JPH06183333A - Valve means, fluid pressure control valve and brake control device - Google Patents

Abstract

PURPOSE:To provide a valve means, a fluid pressure control valve and a brake control device reducing leak, the volume and size of a hydraulic source and energy consumption. CONSTITUTION:A valve means has a spool (b) slidable in the axial direction of a through hole provided in a valve body (a) so as to regulate the flow of a fluid by changing the opening area of an orifice (c) formed by the land end part of the spool (b) and the port end part of the valve body (a). This valve means is provided with a passage closing part (d) formed by the contact between the spool (b) and the valve body (a) in a position where the spool (b) is moved further in the closing direction from the orifice closing position.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a spool valve type valve means, a fluid pressure control valve using this valve means, and a brake control device using this fluid pressure control valve.

[0002]

2. Description of the Related Art Conventionally, a brake control device using a fluid pressure control valve is disclosed in, for example, Japanese Patent Laid-Open No. 4-87.
The one described in Japanese Patent No. 867 is known.

In the above-mentioned conventional publication, a fluid pressure control valve having a spool for adjusting the hydraulic pressure supplied from an external hydraulic pressure source to an input port to a control pressure is provided, and the force by the master cylinder pressure is used for the pressure increasing side of the spool. , By using the force from the actuator on the spool pressure reducing side, a boosting function, ABS
Functions and devices corresponding to the brake control function of the TCS function are shown.

The fluid pressure control valve used in this device is supplied from the supply port by the balance between the force of the master cylinder pressure applied to both sides of the spool, the force of the proportional solenoid, and the feedback control pressure. The desired control pressure is output to the output port while discharging the generated oil pressure to the return port and discharging a part of the oil.

[0005]

However, in the above-mentioned conventional fluid pressure control valve, since there is a leak from the gap between the spool and the valve body, the capacity and size of the hydraulic pressure source should be taken into consideration. You have to put in the design,
There is a problem that the energy consumption also increases by the amount of this leak.

For example, when the control pressure is not output, although the supply port is shut off, oil leaks to the return port,
The capacity and size of the accumulator must be such that the leak does not change in consideration of this leak, and the energy consumption has increased by the amount of this leak.

Further, when the control pressure is output, although the return port is shut off, oil leaks to the return port, and the capacity and size of the hydraulic pump are such that the maximum output pressure can be maintained in consideration of this leak. Must be used,
Also, the energy consumption was increased by the amount of this leak.

The present invention has been made by paying attention to the above problems, and it is possible to reduce leakage, reduce the capacity and size of the hydraulic power source, and reduce energy consumption, and valve means and fluid pressure control valve. Another object of the present invention is to provide a brake control device.

[0009]

In order to solve the above-mentioned problems, in the valve means according to the first aspect, the spool and the valve body are brought into contact with each other at a position where the spool is moved further in the closing direction than in the orifice closing position. A flow path closing portion formed in contact with each other was provided.

That is, as shown in the claim correspondence diagram of FIG. 1, there is a spool b slidable in the axial direction of an insertion hole provided in the valve body a, and the land end of the spool b and the valve body In the valve means for adjusting the flow rate of the fluid by changing the opening area of the orifice c formed with the port end portion of a, the spool is moved at a position where the spool b is moved further in the closing direction than the closing position of the orifice. The flow path closing portion d formed by contacting b with the valve body a is provided.

In order to solve the above-mentioned problems, in the fluid pressure control valve according to the present invention, the spool and the valve body are brought into contact with each other at a position where the spool is moved further in the closing direction than the first orifice closing position. A first flow passage closing portion formed in contact with the second flow passage, and a second flow passage formed by contact between the spool and the valve element at a position where the spool is moved further in the closing direction than in the second orifice closing position. At least one of the closures is provided.

That is, as shown in FIGS. 2 (a) and 2 (b), the spool b is slidable in the axial direction of the insertion hole provided in the valve body a. Of the first orifice e formed by the first land end of the valve body a and the supply end of the valve body a, and the second land end of the spool b and the return port end of the valve body. 2 In the fluid pressure control valve that changes the opening area of the orifice f and outputs the fluid pressure supplied from the fluid pressure source g to the supply port h to the output port j while discharging a part of the fluid to the return port i, First
The first flow path closing part k formed by the spool b and the valve body a contacting at a position where the spool b is moved further in the closing direction than the orifice closing position, and the second orifice closing position. Further, at least one of the second flow path closing portion L formed by the spool b and the valve body a contacting each other at the position where the spool b is further moved in the closing direction is provided.

Further, in order to solve the above-mentioned problems, a third aspect of the present invention is provided.
In the brake control device described above, the fluid control valve according to claim 2, wherein the fluid pressure control valve includes: a first pressure device that presses the spool in a direction in which the output fluid pressure is increased by a force corresponding to the master cylinder pressure; The control valve is provided with a second pressing means for applying a force to the spool in a direction to reduce the output fluid pressure.

That is, as shown in the claim correspondence diagram of FIG. 3, a master cylinder for generating a master cylinder pressure corresponding to a brake pedal m, a fluid pressure control valve o according to claim 2, and a fluid control valve o. A first pressing means p, which is provided and presses the spool b in a direction to increase the output fluid pressure by a force corresponding to the master cylinder pressure, and the fluid pressure control valve o.
A second pressing means q, which is provided in the above, applies a force to the spool b in a direction to reduce the output fluid pressure, and a wheel cylinder r that brakes each wheel by the output fluid pressure.

[0015]

In the valve means according to the first aspect, the flow rate of the fluid can be adjusted by changing the opening area of the orifice c formed by the land end and the port end of the spool b. When moving further in the closing direction than in the closing position, the flow path closing portion d formed by the spool b and the valve body a contacting each other is provided, so that the gap between the spool b and the valve body a is wasted. It is possible to reduce the flow rate that leaks to the.

In the fluid pressure control means according to the second aspect, the opening area of the first orifice e formed by the first land end and the port end of the spool b, the second land end and the port end are formed. By changing the opening area of the second orifice f formed by the above, the fluid pressure supplied from the fluid pressure source g to the supply port h is output to the output port j while discharging a part of the fluid to the return port i. . Further, the first flow path closing portion k is provided, and the first orifice is moved further in the closing direction than the closing position, and when the spool b and the valve body a come into contact with each other, the spool b is returned from the supply port h to the return port i. It is possible to reduce the amount of flow that unnecessarily leaks the gap between the valve body a and the valve body a. In addition, when the second flow passage closing portion L is provided and is moved further in the closing direction than the second orifice closing position, and the spool b and the valve body a come into contact with each other, the spool b and the valve body a are output from the output port j. It is possible to reduce the flow rate that leaks through the gap between.

In the brake control device according to claim 3, the fluid pressure control valve o according to claim 2 is used to provide the first pressing means p.
Causes the master cylinder pressure to act in the direction of increasing the output fluid pressure of the fluid pressure control valve o, and the second pressing means q presses in the direction of reducing the output fluid pressure of the fluid pressure control valve o, and outputs in this balance. The output fluid pressure is supplied to the wheel cylinder r, and each wheel is braked.

[0018]

Embodiments of the present invention will be described below with reference to the drawings.

First, the structure will be described.

FIG. 4 is an overall system diagram showing a brake control device having valve means and a fluid pressure control valve according to the first embodiment of the present invention.

The brake control system according to the first embodiment has a master cylinder pressure P depending on the operating force applied to the brake pedal 1.
A master cylinder 2 for generating _M , a wheel cylinder 4 having a wheel piston 41 and a pressure chamber 42 respectively provided in the disc brake device 3 of each wheel,
From master cylinder pressure port 5e to master cylinder pressure P _M
An electronic hydraulic control valve that uses a force by the master cylinder pressure P _{M for} the pressure increasing side of the spool 51 and a force by the proportional solenoid 52 for the pressure reducing side of the spool 51. Fluid pressure control valve) 5,
An external hydraulic source 7 connected to an input port 5a of the electronic hydraulic control valve 5 via an accumulator pressure oil passage 6 and constituted by an oil pump 7a, a check valve 7b and an accumulator 7c, and a branch of the accumulator pressure oil passage 6. Oil passage 6a
An electromagnetic switching valve 8 that is provided in the valve 51 and causes the TCS pressure P _{T based} on the accumulator pressure P _S to act on the pressure increasing side of the spool 51 via the TCS port 5 b of the electronic hydraulic control valve 5 by opening the valve. Is provided in the branch oil passage 6b of the accumulator pressure oil passage 6, and is normally opened to open the accumulator pressure P.
_S from input port 5a to port 510, output port 5
c, the solenoid valve 12 that acts on the feedback pin 11 via the wheel cylinder 4 and the internal oil passage 10 via the control oil passage 9 and is closed at the time of failure, and the master cylinder pressure oil passage 13 are normally provided. An electromagnetic switching valve 14 is provided which closes the valve with the initial movement amount of the wheelie cylinder 4 and opens the valve upon failure.

The electronic hydraulic control valve 5 includes a first plunger 5 between the master cylinder pressure chamber 50 and the spool 51.
3, the second plunger 54, the pedestal 55 and the third plunger 56 are arranged, the first spring 57 is interposed between the valve case (valve body) 60 and the first plunger 53, and the valve case 60 and the second plunger The second spring 5 is provided between the plunger 54 and
8 is interposed. The first spring 57 is set to have a higher setting force than the second spring 58.

Then, the proportional solenoid 5 of the spool 51
On the 2 side, the third spring 5 that pushes the spool 51 to the right in the drawing
9. On the master cylinder 50 side of the spool 51, a fourth spring 62 for pushing the spool 51 leftward in the drawing and a fifth spring 63 are interposed between the second plunger 53 and the base 55. Here, the second plunger 54, the pedestal 55, and the fourth spring 62 constitute the first pressing means, and the feedback pin 11, the proportional solenoid valve 52, and the third spring 59 constitute the second pressing means.

Next, the details of the port 510 are shown in FIG.

In the port 510, the end of the first land 511 of the spool 51 and the end of the input port 5a of the valve case 60 move the spool 51 in a direction closer to the first orifice 600 and the closed position than the orifice closed position. A flow path closing portion 601 is formed in which the spool 51 and the valve case 60 are in contact with each other at the opened position.

Further, the end of the second land 512 of the spool 51 and the drain port (return port) of the valve case 60.
A second orifice 602 is formed with the 5d end.

Therefore, the electronic hydraulic control valve 5 changes the opening area of the first orifice 600 and the opening area of the second orifice 602, so that the external hydraulic power source 7 can act as the input port 5a.
The fluid pressure supplied to the drain port 5d is output to the output port 5c while discharging a part of the fluid to the drain port 5d.

The proportional solenoid 52 of the electronic hydraulic control valve
And solenoids 81, 1 of the electromagnetic switching valves 8, 12, 14
21 and 141 are driven and controlled by a command from the brake controller 15, and the brake controller 15 uses the master cylinder pressure sensor 1 as a sensor to obtain input information.
6, sensors for detecting various vehicle conditions such as a longitudinal acceleration sensor and a wheel speed sensor are connected.

That is, the drive control by the brake controller 15 is a boost control for increasing the master cylinder pressure P _M , an ABS control for preventing wheel lock during braking, and a TCS for suppressing drive wheel slip during start or sudden acceleration. Control is performed.

Next, the operation will be described.

(A) During normal braking: The TCS pressure P _T of the TCS port 5b is normally the drain pressure =
Since it is 0, the spool 51 and the pedestal 55 have the solenoid force F _S generated in proportion to the current i in the solenoid plunger 61 of the proportional solenoid 52 and the feedback pin 11.
The pressing force F _P, the spring force F ₁ of the third spring 59, the spring force F ₂ of the fourth springs 62, each other pressing, or in contact with each other, are stopped by balance of forces positions.

Then, when the brake pedal 10 is depressed, a master cylinder pressure P _M is generated in the master cylinder 2 in accordance with the brake pedal force and is supplied to the master cylinder pressure port 5e.

First, the electronic hydraulic control valve 5 before brake operation
Since the setting force of the first spring 57 is higher than that of the second spring 58, the second plunger 54 is pressed rightward in the drawing by the first plunger 53.

When the master cylinder pressure P _M reaches P _M1 by the brake operation, the force acting on the first plunger 53 overcomes the spring force of the first spring 57, so that the first plunger 53 (first pressing means) operates. It moves in the direction that increases the output fluid pressure (to the left in the drawing). Therefore, the pushing force of the second plunger 54 in the right direction disappears, and the second plunger 54 is pushed by the force of the master cylinder pressure P _M and the second spring 58.
Moves leftward in the drawing, pushes the pedestal 55, and further pushes the spool 51 leftward in the drawing.

The force at that time is F ₂ + A ₄ · P _M, where F ₂ is the spring force of the fourth spring 62 and A ₄ is the pressure receiving area of the second plunger 54.

When a force of (F ₂ + A ₄ · P _M ) acts on the spool 51, the spool 51 moves to the left in the drawing to open the port 510, and the accumulator pressure P _S changes the input port 5
It flows from a to the output port 5c. The spool 51 is a two-stage spool, and since the control oil pressure P _C of the output port 5c acts on the feedback pin 11 via the internal oil passage 10, the control oil pressure P _C is added to the feedback force to move the spool 51 to the right. Move in the direction. The force, the larger diameter section area A _1, a small diameter stage area A _2, if the cross-sectional area A _F of the feedback pin 11, which is _{(A F -A 1 + A 2} ) P C. The balance of the spool 51 in this case is (A _F -A
_{1 + A 2) P C =} A 4 · P M + F 2 -F 1 However, F ₁ is the spring force of the third spring 59.

Therefore, the control oil pressure P _C is proportional to the master cylinder pressure P _M , and is the sum of the spring force (F ₂ −F ₁ ).

Next, when a current i is supplied to the proportional solenoid 52 (second pressing means), a force F _S proportional to the current i is generated in the solenoid plunger 61, and the spool 51 is reduced in output fluid pressure (in the drawing). Press (rightward). The balance of the spool 51 at this time is (A _F −A ₁ + A ₂ ) P _C =
The _{A 4 · P M + F 2} -F 1 -F S.

Therefore, the control oil pressure P _c is controlled to increase or decrease according to the solenoid current i. The control oil pressure P _C is connected to the wheel cylinder 4 and moves the wheel piston 41 to the right in the drawing. At this time, the electromagnetic switching valve 14 is closed at the same time, and the wheel cylinder pressure P _W rises. This allows
P _W = P _C = (A ₄ · P _M + F ₂ −F ₁ −F _S ) / (A
Is controlled by the _F -A ₁ + A _2). This is shown in FIG. That is, when the solenoid current i is zero, the characteristic (a) is obtained, and when the solenoid current i is increased, the wheel cylinder pressure P _W is reduced in proportion to the solenoid current i. Become.

Therefore, the wheel cylinder pressure characteristic with respect to the master cylinder pressure is set in the brake controller 13 according to the vehicle state by a function or a map, and based on the information indicating the vehicle state and the information from the master cylinder pressure sensor 16. By controlling the solenoid current i by the wheel cylinder pressure i, the wheel cylinder pressure can be obtained with an arbitrary boosting characteristic according to the vehicle state.

That is, a boost control function having a high degree of freedom is exerted instead of a unique boost ratio.

(B) ABS operation When wheel locking is likely to occur during sudden braking or low μ road braking, ABS operation for preventing wheel locking is performed by the ABS controller of the brake controller 13 by a control command to the proportional solenoid 52. Done.

In other words, the normal boosting characteristic is (e)
If the setting is made so as to give the solenoid current i that gives the characteristic, (a) the pressure increase up to the characteristic and (b) the pressure reduction up to the characteristic are possible, and the vehicle speed information obtained by the longitudinal acceleration sensor and the like , The slip ratio of each wheel is obtained from the wheel speed information obtained by the wheel speed sensor, and the wheel cylinder pressure P is set so that the slip ratio falls within the range of the optimum slip ratio.
_W can be boosted, held, or depressurized.

That is, the ABS for improving the vehicle stability during braking.
The function can be achieved with a sufficient increase / decrease in the wheel cylinder pressure P _W.

(C) When the TCS is operating When the drive wheel slip occurs due to the sudden accelerator pedal operation during starting or sudden acceleration, the brake controller 13
The TCS operation that suppresses the drive wheel slip is performed by the control command to the proportional solenoid 52 and the ON command to the solenoid 81 from the TCS control unit.

That is, when the ON command is output to the solenoid 81, the electromagnetic switching valve 8 is opened, so that the accumulator pressure P _S becomes the TCS pressure P _{T and} the TCS port 5b of the electronic hydraulic control valve 5 is operated. Is supplied to.

This TCS pressure P _T acts on the third plunger 56 and moves the spool 51 leftward in the drawing.

The balance of the spool 51 at this time is (A
_{F -A 1 + A 2) P} C = A 3 · P T + F 2 -F 1 -F S
Becomes However, A ₃ is the pressure receiving area of the third plunger 56.

Therefore, although the master cylinder pressure P _M is not generated, the control oil pressure P _C is from the maximum pressure determined by the TCS pressure P _T to the pressure reduced by the force F _S proportional to the solenoid current i. It can be controlled arbitrarily according to the solenoid current i. The characteristic is the characteristic shown in FIG.

(D) At the time of failure At the time of failure of the electronic control system related to the brake controller 13, the current i to the proportional solenoid 52 is made zero and the electromagnetic switching valve 8 is closed.

Therefore, since the force acting on the spool 51 is (A _F -A ₁ + A ₂ ) P _C = A ₄ · P _M + F ₂ -F ₁ , ABS operation and TCS operation cannot be performed. The property (a) of 5 is retained.

That is, the state of the maximum capacity of the brake boosting performance is secured, and the braking action having the boosting function is guaranteed.

Further, due to a failure of the oil pump 7a or the like,
When it is judged that the failure is serious, the electromagnetic switching valve 12 is closed and the control oil pressure P _C becomes 0. In this case, since the master cylinder pressure P _M directly acts on the wheel cylinder 4, the boosting capability is lost, but the braking action is guaranteed, showing the characteristic (c) of FIG. At this time, since the hydraulic load seen from the master cylinder 2 includes the oil chambers of the electronic hydraulic control valve 5 in addition to the wheel cylinder 4, the brake fluid amount required to raise the wheelie cylinder pressure P _W to the specified pressure is usually The master cylinder 2 has a maximum stroke corresponding to the increase.

In the above operation, when there is an input from the master cylinder pressure port 5e or the input port 5a, the port 510 is opened and the hydraulic pressure P _{S of the} accumulator 6 is increased.
Flows through the port 510 to the output port 5c.

That is, as shown in FIGS. 1 and 6, when there is no input from the master cylinder pressure port 5e or the input port 5a, the port 510 is the end of the first land 511 of the spool 51 and the input port of the valve case 60. A first orifice 600 formed by the end portion of 5a, and a flow path formed by abutting the spool 51 and the valve case 60 at a position where the spool 51 is moved further in the closing direction than in the orifice closing position. It is closed by the closing part 601.

Here, since the first orifice 600 is an annular port having a gap of several microns, some leakage is unavoidable. The flow path closing part 601 is a poppet valve-like on / off port, and when closed, the leak is equal to zero. The fluid pressure leaked from the first orifice 600 between the first orifice 600 and the flow passage closing portion 601 becomes a pressure substantially equal to the supply pressure, and a force for pushing the spool 51 to the proportional solenoid 52 side (left side in the drawing) is generated. , This thing
It is held down by the difference in the set forces of the third spring 59 and the fourth spring 62.

When there is an input from the master cylinder pressure port 5e or the input port 5a, the flow passage closing portion 601 is opened first, and then the opening area of the first orifice 600 is changed to adjust the flow rate of the fluid. At that time, since the opening area of the second orifice 602 also changes, the fluid pressure is discharged to the drain port 5d while a part of the fluid is discharged to the output port 5c.
And the output fluid pressure is supplied to the wheel cylinder 4.

Therefore, when the system is not operating normally, the flow passage closing portion 601 is closed, so that there is almost no leakage of the supply pressure.

Next, the pedal feeling will be described. When the brake pedal 1 is depressed, the master cylinder 2
The amount of liquid discharged from the spool 51 and the wheel cylinder 4 is determined by the initial movement amount (the movement amount until the electromagnetic switching valve 14 is closed) and the displacement amounts of the first spring 57 and the second spring 58. Of these, the spool 51 and the wheel cylinder 4
Since the initial movement amount of is small, the first spring 57 and the second spring 58
The amount of liquid discharged from the master cylinder 2 is determined by the deformation characteristics of the.

That is, when the first spring 57 and the second spring 58 are not provided, there is almost no pedal stroke and the so-called "stamping" occurs. When the first spring 57 and the second spring 58 are provided, the pedal stroke has a pattern determined by the pressure / volume change characteristics of the first spring 57 and the second spring 58.

For example, as shown in FIG. 4, in the case of a damper using a normal first spring 57, the spring constant is constant, so the pedal stroke is linearly proportional to the pressure.

Next, the response will be described. The control hydraulic pressure P _C of the electro-hydraulic control valve 5 is immediately and directly applied to the wheel cylinder pressure P _W.
As a result, there is no time delay and it is possible to cover high responsiveness from low frequency to high voltage and from low frequency to high frequency.

As described above, in the brake control device of the first embodiment, the effects listed below can be obtained.

(1) Since the flow passage closing portion 601 formed by contacting the spool 51 and the valve case 60 at the position where the spool 51 is moved further in the closing direction than the orifice closing position is provided, It is possible to reduce the amount of flow that unnecessarily leaks the gap between the spool 51 and the valve case 60.

(2) The opening area of the first orifice 600 formed by the end of the first land 511 of the spool 51 and the end of the input port 5a of the valve case 60, and the end of the second land 512 of the spool 51 and the valve. The opening area of the second orifice 602 formed by the end of the drain port 5d of the case 60 and the opening area of the second orifice 602 are changed to change the external hydraulic power source 7 to the input port 5a.
In the electrohydraulic control valve 5 that outputs the fluid pressure supplied to the drain port 5d to the output port 5c while discharging a part of the fluid to the drain port 5d, the spool 51 is moved further in the closing direction than the first orifice closing position. Since the flow path closing portion 601 formed by the spool 51 and the valve case 60 contacting each other at the open position is provided, the gap between the spool 51 and the valve case 60 is unnecessarily leaked from the input port 5a to the drain port 5d. Since the flow rate can be reduced, when the fluid pressure does not act on the output port 5c, the capacity and size of the external hydraulic power source, which was designed in consideration of leakage, can be made smaller than the conventional one, and the energy consumption is also reduced. it can.

(3) Using the electronic hydraulic control valve 5, the first plunger 53 acts the master cylinder pressure P _M in the direction of increasing the output fluid pressure of the electronic hydraulic control valve 5, and the proportional solenoid 52 controls the electronic hydraulic control. Since the output fluid pressure of the valve 5 is pressed in a direction to be reduced, and the output fluid pressure output in this balance is supplied to the wheel cylinders 4 to brake each wheel, the external hydraulic power source mounted on the vehicle can be reduced. In addition, the fuel efficiency of the vehicle can be improved.

Next, a second embodiment of the present invention will be described.

FIG. 7 shows a modification of the shape of the port 510 of the first embodiment.

That is, in this embodiment, the port 510 is different in shape from the first embodiment in that both the spool 51 and the valve case 60 are formed by the inclined surface 603 inclined in the same direction, and other configurations are the same. It is the same as that of the first embodiment.

The operation is not different from that of the first embodiment, and the following effects can be effectively obtained in addition to the above (1) to (3).

(4) Leakage of the output fluid can be prevented with low processing accuracy.

Next, a third embodiment of the present invention will be described.

FIG. 8 differs from that of the first embodiment in that the shape of the port 510 of the first embodiment is such that the planes 604 are butted against each other, and other configurations are the same as those of the first embodiment. is there.

In operation and effect, there is no difference from that of the first embodiment.

Next, a fourth embodiment of the present invention will be described.

FIG. 9 shows the shape of the port 510 of the first embodiment in that a rubber seal 605 is provided on the abutting plane portion.
Unlike the first embodiment, the other structure is the same as that of the first embodiment.

The operation is not different from that of the first embodiment, and the following effects can be effectively obtained in addition to the above (1) to (3).

(5) The leakage of the output fluid can be completely prevented.

Next, a fifth embodiment of the present invention will be described.

FIG. 10 shows that the internal oil passage 10 of the electronic hydraulic control valve 5 of the first embodiment is provided inside the spool 51.
Unlike the first embodiment, the other structure is the same as that of the first embodiment. The port 510 is provided with a rubber seal on the flow path closing portion 602 (see FIG. 11).

The operation is not different from that of the first embodiment, and the following effects can be effectively obtained in addition to the above (1) to (3).

The oil passage structure of the electronic hydraulic control valve can be simplified, high pressure is not applied to the solenoid, and the solenoid can be manufactured at low cost.

Next, a sixth embodiment of the present invention will be described.

In FIG. 12, when the control oil pressure is at the maximum output, the spool 51 and the valve case 60 abut on the drain port 5d side at a position where the spool 51 is moved further in the closing direction than the orifice closing position. First, in that the flow passage closing portion 520 to be formed is provided and the internal oil passage is omitted,
Unlike the first embodiment, the other structure is the same as that of the first embodiment.

In operation and effect, there is no difference from that of the first embodiment.

Although the embodiments have been described above with reference to the drawings, the specific configuration is not limited to the embodiments, and modifications and additions within the scope of the present invention are included in the present invention. Be done.

[0087]

As described above, according to the present invention, the following effects can be obtained.

(1) In the valve means according to the first aspect of the present invention, the flow path closing portion is formed by the spool and the valve body contacting each other at a position where the spool is moved further in the closing direction than in the orifice closing position. Since the above is provided, it is possible to reduce the flow rate of wastefully leaking the gap between the spool and the valve body.

(2) In the fluid pressure control valve according to claim 2,
A first flow path closing portion formed by contact between the spool and the valve body at a position where the spool is moved in the closing direction further than the first orifice closing position, and further than the second orifice closing position. A second valve formed by abutting the spool and the valve element at the position where the spool is moved in the closing direction.
Since at least one of the flow path closing part is provided, when the fluid pressure does not act on the output port, the capacity and size of the external hydraulic power source designed in consideration of leak can be made smaller than the conventional one. Also, energy consumption can be reduced.

(3) In the brake control device according to the third aspect of the present invention, the first aspect of the invention is provided by using the fluid pressure control valve of the second aspect.
The pressing means applies the master cylinder pressure in the direction of increasing the output fluid pressure of the fluid pressure control valve, and the second pressing means presses in the direction of reducing the output fluid pressure of the fluid pressure control valve, and outputs in this balance. Since the output fluid pressure is supplied to the wheel cylinders to brake each wheel, the external hydraulic power source mounted on the vehicle can be reduced and the fuel consumption of the vehicle can be improved.

[Brief description of drawings]

FIG. 1 is a claim correspondence diagram of the invention according to claim 1;

FIG. 2 is a claim correspondence diagram of the invention according to claim 2;

FIG. 3 is a claim correspondence diagram of the invention according to claim 3;

FIG. 4 is an overall system diagram showing a brake control device including a valve means and a fluid pressure control valve of the first embodiment.

FIG. 5 is a characteristic diagram of the wheel cylinder pressure with respect to the master cylinder pressure in the brake control device of the first embodiment.

FIG. 6 is an enlarged view of a contact portion between a spool and a valve case according to the first embodiment.

FIG. 7 is an enlarged view of a second embodiment of a contact portion between a spool and a valve case.

FIG. 8 is an enlarged view of a third embodiment of a contact portion between a spool and a valve case.

FIG. 9 is an enlarged view of a fourth embodiment of a contact portion between a spool and a valve case.

FIG. 10 is an overall system diagram showing a brake control device of a fifth embodiment.

FIG. 11 is an enlarged view of a contact portion between a spool and a valve case of the fifth embodiment device.

FIG. 12 is an overall system diagram showing a brake control device of a sixth embodiment.

[Explanation of symbols]

 1 Brake Pedal 2 Master Cylinder 3 Disc Brake Device 4 Wheel Cylinder 5 Electronic Hydraulic Control Valve 6 Accumulator Pressure Oil Path 7 External Hydraulic Source 8 Electromagnetic Switching Valve 9 Control Hydraulic Oil Path 10 Internal Oil Path 11 Feedback Pin (Second Pressing Means) 12 Electromagnetic switching valve 13 Master cylinder hydraulic oil passage 14 Electromagnetic switching valve 15 Controller 16 Master cylinder pressure sensor 51 Spool 52 Proportional solenoid (second pressing means) 54 Second plunger (first pressing means) 55 Pedestal (first pressing means) 59 Third spring (second pressing means) 60 Valve case (valve body) 62 Fourth spring (first pressing means) 520 Flow passage closing portion 600 First orifice 601 Flow passage closing portion 602 Second orifice

Claims (3)

[Claims] 1. An opening area of an orifice formed by a land end of the spool and a port end of the valve body, the spool having a spool slidable in an axial direction of an insertion hole provided in the valve body. In the valve means for adjusting the flow rate of the fluid by providing the flow path closing portion formed by the spool and the valve body contacting each other at the position where the spool is moved in the closing direction further than the orifice closing position Valve means characterized in that. 2. A first orifice having a spool slidable in the axial direction of an insertion hole provided in the valve body and formed by a first land end of the spool and a supply end of the valve body. The opening area and the opening area of the second orifice formed by the second land end of the spool and the return port end of the valve body are changed to change the fluid pressure supplied from the fluid pressure source to the supply port to the return port. In the fluid pressure control valve that outputs a part of the fluid to the output port while discharging the fluid to the output port, the spool and the valve body come into contact with each other at a position where the spool is moved further in the closing direction than the first orifice closing position. A second flow path closing portion formed and a second valve formed by abutting the spool and the valve body at a position where the spool is moved further in the closing direction than the second orifice closing position.
A fluid pressure control valve comprising at least one of a flow path closing portion. 3. A master cylinder for generating a master cylinder pressure according to a brake pedal, a fluid pressure control valve according to claim 2, and an output fluid pressure provided to the fluid control valve with a force according to the master cylinder pressure. A first pressing means for pressing the spool in a direction to increase the pressure, a second pressing means provided in the fluid pressure control valve for applying a force to the spool in a direction to reduce the output fluid pressure, and the output fluid pressure. A brake control device, comprising: a wheel cylinder that brakes each wheel with.