JP5342331B2 - Brake hydraulic pressure control device for vehicles - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake fluid pressure control device for vehicles which realizes appropriate boosting of a pump, achieves miniaturization, and is excellent in workability. <P>SOLUTION: A plurality of inlet valves 2, a plurality of outlet valves 3, a pair of reservoirs 5, a pair of suction valves 4, a pair of regulator valves, and a pair of pumps 6 are arranged on a common base body 100. An inlet port 21 from a fluid pressure source and outlet ports 22L, 22R reaching wheel brakes are arranged on the common base body 100, while a pair of the reservoirs 5 are arranged on the lower part of the base body 100. The pumps 6 are arranged between the inlet port 21 and the reservoirs 5. The regulator valves are arranged at the upper side of the base body 100 of a pair of the pumps 6. Suction valves mounting holes 34 are connected directly to a pump hole 36. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

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

  Various types of vehicle brake hydraulic pressure control devices have been proposed. For example, Patent Document 1 and Patent Document 2 have been proposed.

In the brake hydraulic pressure control device described in Patent Document 1, all valves are arranged on the surface of the base opposite to the motor mounting surface, and the suction valves are arranged in the first row from the side closer to the piping port to the side farther from the side. A plurality of pressure increasing valves are arranged in the second row, a regulator valve is arranged in the third row, and a plurality of pressure reducing valves are arranged in the fourth row.
According to this brake hydraulic pressure control device, the distance of the flow path from the inlet port to the pump through the suction valve can be shortened, and the pressure increase performance of the pump can be improved.

In addition, the brake fluid pressure control device described in Patent Document 2 has four rows of small solenoid valves arranged in parallel on one surface of a base body, and two rows of large solenoid valves in parallel. The four large solenoid valves are arranged so as to substantially contact each other with respect to the two small solenoid valves adjacent to each other in each row.
According to this brake fluid pressure control device, the fluid pressure control unit can be made compact as a whole even when the solenoid coils have different sizes.

JP 2005-145239 A JP 2000-177560 A

  In Patent Document 1 described above, the suction valve is arranged in the first row from the side closer to the piping port to the side farther, and the pump is arranged in a position substantially corresponding to the third row. The pump is connected by a flow path. For this reason, the suction performance of the brake fluid in the pump is reduced due to the flow resistance, the viscosity of the brake fluid, and the like, and the flow path from the suction valve to the pump may become a negative pressure space.

Thus, when the flow path from the suction valve to the pump becomes a negative pressure space, the pump discharge amount decreases, and as a result, there arises a problem that it takes time to increase the pressure.
This is a problem that similarly occurs even in the case where the suction valve and the pump are connected by a flow path as in Patent Document 2 described above.

  Further, in Patent Document 1 described above, the pump is disposed at a position corresponding to approximately the third row, and the regulator valve and the pump disposed at the third row are disposed at substantially the same position. Because of the configuration, it is difficult to handle the flow path connecting to the damper, and there is a problem that the base becomes thick, and there is a need for tilting the flow path, resulting in poor workability.

  The present invention solves the above-mentioned conventional problems, and provides a vehicle brake hydraulic pressure control device that can achieve a suitable boosting of the pump, can be downsized, and has excellent workability. The purpose is to provide.

The present invention created to solve such problems includes a plurality of inlet valves, a plurality of outlet valves, a pair of reservoirs, a pair of suction valves, a pair of regulator valves, a pair of pumps, Are arranged on a common substrate, an inlet port from a hydraulic pressure source and an outlet port to a wheel brake are arranged on the upper portion of the substrate, and the pair of reservoirs are arranged on the lower portion of the substrate. A brake fluid pressure control device for a vehicle, wherein the pump is disposed between the inlet port and the reservoir, and the regulator valve is mounted on a regulator valve disposed on an upper side of the base of the pump. together are mounted in the holes, the suction valve installing holes the suction valve is mounted, wherein the pump is directly connected to the pump bore to be mounted, before the said inlet port Has a flow path leading to the pump bore through the regulator valve mounting hole, the channel is characterized in that it comprises a straight longitudinal holes through the regulator valve mounting hole.

  According to such a brake fluid pressure control device for a vehicle, the regulator valve is arranged on the upper side of the base of the pump. Therefore, the regulator valve can be arranged by effectively using the space on the upper side. The flow path from the port to the pump through the regulator valve can be made linear. As a result, a simple flow path can be handled, the flow path can be easily formed (processed), and the size of the substrate can be reduced. In addition, the design of the internal flow path is simplified.

  In addition, the suction valve mounting hole to which the suction valve is mounted is directly connected to the pump hole to which the pump is mounted.For example, when the suction valve mounting hole and the pump hole are directly communicated, the suction valve mounting hole When the brake fluid flows directly into the pump hole, or when a suction valve mounting hole is provided in front of the pump hole base and the suction valve mounting hole and the pump hole communicate with each other through the flow path, the distance of the flow path is minimized. It is possible to minimize the negative pressure space between the suction valve and the pump (flow path) when the pump is operated. As a result, the suction performance of the pump is ensured, and the pump pressurization time can be shortened. Therefore, it is possible to realize a preferable boosting of the pump and to obtain a vehicular brake hydraulic pressure control device with high responsiveness.

In addition, the valves and the like can be arranged in a balanced manner at the upper and lower portions of the base body with the pump hole as a boundary, and the motor shaft provided in the pump driving motor is inserted into the substantially central portion of the base body. An insertion hole can be formed. Therefore, a larger and higher output motor can be attached to the base.
Further, in the present invention, the suction valve mounting hole is disposed between the regulator valve mounting hole and the pump hole in the flow path, and the vertical hole is the regulator valve mounting hole and the suction valve mounting hole. It is good to have a configuration in which

  In the present invention, it is preferable that the inlet valve is disposed between the pump and the regulator valve.

  According to such a vehicle brake hydraulic pressure control device, the inlet valve and the regulator valve can be connected with a minimum number of flow paths. As a result, a simple flow path can be handled, and the size of the substrate can be reduced. Also, the formation of the flow path is simplified.

  In the invention, it is preferable that the outlet valve is disposed on a lower side of the base of the pump.

  According to such a vehicle brake hydraulic pressure control device, the outlet valve and the reservoir can be connected with a minimum number of flow paths. As a result, a simple flow path can be handled, and the size of the substrate can be reduced. Also, the formation of the flow path is simplified.

  Further, the present invention preferably includes a damper hole that constitutes a damper, and the damper hole is disposed on a lower side of the base of the pump.

  According to such a brake fluid pressure control device for a vehicle, the damper can be installed by effectively utilizing the vacant space on the lower side of the base, and the damper can be suitably arranged without causing an increase in the size of the base. it can.

  Further, the pair of reservoir holes to which the pair of reservoirs are mounted are recessed in the lower surface of the base body, and the outlet valves are arranged one by one on both sides of the pair of reservoir holes. It is good.

According to such a brake fluid pressure control device for a vehicle, the pair of reservoir holes are recessed in the lower surface of the base body, so that the space in the direction from the lower surface to the upper surface of the base body is effectively used to have a relatively large capacity. The reservoir can be suitably arranged. Thereby, the depth dimension of the substrate can be reduced as compared with the case where the reservoir hole is formed in the depth direction of the substrate.
In addition, it is possible to arrange the outlet valves one by one by effectively using the empty space on both sides of the pair of reservoir holes, and the layout can be improved. Thereby, an increase in the size of the substrate can be prevented.

  Further, according to the present invention, four outlet ports are arranged side by side in the axial direction of the pair of pumps corresponding to two wheel brakes on the drive wheel side and two wheel brakes on the driven wheel side. Of these, the two inner outlet ports respectively correspond to the two wheel brakes on the drive wheel side, and the wheel brake on the drive wheel side is between the inlet valve and the outlet valve. It is preferable that a hydraulic pressure sensor for detecting the brake hydraulic pressure is arranged.

  According to such a brake fluid pressure control device for a vehicle, the fluid pressure sensor can be arranged by utilizing a vacant space near the center of the substrate, and the size of the substrate can be prevented from being increased while having the fluid pressure sensor. be able to.

  In the present invention, the wheel brake on the drive wheel side may be a wheel brake on the front wheel side.

According to such a vehicle brake hydraulic pressure control device, the hydraulic pressure sensor necessary for traction control of the front wheel drive vehicle can be arranged without causing an increase in the size of the base.
In the present invention, a plurality of inlet valves, a plurality of outlet valves, a pair of reservoirs, a pair of suction valves, a pair of regulator valves, and a pair of pumps are arranged on a common base, A vehicular brake hydraulic pressure control device in which an inlet port from a hydraulic pressure source and an outlet port leading to a wheel brake are disposed at an upper portion of the base body, and the pair of reservoirs are disposed at a lower portion of the base body. The pump is disposed between the inlet port and the reservoir, the regulator valve is disposed on an upper side of the base of the pump, and the suction valve is mounted to which the suction valve is mounted. The hole is directly connected to the pump hole in which the pump is mounted, and the outlet port has two wheel brakes on the drive wheel side and two wheel brakes on the driven wheel side. Corresponding to the key, four are arranged in parallel in the axial direction of the pair of pumps, and the two inner outlet ports of these correspond to the two wheel brakes on the drive wheel side, respectively. A hydraulic pressure sensor for detecting a brake hydraulic pressure of the wheel brake on the drive wheel side is disposed between the inlet valve and the outlet valve.
The wheel brake on the drive wheel side may be a wheel brake on the front wheel side.

  ADVANTAGE OF THE INVENTION According to this invention, the suitable pressure | voltage rise of a pump can be implement | achieved, and also the brake hydraulic pressure control apparatus for vehicles which can achieve size reduction and was excellent in workability is obtained.

It is the sectional side view which visualized the inside of the base of the brake fluid pressure control device for vehicles concerning one embodiment of the present invention. It is a figure which shows the base | substrate of the brake fluid pressure control apparatus for vehicles which concerns on one Embodiment of this invention, (a) is a top view, (b) is a front view, (c) is a side view. It is a figure which similarly shows a base | substrate, (a) is a rear view, (b) is a bottom view. FIG. 2 is a perspective view of a flow path component of a vehicle brake hydraulic pressure control device according to an embodiment of the present invention, where (a) is a perspective view seen from the front surface, and (b) is a perspective view seen from the side surface. It is the perspective view seen from the back of the channel composition part of the brake fluid pressure control device for vehicles concerning the embodiment of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS It is the perspective view which visualized each mounting hole and the inner surface of a flow path which were formed in the flow-path structure part of the brake fluid pressure control apparatus for vehicles which concerns on embodiment of this invention, (a) is the perspective view seen from the front side (B) is the perspective view seen from the rear surface side. It is a figure for demonstrating arrangement | positioning of the suction valve with respect to the pump of the brake fluid pressure control apparatus for vehicles which concerns on embodiment of this invention, (a) is a cross-sectional view in alignment with a pump shaft, (b) is the center of a suction valve It is a longitudinal cross-sectional view which passes through. It is a figure which shows the flow of the brake fluid in the flow-path structure part of the brake fluid pressure control apparatus for vehicles which concerns on embodiment of this invention, (a) is a figure which shows the flow at the time of normal brake, (b) is an anti-lock brake It is a figure which shows the flow of the brake fluid at the time of pressure reduction of control. It is a figure which shows the flow of the brake fluid at the time of the behavior stabilization control in the flow-path structure part of the brake fluid pressure control apparatus for vehicles which concerns on embodiment of this invention. 1 is a hydraulic circuit diagram of a vehicle brake hydraulic pressure control device according to an embodiment of the present invention.

Hereinafter, an example of a brake fluid pressure control device for a vehicle according to the present invention will be described with reference to the drawings. Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the accompanying drawings. In the description, the same reference numerals are used for the same elements, and duplicate descriptions are omitted. Further, in the following description, the term “upper and lower” is used on the basis of a state in which an inlet port 21 and an outlet port 22L, which will be described later on the base body 100, are on the upper side.
As shown in FIG. 1, a vehicle brake fluid pressure control device (hereinafter referred to as “brake fluid pressure control device”) U of the present embodiment is used for a four-wheel automobile or the like. The motor 200 (electric motor) assembled to the rear surface 15 of 100, the control housing 300 assembled to the front surface 11 of the base body 100, and the control device 400 accommodated in the control housing 300 are configured.

  The brake fluid pressure control device U embodies the fluid pressure circuit shown in FIG. 10, and brakes for braking two wheel brakes FR, RL among the four wheel brakes FR, RL, FL, RR. A brake output system K2 for braking the output system K1 and the remaining two wheel brakes FL, RR is provided, and provided for each wheel brake FR, RL, FL, RR (that is, two for each brake output system). The control valve means V allows independent antilock brake control of each wheel, and the regulator R, the suction valve 4 and the pump 6 provided in each brake output system K1, K2 cooperate with each other. As a result, behavior stabilization control is possible.

  In FIG. 10, a brake output system K1 is for braking the right front and left rear wheels, and is a system extending from the inlet port 21 to the outlet ports 22R and 22L. A pipe H1 leading to the output port M2 of the master cylinder M, which is a hydraulic pressure source, is connected to the inlet port 21, and pipes H2, H2 leading to the wheel brakes FR, RL are connected to the outlet ports 22R, 22L, respectively. Is done.

The brake output system K2 is for braking the left front and right rear wheels, and is a system from the inlet port 23 to the outlet ports 24L and 24R.
A pipe H3 leading to the output port M1 of the master cylinder M, which is the same hydraulic pressure source as the brake output system K1, is connected to the inlet port 23, and pipes leading to the wheel brakes FL, RR are respectively connected to the outlet ports 24L, 24R. H4 and H4 are connected.
Here, since the brake output system K2 has the same configuration as the brake output system K1, the brake output system K1 will be described below, and the brake output system K2 will be described as appropriate.

  The master cylinder M is a tandem type, and a brake pedal BP as a brake operator is connected to the master cylinder M. In other words, the four wheel brakes FR, RL, FL, RR can be braked by simply applying a pedaling force to one brake pedal BP.

  The brake output system K1 includes a regulator R as a regulator valve, control valve means V and V, a suction valve 4, a reservoir 5, a pump 6, an orifice 6a, a damper chamber 7, a hydraulic pressure source side brake hydraulic pressure sensor 8, and a wheel side. A brake fluid pressure sensor 9 is provided.

  In the following, the flow path (fluid path) from the inlet port 21 to the regulator R is referred to as “output hydraulic pressure path A”, and the flow path from the regulator R to the outlet ports 22R and 22L is referred to as “wheel hydraulic pressure path B”. Called. Further, the flow path from the output hydraulic pressure path A to the pump 6 is referred to as “suction hydraulic pressure path C”, the flow path from the pump 6 to the wheel hydraulic pressure path B is referred to as “discharge hydraulic pressure path D”, and A flow path from the wheel hydraulic pressure path B to the suction hydraulic pressure path C is referred to as “open path E”. Further, “upstream side” means the master cylinder M side, and “downstream side” means the wheel brake FR, RL (FL, RR) side.

The regulator R has a function of switching between a state where the brake fluid is allowed to flow and a state where the brake fluid is allowed to flow in the output hydraulic pressure channel A, and a wheel hydraulic pressure channel when the brake fluid flow is blocked in the output hydraulic pressure channel A. The brake fluid pressure of B is adjusted to a predetermined value or less, and includes a cut valve 1 and a check valve 1a.
Such a regulator R is mounted on a cut valve mounting hole 31 provided above the pump hole 36 on the upper side of the pump 6 on the upper side of the base body 100 as will be described later (FIG. 2B). (See (c)).

  The cut valve 1 is a normally-open linear solenoid valve interposed between the output hydraulic pressure path A and the wheel hydraulic pressure path B, and brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B It switches the state that allows flow and the state that blocks flow. That is, the cut valve 1 has a configuration capable of adjusting the valve opening pressure by controlling energization to the solenoid (a configuration having a function as a relief valve). Since the cut valve 1 is normally opened, the brake fluid discharged from the pump 6 to the discharge hydraulic pressure passage D and flowing into the wheel hydraulic pressure passage B returns (circulates) to the suction hydraulic pressure passage C. Is allowed. The cut valve 1 is closed by the control of the control device 400 (see FIG. 1, the same applies hereinafter) when the brake pedal BP is operated, in other words, when the brake fluid pressure is applied to the wheel brakes FR and RL. The brake fluid pressure in the wheel fluid pressure passage B is appropriately sucked by the balance between the brake fluid pressure applied from the output fluid pressure passage A to the regulator R and the force for closing the valve, which is controlled by energizing the solenoid. It can be adjusted by opening to the hydraulic path C.

  The check valve 1a is connected to the cut valve 1 in parallel. The check valve 1a is a one-way valve that allows the flow of brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B.

  One control valve means V is provided for each of the wheel brakes FR and RL. The control valve means V opens the wheel hydraulic pressure path B while blocking the open path E, blocks the wheel hydraulic pressure path B while opening the open path E, and the wheel hydraulic pressure path B and the open path E. It has a function of switching the shut-off state, and includes an inlet valve 2, a check valve 2a, and an outlet valve 3.

The inlet valve 2 is a normally-open electromagnetic valve provided in the wheel hydraulic pressure passage B, and allows the brake fluid to flow from the upstream side to the downstream side when in the open state, and is in the closed state. Sometimes shut off. In the normally open type electromagnetic valve, an electromagnetic coil for driving the valve body is electrically connected to the control device 400. When the electromagnetic coil is excited based on a command from the control device 400, the valve is closed. The valve opens when the coil is demagnetized. In this embodiment, a linear solenoid type solenoid valve is employed as each inlet valve 2, and the valve opening amount can be adjusted by controlling the drive current to the solenoid by the control device 400. ing.
Such an inlet valve 2 includes an inner inlet valve mounting hole 32A and an outer inlet valve provided above the pump hole 36 on the upper side of the pump 6 together with the regulator R, as described later. It is mounted in the mounting hole 32B (see FIGS. 2B and 2C).

  The check valve 2 a is a valve that allows only the inflow of brake fluid from the downstream side to the upstream side, and is connected in parallel to each inlet valve 2.

The outlet valve 3 is a normally closed electromagnetic valve interposed between the wheel hydraulic pressure path B and the open path E, and from the side of the wheel brakes FR, RL (FL, RR) when the valve is closed. The brake fluid flow to the reservoir 5 side is blocked and allowed when the valve is open. The normally closed electromagnetic valve constituting the outlet valve 3 has an electromagnetic coil for driving the valve body electrically connected to the control device 400, and excites the electromagnetic coil based on a command from the control device 400. Then, the valve is opened and closed when the electromagnetic coil is demagnetized.
Such an outlet valve 3 is mounted on an inner outlet valve mounting hole 33A and an outer outlet valve mounting hole 33B provided below the pump hole 36 on the lower side of the pump 6 on the lower side of the base body 100 as will be described later. (See FIGS. 2B and 2C).

The suction valve 4 switches between a state in which the suction fluid pressure passage C is opened and a state in which the suction fluid pressure passage C is opened, and is a normally closed electromagnetic valve provided in the suction fluid pressure passage C. The normally closed electromagnetic valve constituting the suction valve 4 has an electromagnetic coil for driving the valve body electrically connected to the control device 400, and the electromagnetic coil is excited based on a command from the control device 400. Then, the valve is opened and closed when the electromagnetic coil is demagnetized.
As will be described later, such a suction valve 4 is mounted in a suction valve mounting hole 34 provided in front of the pump hole 36 in the base body 100 and directly connected to the pump 6 (FIGS. 2B and 7). (See (a) and (b)).

The reservoir 5 is provided in the release path E, and has a function of temporarily storing brake fluid that is released when each outlet valve 3 is opened. Further, between the reservoir 5 and the pump 6, a check valve 5 a that allows only brake fluid to flow from the reservoir 5 side to the pump 6 side is interposed.
As will be described later, such a reservoir 5 is provided in the lower portion of the base body 100 so as to open in the lower surface 16 of the base body 100 below the pump hole 36 in the base body 100.

The pump 6 is interposed between the suction hydraulic pressure path C leading to the output hydraulic pressure path A and the discharge hydraulic pressure path D leading to the wheel hydraulic pressure path B, and is driven by the rotational force of the motor 200, and the reservoir 5 The brake fluid temporarily stored in the tank is sucked and discharged to the discharge hydraulic pressure passage D. When the cut valve 1 is in the closed state and the suction valve 4 is in the open state, the pump 6 is stored in the master cylinder M, the output hydraulic pressure path A, the suction hydraulic pressure path C, and the reservoir 5. The brake fluid is sucked and discharged to the discharge hydraulic pressure path D. As a result, it is possible to increase the brake fluid pressure generated by operating the brake pedal BP. Further, even when the brake pedal BP is not operated, the brake fluid pressure is applied to the wheel brakes FR and RL (FL, RR). It becomes possible to act.
As will be described later, such a pump 6 is mounted in a pump hole 36 (pump shaft Y1) drilled from the left side surface 13 and the right side surface 14 of the base body 100 (FIG. 2C, etc.). reference).

  The damper chamber 7 and the orifice 6a play a role of attenuating pulsation of the brake fluid discharged from the pump 6 by the cooperative action.

The hydraulic pressure source side brake hydraulic pressure sensor 8 measures the brake hydraulic pressure in the output hydraulic pressure path A, that is, the magnitude of the brake hydraulic pressure in the master cylinder M. The hydraulic pressure source side brake hydraulic pressure sensor 9 is disposed only in one brake output system (the brake output system K1 in this embodiment). That is, the master cylinder M is a tandem type as described above, and the brake fluid pressures in the brake output systems K1 and K2 are the same, and therefore, the master cylinder M is arranged only in one brake output system K1.
The value of the brake fluid pressure measured by the fluid pressure source side brake fluid pressure sensor 8 is taken into the control device 400 as needed, and whether or not the brake fluid pressure is output from the master cylinder M by the control device 400, that is, the brake It is determined whether or not the pedal BP is depressed, and behavior stabilization control or the like is performed based on the magnitude of the brake fluid pressure measured by the fluid pressure source side brake fluid pressure sensor 8.

  The wheel side brake fluid pressure sensor 9 measures the magnitude of the brake fluid pressure acting on the wheel brake FR (RL). The value of the brake fluid pressure measured by the wheel-side brake fluid pressure sensor 9 is taken into the control device 400 as needed, and anti-lock brake control, behavior stabilization control, and the like are performed based on the magnitude of the measured brake fluid pressure. Done.

  The motor 200 is a common power source for the pump 6 in the brake output system K1 and the pump 6 in the brake output system K2, and operates based on a command from the control device 400.

  The control device 400 (see FIG. 1) is configured to cut the regulator R based on outputs from the hydraulic pressure source side brake hydraulic pressure sensor 8, the wheel side brake hydraulic pressure sensor 9, and a wheel speed sensor (not shown) that detects the wheel speed. 1. Control of the opening and closing of the inlet valve 2 and outlet valve 3 and the suction valve 4 of the control valve means V and the operation of the motor 200.

  Next, normal brake control, antilock brake control, and behavior stabilization control realized by the control device 400 will be described with reference to the hydraulic circuit of FIG. In the present embodiment described below, a front-wheel drive vehicle having the front wheels as drive wheels will be described as an example.

(Normal brake control)
At the time of normal brake control in which each wheel is not likely to be locked, the plurality of electromagnetic coils that drive the plurality of electromagnetic valves are all demagnetized by the control device 400. That is, in normal brake control, the cut valve 1 and the inlet valve 2 are open, and the outlet valve 3 and the suction valve 4 are closed.

  When the driver depresses the brake pedal BP in such a state, the brake fluid pressure generated due to the depression force is transmitted as it is to the wheel brakes FR, RL, FL, RR, and each wheel is braked. It will be.

  When the normal brake control as described above is executed, the brake fluid pressure in the wheel fluid pressure path B connected to the right front and left front wheel brakes FR and FL is actually measured by the wheel side brake fluid pressure sensor 9. It can be confirmed that a suitable brake fluid pressure is applied to the wheel brakes FR and FL.

(Anti-lock brake control)
The anti-lock brake control is executed when the wheel is likely to fall into the locked state, and the control valve means V corresponding to the wheel brakes FR, RL, FL, RR of the wheel likely to fall into the locked state is provided. This is realized by controlling and appropriately selecting a state in which the brake fluid pressure acting on the wheel brakes FR, RL, FL, RR is reduced, increased or kept constant. Whether to select pressure reduction, pressure increase, or holding is determined by the control device 400 based on a wheel speed obtained from a wheel speed sensor (not shown).

  If the wheel is about to enter the locked state while the brake pedal BP is being depressed, the control device 400 starts anti-lock brake control.

  In the following, the operation at the time of anti-lock brake control will be described on the assumption that the right front wheel (wheel braked by the wheel brake FR) is about to enter the locked state.

  When the control device 400 determines that the brake fluid pressure acting on the wheel brake FR should be reduced, the wheel fluid pressure path B is blocked by the control valve means V corresponding to the wheel brake FR, and the open road E is released. Specifically, the control device 400 excites the inlet valve 2 to close it, and excites the outlet valve 3 to open it. In this way, the brake fluid in the wheel fluid pressure path B communicating with the wheel brake FR flows into the reservoir 5 through the release path E, and as a result, the brake fluid pressure acting on the wheel brake FR is reduced. At this time, the brake fluid pressure in the wheel fluid pressure path B is measured by the wheel side brake fluid pressure sensor 9, and the measured value is taken into the control device 400 as needed.

  When the antilock brake control is executed, the motor 200 is driven by the control device 400 to operate the pump 6, and the brake fluid stored in the reservoir 5 is supplied to the wheel hydraulic pressure via the discharge hydraulic pressure path D. Reflux to path B.

  If the control device 400 determines that the brake fluid pressure acting on the wheel brake FR should be kept constant, the control valve means V corresponding to the wheel brake FR causes the wheel fluid pressure path B and the release path to be maintained. Each E is blocked. Specifically, the control device 400 excites the inlet valve 2 to close it, and demagnetizes the outlet valve 3 to close it. If it does in this way, brake fluid will be confine | sealed in the flow path closed by the wheel brake FR, the inlet valve 2, and the outlet valve 3, As a result, the brake fluid pressure which acted on the wheel brake FR will become constant. Retained.

  Further, when the control device 400 determines that the brake fluid pressure acting on the wheel brake FR should be increased, the wheel fluid pressure path B is opened by the control valve means V corresponding to the wheel brake FR, The open path E is blocked. Specifically, the control device 400 demagnetizes the inlet valve 2 to open it, and demagnetizes the outlet valve 3 to close it. In this case, the brake fluid pressure generated due to the depression force of the brake pedal BP directly acts on the wheel brake FR, and as a result, the brake fluid pressure acting on the wheel brake FR is increased.

  When the anti-lock brake control as described above is executed, the brake fluid pressure in the wheel fluid pressure path B connected to the right front wheel brake FR is actually measured by the wheel side brake fluid pressure sensor 9. Fine fluid pressure control can be performed according to the measured brake fluid pressure. Specifically, the outlet valve 3 is opened and closed while sensing the brake hydraulic pressure in the wheel hydraulic pressure passage B so that the hydraulic pressure is not excessively reduced. Further, the opening degree and the valve opening time of the outlet valve 3 may be set so that the brake fluid pressure is not excessively reduced. In this way, highly accurate brake control based on the magnitude of the brake fluid pressure measured by the wheel side brake fluid pressure sensor 9 can be performed, and the wheel brake FR is released from the state where the wheel is likely to lock. If it is determined that the applied brake fluid pressure should be increased, the brake fluid pressure can be immediately returned to the desired pressure. Even when it is determined that the brake fluid pressure acting on the wheel brake FR should be kept constant, the inlet valve 2 and the outlet valve 3 are opened and closed while actually measuring the brake fluid pressure acting on the wheel brake FR. By controlling the above, it is possible to reliably and easily maintain the brake fluid pressure most suitable for the wheel brake FR.

(Behavior stabilization control)
The behavior stabilization control is intended to prevent behavioral disturbances caused by changes in traveling conditions and the like that occur during traveling such as raining and cornering on snowy roads.

  Depending on the state of the vehicle, the control device 400 starts behavior stabilization control such as skid control and traction control. In the following, it is assumed that the right front wheel (wheel braked by the wheel brake FR) is braked to stabilize the behavior of the vehicle when the brake pedal BP (see FIG. 10) is not operated.

  When the control device 400 determines that the front right wheel should be braked when the brake pedal BP is not operated, the control device 400 excites the cut valve 1 to bring it into a closed state, and the suction valve 4 is excited to open the valve, and the control valve means V other than the control valve means V corresponding to the right front wheel to be braked is excited to close the inlet valve 2. In this state, the pump 6 is turned on. The motor 200 is operated to drive it. In this way, the brake fluid stored in the master cylinder M, the output hydraulic pressure path A, and the suction hydraulic pressure path C is communicated with the wheel brake FR via the pump 6 and the discharge hydraulic pressure path D. As a result, the brake fluid pressure acts on the wheel brake FR, and the right front wheel is braked.

  When the behavior stabilization control as described above is performed, the brake fluid stored in the master cylinder M, the output hydraulic pressure path A, and the suction hydraulic pressure path C through the suction valve 4 directly connected to the pump 6 as described later. Is smoothly sucked into the pump 6 and discharged from the pump 6 into the discharge hydraulic pressure path D.

  When the difference between the brake hydraulic pressure in the output hydraulic pressure path A and the brake hydraulic pressure in the wheel hydraulic pressure path B exceeds a set value, the cut valve 1 acts as a relief valve, and the inside of the wheel hydraulic pressure path B Is released to the output hydraulic pressure path A.

  Further, since the brake fluid pressure in the wheel fluid pressure path B connected to the right front wheel brake FR is measured by the wheel side brake fluid pressure sensor 9, the control device 400 determines the brake fluid pressure in the wheel fluid pressure path B. Fine hydraulic pressure control can be performed to achieve a desired value, and highly accurate brake control can be performed.

  Next, a specific structure of the brake fluid pressure control device U will be described in detail with reference to FIGS.

  As described above, the brake hydraulic pressure control device U includes the base body (body) 100, the motor 200, the control housing 300, and the control device 400.

  The base body 100 is made of an extruded material or cast product made of an aluminum alloy having a substantially rectangular parallelepiped shape, and the front surface 11 thereof is formed into a substantially flat surface. As shown in FIG. 2B, the base body 100 is formed with two flow path components 100A and 100B corresponding to the two brake output systems K1 and K2 (see FIG. 10). Specifically, a flow path constituting portion 100A corresponding to the brake output system K1 is formed in the right half of the base body 100 as viewed from the front surface 11 side (a region on the right side of the drawing with respect to the center line X in the drawing). In the left half of the base body 100 (a region located on the left side of the drawing with respect to the center line X in the drawing), a flow path component 100B corresponding to the brake output system K2 is formed. In this embodiment, the flow path components 100A and 100B are formed substantially symmetrically, and the internal configuration and the like are the same. Therefore, the flow channel component 100A will be mainly described below.

  Referring to FIGS. 2A to 2C and FIGS. 3A and 3B as appropriate, the flow path component 100A includes an inlet port 21 that opens to the rear surface 15, a motor mounting hole 20, and an upper surface 12. In addition to the two outlet ports 22R and 22L, the pump hole 36 and the damper hole 37 open on the right side surface 14 and a plurality of mounting holes opened on the front surface 11.

  The flow path component 100A is provided as a mounting hole on the front surface 11 at substantially the same height as the pump shaft Y1, and is provided on the suction valve mounting hole 34 in which the suction valve 4 is mounted and on the upper side of the base body 100 with respect to the pump shaft Y1. Is provided between the pump valve Y1 and the cut valve mounting hole 31, and the inlet valve 2 is mounted on each of the cut valve mounting holes 31 to which the cut valve 1 constituting the regulator R is mounted. A hole 32A and an outer inlet valve mounting hole 32B, and an inner outlet valve mounting hole 33A and an outer outlet valve mounting hole 33B provided on the lower side of the base body 100 from the pump shaft Y1 and to which the outlet valve 3 is mounted, respectively. ing.

Further, the front surface 11 is provided between the pump shaft Y1 and the inner inlet valve mounting hole 32A, and is provided with a wheel side sensor mounting hole 39 for mounting the wheel side brake hydraulic pressure sensor 9 and an inner inlet valve mounting hole 32A. A hydraulic pressure source side sensor that is provided on the upper center line X (boundary portion of the flow path constituting portions 100A and 100B) and is equipped with a hydraulic pressure source side brake hydraulic pressure sensor 8 that measures the brake hydraulic pressure of the master cylinder M A mounting hole 38 is provided. Further, a mounting hole 20 </ b> A for mounting a power supply terminal (not shown) of the motor 200 (see FIG. 1) is provided in the front and rear of the base body 100 below the hydraulic pressure source side sensor mounting hole 38.
Further, as shown in FIG. 3B, a reservoir hole 35 for mounting the reservoir 5 is recessed in the lower surface 16.

  2B, the cut valve mounting hole 31, the inner inlet valve mounting hole 32A, the outer inlet valve mounting hole 32B, the inner outlet valve mounting hole 33A, the outer outlet valve mounting hole 33B, and the suction valve mounting hole. 34 is opened on the same surface of the front surface 11 of the flow path forming portion 100A. In the present embodiment, the diameters of these mounting holes are all the same.

  In the present embodiment, the pipe H2 (see FIG. 10) reaching the wheel brake FR is connected to the outlet port 22R on the inner side (inside the base body 100 in FIG. 2A) at the upper part of the base body 100, and the outer side. It is assumed that a pipe H2 (see FIG. 10) leading to the wheel brake RL is connected to the outlet port 22L (outside the base body 100 in FIG. 2A).

As shown in FIGS. 4A, 4B, and 6B, the inlet port 21 is a bottomed cylindrical hole, and as shown in FIGS. The cut valve mounting hole 31 and the suction valve mounting hole 34 communicate with each other. The first channel 51 includes a lateral hole 51a drilled from the bottom surface of the inlet port 21 (base 100) toward the front surface 11 (see FIG. 2B) of the channel component 100A, and the channel component 100A. It consists of a vertical hole 51b drilled from the upper surface 12 (see FIG. 2B) toward the lower surface 16. The front portion of the horizontal hole 51a intersects the vertical hole 51b, and the vertical hole 51b penetrates the side walls of the cut valve mounting hole 31 and the suction valve mounting hole 34 in the vertical direction (see FIG. 5). ).
In addition, a lateral hole 38a drilled from the right side surface 14 toward the left side surface 13 of the flow path constituting portion 100A intersects the rear portion of the lateral hole 51a. The front end of the horizontal hole 38a communicates with a horizontal hole 38b formed from the bottom surface of the fluid pressure source side sensor mounting hole 38 toward the rear surface 15 of the flow path constituting unit 100A.
Here, the flow path from the bottom of the inlet port 21 to the side of the cut valve mounting hole 31 through the horizontal hole 51a and the vertical hole 51b of the first flow path 51 corresponds to the output hydraulic pressure path A shown in FIG.

  As shown in FIGS. 4 (a), 5, 6 (a) and 6 (b), the outlet port 22R on the inside is a bottomed cylindrical hole and is connected to the inner inlet valve via the second flow path 52. It communicates with the mounting hole 32A. The second flow path 52 is a vertical hole drilled from the bottom surface of the outlet port 22R on the inner side toward the lower surface 16 of the flow path component 100A, and the side wall of the inner inlet valve mounting hole 32A and the wheel side sensor mounting hole. It penetrates the side wall of 39 up and down and reaches the inner outlet valve mounting hole 33A.

  The outlet port 22 </ b> L on the outside is a bottomed cylindrical hole and communicates with the outer inlet valve mounting hole 32 </ b> B via the third flow path 53. The third flow channel 53 is a vertical hole that is drilled from the bottom surface of the outlet port 22L on the outside toward the lower surface 16 of the flow channel component 100A, and penetrates the side wall of the outer inlet valve mounting hole 32B in the vertical direction. And reaches the outer outlet valve mounting hole 33B.

The cut valve mounting hole 31 is a bottomed cylindrical hole with a bottom to which a normally open solenoid valve (not shown, the same applies hereinafter) serving as the cut valve 1 (see FIG. 10) is mounted. As shown in FIG. 6B, the bottom portion communicates with the side portion (upper side wall) of the pump hole 36 through the fourth flow path 54 and the fifth flow path 55. The fourth flow path 54 is a horizontal hole that is drilled from the right side surface 14 of the flow path forming portion 100A toward the bottom of the cut valve mounting hole 31 and reaches the bottom of the inner inlet valve mounting hole 32A.
The fifth flow path 55 is a vertical hole drilled from the upper surface 12 of the flow path component 100A toward the bottom of the outer inlet valve mounting hole 32B, and reaches the side (upper wall) of the pump hole 36. Has reached.
Here, the flow path extending from the bottom of the cut valve mounting hole 31 to the inner inlet valve mounting hole 32A via the fourth flow path 54 and from the second flow path 52 to the outlet port 22R, and the bottom of the cut valve mounting hole 31 10 to the outer inlet valve mounting hole 32B through the fourth channel 54 and the fifth channel 55, and the channel from the third channel 53 to the outlet port 22L corresponds to the wheel hydraulic pressure channel B shown in FIG. To do.

  The inner inlet valve mounting hole 32A is a bottomed stepped cylindrical hole in which a normally-open electromagnetic valve serving as the inlet valve 2 (see FIG. 10) of the control valve means V corresponding to the wheel brake FR is mounted. As shown in FIGS. 5 and 6B, the wheel side sensor mounting hole 39 and the inner outlet valve mounting hole 33A communicate with each other through the second flow path 52. Further, the inner inlet valve mounting hole 32A communicates with the cut valve mounting hole 31 via the fourth flow path 54, and further communicates with the pump hole 36 via the fourth flow path 54 and the fifth flow path 55. doing.

  The outer inlet valve mounting hole 32B is a bottomed stepped cylindrical hole in which a normally-open electromagnetic valve serving as the inlet valve 2 (see FIG. 10) of the control valve means V corresponding to the wheel brake RL is mounted. 4 (a), FIG. 5 and FIG. 6 (a), the third outlet passage 53 communicates with the outer outlet valve mounting hole 33B. Further, as shown in FIG. 5, the outer inlet valve mounting hole 32 </ b> B communicates with the pump hole 36 through the fifth flow path 55, and further, the cut valve is connected via the fifth flow path 55 and the fourth flow path 54. The mounting hole 31 communicates with the inner inlet valve mounting hole 32A.

The suction valve mounting hole 34 is a bottomed stepped cylindrical hole into which a normally closed electromagnetic valve serving as the suction valve 4 (see FIG. 10) is mounted. FIG. 4 (b), FIG. 5, FIG. (A) As shown in (b), it is directly connected to the front part of the pump hole 36 through a short lateral hole 34a provided in the bottom part 34b and directly communicates therewith. As shown in FIG. 5, the suction valve mounting hole 34 communicates with the cut valve mounting hole 31 through the vertical hole 51b of the first flow path 51, and further, the inlet through the vertical hole 51b and the horizontal hole 51a of the first flow path 51. It communicates with the port 21.
A flow path from the first flow path 51 to the pump hole 36 through the suction valve mounting hole 34 corresponds to the suction fluid pressure path C shown in FIG.
Here, the suction valve mounting hole 34 is directly connected to the pump hole 36 is a structure in which the suction valve mounting hole 34 and the pump hole 36 are in direct contact with each other, as shown in FIG. As shown in b), a structure in which a suction valve mounting hole 34 is arranged in front of the base body 100 of the pump hole 36 and is connected through a short lateral hole 34a is included. The short lateral hole 34 a is preferably formed linearly from the bottom 34 b of the suction valve mounting hole 36 along the axial direction of the suction valve mounting hole 34. Further, the suction valve mounting hole 34 may be provided so as to be shifted in the vertical direction with respect to the pump shaft Y1 of the pump hole 36. In this case, it is desirable that the suction valve mounting hole 34 is shifted in the vertical direction within a range where the linear lateral hole 34a along the axial direction of the suction valve mounting hole 34 hits the pump hole 36.

  The inner outlet valve mounting hole 33A is a bottomed stepped cylindrical hole in which a normally closed electromagnetic valve serving as the outlet valve 3 (see FIG. 10) of the control valve means V corresponding to the wheel brake FR is mounted. As shown in FIG. 5, the reservoir hole 35 communicates with the sixth channel 56 starting from the bottom (not shown). The sixth channel 56 is a vertical hole that is drilled from the bottom surface of the reservoir hole 35 toward the top surface 12 of the channel component 100A so as to reach the bottom of the inner outlet valve mounting hole 33A.

The outer outlet valve mounting hole 33B is a bottomed stepped cylindrical hole in which a normally closed electromagnetic valve serving as the outlet valve 3 (see FIG. 10) of the control valve means V corresponding to the wheel brake RL is mounted. As shown in FIGS. 5 and 6B, the reservoir hole 35 communicates with the seventh flow path 57. The seventh flow path 57 is a horizontal hole that is drilled from the right side surface 14 of the flow path forming portion 100 </ b> A toward the bottom of the outer outlet valve mounting hole 33 </ b> B and reaches the bottom of the reservoir hole 35. The outer outlet valve mounting hole 33B communicates with the outer inlet valve mounting hole 32B and the outlet port 22L through the third flow path 53.
Here, there are a flow path from the second flow path 52 to the sixth flow path 56 through the inner outlet valve mounting hole 33A, and a flow path from the third flow path 53 to the seventh flow path 57 through the outer outlet valve mounting hole 33B. This corresponds to the open path E shown in FIG.

The pump hole 36 is a stepped cylindrical hole in which the pump 6 (see FIG. 10) is mounted, and the pump shaft (center line) Y1 is formed in the motor mounting hole 20 as shown in FIG. It is formed so as to pass through the center, and communicates with the damper hole 37 via the eighth flow path 58 as shown in FIGS. 5 and 6A and 6B. The eighth flow path 58 is a vertical hole that is drilled from the lower surface 16 of the flow path component 100 </ b> A toward the bottom of the damper hole 37, and communicates with the discharge side of the pump hole 36.
The pump hole 36 communicates with the outer inlet valve mounting hole 32B via the fifth flow path 55, and further, the cut valve mounting hole 31 and the inner inlet valve via the fifth flow path 55 and the fourth flow path 54. It communicates with the mounting hole 32A. The pump hole 36 communicates with the inlet port 21 of the first flow path 51 through a suction valve mounting hole 34 directly connected thereto. Further, a ninth flow path 59 described later communicates with the suction side of the pump hole 36 (side closer to the motor mounting hole 20).
The pump 6 mounted in the pump hole 36 is driven by an eccentric cam attached to an output shaft (not shown) of the motor 200.
Here, the fifth flow path 55 and the eighth flow path 58 described above correspond to the discharge hydraulic pressure path D shown in FIG.
In the present embodiment, the orifice 6a (see FIG. 10) is press-fitted into the fifth flow path 55.

  The damper hole 37 is a cylindrical hole serving as the damper chamber 7 (see FIG. 10), and its opening is sealed by a lid member (not shown).

  The reservoir hole 35 is a bottomed cylindrical hole to which the reservoir 5 (see FIG. 10) is mounted, and communicates with the suction side of the pump hole 36 through the ninth flow path 59 as shown in FIG. The ninth flow path 59 is a vertical hole that is drilled from the bottom surface of the reservoir hole 35 toward the upper surface 12 of the flow path component 100 </ b> A, and its upper end reaches the side wall of the pump hole 36. A check valve 5a (one-way valve, see FIG. 5) shown in FIG.

  The hydraulic pressure source side sensor mounting hole 38 is a bottomed cylindrical hole into which the hydraulic pressure source side brake hydraulic pressure sensor 8 (see FIG. 10) is mounted. As shown in FIG. It is formed so as to straddle the flow path components 100A and 100B in the central portion (that is, the boundary portion between the flow path components 100A and 100B). As shown in FIGS. 5, 6A and 6B, the hydraulic pressure source side sensor mounting hole 38 communicates with the inlet port 21 through the lateral holes 38b and 38a and the lateral hole 51a of the first flow path 51. ing.

  The wheel side sensor mounting hole 39 is a bottomed stepped cylindrical hole to which the wheel side brake hydraulic pressure sensor 9 for measuring the brake hydraulic pressure output to the wheel brake FR is mounted. As shown in b), it communicates with the inner inlet valve mounting hole 32 </ b> A and the inlet port 21 through the second flow path 52. The wheel side sensor mounting hole 39 communicates with the inner outlet valve mounting hole 33 </ b> A through the second flow path 52.

  The motor mounting hole 20 has a bottomed cylindrical shape with a bottom, and is open at a substantially central portion of the rear surface 15 of the base body 100 as shown in FIGS. An output shaft (not shown) of the motor 200 is inserted into the motor mounting hole 20. As shown in FIG. 5, a pump hole 36 is opened in the side wall of the motor mounting hole 20, and the pump 6 is provided in the vicinity of the opening of the pump hole 36 by being fitted into the eccentric shaft portion of the output shaft. A ball bearing (not shown) for pressing the plunger is accommodated. A mounting hole 20A for mounting a bus bar (not shown) is formed above the motor mounting hole 20 and penetrates the base body 100 in the front-rear direction.

The motor 200 shown in FIG. 1 serves as a power source for the pumps 6 and 6, and is integrated with a mounting hole 15a (see FIG. 3A) provided in the rear surface 15 of the base body 100 by a mounting screw (not shown). Attached.
The control housing 300 is provided with a mounting hole 11a (see FIG. 2 (FIG. 2)) provided on the front surface 11 of the base body 100 so as to cover the electromagnetic valve, the hydraulic pressure source side brake hydraulic pressure sensor 8, and the wheel side brake hydraulic pressure sensor 9. (b)) is integrally fixed to a mounting screw (not shown). In such a control housing 300, an electromagnetic coil (not shown) for driving an electromagnetic valve installed on the base body 100 is attached to a support plate (not shown) provided inside.

  A control device 400 shown in FIG. 1 is formed by mounting a semiconductor chip or the like on a board on which an electronic circuit is printed, and includes a hydraulic pressure source side brake hydraulic pressure sensor 8 and a wheel side brake hydraulic pressure sensor 9 and a wheel (not shown). Based on information obtained from various sensors such as a speed sensor, a program stored in advance, and the like, the opening and closing of each electromagnetic valve and the operation of the motor 200 are controlled.

  Next, the actual flow of the brake fluid when normal brake control, antilock brake control, and behavior stabilization control are performed will be described in detail.

(Normal brake control)
In normal brake control, as described above, the normally closed solenoid valve that is the suction valve 4 is in the closed state, and the normally open solenoid valve that is the cut valve 1 is in the open state. As shown in FIG. 8A, the brake fluid that has flowed in from the inlet port 21 flows into the cut valve mounting hole 31 through the first flow path 51, and passes through the inside of the solenoid valve that is in the valve open state to generate the fourth flow. It flows into the channel 54. The brake fluid that has flowed into the fourth flow path 54 flows from the fourth flow path 54 to the bottom of the inner inlet valve mounting hole 32A, and from the fourth flow path 54 through the fifth flow path 55 to the outer inlet valve. It flows into the bottom of the mounting hole 32B.
The brake fluid that has flowed into the inner inlet valve mounting hole 32A flows into the second flow path 52 through the inside of the normally open electromagnetic valve that serves as the inlet valve 2, and passes through the outlet port 22R. Pass through to the wheel brake FR. Similarly, the brake fluid that has flowed into the outer inlet valve mounting hole 32 </ b> B flows into the third flow path 53 through the inside of the normally open electromagnetic valve serving as the inlet valve 2, so It reaches the wheel brake FL through the port 22L.

Here, the brake fluid that has flowed into the first flow path 51 from the inlet port 21 flows into the hydraulic pressure source side sensor mounting hole 38 from the first flow path 51 through the lateral holes 38a and 38b. Then, the brake hydraulic pressure from the master cylinder M is measured by the hydraulic pressure source side brake hydraulic pressure sensor 8, and the measured value is taken into the control device 400 as needed.
Also, the brake fluid that has flowed into the second flow path 52 that reaches the right front wheel brake FR flows into the wheel side sensor mounting hole 39. Then, the brake fluid pressure in the wheel fluid pressure passage B is measured by the wheel side brake fluid pressure sensor 9, and the measured value is taken into the control device 400 as needed.

(Anti-lock brake control)
For example, when the brake fluid pressure acting on the wheel brake FR is reduced by the antilock brake control, as described above, the inlet valve 2 corresponding to the wheel brake FR is closed by the control device 400 (see FIG. 1). The outlet valve 3 is opened. Then, the brake fluid that has acted on the wheel brake FR flows into the side portion of the inner inlet valve mounting hole 32A through the outlet port 22R and the second flow path 52, as shown in FIG. 8B. Here, since the normally open type electromagnetic valve that serves as the inlet valve 2 of the inner inlet valve mounting hole 32A is in a closed state, the brake fluid does not flow into the fourth flow path 54, but the inner inlet valve mounting hole. The gas flows out through the space between the side wall of 32A and the outer peripheral surface of the solenoid valve to the lower second flow path 52 side, and flows into the inner outlet valve mounting hole 33A through the second flow path 52.

  The brake fluid that has flowed into the inner outlet valve mounting hole 33A flows into the sixth flow path 56 through the interior of the normally closed electromagnetic valve that serves as the outlet valve 3, so that the reservoir hole 35. When the antilock brake control is executed, the motor 200 is driven by the control device 400 and the pump 6 is operated. As a result, the brake fluid stored in the reservoir hole 35 passes through the ninth flow path 59. Then, it is sucked into the pump hole 36 and discharged to the fifth flow path 55.

  Further, when the brake fluid pressure acting on the wheel brake RL (see FIG. 10) is reduced, the brake fluid passes outside through the outlet port 22L and the third flow path 53 as shown in FIG. 8B. It flows into the side portion of the outlet valve mounting hole 33B, flows into the seventh flow path 57 through the inside of the open solenoid valve (outlet valve 3), and flows into the reservoir hole 35.

  In this embodiment, an inner outlet valve mounting hole 33A is provided directly below the pair of reservoir holes 35 below the pump hole 36, and an outer outlet valve mounting hole 33B is provided on both sides of the pair of reservoir holes 35. Therefore, the inner outlet valve mounting hole 33A and the reservoir hole 35 can be connected by a single sixth flow path 56, and the outer outlet valve mounting hole 33B and the reservoir hole 35 can be connected by a single The seven channels 57 can be connected. Therefore, the brake fluid flows smoothly into the reservoir hole 35 from the inner outlet valve mounting hole 33A and the outer outlet valve mounting hole 33B.

  Next, when the brake hydraulic pressure acting on the wheel brake FR is kept constant by the antilock brake control, the inlet valve 2 and the outlet valve 3 are closed by the control device 400 as described above. In addition, neither inflow of brake fluid into the second flow path 52 nor outflow of brake fluid from the second flow path 52 occurs.

  Further, when the brake fluid pressure acting on the wheel brake FR is increased by the anti-lock brake control, as described above, the inlet valve 2 is opened by the control device 400 and the outlet valve 3 is closed. Therefore, the flow of the brake fluid is the same as in the case of normal brake control.

  In the present embodiment, the wheel side brake hydraulic pressure sensor 9 is mounted in the wheel side sensor mounting hole 39 communicating with the outlet port 22L connected to the right front wheel brake FR and the second flow path 52. When such antilock brake control is executed, the brake fluid pressure in the wheel fluid pressure path B connected to the wheel brake FR can be measured. As a result, the control device 400 can perform fine hydraulic pressure control according to the measured brake hydraulic pressure, and can reliably and easily obtain the brake hydraulic pressure most suitable for the wheel brake FR.

  In particular, in the present embodiment, the brake fluid pressure applied to the front wheel brakes FR and FL, which is subjected to a large brake load, is measured by the wheel side brake fluid pressure sensor 9, so that the brake fluid pressure with an emphasis on braking force control is measured. In addition to being able to control, since the front wheels are also drive wheels, brake fluid pressure control with emphasis on traction control can be performed.

(Behavior stabilization control)
In the behavior stabilization control, for example, when braking the wheel brake FR, as described above, after the cut valve 1 is closed and the suction valve 4 is opened by the control device 400, The motor 200 operates to drive the pump 6 (see FIG. 10). When the pump 6 is driven, the brake fluid inside the pump hole 36 is discharged to the fifth flow passage 55 as shown in FIG. The brake fluid discharged to the fifth flow path 55 flows into the inner inlet valve mounting hole 32A through the fourth flow path 54, and further passes through the inside of the electromagnetic valve as the inlet valve 2 in the valve open state. It flows into the second flow path 52 and reaches the wheel brake FR through the outlet port 22R.
Here, when the pump 6 is operated, the suction valve 4 is in an open state, so that the brake fluid (including the brake fluid in the master cylinder M) on the first flow path 51 side passes through the inside of the suction valve 4. It flows into the pump hole 36.
Since the bottom 34b of the suction valve mounting hole 34 is directly connected to the pump hole 36 as described above, a negative pressure space between the suction valve 4 and the pump 6 is minimized when the pump 6 is operated. The brake fluid on the first flow path 51 side is smoothly flown into the pump hole 36 through the inside of the suction valve 4.

  Further, when such behavior stabilization control is executed, the brake fluid pressure in the wheel fluid pressure path B connected to the right front wheel brake FR can be actually measured by the wheel side brake fluid pressure sensor 9. Further, fine hydraulic pressure control can be performed so that the brake hydraulic pressure in the wheel hydraulic pressure passage B becomes a desired value, and highly accurate brake control can be performed.

  According to the brake hydraulic pressure control device U having the specific positional relationship as described above, the regulator R (cut valve 1) is disposed above the pump 6, and therefore the upper side of the base body 100 of the pump 6 is arranged. The regulator R can be arranged by effectively using the space, and the first flow path 51 from the inlet port 21 or the like to the pump 6 through the regulator R can be made linear. As a result, a simple flow path can be handled, the flow path can be easily formed (processed), and the substrate 100 can be downsized. In addition, the design of the internal flow path is simplified.

  Further, since the suction valve 4 is directly connected to the pump 6, the distance of the flow path between the suction valve 4 and the pump 6 can be minimized, and the suction valve 4 and the pump 6 can be operated when the pump 6 is operated. It is possible to minimize the flow path between and the negative pressure space. As a result, the suction property of the pump 6 is ensured, and the pressure increase time of the pump 6 can be shortened. Therefore, the brake fluid pressure control device U with high responsiveness is obtained.

  In addition, the electromagnetic valves and the like can be arranged in a balanced manner between the upper and lower portions of the base body 100 with the pump hole 36 as a boundary, and a motor shaft provided in the motor 200 is inserted in a substantially central portion of the base body 100. A motor mounting hole 20 can be formed. Therefore, a larger and higher output motor 200 can be attached to the base body 100.

  Further, since the inlet valve 2 is disposed between the pump 6 and the regulator R on the upper side of the base body 100 of the pump 6, a minimum number of flow paths (the first number of channels) between the inlet valve 2 and the regulator R are set. The four channels 54 and the fifth channel 55) can be connected. As a result, a simple flow path can be handled, and the substrate 100 can be miniaturized.

  In addition, since the outlet valve 3 is disposed on the lower side of the base body 100 of the pump 6, the minimum number of channels (sixth channel 56, seventh channel 57) is provided between the outlet valve 3 and the reservoir 5. ). As a result, a simple flow path can be handled, and the substrate 100 can be downsized.

  Further, since the damper hole 37 is disposed on the lower side of the base body 100 of the pump 6, the damper chamber 7 can be installed by effectively utilizing the empty space below the base body 100. The damper chamber 7 can be suitably arranged without incurring the increase in the size.

Further, since the pair of reservoir holes 35 and 35 for mounting the pair of reservoirs 5 and 5 are recessed in the lower surface 16, the space in the direction from the lower surface 16 to the upper surface 12 of the base body 100 is effectively used for comparison. The reservoirs 5 and 5 having a large capacity can be suitably arranged. Thereby, the depth dimension of the base body 100 can be made smaller than that in which the reservoir holes 35 are formed in the depth direction of the base body 100 (for example, in the direction from the front surface 11 toward the rear surface 15).
Further, the outlet valves 3 (the outlet valves 3 mounted in the outer outlet valve mounting holes 33B) can be arranged one by one by effectively utilizing the empty spaces on both sides of the pair of reservoir holes 35, 35, and the base body 100 layout can be improved. As a result, an increase in the size of the substrate 100 can be prevented.

  Further, four outlet ports 22L and the like are arranged side by side corresponding to the two wheel brakes FR, FL on the driving wheel side and the two wheel brakes RL, RR on the driven wheel side, and the inside of these The two outlet ports 22R and 24L correspond to the two wheel brakes FR and FL on the drive wheel side, respectively, and the brake fluid pressure of these wheel brakes FR and FL is between the inlet valve 2 and the outlet valve 3. Since the wheel side brake hydraulic pressure sensor 9 for detecting the vehicle side is arranged, the wheel side brake hydraulic pressure sensor 9 can be suitably arranged by utilizing a vacant space near the center of the base body 100. Although the side brake fluid pressure sensor 9 is provided, the base 100 can be prevented from being enlarged.

Further, since the wheel brakes FR and FL on the driving wheel side are wheel brakes on the front wheel side, the wheel side brake hydraulic pressure sensor 9 necessary for traction control of the front wheel driving vehicle is arranged without causing the base body 100 to be enlarged. can do.
In addition, since the wheel side brake fluid pressure sensor 9 can be used for detecting the brake fluid pressure of the front wheels where a large brake load is applied, the accuracy of the brake fluid pressure control can be further improved. Further, since it is not necessary to provide a brake fluid pressure sensor for detecting the brake fluid pressure of the rear wheel, the brake fluid pressure control device U can be reduced in size and weight can be achieved.

  In the present embodiment, the suction valve mounting hole 34 is disposed at the same height as the pump shaft Y1, but if it is configured to be directly connected to the pump hole 36, the suction valve mounting hole 34 is vertically or horizontally (pump shaft Y1). (Direction).

  In the present embodiment, the inner inlet valve mounting hole 32A and the inner outlet valve mounting hole 33A are arranged so that the line segment connecting the centers thereof is parallel to the second flow path 52. It is not limited and may be shifted in the left-right direction.

  Furthermore, in this embodiment, the brake fluid pressure acting on the wheel brakes FR and FL of the front wheels, which are the drive wheels, is measured by the wheel side brake fluid pressure sensors 9 and 9, but the front and rear positions of the drive wheels are measured. Regardless of the configuration in which the brake fluid pressure acting on the rear wheel brakes RL and RR is measured, it is possible to improve the accuracy of the brake fluid pressure control.

  In the present embodiment, a front wheel drive vehicle has been described as an example. However, the present invention can be applied to a rear wheel drive vehicle or a four wheel drive vehicle. In the case of a rear-wheel drive vehicle, if the brake fluid pressure acting on the wheel brakes RL and RR of the rear wheels, which are drive wheels, is measured by the wheel side brake fluid pressure sensors 9 and 9, the traction control is emphasized. Brake fluid pressure control can be performed. On the other hand, if the brake fluid pressure acting on the front wheel brakes FR and FL is measured by the wheel side brake fluid pressure sensors 9 and 9, the brake fluid pressure control with an emphasis on the braking force control is performed. Can be done. In the case of a four-wheel drive vehicle, if the brake fluid pressure acting on the front wheel brakes FR and FL is measured, brake fluid pressure control can be performed with emphasis on both traction control and braking force control.

U Brake fluid pressure control device (brake fluid pressure control device)
1 Cut Valve 2 Inlet Valve 3 Outlet Valve 4 Suction Valve 5 Reservoir 6 Pump 7 Damper Chamber (Damper)
8 Hydraulic pressure source side brake hydraulic pressure sensor 9 Wheel side brake hydraulic pressure sensor 12 Upper surface 16 Lower surface 21, 23 Inlet port 22L, 22R Outlet port 24L, 24R Outlet port 31 Cut valve mounting hole 32A Inner inlet valve mounting hole 32B Outer inlet valve Mounting hole 33A Inner outlet valve mounting hole 33B Outer outlet valve mounting hole 34 Suction valve mounting hole 35 Reservoir hole 36 Pump hole 37 Damper hole 100 Base FR, FL Wheel brake K1, K2 Brake output system R Regulator (regulator valve)
FR, RL, FL, RR Wheel brake Y1 Pump shaft

Claims (10)

A plurality of inlet valves, a plurality of outlet valves, a pair of reservoirs, a pair of suction valves, a pair of regulator valves, and a pair of pumps are arranged on a common base, and on the top of the base, A vehicular brake hydraulic pressure control device in which an inlet port from a hydraulic pressure source and an outlet port leading to a wheel brake are arranged, and the pair of reservoirs are arranged below the base body,
The pump is disposed between the inlet port and the reservoir;
The regulator valve is mounted in a regulator valve mounting hole arranged on the upper side of the base of the pump,
The suction valve mounting hole in which the suction valve is mounted is directly connected to the pump hole in which the pump is mounted ,
Having a flow path from the inlet port to the pump hole through the regulator valve mounting hole,
The vehicular brake hydraulic pressure control device , wherein the flow path includes a straight vertical hole passing through the regulator valve mounting hole . The suction valve mounting hole is disposed between the regulator valve mounting hole and the pump hole in the flow path, and the vertical hole directly connects the regulator valve mounting hole and the suction valve mounting hole. The vehicular brake hydraulic pressure control device according to claim 1. The inlet valve, the pump and the regulator valve and the brake fluid pressure control apparatus as claimed being disposed to claim 1 or claim 2, characterized in between. The vehicular brake hydraulic pressure control apparatus according to any one of claims 1 to 3 , wherein the outlet valve is disposed on a lower side of the base body of the pump. With damper holes that make up the damper,
The vehicular brake hydraulic pressure control apparatus according to claim 4 , wherein the damper hole is disposed on a lower side of the base body of the pump. The pair of reservoir holes in which the pair of reservoirs are mounted are recessed in the lower surface of the base body,
The vehicular brake hydraulic pressure control device according to any one of claims 1 to 5 , wherein one outlet valve is disposed on each side of the pair of reservoir holes. Four outlet ports are arranged in parallel in the axial direction of the pair of pumps, corresponding to two wheel brakes on the drive wheel side and two wheel brakes on the driven wheel side,
Two of these outlet ports on the inside correspond to the two wheel brakes on the drive wheel side,
The hydraulic pressure sensor which detects the brake hydraulic pressure of the wheel brake of the said driving wheel side is arrange | positioned between the said inlet valve and the said outlet valve, The any one of Claim 1-6 characterized by the above-mentioned. The brake fluid pressure control device for vehicles described in 1. The vehicle brake hydraulic pressure control device according to claim 7 , wherein the wheel brake on the drive wheel side is a wheel brake on the front wheel side. A plurality of inlet valves, a plurality of outlet valves, a pair of reservoirs, a pair of suction valves, a pair of regulator valves, and a pair of pumps are arranged on a common base, and on the top of the base, A vehicular brake hydraulic pressure control device in which an inlet port from a hydraulic pressure source and an outlet port leading to a wheel brake are arranged, and the pair of reservoirs are arranged below the base body,
The pump is disposed between the inlet port and the reservoir;
The regulator valve is disposed on the upper side of the base of the pump,
The suction valve mounting hole in which the suction valve is mounted is directly connected to the pump hole in which the pump is mounted,
Four outlet ports are arranged in parallel in the axial direction of the pair of pumps, corresponding to two wheel brakes on the drive wheel side and two wheel brakes on the driven wheel side,
Two of these outlet ports on the inside correspond to the two wheel brakes on the drive wheel side,
A vehicular brake hydraulic pressure control device, wherein a hydraulic pressure sensor for detecting a brake hydraulic pressure of a wheel brake on the drive wheel side is disposed between the inlet valve and the outlet valve. The vehicle brake hydraulic pressure control device according to claim 9, wherein the wheel brake on the drive wheel side is a wheel brake on the front wheel side.

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