圧油路１１ａ，１１ｂの過剰昇圧を回避すると共に，各リザーバ９ａ，９ｂを早期に空にすることができる。
【００７５】
また選択された車輪ブレーキの油圧を保持するときには，電動モータ１７及びカット弁１４を上記の状態のまゝにして，第２サクション弁１６ｂを励磁して開弁状態にする。したがって，ブレーキアシストにおける油圧保持時と同様に，各油圧ポンプ８ａ，８ｂに入力油路２ａ，２ｂの作動油を第２サクション弁１６ｂを通してスムーズに吸入させて，各油圧ポンプ８ａ，８ｂの吸入側での負圧発生を回避することができる。
【００７６】
本発明は，上記実施例に限定されるものではなく，その要旨を逸脱しない範囲で種々の設計変更が可能である。例えば，本発明を後輪駆動車にも適用することができる。またカット弁１４のリリーフ機能は，上記実施例のようなリリーフばね式に代えて，ソレノイドへの通電量の調節により閉弁力を変化させるソレノイド式することもできる。
【００７７】
【発明の効果】
以上のように本発明の第１の特徴によれば，マスタシリンダ及び油圧ポンプの吸入側間を第１サクション油路を介して接続すると共に，この第１サクション油路に，これを開閉する常開型の第１サクション弁を設け，またカット弁の上流側で入力油路を油圧ポンプの吸入側に第２サクション油路を介して接続すると共に，この第２サクション油路に，これを開閉すべく制御ユニットにより制御される常閉型の第２サクション弁を設けたので，カット弁を閉弁，第１サクション弁を開弁し，第２サクション弁を閉弁した状態で油圧ポンプを作動して，トラクション制御又はブレーキアシストを行う場合でも，油圧ポンプの吐出油圧はカット弁に加わるものゝ，第１サクション弁には作用しないので，カット弁を小型に構成してその閉弁性能を確保できると共に，第１サクション油路の大径化及び第１サクション弁の大型化が可能となって，油圧ポンプの吸入抵抗の減少をもたらし，トラクション制御及びブレーキアシストを迅速に実行することができる。
【００７８】
また本発明の第２の特徴によれば，第１サクション弁を，マスタシリンダの作動時に閉弁する常開型に構成したので，トラクション制御，ブレーキアシスト，車両の走行姿勢制御等のために，油圧ポンプを作動したとき，油圧ポンプはマスタシリンダの作動油又は出力油圧を即座に吸入して，所定の車輪ブレーキに供給できて，それらの実行を迅速に行うことができる。
【００７９】
さらに本発明の第３の特徴によれば，第１サクション弁を，一端に弁座を有すると共に，この弁座の内側を第１サクション油路の油圧ポンプ側に連通する筒状の弁座部材と，その弁座を囲んで第１サクション油路のマスタシリンダ側と連通する弁室と，この弁室に収容されて弁座に対置される弁体と，この弁体を弁座との着座方向へ付勢する閉じばねと，弁座部材内に進退可能に嵌装され，弁座内に導入されるマスタシリンダの出力油圧に応動して後退し，弁体の弁座への着座を許容する受圧ピストンと，マスタシリンダの不作動時には，この受圧ピストンを前進方向へ付勢して弁体を弁座から離座させる，セット荷重が閉じばねより大なる開きばねとで構成したので，マスタシリンダの作動時には，その出力油圧を直接利用することにより，第１サクション油路を簡単，確実に遮断することができる。
【００８０】
さらにまた本発明の第４の特徴によれば，受圧ピストンの弁座部材内に臨ませる受圧面積を，弁体がその閉弁時，弁座部材内に臨ませる受圧面積より小さく設定したので，マスタシリンダの出力油圧により第１サクション弁が閉弁したとき，油圧ポンプが作動して弁座部材内が負圧となっても，その負圧による受圧ピストンの推力により弁体が開弁することを防ぎ，マスタシリンダの出力油圧による弁体の閉弁をより確実なものとすることができる。
【００８１】
さらにまた本発明の第５の特徴によれば，弁室を，弁座部材の弁座側端部に連結される筒状フィルタで画成し，その弁室に閉じばねを収容したので，筒状フィルタにより第１サクション弁を通過する作動油を濾過することができる。しかもこのフィルタが弁体及びその閉じばねを収容する弁室の形成に寄与して，専用の弁室形成用ケースを不要するので，部品点数の削減と第１サクション弁１６ａのコンパクト化を図ることができる。
【００８２】
さらにまた本発明の第６の特徴によれば，制御ユニットがトラクション制御及び車両の走行姿勢制御を行うべくブレーキ油圧制御弁手段を制御するときには，カット弁を閉弁，第１サクション弁を開弁，第２サクション弁を閉弁，油圧ポンプを作動の状態にするので，油圧ポンプは，マスタシリンダの作動油圧又は出力油圧を直ちに吸入して所定の車輪ブレーキに供給できて，トラクション制御及び車両の走行姿勢制御を迅速に実行することができる。
【００８３】
さらにまた本発明の第７の特徴によれば，トラクション制御中，マスタシリンダが作動されると，制御ユニットがブレーキ油圧制御弁手段，カット弁，第１サクション弁，第２サクション弁及び油圧ポンプに対するトラクション制御を停止するので，即座に通常ブレーキ状態とすることができる。
【００８４】
さらにまた本発明の第８の特徴によれば，車両の走行姿勢制御中，マスタシリンダが作動されると，制御ユニットが第２サクション弁を開弁して，ブレーキ油圧制御弁手段に対する走行姿勢制御を続行するので，車両の走行姿勢制御を継続しながら，制動を行うことができる。
【００８５】
さらにまた本発明の第９の特徴によれば，マスタシリンダの作動状態を検知して，それに応じた信号を制御ユニットに出力するマスタシリンダ作動状態検知手段を設け，制御ユニットがマスタシリンダ作動状態検知手段からの信号を演算して急ブレーキ操作状態と判定したときは，カット弁を閉弁，第１サクション弁を閉弁，第２サクション弁を開弁，油圧ポンプを作動の状態にすると共に，ブレーキ油圧制御弁手段を増圧状態にし，油圧ポンプがマスタシリンダの出力油圧を第２サクション油路から吸入して車輪ブレーキに圧送することによりブレーキアシストを行うので，急ブレーキ操作時には，油圧ポンプが入力油路からマスタシリンダの高い出力油圧を吸入し，昇圧して車輪ブレーキに供給することになり，車輪ブレーキを強力に作動できて，急ブレーキを的確に行うことができる。
【００８６】
さらにまた本発明の第１０の特徴によれば，マスタシリンダ作動状態検知手段を，マスタシリンダの出力油圧を検知して，それに応じた信号を出力する油圧センサで構成し，制御ユニットが油圧センサからの信号に基づいてマスタシリンダの出力昇圧速度を演算すると共に，その出力昇圧速度が規定の閾値を超えたとき急ブレーキ操作状態と判定するので，急ブレーキ操作状態を比較的簡単な手段によって検知することができる。
【００８７】
さらにまた本発明の第１１の特徴によれば，ブレーキアシスト及び車両の走行姿勢制御中，ブレーキ油圧制御弁手段を減圧状態にするときには，第２サクション弁を，開弁及び閉弁を繰り返すチョッピング状態にするので，油圧ポンプがリザーバの吸収した作動油を優先的に吸入して，リザーバを早期に空にすることができ，またリザーバが空になっても，油圧ポンプはチョッピング状態のカット弁を通して入力油路の作動を吸入し得るので，油圧ポンプの吸入側での負圧発生を抑えることができる。
【００８８】
さらにまた本発明の第１２の特徴によれば，カット弁には，油圧ポンプの吐出油圧が規定値以上に上昇したとき，その過剰分を入力油路側へ逃がすリリーフ機能を付与したので，カット弁の閉弁時，油圧ポンプが作動し続けても，それに伴う過剰油圧をカット弁のリリーフ作用により入力油路側に排出して，車輪ブレーキへの過負荷を回避することができ，しかも，カット弁がリリーフ機能を持つことから，専用のリリーフ弁が不要であり，構成の簡素化に寄与し得る。
【００８９】
さらにまた本発明は，第１３の特徴によれば，第１サクション油路を，カット弁に連なる入力油路の上，下流部分より大径に形成したので，第１サクション油路の流路抵抗を小さくして，油圧ポンプの吸入抵抗をより減少させ，トラクション制御及びブレーキアシストを一層迅速に実行することができ，またカット弁は，これを小型にしてその閉弁性能を良好にすることができる。
【図面の簡単な説明】
【図１】本発明のブレーキ油圧制御装置を備えた前輪駆動式自動車用ブレーキ装置の油圧回路図。
【図２】上記ブレーキ油圧制御装置の第１サクション弁を開弁状態で示す拡大縦断面図。
【図３】同第１サクション弁を閉弁状態で示す拡大縦断面図。
【図４】上記ブレーキ油圧制御装置のカット弁の拡大縦断面図。
【図５】（Ａ）はマスタシリンダの出力油圧の時間に対する変化を示す線図，（Ｂ）はマスタシリンの出力昇圧速度の時間に対する変化を示す線図力昇圧速度の時間に対する変化を示す線図。
【図６】上記ブレーキ油圧制御装置の各部の状態を示す表。
【符号の説明】
Ａ・・・・受圧ピストン３１の弁座部材２０内に臨ませる受圧面積
Ｂ・・・・弁体２２が閉弁時に弁座部材２０内に臨ませる受圧面積
Ｂａ〜Ｂｄ・・・・車輪ブレーキ
Ｍ・・・・マスタシリンダ
１ａ，１ｂ・・・・出力ポート
２ａ，２ｂ・・・・入力油路
４・・・・ブレーキ制御手段
８ａ，８ｂ・・・・油圧ポンプ
９ａ，９ｂ・・・・リザーバ
１１ａ，１１ｂ・・昇圧油路
１２ａ，１２ｂ・・出力油路
１４・・・カット弁
１５ａ・・第１サクション油路
１５ｂ・・第２サクション油路
１６ａ・・第１サクション弁
１６ｂ・・第２サクション弁
２０・・・弁座部材
２０ａ・・弁座
２２・・・弁体
２３・・・弁室
２４・・・筒状フィルタ
２５・・・閉じばね
３１・・・受圧ピストン
３５・・・開きばね
６０・・・電子制御ユニット
６１・・・マスタシリンダ作動状態検知手段（油圧センサ）[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a brake hydraulic control device for automobiles and other vehicles, and in particular, an input oil passage connected to a master cylinder, an output oil passage connected to a wheel brake, a reservoir capable of absorbing hydraulic oil, an input oil passage and an output oil. A pressure-increasing state that communicates between the passages and shuts off between the output oil passage and the reservoir, a pressure-reduced state that shuts off between the input oil passage and the output oil passage and communicates between the output oil passage and the reservoir, and an input oil passage and reservoir Brake hydraulic control valve means that can switch the hydraulic pressure holding state that shuts off both the output oil passage and a hydraulic pump that sucks hydraulic oil absorbed in the reservoir and sucks hydraulic oil from the input oil passage, The improvement of a brake hydraulic control device comprising a normally open cut valve for opening and closing an input oil passage and a boost oil passage connecting the discharge side of a hydraulic pump to the input oil passage downstream of the cut valve
[0002]
[Prior art]
Such a brake hydraulic control device for a vehicle is already known as disclosed in, for example, Japanese Patent Laid-Open No. 9-48337.
[0003]
[Problems to be solved by the invention]
In the brake hydraulic control device disclosed in the above publication, the suction oil passage connected to the suction side of the hydraulic pump is connected to the input oil passage through a switching valve having a cut valve function, and the drive wheel that is likely to run idle is connected. During traction control to supply the hydraulic pump discharge hydraulic pressure to the brake or sudden braking operation, the input oil passage is shut off by the switching valve when the master cylinder output hydraulic pressure is boosted by the hydraulic pump and supplied to each wheel brake. At the same time, the suction side of the hydraulic pump is communicated with the upstream side so that the hydraulic pump can suck hydraulic fluid from the master cylinder.
[0004]
By the way, in such a brake hydraulic control device, when operating the hydraulic pump, in order to reduce its suction resistance and improve control response, the suction oil passage connected to the suction side of the hydraulic pump is made as large as possible, It is desirable to reduce the flow path resistance. However, in such a conventional apparatus, the switching valve must be enlarged. However, the directional control valve has a structure that receives the high discharge hydraulic pressure of the hydraulic pump from the downstream side of the input oil passage to the valve section that shuts off the input oil passage at the time of traction control and brake assist. The increase in size is disadvantageous in terms of valve closing performance for the input oil passage.
[0005]
The present invention has been made in view of such circumstances, and can reduce the suction resistance of the hydraulic pump without increasing the size of the cut valve, and can quickly execute traction control and brake assist. It is an object of the present invention to provide a brake hydraulic control device for the vehicle.
[0006]
[Means for Solving the Problems]
In order to achieve the above object, the present invention communicates between an input oil passage connected to a master cylinder, an output oil passage connected to a wheel brake, a reservoir capable of absorbing hydraulic oil, and an input oil passage and an output oil passage. Pressure increase state that shuts off between the output oil passage and the reservoir, pressure reduction state that shuts off between the input oil passage and the output oil passage and communication between the output oil passage and the reservoir, and between the input oil passage and the reservoir and the output oil passage. The brake hydraulic control valve means that can switch the hydraulic pressure holding state that shuts off both of them, the hydraulic pump that sucks the hydraulic oil absorbed in the reservoir and sucks the hydraulic oil from the input oil path, and the input oil path A normally-open cut valve that opens and closes, a boost oil passage that connects the discharge side of the hydraulic pump to the input oil passage downstream of the cut valve, a brake hydraulic control valve means, and a control unit that controls the cut valve The In both brake hydraulic control devices, the suction side of the master cylinder and the hydraulic pump is connected via a first suction oil passage, and a normally open first suction valve that opens and closes the first suction oil passage. The input oil passage is connected to the suction side of the hydraulic pump via the second suction oil passage upstream of the cut valve, and is controlled by the control unit to open and close the second suction oil passage. The first feature is that a normally closed second suction valve is provided.
[0007]
According to the first feature, when the hydraulic pump is operated with the cut valve closed, the first suction valve opened, and the second suction valve closed, the hydraulic pump passes through the first suction oil passage and becomes the master. Traction control or brake assist can be performed by sucking cylinder hydraulic oil or output hydraulic pressure and feeding it to the wheel brake. In either case, the discharge hydraulic pressure of the hydraulic pump is applied to the cut valve, but does not act on the first suction valve. Therefore, the cut valve can be made compact to ensure its valve closing performance, and the first suction oil can be secured. The diameter of the path and the size of the first suction valve can be increased, the suction resistance of the hydraulic pump can be reduced, and traction control and brake assist can be executed quickly.
[0008]
Further, when the hydraulic pump is operated with the first suction valve closed and the second suction valve closed as appropriate, such as during anti-lock control, the hydraulic oil absorbed in the reservoir can be returned to the input oil passage.
[0009]
In addition to the first feature, the present invention has a second feature that the first suction valve is configured as a normally open type that closes when the master cylinder is operated.
[0010]
According to this second feature, when the hydraulic pump is operated for traction control, brake assist, vehicle running posture control, etc., the hydraulic pump immediately sucks the hydraulic oil or output hydraulic pressure of the master cylinder, They can be supplied to predetermined wheel brakes and can be executed quickly.
[0011]
In addition to the second feature, the present invention has a cylindrical valve seat having a first suction valve, a valve seat at one end, and the inside of the valve seat communicating with the hydraulic pump side of the first suction oil passage. A member, a valve chamber surrounding the valve seat and communicating with the master cylinder side of the first suction oil passage, a valve body housed in the valve chamber and opposed to the valve seat, and the valve body with the valve seat A closing spring that urges in the seating direction, and is fitted in the valve seat member so as to be able to advance and retract. The valve springs back in response to the output hydraulic pressure of the master cylinder introduced into the valve seat, and the seat of the valve body on the valve seat It is composed of an allowable pressure receiving piston and an open spring that urges the pressure receiving piston in the forward direction to separate the valve element from the valve seat when the master cylinder is inoperative. The set load is larger than the closing spring. The third feature.
[0012]
According to the third feature, when the master cylinder is not operated, the valve body is opened by the biasing force of the opening spring. However, when the master cylinder is operated, the output hydraulic pressure is received by the pressure receiving piston and moved backward. By making the opening spring inactive, the valve element is closed with the biasing force of the closing spring. Thus, by directly using the output hydraulic pressure of the master cylinder, the first suction oil passage can be shut off easily and reliably.
[0013]
Furthermore, in addition to the third feature of the present invention, the pressure receiving area that can be exposed in the valve seat member of the pressure receiving piston is set smaller than the pressure receiving area that the valve body can face in the valve seat member when the valve is closed. Is the fourth feature.
[0014]
According to the fourth feature, when the first suction valve is closed by the output hydraulic pressure of the master cylinder, the inside of the valve seat member becomes negative pressure when the hydraulic pump is operated, and the valve closing force of the valve body due to the negative pressure is reduced. Therefore, the thrust in the valve opening direction of the pressure-receiving piston due to the negative pressure can be made larger, and therefore the valve body can be more reliably closed by the output pressure of the master cylinder.
[0015]
In addition to the third feature of the present invention, the valve chamber is defined by a cylindrical filter connected to the valve seat side end of the valve seat member, and a closing spring is accommodated in the valve chamber. The fifth feature.
[0016]
According to the fifth feature, the hydraulic oil passing through the first suction valve can be filtered by the cylindrical filter, and this filter contributes to the formation of the valve chamber that houses the valve body and its closing spring. Therefore, a dedicated valve chamber forming case is not required, and the number of parts can be reduced and the first suction valve 16a can be made compact.
[0017]
Furthermore, in addition to any one of the first to third aspects, the present invention closes the cut valve when the control unit controls the brake hydraulic control valve means to perform the traction control and the vehicle running posture control. A sixth feature is that the suction valve is opened, the second suction valve is closed, and the hydraulic pump is in an activated state.
[0018]
According to the sixth feature, since the hydraulic pump can immediately suck in the operating hydraulic pressure or output hydraulic pressure of the master cylinder and supply it to a predetermined wheel brake, the traction control and the vehicle running posture control can be executed quickly. it can.
[0019]
Furthermore, in addition to the sixth feature of the present invention, when the master cylinder is operated during traction control, the control unit includes a brake hydraulic control valve means, a cut valve, a first suction valve, a second suction valve, and a hydraulic pump. The seventh feature is to stop the traction control for.
[0020]
According to the seventh feature, when the master cylinder is operated during the traction control, the normal brake state can be immediately set by stopping the traction control.
[0021]
Furthermore, in addition to the sixth or seventh feature of the present invention, when the master cylinder is operated during the vehicle running posture control, the control unit opens the second suction valve, and the brake hydraulic control valve means It is an eighth feature that the running posture control for is continued.
[0022]
According to the eighth feature, when the master cylinder is operated during the running posture control, the first suction valve is closed, but the second suction valve is opened, so that the hydraulic pump is connected to the master cylinder of the input oil passage. The output hydraulic pressure is sucked through the second suction valve and supplied to the wheel brake. At that time, the brake control valve means can appropriately control the amount of hydraulic pressure supplied from the hydraulic pump to each wheel brake, thereby performing braking while continuing the vehicle running posture control.
[0023]
Furthermore, the present invention provides, in addition to any one of the first to eighth features, a master cylinder operating state detecting means for detecting the operating state of the master cylinder and outputting a signal corresponding to the operating state to the control unit. When the unit calculates a signal from the master cylinder operating state detection means and determines that the brake is suddenly operated, the cut valve is closed, the first suction valve is closed, the second suction valve is opened, and the hydraulic pump is turned on. The brake hydraulic control valve means is in a pressure-increasing state, and the hydraulic pump sucks the output hydraulic pressure of the master cylinder from the second suction oil passage and pumps it to the wheel brake. Nine features.
[0024]
According to the ninth feature, during a sudden braking operation, the first suction valve is closed and the second suction valve is opened, and the hydraulic pump supplies the high output hydraulic pressure of the master cylinder from the input oil passage to the second suction valve. Since the air is sucked through the valve, the pressure is increased, and the pressure is supplied to the wheel brake, the wheel brake can be operated strongly and the sudden braking can be performed accurately.
[0025]
Furthermore, in addition to the ninth feature of the present invention, the master cylinder operating state detecting means comprises a hydraulic sensor that detects the output hydraulic pressure of the master cylinder and outputs a signal corresponding thereto, and the control unit is a hydraulic sensor. The tenth feature is that the output boosting speed of the master cylinder is calculated based on the signal from, and that the sudden braking operation state is determined when the output boosting speed exceeds a prescribed threshold value.
[0026]
According to the tenth feature, the sudden braking operation state can be detected by a relatively simple means.
[0027]
Furthermore, in addition to the ninth or tenth feature, the present invention provides that the second suction valve is opened and closed when the brake hydraulic control valve means is in a reduced pressure state during brake assist and vehicle running posture control. The eleventh feature is that the chopping state is repeated.
[0028]
According to the eleventh feature, the resistance of the second suction oil passage increases moderately by chopping the second suction valve, so that the hydraulic pump preferentially sucks the hydraulic oil absorbed by the reservoir from the brake control valve means. Thus, the reservoir can be emptied early. Even when the reservoir is emptied, the hydraulic pump can suck the operation of the input oil passage through the cut valve in the chopping state, so that the generation of negative pressure on the suction side of the hydraulic pump can be suppressed.
[0029]
Furthermore, in addition to any one of the first to eleventh features, the present invention provides a relief function that allows the cut valve to release the excess to the input oil passage when the discharge hydraulic pressure of the hydraulic pump rises above a specified value. It is the twelfth feature that the above is applied.
[0030]
According to the twelfth feature, when the cut valve is closed, the hydraulic pump continues to operate, and when the discharge hydraulic pressure rises above a specified value, the excess is transferred to the input oil passage side by the relief action of the cut valve. It can be discharged to avoid overloading the wheel brake. In addition, since the cut valve has a relief function, a dedicated relief valve is unnecessary, which can contribute to simplification of the configuration.
[0031]
Furthermore, in addition to any of the first to twelfth features, the present invention is characterized in that the first suction oil passage is formed with a larger diameter than the downstream portion above the input oil passage connected to the cut valve. Features.
[0032]
According to the thirteenth feature, the flow resistance of the first suction oil passage can be reduced, the suction resistance of the hydraulic pump can be reduced, and the traction control and the brake assist can be executed more quickly. The valve can be made small to ensure its good closing performance.
[0033]
[Embodiment]
Embodiments of the present invention will be described based on an embodiment of the present invention shown in the accompanying drawings.
[0034]
FIG. 1 is a hydraulic circuit diagram of a front-wheel-drive automobile brake device equipped with a brake hydraulic control device according to the present invention. FIG. 2 is an enlarged longitudinal sectional view showing a first suction valve of the brake hydraulic control device in an opened state. 3 is an enlarged longitudinal sectional view showing the first suction valve in a closed state, FIG. 4 is an enlarged longitudinal sectional view of a cut valve of the brake hydraulic control device, and FIG. 5A is a change with time of the output hydraulic pressure of the master cylinder. FIG. 5B is a diagram showing changes with time in the output boosting speed of master cillin, and FIG. 6 is a table showing the state of each part of the brake hydraulic control device.
[0035]
First, in FIG. 1, the master cylinder M is configured in a tandem type having a pair of front and rear first and second output ports 1a, 1b that output brake hydraulic pressure in response to an input applied from a brake pedal P to a piston. The first and second input oil passages 2a and 2b individually connected to the first and second output ports 1a and 1b, the left front wheel wheel brake Ba, the right rear wheel wheel brake Bb, and the right front wheel wheel brake The modulator 3 is interposed between the first to fourth output oil passages 12 to 12d separately for Bc and the left rear wheel brake Bd.
[0036]
The modulator 3 includes brake control valve means 4. The brake control valve means 4 includes first to fourth inlet valves 5a individually corresponding to a left front wheel brake Bb, a right rear wheel brake Bb, a right front wheel brake Bc, and a left rear wheel brake Bd, respectively. To 5d, and first to fourth outlet valves 6a to 6d individually corresponding to the respective wheel brakes Ba to Bd, and each of the inlet valves 5a to 5d is a normally open solenoid valve, Each of the outlet valves 6a to 6d is a normally closed electromagnetic valve. The first input oil passage 2a is connected to the inlets of the first and second inlet valves 5a and 5b, and the second input oil passage 2b is connected to the inlets of the third and fourth inlet valves 5c and 5d. A first output oil passage 12a is provided at the outlet of the first inlet valve 5a and the inlet of the first outlet valve 6a. A second output oil passage 12b is provided at the outlet of the second inlet valve 5b and the inlet of the second outlet valve 6b. The third output oil passage 12c is connected to the outlet of the third inlet 5c and the inlet of the third outlet valve 6c, and the fourth output oil passage 12d is connected to the outlet of the fourth inlet valve 5d and the inlet of the fourth outlet valve 6d.
[0037]
The outlets of the first and second outlet valves 6a and 6b are connected to the suction port of the first hydraulic pump 8a through the first pressure reducing oil passage 7a, and the outlets of the third and fourth outlet valves 6c and 6d are the second pressure reducing valves. The oil passage 7b is connected to the suction port of the second hydraulic pump 8b. The first and second pressure reducing oil passages 7a and 7b correspond to the first and second reservoirs 9a and 9b and the respective reservoirs 9a and 9b. And a check valve 10 that allows the hydraulic oil to flow in one direction toward the hydraulic pumps 8a and 8b.
[0038]
The discharge port of the first hydraulic pump 8a is connected to the inlets of the first and second inlet valves 5a and 5b via the first boost oil passage 11a, and the discharge port of the second hydraulic pump 8b is the second boost oil passage. The third and fourth inlet valves 5c, 5d through 11b Connected to the entrance. The first and second dampers 13a and 13b that absorb the pulsation of the discharge pressure are connected to the discharge ports of the first and second hydraulic pumps 8a and 8b. These hydraulic pumps 8 a and 8 b are driven by a common electric motor 17.
[0039]
The first and second input oil passages 2a and 2b are provided with a cut valve 14 consisting of a normally open electromagnetic valve upstream from the connection point of the first and second pressure increase oil passages 11a and 11b.
[0040]
The suction ports of the hydraulic pumps 8a and 8b include first suction oil passages 15a connected to the first and second output ports 1a and 1b of the master cylinder M, and first and second input oils upstream from the cut valve 14, respectively. A second suction oil passage 15b branched from the passages 2a and 2b is connected, and a first suction valve 16a is provided in each first suction oil passage 15a, and a second suction valve 16b is provided in each second suction oil passage 15b. Each is intervened.
[0041]
In the above, the first suction oil passage 15a, preferably including the oil passage from the master cylinder M to the first and second hydraulic pumps 8a and 8b, the cut valve 14 is used in order to minimize the flow passage resistance. Are formed larger in diameter than the upstream and downstream portions of the input oil passages 2a and 2b. As a result, the suction resistance of each of the hydraulic pumps 8a and 8b is minimized.
[0042]
Next, the first suction valve 16a will be described with reference to FIGS.
[0043]
The first suction valve 16a includes a cylindrical valve seat member 20 mounted on the body 3a of the modulator 3 via a seal member 21, and a ball opposed to the valve seat 20a formed at one end of the valve seat member 20. And a cylindrical filter 24 fitted to the outer periphery of one end portion of the valve seat member 20 so as to define a valve chamber 23 for storing the valve body 22, and a valve chamber 23. A closing spring 25 for urging the valve body 22 in the seating direction with the valve seat 20a is provided, and the valve seat member 20 and a lid 26 for retaining the filter 24 are locked to the modulator body 3a.
[0044]
The valve seat member 20 is coaxial with a valve hole 27 connected to the valve seat 20a, a plurality of lateral holes 28 communicating the valve hole 27 with the outer periphery of the valve seat member 20, and an inward stopper flange 29 sandwiched between the valve holes 27. And a cylinder hole 30 connected to the cylinder. A pressure receiving piston 31 is slidably fitted in the cylinder hole 30 via a seal member 32, and is thereby divided into a pressure receiving chamber 33 on the stopper flange 29 side and an atmospheric pressure chamber 34 on the opposite side. The pressure receiving chamber 33 communicates with the valve hole 27 through the inside of the stopper flange 29.
[0045]
The pressure receiving piston 31 is integrally formed with a valve opening rod 31a for separating the valve element 22 from the valve seat 20a when the pressure receiving piston 31 reaches the advance position where it abuts against the stopper flange 29. The opening spring 35 that is biased is accommodated in the atmospheric pressure chamber 34. The fixed end of the opening spring 35 is supported by a cap 36 fitted on the outer periphery of the other end of the valve seat member 20. The set load of the opening spring 35 is set to be larger than that of the closing spring 25. Therefore, the valve body 22 is normally kept in the valve opening state by the opening spring 35 (state shown in FIG. 2). The pressure receiving area A that the pressure receiving piston 31 faces in the pressure receiving chamber 33, that is, the valve seat member 20, is set smaller than the pressure receiving area B that the valve body 22 faces in the valve seat member 20 when the valve body 22 is closed (FIG. 3).
[0046]
The modulator body 3a has an upstream side (master cylinder M side) of the first suction oil passage 15a communicating with the filter 24, and a downstream side (first and second hydraulic pumps) of the first suction oil passage 15a. 8a, 8b side) is formed so as to communicate with the lateral hole 28 of the valve seat member 20.
[0047]
Thus, when the master cylinder M is operated, the hydraulic pressure output from the first and second output ports 1a and 1b to the first and second input oil passages 2a and 2b is filtered, the valve seat 20a and the valve hole. 27, the valve body 22 is seated on the valve seat 20a with the urging force of the closing spring 25 in order to retract the pressure-receiving piston 31 against the urging force of the opening spring 35. The suction valve 16a is closed and the first suction oil passage 15a is shut off.
[0048]
In such a closed state of the first suction valve 16a, when the hydraulic pumps 8a and 8b are operated, the inside of the valve seat member 20 is depressurized and negative pressure is generated. This negative pressure gives a thrust in the valve closing direction to the valve body 22 and a thrust in the valve opening direction to the pressure receiving piston 31. By setting the pressure receiving areas A and B as described above, Since the thrust in the valve closing direction is greater than the thrust in the valve opening direction of the pressure receiving piston 31, the valve body 22 can be more reliably closed by the output hydraulic pressure of the master cylinder M.
[0049]
The cylindrical filter 24 not only filters the hydraulic oil passing through the first suction valve 16a, but also contributes to the formation of the valve chamber 23 that houses the valve body 22 and its closing spring 25. A forming case is not required, and the number of parts can be reduced and the first suction valve 16a can be made compact.
[0050]
Next, the cut valve 14 will be described with reference to FIG.
[0051]
The cut valve 14 includes a cylindrical housing 40 attached to the modulator body 3a via seal members 41a and 41b, a valve seat cylinder 42 fitted on the inner peripheral surface of the housing 40, and the valve seat cylinder 42. A valve body 43 which is slidably fitted in the housing 40 with a ball-shaped valve portion 43a facing the valve seat 42a, and a valve spring which urges the valve body 43 to separate from the valve seat 42a. 44, a lateral hole 45 communicating with the upstream side (master cylinder M side) of the corresponding input oil passages 2a, 2b is formed in one side wall of the housing 40. Is provided with an opening 46 communicating with the downstream side (inlet valves 5a, 5b; 5c, 5d side) of the corresponding input oil passages 2a, 2b in the valve seat cylinder 42. A filter 47 is attached.
[0052]
The housing 40 is further provided with a valve hole 48 that bypasses the valve seat 42a, and a check valve 49 that allows the flow of hydraulic oil only in one direction from the upstream side to the downstream side of the corresponding input oil passages 2a, 2b. Is provided.
[0053]
The other end of the housing 40 opposite to the opening 46 is a fixed core 50, and a guide cylinder 52 that accommodates a movable core 51 that faces the end surface of the fixed core 50 is fitted on the outer periphery of the fixed core 50. Worn. The movable core 51 has a hollow portion 51a, and an inward stopper flange 53 is formed at the opening end of the hollow portion 51a on the housing 40 side. The hollow portion 51 a accommodates a plunger 54 and a relief spring 55 that urges the plunger 54 toward the contact position with the stopper flange 53, and a retainer 56 that supports the fixed end of the relief spring 55 includes: The movable core 51 is press-fitted into the inner peripheral surface of the hollow portion 51a. At this time, the set load of the relief spring 55 is regulated by the press-fit depth of the retainer 56, and the set load is set to be larger than that of the valve spring 44.
[0054]
The plunger 54 is integrally provided with a protrusion 54 a penetrating the stopper flange 53, and when the plunger 54 occupies the advanced position where it abuts against the stopper flange 53, the protrusion 54 a supports the outer end of the valve element 43 to provide the valve element. The valve opening limit of 43 is regulated.
[0055]
A coil assembly 57 surrounding the fixed core 50 and the movable core 51 is installed on the outer periphery of the guide tube 52. When the coil of the coil assembly 57 is energized, the movable core 51 is attracted to the fixed core 50, and the attracting force is applied to the valve element 43 by the biasing force of the valve spring 44 via the relief spring 55 and the plunger 54. The pressure spring is pressed and seated on the valve seat 42a, and the relief spring 55 is compressed. Therefore, the seating force of the valve body 43 with respect to the valve seat 42a is determined by the load of the relief spring 55, and the hydraulic pressure in the valve seat cylinder 42 acting on the valve portion 43a of the valve body 43 is a specified value even when the valve is closed. (For example, 70kg / cm2), The valve body 43 is pushed open against the load of the relief spring 55 and the excess hydraulic pressure in the valve seat cylinder 42 is released.
[0056]
In FIG. 1 again, a hydraulic sensor 61 (master cylinder operating state detecting means) that detects the output hydraulic pressure of the master cylinder M in the first input oil passage 2a or the second input oil passage 2b and outputs a signal corresponding thereto. The signal is input to the electronic control unit 60. In addition, the electronic control unit 60 detects signals from a wheel speed sensor 62 that detects the rotational speed of each wheel, a steering angle sensor 63 that detects the steering angle of the steering handle, a yaw rate sensor 64 that detects the yaw rate of the vehicle, and the like. Is calculated, and these signals are calculated to control each part of the brake hydraulic control device as shown in FIG.
[0057]
Next, the operation of this embodiment will be described with reference to the status table of each part in FIG.
[Normal brake]
During normal braking in which each wheel is not likely to lock, each inlet valve 5a to 5d is demagnetized and opened, and each outlet valve 6a to 6d is also demagnetized and closed. . Now, when the master cylinder M is operated by depressing the brake pedal P, the output hydraulic pressure from the first and second output ports 1a and 1b is immediately transmitted to the pressure receiving chamber 33 of the corresponding first suction valve 16a, as described above. Then, the pressure receiving piston 31 is moved backward, and the valve body 22 is seated on the valve seat 20a by the urging force of the closing spring 25, so that the first suction oil passage 15a is shut off. When the valve body 22 is closed, the output hydraulic pressure of the master cylinder M acts on the back surface of the valve body 22 to maintain the closed state.
[0058]
Accordingly, the output hydraulic pressure from the first output port 1a does not pass through the first suction oil passage 15a, but the first input oil passage 2a, the cut valve 14, the first and second inlet valves 5a, 5b. And the front left wheel brake Ba through the first and second output oil passages 12a and 12b. And supplied to the right rear wheel brake Bb to operate them. The output hydraulic pressure from the second output port 1b is the second input oil passage 2b, the cut valve 14, the third and fourth inlet valves 5c, 5d. And the front right wheel brake Bc via the third and fourth output oil passages 12c and 12d. And supplied to the left rear wheel brake Bd to operate them.
[0059]
In this case, since the second suction valve 16b is also closed and the second suction oil passage 15b is shut off, the oil pressure in the first and second input oil passages 2a, 2b is changed to the second suction oil passage 15b. Through the first and second reservoirs 9a and 9b.
[Anti-lock control]
When the wheel is about to enter the locked state during braking, the electronic control unit 60 activates the inlet valve corresponding to the wheel that is about to be locked among the first to fourth inlet valves 5a to 5d. While closing the valve, the outlet valve corresponding to the wheel among the first to fourth outlet valves 6a to 6d is excited and opened. Then, a part of the hydraulic pressure of the wheel brake corresponding to the wheel is absorbed into the first reservoir 9a or the second reservoir 9b through the corresponding outlet valve and the corresponding decompression oil passages 7a and 7b, and the wheel The brake hydraulic pressure is reduced.
[0060]
In order to keep the wheel brake hydraulic pressure constant, the inlet valves 5a to 5d corresponding to the wheel brake may be excited and closed, and the outlet valves 6a to 6d may be demagnetized to be closed. When the brake hydraulic pressure is increased, the inlets 5a to 5d are demagnetized and opened, and the outlet valves 6a to 6d are demagnetized and closed. By controlling in this way, braking can be performed efficiently without locking the wheels.
[0061]
During such anti-lock control, the electronic control unit 60 energizes the electric motor 17 to operate it, and the first and second hydraulic pumps 8a, 8b. The first and second hydraulic pumps 8a and 8b suck the brake oil absorbed in the first and second reservoirs 9a and 9b, and pass it through the boost oil passages 11a and 11b. The oil is refluxed to the two-input oil passages 2a and 2b. By such reflux, the reservoirs 9a and 9b An increase in the amount of depression of the brake pedal P due to the absorption of the brake oil is suppressed.
[Traction control]
When the master cylinder M is not in operation, the first suction valve 16a is opened and the second suction valve 16b is closed. For example, when the front wheel as a driving wheel is likely to run idle when the vehicle starts, the electronic control unit 60 calculates the rotation difference between the front wheel and the rear wheel from the signal sent from the wheel speed sensor 62 of each wheel, and the rotation difference. Is determined to be in the idling state, the cut valve 14, the second inlet valve 5b and the fourth inlet valve 5d are excited and closed, and the electric motor 17 is operated to 2 The hydraulic pumps 8a and 8b are driven. Therefore, the first and second hydraulic pumps 8a and 8b The hydraulic oil of the master cylinder M is supplied to the first and second output ports 1a and 1b. From the first suction oil passage 15a and the first suction valve 16a and supplied to the left and right front wheel brakes Ba, Bc through the pressure increase oil passages 11a, 11b and the first and third inlet valves 5a, 5c, Since the flow of the hydraulic oil to the master cylinder M side is blocked by the cut valve 14 in the closed state, the left and right front wheel brakes Ba, Bc can be operated to automatically prevent the front wheels from slipping. it can.
[0062]
At that time, when the oil pressure of the front wheel brakes Ba and Bc is kept constant, the inlet valves 5a to 5d are energized and closed, and the outlet valves 6a to 6d are demagnetized as in the anti-lock control. In order to increase the brake hydraulic pressure, the inlet valves 5a to 5d are demagnetized and opened, and the outlet valves 6a to 6d are demagnetized and returned to the closed state. Thus, it is possible to prevent the front wheels from slipping and to control the driving torque appropriately.
[0063]
During such traction control, the discharge pressure of each of the hydraulic pumps 8a and 8b acts in the valve seat cylinder 42 of the cut valve 14 in the closed state. Thus, the valve element 43 is pushed open against the load of the relief spring 55, and the excess hydraulic pressure in the valve seat cylinder 42 can be released to the first and second input oil passages 2a, 2b. Therefore, it is possible to prevent excessive hydraulic pressure from acting on the left and right front wheel brakes Ba, Bc.
[0064]
By the way, during the traction control, the discharge hydraulic pressure of the hydraulic pumps 8a and 8b is applied to the cut valve 14 but does not act on the first suction valve 16a. Therefore, the oil passage from the first and second output ports 1a and 1b of the master cylinder M to the first and second hydraulic pumps 8a and 8b via the first suction oil passage 15a is input oil connected to the cut valve 14. Since the diameter is larger than the upstream and downstream portions of the passages 2a and 2b, the flow resistance of the first suction oil passage 15a is made as small as possible, the suction resistance of the hydraulic pump is reduced, and the traction control is made even faster. On the other hand, the cut valve 14 can be miniaturized and its valve closing performance can be improved.
[0065]
When the master cylinder M is operated by depressing the brake pedal P during the traction control, the first suction valve 16a is closed by receiving the output hydraulic pressure, and the hydraulic sensor 61 receives the output hydraulic pressure and electronically controls the detection signal. Input to unit 60. Upon receiving the signal, the electronic control unit 60 stops the operation of the electric motor 17 in order to prohibit the traction control, the cut valve 14 is in the normal open state, and the second suction valve 16b is in the normal close state. All the inlet valves 5a to 5d are returned to the normal open state, and all the outlet valves 6a to 6d are returned to the normal closed state. Accordingly, as in the case of the normal brake, the output hydraulic pressure of the master cylinder M is supplied to all the wheel brakes Ba to Bd and can be operated.
[0066]
In this case, the cut valve 14 includes a check valve 49 that bypasses the valve seat 42a and allows the flow of hydraulic oil from the upstream side to the downstream side of the first and second input oil passages 2a, 2b. Even if the return of the cut valve 14 to the open state is delayed, the output hydraulic pressure of the master cylinder M passes through the check valve 49 so that the operation of the wheel brakes Ba to Bd by the output hydraulic pressure can be performed without any trouble. it can.
[Brake assist]
When the master cylinder M is actuated by depressing the brake pedal P, the hydraulic sensor 61 detects the master cylinder output hydraulic pressure as shown in FIG. 5A, and outputs a signal corresponding thereto to the electronic control unit 60. 60, the output boosting speed of the master cylinder M as shown in FIG. 5B is calculated from the signal, and when the boosting speed exceeds a specified threshold, it is determined that the sudden braking operation is being performed, and the electric motor 17 is turned on. In operation, the first and second hydraulic pumps 8a and 8b are driven, the cut valve 14 is excited and closed, and the second suction valve 16b is excited and opened. At this time, the first suction valve 16a is of course closed by receiving the output hydraulic pressure of the master cylinder M. As a result, the first and second hydraulic pumps 8a and 8b suck the hydraulic pressure of the master cylinder M in the first and second input oil passages 2a and 2b through the second suction oil passage 15b and the second suction valve 16b. Are pressurized and fed to the wheel brakes Ba to Bd via the open valves 4a to 4d from the boost oil passages 11a and 11b, so that they can be operated strongly and can respond to a sudden braking operation. .
[0067]
At this time, when the wheel is about to enter the locked state, as in the anti-lock control, the electronic control unit 60 corresponds to the inlet corresponding to the wheel about to be locked among the first to fourth inlet valves 5a to 5d. The valve is excited and closed, and the outlet valve corresponding to the wheel among the first to fourth outlet valves 6a to 6d is excited and opened. At the same time, the second suction valve 16b is put into a chopping state, that is, an open / close repeated state. Then, the first reservoir 9a is passed through the outlet valve and the decompression oil passages 7a and 7b in which a part of the hydraulic pressure of the wheel brake corresponding to the wheel is opened. Alternatively, the oil pressure of the wheel brake is reduced by being absorbed by the second reservoir 9b.
[0068]
On the other hand, since the first and second hydraulic pumps 8a and 8b continue to operate, the hydraulic oil absorbed in the first and second reservoirs 9a and 9b is sucked, and at the same time, the first and second input oil passages 2a, The hydraulic fluid 2b is also gradually sucked through the chopped second suction valve 16b and discharged to the boost oil passages 11a and 11b. In this case, since both the inlet valves 5a to 5d and the cut valve 14 are maintained in the closed state, the pressure boosting oil passages 11a and 11b are immediately boosted. However, when the hydraulic pressure exceeds a specified value, the relief of the cut valve 14 is achieved. Due to the action, the excess hydraulic pressure is discharged to the first and second input oil passages 2a and 2b, so that it is possible to avoid excessive pressure increase in the pressure increase oil passages 11a and 11b. Further, according to the chopping state of the second suction valve 16b, the hydraulic oil in the reservoirs 9a and 9b can be preferentially sucked to empty the reservoirs 9a and 9b at an early stage. Even when the reservoirs 9a and 9b are emptied, the hydraulic pumps 8a and 8b can suck the operation of the input oil passages 2a and 2b through the cut valve 14 in the chopping state. The generation of negative pressure at the can be suppressed.
[0069]
In order to keep the wheel brake hydraulic pressure constant, the inlet valve and outlet valve corresponding to the wheel brake may be closed. In this case, since the reservoirs 9a and 9b do not absorb the hydraulic oil, the hydraulic oil in the input oil passages 2a and 2b is supplied to the hydraulic pumps 8a and 8b by opening the second suction valve 16b by exciting the second suction valve 16b. It is possible to suck in smoothly through the suction valve 16b, thereby avoiding the generation of negative pressure on the suction side of each hydraulic pump 8a, 8b.
[Vehicle running attitude control]
When the vehicle is turning left, for example, the output signals of the rudder angle sensor 63 and the yaw rate sensor 64 do not correspond to each other, and if the electronic control unit 60 determines from the signals that the vehicle is about to turn left, for example, electronically In order to correct the direction, the control unit 60 operates the electric motor 17 to drive the first and second hydraulic pumps 8a and 8b, as well as the cut valve 14, the first inlet valve 5a, and the fourth inlet valve 5d. To close the valve. Therefore, the first and second hydraulic pumps 8a and 8b The hydraulic oil of the master cylinder M is supplied to the first and second output ports 1a and 1b. From the first suction oil passage 15a and the first suction valve 16a, and the boost oil passages 11a, 11b, the second and third inlet valves 5b, 5c. Through right front wheel brake Bc Since the hydraulic fluid is supplied only to the right rear wheel brake Bb and the flow of the hydraulic oil to the master cylinder M side is blocked by the closed cut valve 14, the right front wheel brake Bc and the right rear wheel The brake Bb is activated, and the vehicle running posture can be corrected to the right side so as to correspond to the steering angle.
[0070]
In order to correct the vehicle direction to the left side, the second inlet valve 5b and the third inlet valve 5c are excited and closed in the opposite direction, and the discharge hydraulic pressure of the first and second hydraulic pumps 8b is changed to the first. 1, wheel brake Ba for the front left wheel through the fourth inlet valves 5a, 5d And only the left rear wheel brake Bd is supplied to operate them.
[0071]
Further, whether the vehicle is turning right or straight, the traveling posture of the vehicle is controlled by the same action as described above.
[0072]
Even during the running posture control, the oil pumps 8a and 8b are connected to the first and second hydraulic pumps 8a from the first and second output ports 1a and 1b of the master cylinder M via the first suction oil passages 15a. , 8b, the hydraulic oil in the master cylinder M is smoothly drawn through the oil passage with the small flow resistance, and immediately pumped to the desired wheel brake. It can contribute to improvement of performance.
[0073]
When the master cylinder M is operated by the brake pedal P during the posture control, the first suction valve 16a is closed by receiving the output hydraulic pressure, and the hydraulic sensor 61 also receives the output hydraulic pressure and sends a detection signal to the electronic control unit. Enter 60. Upon receiving the signal, the electronic control unit 60 excites the second suction valve 16b and opens it while maintaining the operating state of the electric motor 17 and the closed state of the cut valve 14. As a result, the first and second hydraulic pumps 8a and 8b suck the output hydraulic pressure of the master cylinder M in the first and second input oil passages 2a and 2b through the second suction oil passage 15b and the second suction valve 16b, Since this is pressure-fed from the first and second boost oil passages 11a and 11b to the wheel brakes Ba to Bd through the opened inlet valves 4a to 4d, they can be operated strongly. At that time, the first to fourth inlet valves 5a to 5d are selectively energized to be closed (holding the hydraulic pressure of the selected wheel brake), or the first to fourth inlet valves 5a to 5d are selectively excited. Then, the first to fourth outlet valves 6a to 6d are selectively energized and opened (depressurization of the selected wheel brake), and the left wheel brakes Ba, Bd and the right wheel brakes are closed. The attitude control of the vehicle can be continued by applying a difference in braking force to the wheel brakes Bb and Bc.
[0074]
At the time of depressurization of the selected wheel brake, the electric motor 17 and the cut valve 14 are left in the above state, and the second suction valve 16b is put into a chopping state. Accordingly, the first and second hydraulic pumps 8a and 8b suck the hydraulic oil absorbed in the first and second reservoirs 9a and 9b and reduce the first and second input oils in the same manner as during the pressure reduction in the brake assist. The hydraulic oil in the passages 2a and 2b is also gradually sucked through the second suction valve 16b in the chopping state, and discharged to the boost oil passages 11a and 11b. In this case, if the oil pressure in the pressure boosting oil passages 11a and 11b exceeds a specified value, an excess of the oil pressure is discharged to the first and second input oil passages 2a and 2b by the relief function of the cut valve 14. It is possible to avoid excessive boosting of the boosting oil passages 11a and 11b and to empty the reservoirs 9a and 9b at an early stage.
[0075]
In order to maintain the hydraulic pressure of the selected wheel brake, the electric motor 17 and the cut valve 14 are left in the above state, and the second suction valve 16b is excited to open. Accordingly, the hydraulic oil in the input oil passages 2a and 2b is smoothly drawn into the hydraulic pumps 8a and 8b through the second suction valve 16b as in the case of holding the hydraulic pressure in the brake assist, and the suction side of the hydraulic pumps 8a and 8b. It is possible to avoid the occurrence of negative pressure in
[0076]
The present invention is not limited to the above embodiments, and various design changes can be made without departing from the scope of the invention. For example, the present invention can be applied to a rear wheel drive vehicle. The relief function of the cut valve 14 may be a solenoid type that changes the valve closing force by adjusting the energization amount of the solenoid instead of the relief spring type as in the above embodiment.
[0077]
【The invention's effect】
As described above, according to the first feature of the present invention, the master cylinder and the suction side of the hydraulic pump are connected via the first suction oil passage, and the first suction oil passage is normally opened and closed. An open first suction valve is provided, and the input oil passage is connected to the suction side of the hydraulic pump via the second suction oil passage on the upstream side of the cut valve, and the second suction oil passage is opened and closed. Since the normally closed second suction valve controlled by the control unit is provided, the hydraulic pump is operated with the cut valve closed, the first suction valve opened, and the second suction valve closed. Even when traction control or brake assist is performed, the hydraulic pressure discharged from the hydraulic pump is applied to the cut valve, but does not act on the first suction valve. With it, may be become possible size of larger diameter and a first suction valve of the first suction oil passage, it resulted in a decrease in the suction resistance of the hydraulic pump, to quickly perform the traction control and the brake assist.
[0078]
Further, according to the second feature of the present invention, the first suction valve is configured as a normally open type that is closed when the master cylinder is operated. Therefore, for traction control, brake assist, vehicle running posture control, etc. When the hydraulic pump is operated, the hydraulic pump can immediately suck the hydraulic oil or output hydraulic pressure of the master cylinder and supply it to a predetermined wheel brake, and can execute them quickly.
[0079]
Furthermore, according to the third feature of the present invention, the cylindrical valve seat member having the first suction valve, the valve seat at one end, and the inside of the valve seat communicating with the hydraulic pump side of the first suction oil passage. A valve chamber that surrounds the valve seat and communicates with the master cylinder side of the first suction oil passage, a valve body that is housed in the valve chamber and is opposed to the valve seat, and the valve body is seated on the valve seat It is fitted in the valve seat member so as to be able to advance and retract, and retracts in response to the output hydraulic pressure of the master cylinder introduced into the valve seat, allowing the valve element to be seated on the valve seat Since the master piston is configured with a pressure-receiving piston, and when the master cylinder is inoperative, the pressure-receiving piston is urged in the forward direction to separate the valve body from the valve seat, and the set load is larger than the closing spring. By directly using the output hydraulic pressure during cylinder operation, A first suction oil passage easily, it can be reliably blocked.
[0080]
Furthermore, according to the fourth feature of the present invention, the pressure receiving area that can be exposed in the valve seat member of the pressure receiving piston is set smaller than the pressure receiving area that the valve body faces in the valve seat member when the valve is closed. When the first suction valve is closed by the output hydraulic pressure of the master cylinder, even if the hydraulic pump operates and the inside of the valve seat member becomes negative pressure, the valve element opens due to the thrust of the pressure-receiving piston due to the negative pressure. It is possible to prevent the valve body from being closed by the output pressure of the master cylinder.
[0081]
Further, according to the fifth feature of the present invention, the valve chamber is defined by a cylindrical filter connected to the valve seat side end of the valve seat member, and the valve chamber accommodates a closing spring. The hydraulic oil passing through the first suction valve can be filtered by the filter. In addition, since this filter contributes to the formation of the valve body that accommodates the valve body and its closing spring, and a dedicated valve chamber forming case is not required, the number of parts can be reduced and the first suction valve 16a can be made compact. Can do.
[0082]
Furthermore, according to the sixth aspect of the present invention, when the control unit controls the brake hydraulic control valve means to perform traction control and vehicle running posture control, the cut valve is closed and the first suction valve is opened. Since the second suction valve is closed and the hydraulic pump is in an activated state, the hydraulic pump can immediately suck in the working hydraulic pressure or output hydraulic pressure of the master cylinder and supply it to a predetermined wheel brake. Travel posture control can be executed quickly.
[0083]
Furthermore, according to the seventh aspect of the present invention, when the master cylinder is operated during traction control, the control unit controls the brake hydraulic control valve means, the cut valve, the first suction valve, the second suction valve, and the hydraulic pump. Because the traction control is stopped, the normal braking state can be immediately established.
[0084]
Further, according to the eighth aspect of the present invention, when the master cylinder is operated during the vehicle running posture control, the control unit opens the second suction valve, and the running posture control for the brake hydraulic control valve means. Thus, braking can be performed while continuing the vehicle running posture control.
[0085]
Furthermore, according to the ninth feature of the present invention, there is provided a master cylinder operating state detecting means for detecting the operating state of the master cylinder and outputting a signal corresponding thereto to the control unit, and the control unit detects the master cylinder operating state. When the signal from the means is calculated and it is determined that the brake is suddenly operated, the cut valve is closed, the first suction valve is closed, the second suction valve is opened, the hydraulic pump is activated, The brake hydraulic control valve means is in a pressure-increasing state, and the hydraulic pump sucks the output hydraulic pressure of the master cylinder from the second suction oil passage and pumps it to the wheel brake to perform brake assist. The high output hydraulic pressure of the master cylinder is sucked from the input oil passage, and the pressure is boosted and supplied to the wheel brake. Can, it is possible to perform a sudden brake accurately.
[0086]
Further, according to the tenth feature of the present invention, the master cylinder operating state detecting means is constituted by a hydraulic sensor which detects the output hydraulic pressure of the master cylinder and outputs a signal corresponding thereto, and the control unit is connected to the hydraulic sensor. Based on this signal, the output boosting speed of the master cylinder is calculated, and when the output boosting speed exceeds a specified threshold value, it is determined that the sudden braking operation state is detected. Therefore, the sudden braking operation state is detected by relatively simple means. be able to.
[0087]
Further, according to the eleventh feature of the present invention, when the brake hydraulic control valve means is brought into the pressure-reduced state during the brake assist and the vehicle running posture control, the second suction valve is repeatedly chopped and repeatedly opened and closed. Therefore, the hydraulic pump sucks the hydraulic oil absorbed by the reservoir preferentially, and the reservoir can be quickly emptied. Even if the reservoir is empty, the hydraulic pump passes through the chopping cut valve. Since the operation of the input oil passage can be sucked, the generation of negative pressure on the suction side of the hydraulic pump can be suppressed.
[0088]
Furthermore, according to the twelfth feature of the present invention, the cut valve is provided with a relief function for releasing the excess amount to the input oil passage when the discharge hydraulic pressure of the hydraulic pump rises above a specified value. Even when the hydraulic pump continues to operate when the valve is closed, excess hydraulic pressure associated therewith can be discharged to the input oil passage side by the relief action of the cut valve to avoid overloading the wheel brakes. Since it has a relief function, a dedicated relief valve is not required, which can contribute to simplification of the configuration.
[0089]
Furthermore, according to the thirteenth feature of the present invention, the first suction oil passage is formed larger in diameter than the downstream portion above the input oil passage connected to the cut valve. The suction resistance of the hydraulic pump can be further reduced, the traction control and the brake assist can be executed more quickly, and the cut valve can be reduced in size to improve its valve closing performance. it can.
[Brief description of the drawings]
BRIEF DESCRIPTION OF DRAWINGS FIG. 1 is a hydraulic circuit diagram of a front wheel drive type automobile brake device equipped with a brake hydraulic pressure control device of the present invention.
FIG. 2 is an enlarged longitudinal sectional view showing a first suction valve of the brake hydraulic control device in an opened state.
FIG. 3 is an enlarged longitudinal sectional view showing the first suction valve in a closed state.
FIG. 4 is an enlarged longitudinal sectional view of a cut valve of the brake hydraulic control device.
5A is a diagram showing a change with time of an output hydraulic pressure of a master cylinder, and FIG. 5B is a diagram showing a change with respect to time of an output boost speed of master cillin. .
FIG. 6 is a table showing the state of each part of the brake hydraulic control device.
[Explanation of symbols]
A ... Pressure receiving area to be exposed in the valve seat member 20 of the pressure receiving piston 31
B ... Pressure receiving area that the valve body 22 faces in the valve seat member 20 when the valve is closed
Ba ~ Bd ... Wheel brake
M ... Master cylinder
1a, 1b... Output port
2a, 2b ... Input oil passage
4 .... Brake control means
8a, 8b ... Hydraulic pump
9a, 9b... Reservoir
11a, 11b ... Booster oil passage
12a, 12b ... Output oil passage
14 ... Cut valve
15a .. First suction oil passage
15b .. Second suction oil passage
16a .. First suction valve
16b..Second suction valve
20 ... Valve seat member
20a ... Valve seat
22 ... Valve
23 ... Valve
24 ... Cylinder filter
25 ... Closing spring
31 ... Pressure receiving piston
35 ... Opening spring
60 ... Electronic control unit
61 ... Master cylinder operation state detection means (hydraulic sensor)

Claims (13)

マスタシリンダ（Ｍ）に連なる入力油路（１ａ，１ｂ）と，車輪ブレーキ（Ｂａ〜Ｂｄ）に連なる出力油路（１２ａ〜１２ｄ）と，作動油を吸収し得るリザーバ（９ａ，９ｂ）と，入力油路（１ａ，１ｂ）及び出力油路（１２ａ〜１２ｄ）間を連通すると共に出力油路（１２ａ〜１２ｄ）及びリザーバ（９ａ，９ｂ）間を遮断する増圧状態，入力油路（１ａ，１ｂ）及び出力油路（１２ａ〜１２ｄ）間を遮断すると共に出力油路（１２ａ〜１２ｄ）及びリザーバ（９ａ，９ｂ）間を連通する減圧状態，並びに入力油路（１ａ，１ｂ）及びリザーバ（９ａ，９ｂ）と出力油路（１２ａ〜１２ｄ）との各間を共に遮断する油圧保持状態を切換え得るブレーキ油圧制御弁手段（４）と，リザーバ（９ａ，９ｂ）に吸収された作動油を吸入したり，入力油路（１ａ，１ｂ）から作動油を吸入したりする油圧ポンプ（８ａ，８ｂ）と，入力油路（１ａ，１ｂ）を開閉する常開型のカット弁（１４）と，このカット弁（１４）の下流側で入力油路（１ａ，１ｂ）に油圧ポンプ（８ａ，８ｂ）の吐出側を接続する昇圧油路（１１ａ，１１ｂ）と，ブレーキ油圧制御弁手段（４）及びカット弁（１４）を制御する電子制御ユニット（６０）とを備えた，車両のブレーキ油圧制御装置において，
マスタシリンダ（Ｍ）及び油圧ポンプ（８ａ，８ｂ）の吸入側間を第１サクション油路（１５ａ）を介して接続すると共に，この第１サクション油路（１５ａ）に，これを開閉する常開型の第１サクション弁（１６ａ）を設け，またカット弁（１４）の上流側で入力油路（１ａ，１ｂ）を油圧ポンプ（８ａ，８ｂ）の吸入側に第２サクション油路（１５ｂ）を介して接続すると共に，この第２サクション油路（１５ｂ）に，これを開閉すべく電子制御ユニット（６０）により制御される常閉型の第２サクション弁（１６ｂ）を設けたことを特徴とする，車両のブレーキ油圧制御装置。Input oil passages (1a, 1b) connected to the master cylinder (M), output oil passages (12a-12d) connected to the wheel brakes (Ba-Bd), reservoirs (9a, 9b) capable of absorbing hydraulic oil, A pressure increasing state in which the input oil passages (1a, 1b) and the output oil passages (12a to 12d) communicate with each other and the output oil passages (12a to 12d) and the reservoirs (9a, 9b) are blocked. , 1b) and the output oil passages (12a to 12d) are shut off and the output oil passages (12a to 12d) and the reservoirs (9a, 9b) are communicated with each other, and the input oil passages (1a, 1b) and the reservoirs (9a, 9b) and hydraulic oil control valve means (4) capable of switching the hydraulic pressure holding state that shuts off both the output oil passages (12a-12d), and hydraulic oil absorbed in the reservoirs (9a, 9b) Inhale or enter Hydraulic pumps (8a, 8b) for sucking hydraulic oil from the oil passages (1a, 1b), a normally open cut valve (14) for opening / closing the input oil passages (1a, 1b), and this cut valve ( 14), a boost oil passage (11a, 11b) for connecting the discharge side of the hydraulic pump (8a, 8b) to the input oil passage (1a, 1b) downstream of the brake oil pressure control valve means (4) and a cut valve ( 14) a brake hydraulic control device for a vehicle comprising an electronic control unit (60) for controlling
The master cylinder (M) and the suction side of the hydraulic pump (8a, 8b) are connected via the first suction oil passage (15a), and the first suction oil passage (15a) is opened and closed. The first suction valve (16a) is provided, and the input oil passage (1a, 1b) is provided upstream of the cut valve (14), and the second suction oil passage (15b) is provided on the suction side of the hydraulic pump (8a, 8b). The second suction oil passage (15b) is provided with a normally closed second suction valve (16b) controlled by an electronic control unit (60) to open and close the second suction oil passage (15b). A brake hydraulic control device for a vehicle. 請求項１記載の車両のブレーキ油圧制御装置において，
第１サクション弁（１６ａ）を，マスタシリンダ（Ｍ）の作動時に閉弁する常開型に構成したことを特徴とする，車両のブレーキ油圧制御装置。The brake hydraulic control device for a vehicle according to claim 1,
A brake hydraulic control device for a vehicle, wherein the first suction valve (16a) is configured as a normally open type that closes when the master cylinder (M) is operated. 請求項２記載の車両のブレーキ油圧制御装置において，
第１サクション弁（１６ａ）を，一端に弁座（２０ａ）を有すると共に，この弁座（２０ａ）の内側を第１サクション油路（１５ａ）の油圧ポンプ（８ａ，８ｂ）側に連通する筒状の弁座部材（２０）と，その弁座（２０ａ）を囲んで第１サクション油路（１５ａ）のマスタシリンダ（Ｍ）側と連通する弁室（２３）と，この弁室（２３）に収容されて弁座（２０ａ）に対置される弁体（２２）と，この弁体（２２）を弁座（２０ａ）との着座方向へ付勢する閉じばね（２５）と，弁座部材（２０）内に進退可能に嵌装され，弁座（２０ａ）内に導入されるマスタシリンダ（Ｍ）の出力油圧に応動して後退し，弁体（２２）の弁座（２０ａ）への着座を許容する受圧ピストン（３１）と，マスタシリンダ（Ｍ）の不作動時には，この受圧ピストン（３１）を前進方向へ付勢して弁体（２２）を弁座（２０ａ）から離座させる，セット荷重が閉じばね（２５）より大なる開きばね（３５）とで構成したことを特徴とする，車両のブレーキ油圧制御装置。The brake hydraulic control device for a vehicle according to claim 2,
A first suction valve (16a) having a valve seat (20a) at one end and a cylinder communicating the inside of the valve seat (20a) with the hydraulic pump (8a, 8b) side of the first suction oil passage (15a) -Shaped valve seat member (20), a valve chamber (23) surrounding the valve seat (20a) and communicating with the master cylinder (M) side of the first suction oil passage (15a), and the valve chamber (23) A valve body (22) accommodated in the valve seat (20a), a closing spring (25) for biasing the valve body (22) in the seating direction with the valve seat (20a), and a valve seat member (20) is fitted in the valve seat (20a) so as to be able to advance and retreat, and retracts in response to the output hydraulic pressure of the master cylinder (M), and the valve body (22) to the valve seat (20a) When the pressure-receiving piston (31) that allows seating and the master cylinder (M) are inoperative, this pressure-receiving piston (31) is urged in the forward direction to disengage the valve element (22) from the valve seat (20a), and the opening load (35) having a larger set load than the closing spring (25). A vehicle brake hydraulic pressure control device. 請求項３記載の車両のブレーキ油圧制御装置において，
受圧ピストン（３１）の弁座部材（２０）内に臨ませる受圧面積（Ａ）を，弁体（２２）がその閉弁時，弁座部材（２０）内に臨ませる受圧面積（Ｂ）より小さく設定したことを特徴とする，車両のブレーキ油圧制御装置。The vehicle brake hydraulic control device according to claim 3,
The pressure receiving area (A) that can be exposed in the valve seat member (20) of the pressure receiving piston (31) is greater than the pressure receiving area (B) that is allowed to face in the valve seat member (20) when the valve element (22) is closed. A brake hydraulic control device for a vehicle characterized by being set small. 請求項３記載の車両のブレーキ油圧制御装置において，
弁室（２３）を，弁座部材（２０）の弁座（２０ａ）側端部に連結される筒状フィルタ（２４）で画成し，その弁室（２３）に閉じばね（２５）を収容したことを特徴とする，車両のブレーキ油圧制御装置。The vehicle brake hydraulic control device according to claim 3,
The valve chamber (23) is defined by a cylindrical filter (24) connected to the end of the valve seat member (20) on the valve seat (20a) side, and a closing spring (25) is formed in the valve chamber (23). A brake hydraulic control device for a vehicle characterized by being housed. 請求項１〜３の何れかに記載の車両のブレーキ油圧制御装置において，
電子制御ユニット（６０）がトラクション制御及び車両の走行姿勢制御を行うべくブレーキ油圧制御弁手段（４）を制御するときには，カット弁（１４）を閉弁，第１サクション弁（１６ａ）を開弁，第２サクション弁（１６ｂ）を閉弁，油圧ポンプ（８ａ，８ｂ）を作動の状態にすることを特徴とする，車両のブレーキ油圧制御装置。The brake hydraulic control device for a vehicle according to any one of claims 1 to 3,
When the electronic control unit (60) controls the brake hydraulic control valve means (4) to perform traction control and vehicle running posture control, the cut valve (14) is closed and the first suction valve (16a) is opened. The brake hydraulic control device for a vehicle is characterized in that the second suction valve (16b) is closed and the hydraulic pumps (8a, 8b) are activated. 請求項６記載の車両のブレーキ油圧制御装置において，
トラクション制御中，マスタシリンダ（Ｍ）が作動されると，電子制御ユニット（６０）がブレーキ油圧制御弁手段（４），カット弁（１４），第１サクション弁（１６ａ），第２サクション弁（１６ｂ）及び油圧ポンプ（８ａ，８ｂ）に対するトラクション制御を停止することを特徴とする，車両のブレーキ油圧制御装置。The vehicle brake hydraulic control device according to claim 6,
When the master cylinder (M) is operated during the traction control, the electronic control unit (60) causes the brake hydraulic control valve means (4), the cut valve (14), the first suction valve (16a), the second suction valve ( 16b) and a brake hydraulic control device for a vehicle, characterized by stopping traction control for the hydraulic pumps (8a, 8b). 請求項６又は７記載の車両のブレーキ油圧制御装置において，
車両の走行姿勢制御中，マスタシリンダ（Ｍ）が作動されると，電子制御ユニット（６０）が第２サクション弁（１６ｂ）を開弁して，ブレーキ油圧制御弁手段（４）に対する走行姿勢制御を続行することを特徴とする，車両のブレーキ油圧制御装置。The brake hydraulic control device for a vehicle according to claim 6 or 7,
When the master cylinder (M) is actuated during the running posture control of the vehicle, the electronic control unit (60) opens the second suction valve (16b) and the running posture control for the brake hydraulic control valve means (4). Brake hydraulic control device for vehicles, characterized by continuing 請求項１〜８の何れかに記載の車両のブレーキ油圧制御装置において，
マスタシリンダ（Ｍ）の作動状態を検知して，それに応じた信号を電子制御ユニット（６０）に出力するマスタシリンダ作動状態検知手段（６１）を設け，電子制御ユニット（６０）がマスタシリンダ作動状態検知手段（６１）からの信号を演算して急ブレーキ操作状態と判定したときは，カット弁（１４）を閉弁，第１サクション弁（１６ａ）を閉弁，第２サクション弁（１６ｂ）を開弁，油圧ポンプ（８ａ，８ｂ）を作動の状態にすると共に，ブレーキ油圧制御弁手段（４）を増圧状態にし，油圧ポンプ（８ａ，８ｂ）がマスタシリンダ（Ｍ）の出力油圧を第２サクション油路（１５ｂ）から吸入して車輪ブレーキ（Ｂａ〜Ｂｄ）に圧送することによりブレーキアシストを行うことを特徴とする，車両のブレーキ油圧制御装置。The brake hydraulic control device for a vehicle according to any one of claims 1 to 8,
Master cylinder operating state detecting means (61) for detecting the operating state of the master cylinder (M) and outputting a signal corresponding thereto to the electronic control unit (60) is provided, and the electronic control unit (60) is in the master cylinder operating state. When the signal from the detection means (61) is calculated and it is determined that the brake is suddenly operated, the cut valve (14) is closed, the first suction valve (16a) is closed, and the second suction valve (16b) is closed. The valve opening and the hydraulic pumps (8a, 8b) are activated, the brake hydraulic control valve means (4) is in a pressure-increasing state, and the hydraulic pumps (8a, 8b) increase the output hydraulic pressure of the master cylinder (M). A brake hydraulic control device for a vehicle, which performs brake assist by sucking from a two-suction oil passage (15b) and pumping it to a wheel brake (Ba to Bd). 請求項９記載の車両のブレーキ油圧制御装置において，
マスタシリンダ作動状態検知手段（６１）を，マスタシリンダ（Ｍ）の出力油圧を検知して，それに応じた信号を出力する油圧センサ（６１）で構成し，電子制御ユニット（６０）が油圧センサ（６１）からの信号に基づいてマスタシリンダ（Ｍ）の出力昇圧速度を演算すると共に，その出力昇圧速度が規定の閾値を超えたとき急ブレーキ操作状態と判定することを特徴とする，車両のブレーキ油圧制御装置。The brake hydraulic control device for a vehicle according to claim 9,
The master cylinder operating state detection means (61) is constituted by a hydraulic sensor (61) that detects the output hydraulic pressure of the master cylinder (M) and outputs a signal corresponding thereto, and the electronic control unit (60) 61) calculating the output boosting speed of the master cylinder (M) based on the signal from the master cylinder (M) and determining the sudden braking operation state when the output boosting speed exceeds a specified threshold value. Hydraulic control device. 請求項９又は１０記載の車両のブレーキ油圧制御装置において，
ブレーキアシスト及び車両の走行姿勢制御中，ブレーキ油圧制御弁手段（４）を減圧状態にするときには，第２サクション弁（１６ｂ）を，開弁及び閉弁を繰り返すチョッピング状態にすることを特徴とする，車両のブレーキ油圧制御装置。The brake hydraulic control device for a vehicle according to claim 9 or 10,
During brake assist and vehicle running posture control, when the brake hydraulic control valve means (4) is brought into a reduced pressure state, the second suction valve (16b) is placed in a chopping state that repeats opening and closing. , Vehicle brake hydraulic control device. 請求項１〜１１の何れかに記載の車両のブレーキ油圧制御装置において，
カット弁（１４）には，油圧ポンプ（８ａ，８ｂ）の吐出油圧が規定値以上に上昇したとき，その過剰分を入力油路（１ａ，１ｂ）側へ逃がすリリーフ機能を付与したことを特徴とする，車両のブレーキ油圧制御装置。The brake hydraulic control device for a vehicle according to any one of claims 1 to 11,
When the discharge hydraulic pressure of the hydraulic pump (8a, 8b) rises above a specified value, the cut valve (14) is provided with a relief function for releasing the excess to the input oil passage (1a, 1b) side. A brake hydraulic control device for a vehicle. 請求項１〜１２の何れかに記載の車両のブレーキ油圧制御装置において，
第１サクション油路（１５ａ）を，カット弁（１４）に連なる入力油路（１ａ，１ｂ）の上，下流部分より大径に形成したことを特徴とする，車両のブレーキ油圧制御装置。The brake hydraulic control device for a vehicle according to any one of claims 1 to 12,
A brake hydraulic control device for a vehicle, characterized in that the first suction oil passage (15a) has a larger diameter than the downstream portion above the input oil passages (1a, 1b) connected to the cut valve (14).
JP23927499A 1999-08-26 1999-08-26 Brake hydraulic control device for vehicle Expired - Fee Related JP4191332B2 (en)

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