JPH07172280A - Hydraulic pressure control device - Google Patents

Abstract

PURPOSE:To enable pressures within two or more systems of wheel cylinders to be controlled according to operation of a brake pedal and also to enable pressure control without depending on the operation of the brake pedal by providing a mode in which a first switching valve is opened and a mode in which the first switching valve is closed. CONSTITUTION:When an electronic control circuit 44 selects a mode in which a first switching valve 24 is opened, a reservoir tank 20 is communicated with the first passage 16 of a master cylinder 10. Under these conditions, the first 11 and second 12 pressure chambers of the master cylinder 10 are filled with oil from the reservoir tank 20. When the brake pedal 13 is operated, a first piston 14 interrupts the communication between the first passage 16 and the first pressure chamber 11 within the master cylinder 10 and a second piston 15 interrupts the communication between a third passage 18 and the second pressure chamber 12. Therefore, pressures within the first and second pressure chamber 11, 12 are built up according to the amount of operation of the brake pedal 13.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control device capable of performing an anti-lock brake function for preventing wheel lock and a traction control function or an automatic brake function for preventing wheel slip.

[0002]

2. Description of the Related Art An apparatus of this type is disclosed in Japanese Patent Laid-Open No. 64-7.
The technique disclosed in Japanese Patent No. 4153 is known. The wheel braking control device disclosed in the above publication relates to a wheel braking control device having an antilock brake circuit between a master cylinder and a wheel cylinder. In this technique, a 3-port 2-position traction control switching valve is provided in the passage between the master cylinder and the antilock brake circuit. When the brake pedal is depressed, this traction control switching valve connects the master cylinder and the wheel cylinder via the antilock brake opening / closing valve, so that the master cylinder pressure is supplied to the wheel cylinder via the antilock brake opening / closing valve. , Anti-lock brake control becomes possible.
When the brake pedal is not depressed, the master cylinder is connected to the wheel cylinder via the pump and the anti-lock brake opening / closing valve, so when the pump is rotated, pressure is supplied to the wheel cylinder even if the brake is not depressed. It becomes possible to perform traction control.

Further, the hydraulic control device disclosed in Japanese Patent Laid-Open No. 63-110064 has an on-off valve between a reservoir tank and a master cylinder, and a relief valve for shutting off the reservoir tank from the suction port of the pump. Is equipped with. The on-off valve is closed during drive slip control. At this time, when the pump is rotated, oil is sent from the reservoir tank to the anti-lock brake opening / closing valve via the relief valve, so that the wheels can be braked by opening / closing the anti-lock brake opening / closing valve without pressing the brake pedal. become.

Normally, in a vehicle, the front left wheel, the front right wheel,
It has four wheels, a rear left wheel and a rear right wheel, and a wheel cylinder is provided for each wheel. The master cylinder has two pressure chambers
It has a chamber and supplies pressure to the system of the front left wheel and the front right wheel, the system of the rear left wheel and the rear right wheel, or the system of the front left wheel and the rear right wheel and the system of the rear left wheel and the front right wheel, respectively.

[0005]

However, the above-described wheel braking force control device, when performing traction control, automatic brake control, or the like, has an antilock brake circuit as the number of antilock brake circuits to be controlled increases. The number of on-off valves provided between the reservoirs increases, and the cost increases accordingly.

In order to control two or more wheel cylinders, it is necessary to use a pump to pressurize each system. Normally, in the reflux type anti-lock brake circuit, the pump returns the oil accumulated in the discharge passage to the pressure chamber, so that high suction performance is not required. However, high suction performance is required to suck oil from the reservoir tank. A pump having such a high suction performance is expensive. Therefore, in order to pressurize the wheel cylinders of two or more systems, it is necessary to equip each system with a pump having high suction performance, and the system as a whole must be expensive.

Therefore, in the present invention, it is an object of the present invention to make it possible to control the pressure of two or more wheel cylinders in accordance with the depression of the brake pedal, to control the pressure independently of the depression of the brake pedal, and to reduce the cost. To do.

[0008]

In order to solve the above-mentioned problems, in the invention described in claim 1, a first pressure chamber,
A second pressure chamber, a first passage communicating with the first pressure chamber, and a second
A passage, a third passage and a fourth passage that communicate with the second pressure chamber, a first piston that moves in the first pressure chamber in conjunction with depression of a brake pedal, and a second piston that corresponds to the pressure in the first pressure chamber. A second piston that moves in the pressure chamber, and the first piston and the first passage when the brake pedal is depressed.
The second piston is connected to the third
A master cylinder that cuts off the communication between the passage and the second pressure chamber; a reservoir tank that communicates with the third passage of the master cylinder; and a master cylinder that is interposed between the first passage and the reservoir tank to open and close the two passages. A first opening / closing valve; a first pump having an inlet communicating with a reservoir tank and a discharging outlet communicating with a second passage; interposed between a second passage of a master cylinder and a first wheel cylinder, and generated in a second passage. A first hydraulic pressure control circuit for adjusting the hydraulic pressure and giving it to the first wheel cylinder; a second hydraulic cylinder that is interposed between the fourth passage and the second wheel cylinder of the master cylinder and adjusts the hydraulic pressure generated in the fourth passage. Second hydraulic control circuit for
And a mode that is connected to the first on-off valve and has a mode for opening the first on-off valve and a mode for closing the first on-off valve, and a control means for controlling the first on-off valve according to each mode.

In order to solve the above problems, in the invention according to claim 2, the first pressure chamber, the second pressure chamber, the first passage and the second passage communicating with the first pressure chamber, The third passage and the fourth passage that communicate with the second pressure chamber, the first piston that moves in the first pressure chamber in conjunction with the depression of the brake pedal, and the second pressure chamber that moves according to the pressure in the first pressure chamber And a second piston that blocks the communication between the first passage and the first pressure chamber when the brake pedal is depressed, and the second piston communicates between the third passage and the second pressure chamber. A master cylinder that shuts off the main cylinder; a reservoir tank that communicates with a third passage of the master cylinder; a first opening / closing valve that is interposed between the first passage of the master cylinder and the reservoir tank to open and close the two; a second of the master cylinder Passage and first wheel A third opening / closing valve or throttle valve interposed between the binder, a first discharge passage, a first pump interposed between the second passage and the first discharge passage, a first discharge passage and a first wheel. A fourth opening / closing valve interposed between the cylinders,
A first anti-lock brake circuit that adjusts the pressure generated in the second passage and applies it to the first wheel cylinder; a fifth on-off valve or throttle valve interposed between the fourth passage of the master cylinder and the second wheel cylinder A second exhaust passage, a second pump interposed between the fourth exhaust passage and the second exhaust passage, and a sixth opening / closing valve interposed between the second exhaust passage and the second wheel cylinder. , Adjusting the pressure generated in the fourth passage to the second
A second anti-lock brake circuit for giving to the wheel cylinder; a second anti-lock brake circuit which is interposed between the reservoir tank and the first discharge passage of the first anti-lock brake circuit, and which opens and closes between the two.
An on-off valve; and a mode that is connected to the first on-off valve and the second on-off valve and that opens the first on-off valve and closes the second on-off valve, and a mode that closes the first on-off valve and opens the second on-off valve. Control means for controlling the first on-off valve and the second on-off valve according to the mode;
It is configured to include.

In order to solve the above-mentioned problems, the invention according to claim 3 is different from the invention according to claim 2 in that it is interposed between the fourth passage and the second discharge passage of the second antilock brake circuit. The configured second pump is deleted and a second reservoir is provided in the second discharge passage.

In order to solve the above-mentioned problems, in the invention according to claim 4, in contrast to the invention according to claim 3, a second reservoir provided in the second discharge passage of the second antilock brake circuit is provided. It was deleted, and the second discharge passage was connected to the reservoir tank.

According to the invention of claim 1, four wheels can be provided by providing two first wheel cylinders and two second wheel cylinders. Further, a third hydraulic control circuit communicating with the second passage and a fourth hydraulic control circuit communicating with the fourth passage are provided, the pressure of the third wheel cylinder is controlled by the third hydraulic control circuit, and the fourth hydraulic control circuit is used. Fourth
By controlling the pressure of the wheel cylinders, the braking force can be controlled independently for the four wheels.

In the inventions of claims 2, 3 and 4, the first aspect
Four wheels can be supported by providing two wheel cylinders and two second wheel cylinders. In addition, a third anti-lock brake circuit communicating with the second passage and a fourth anti-lock brake circuit communicating with the fourth passage are provided, and the pressure of the third wheel cylinder is controlled by the third anti-lock brake circuit to control the fourth anti-lock brake circuit. If the pressure of the fourth wheel cylinder is controlled by the lock brake circuit, 4
The braking force can be controlled independently for each wheel.

In the inventions of claims 2, 3 and 4, the first aspect
A first reservoir capable of accumulating oil may be arranged in the discharge passage.

According to the second, third, and fourth aspects of the invention, by using the third on-off valve and the fifth on-off valve, it is possible to hold the wheel cylinder in addition to increasing and decreasing the pressure. Also, the third on-off valve and the fourth
The on-off valve, or the fifth on-off valve and the sixth on-off valve may be constituted by one 3-port two-position valve. The third opening / closing valve, the throttle valve, the fourth opening / closing valve, the fifth opening / closing valve, the throttle valve, and the sixth opening / closing valve are not limited to these configurations, and may be those capable of increasing or decreasing the pressure of the wheel cylinder.

In the inventions of claims 2, 3 and 4, the first on-off valve and the second on-off valve may be constituted by one 3-port, 2-position valve.

In the invention of claim 2, a second reservoir capable of accumulating oil may be arranged in the second discharge passage.

In the first to fourth aspects of the invention, the master cylinder is provided with the first pressure chamber and the second pressure chamber, and the antilock brake circuit is provided for each of the master cylinder to form two systems. However, the first pressure chamber or the second pressure chamber is used. It is also possible to provide a further pressure chamber that increases the pressure in accordance with the pressure in the chamber so as to correspond to three or more brake systems.

[0019]

First, the operation of the structure of the first aspect of the invention will be described.

(Mode for opening the first on-off valve) In the present invention, when the control means selects the mode for opening the first on-off valve, the reservoir tank and the first passage of the master cylinder communicate with each other. In this state, the first and second pressure chambers of the master cylinder are filled with oil from the reservoir tank.

When the brake pedal is depressed, the first piston blocks the communication between the first passage and the first pressure chamber in the master cylinder, and the second piston separates the third passage and the second pressure chamber from each other. Cut off communication between them. Therefore, the internal pressure of each of the first pressure chamber and the second pressure chamber increases according to the amount of depression of the brake pedal.

The first hydraulic control circuit is connected to the first hydraulic pressure control circuit via the second passage.
Since it communicates with the pressure chamber, the braking force is generated in the wheel controlled by the first wheel cylinder by applying the pressure of the first pressure chamber to the first wheel cylinder. If the first hydraulic control circuit adjusts the pressure in the first pressure chamber and applies it to the first wheel cylinder, the braking force can be adjusted. For example,
Wheel slip can be prevented by weakening the braking force when the wheels slip.

The second hydraulic control circuit is connected to the second hydraulic pressure control circuit via the fourth passage.
Since it communicates with the pressure chamber, the braking force is generated in the wheel controlled by the second wheel cylinder by applying the pressure of the second pressure chamber to the second wheel cylinder. If the second hydraulic pressure control circuit adjusts the pressure in the second pressure chamber and applies it to the second wheel cylinder, the braking force can be adjusted. For example,
Wheel slip can be prevented by weakening the braking force when the wheels slip.

(Mode for closing the first on-off valve) In the invention of claim 1, when the control means selects the mode for closing the first on-off valve, the first of the reservoir tank and the master cylinder is opened.
The passages are blocked. Here, when the first pump is rotated, the oil is expelled from the reservoir tank to the second passage and the first pressure chamber via the first pump. At this time, since the first pressure chamber and the reservoir tank are shut off from each other, the pressure in the second passage and the first pressure chamber rises.

The first hydraulic control circuit is connected to the first hydraulic pressure control circuit via the second passage.
Since it communicates with the pressure chamber, the braking force is generated in the wheel controlled by the first wheel cylinder by applying the pressure of the first pressure chamber to the first wheel cylinder. If the first hydraulic control circuit adjusts the pressure in the first pressure chamber and applies it to the first wheel cylinder, the braking force can be adjusted. For example,
Wheel slip can be prevented by applying a braking force when the wheels slip during acceleration. If an obstacle in front is detected and braking force is applied, automatic braking can be configured. Furthermore,
Even when it is desired to apply the braking force at a pressure higher than the master cylinder pressure due to the depression of the brake pedal, if the pump is rotated, the braking force can be exerted at a pressure higher than the master cylinder pressure obtained by the depression of the brake pedal.

On the other hand, in response to the increase in the pressure in the first pressure chamber, the second piston moves to interrupt the gap between the second pressure chamber and the reservoir tank to increase the pressure in the second pressure chamber.

The second hydraulic control circuit is connected to the second hydraulic pressure control circuit via the fourth passage.
Since it communicates with the pressure chamber, the braking force is generated in the wheel controlled by the second wheel cylinder by applying the pressure of the second pressure chamber to the second wheel cylinder. If the second hydraulic pressure control circuit adjusts the pressure in the second pressure chamber and applies it to the second wheel cylinder, the braking force can be adjusted. Therefore,
The same control as that of the first wheel cylinder can be performed for the second wheel cylinder.

Next, the operation of the configurations of the inventions of claims 2, 3 and 4 will be described.

(Mode in which the first opening / closing valve is opened and the second opening / closing valve is closed) In the constitutions of claims 2, 3 and 4, when the control means selects the mode in which the first opening / closing valve is opened and the second opening / closing valve is closed. The reservoir tank and the first passage of the master cylinder communicate with each other, and the reservoir tank and the first discharge passage of the first antilock brake circuit are shut off from each other. In this state, the first and second pressure chambers of the master cylinder are filled with oil from the reservoir tank. Here, when the brake pedal is depressed, the first piston blocks the communication between the first passage and the first pressure chamber and the second piston communicates between the third passage and the second pressure chamber in the master cylinder. Shut off. Therefore, the internal pressure of each of the first pressure chamber and the second pressure chamber increases according to the amount of depression of the brake pedal.

Since the first anti-lock brake circuit communicates with the first pressure chamber via the second passage, the pressure in the first wheel cylinder rises when the third opening / closing valve or the throttle valve opens, and Braking force is generated in the wheel controlled by the wheel cylinder. Further, when the third on-off valve closes or the throttle valve throttles the flow path and the fourth on-off valve opens, the pressure in the first wheel cylinder decreases, and the braking force of the wheel controlled by the first wheel cylinder is reduced. Decrease.

The oil accumulated in the first discharge passage can be returned to the first pressure chamber side by rotating the pump. The third opening / closing valve or throttle valve of the first antilock brake circuit is connected to the second passage and the first passage when antilock brake control is not required.
It suffices to connect the wheel cylinders. Further, when anti-lock brake control is required, the first wheel cylinder internal pressure may be adjusted using the fourth opening / closing valve and the third opening / closing valve or the throttle valve. When the pump is rotated, the reservoir tank and the first discharge passage are shut off by the second opening / closing valve, so that the amount of oil circulating in the first antilock brake circuit becomes constant.

Since the second anti-lock brake circuit communicates with the second pressure chamber through the fourth passage, when the fifth opening / closing valve or the throttle valve is opened, the pressure in the second wheel cylinder rises, and the second Braking force is generated in the wheel controlled by the wheel cylinder. Further, when the fifth opening / closing valve is closed or the throttle valve restricts the flow path and the sixth opening / closing valve is opened, the pressure in the second wheel cylinder is reduced, and the braking force of the wheel controlled by the second wheel cylinder is reduced. Decrease.

The fifth on-off valve or throttle valve of the second anti-lock brake circuit may connect the fourth passage and the second wheel cylinder when the anti-lock brake control is unnecessary. Further, when anti-lock brake control is required, the sixth on-off valve and the fifth on-off valve or the throttle valve may be used to adjust the second wheel cylinder internal pressure.

According to the second aspect of the invention, the oil discharged into the second discharge passage is returned to the fourth passage by the rotation of the second pump.

In the third aspect of the invention, the oil discharged to the second discharge passage is stored in the reservoir.

In the fourth aspect of the invention, the oil discharged to the second discharge passage is returned to the reservoir tank.

(Mode for closing the first on-off valve and opening the second on-off valve) In the inventions of claims 2, 3 and 4, when the control means selects the mode for closing the first on-off valve and opening the second on-off valve. The connection between the reservoir tank and the first passage of the master cylinder is cut off, and the reservoir tank and the first discharge passage of the first antilock brake circuit are communicated with each other. Here, when the first pump of the first anti-lock brake circuit is rotated, the pressure in the second passage and the first pressure chamber rises because the connection between the first pressure chamber and the reservoir tank is cut off.

Since the first anti-lock brake circuit communicates with the first pressure chamber through the second passage, the pressure in the first wheel cylinder rises when the third opening / closing valve or the throttle valve opens, and Braking force is generated in the wheel controlled by the wheel cylinder. Further, when the third on-off valve closes or the throttle valve throttles the flow path and the fourth on-off valve opens, the pressure in the first wheel cylinder decreases, and the braking force of the wheel controlled by the first wheel cylinder is reduced. Decrease.

The first anti-lock brake circuit is used when the braking force is to be exerted when the brake pedal is not depressed, or when the braking force is to be exerted at a pressure higher than the master cylinder pressure due to the depression of the brake pedal.
The third on-off valve or the throttle valve and the fourth on-off valve may be controlled by rotating the pump.

On the other hand, in response to the increase in the pressure in the first pressure chamber, the second piston moves to interrupt the gap between the second pressure chamber and the reservoir tank to increase the pressure in the second pressure chamber.

In the second antilock brake circuit, when the fifth opening / closing valve or the throttle valve is opened, the pressure in the second wheel cylinder rises, and a braking force is generated in the wheel controlled by the second wheel cylinder. Further, when the fifth opening / closing valve is closed or the throttle valve restricts the flow path and the sixth opening / closing valve is opened, the pressure in the second wheel cylinder is reduced, and the braking force of the wheel controlled by the second wheel cylinder is reduced. Decrease. The second anti-lock brake circuit uses the first pump when the braking force is to be exerted when the brake pedal is not depressed or when the braking force is to be exerted at a pressure higher than the master cylinder pressure due to the depression of the brake pedal. The fifth on-off valve or the throttle valve and the sixth on-off valve may be rotated to control.

According to the second aspect of the invention, the oil discharged into the second discharge passage is returned to the fourth passage by the rotation of the second pump.

In the third aspect of the invention, the oil discharged to the second discharge passage is stored in the reservoir.

In the fourth aspect of the invention, the oil discharged to the second discharge passage is returned to the reservoir tank.

[0045]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to the drawings.

FIG. 1 is a hydraulic circuit diagram of the first embodiment of the present invention. Here, the brake pedal 13 is connected to the master cylinder 10. First wheel cylinders 38, 39 are arranged on two wheels 58, 59 of the vehicle, respectively. Each of the two wheels 60, 61 of the vehicle has a second
Wheel cylinders 40 and 41 are arranged. The wheel cylinders 38-41 adjust the braking force of the wheels 58-61, respectively. Wheel speed sensors 45 to 48, which detect the rotation speeds of the respective wheels, are arranged close to the wheels 58 to 61. The master cylinder 10 is a tandem master cylinder, and includes a first pressure chamber 11, a second pressure chamber 12, and a first passage 16 and a second passage 17 that communicate with the first pressure chamber 11.
A third passage 18 and a fourth passage 19 which communicate with the second pressure chamber 12, a first piston 14 which moves in the first pressure chamber 11 in conjunction with depression of the brake pedal 13, and a first pressure chamber 11 The second piston 15 that moves in the second pressure chamber 12 in accordance with the pressure of the first pressure chamber 1 and the first piston 14 when the brake pedal 13 is depressed.
Communication between the first piston 15 and the second piston 15
The communication between the passage 18 and the second pressure chamber 12 is cut off. The reservoir tank 20 is connected to the master cylinder 1 via the passage 23.
The third passage 18 of 0. The first opening / closing valve 24 is a solenoid valve and is operated by the operation of the solenoid 56. The first opening / closing valve 24 communicates with the first passage 16 of the master cylinder 10 via the passage 22, and also communicates with the reservoir tank 20 via the passage 21 to open / close between the passage 21 and the passage 22. The first hydraulic control circuits 30 and 31 are provided between the passage 28 that communicates with the second passage 17 of the master cylinder 10 and the passages 34 and 35 that communicate with the first wheel cylinders 38 and 39, and are generated in the second passage 17. The hydraulic pressure to be applied is adjusted and given to the first wheel cylinders 38, 39. First pump 2
7 is equipped with a check valve that allows oil to flow only from the downstream side to the upstream side, and is driven by an electric motor to expel oil. This first
The pump 27 has a discharge port communicating with the second passage 17 via a passage 28, and a suction port communicating with the reservoir tank 20 via a passage 21. The second hydraulic control circuits 32 and 33 connect the passage 2 communicating with the fourth passage 19 of the master cylinder 10.
9 and the passage 3 communicating with the second wheel cylinders 40 and 41
It is interposed between No. 6 and No. 37, and the hydraulic pressure generated in the fourth passage 19 is adjusted and given to the second wheel cylinders 40 and 41.
The control means is constituted by an electronic control circuit 44 and controls the opening / closing of the first opening / closing valve 24. This electronic control circuit 44 has a first
A mode for opening the on-off valve 24 and a mode for closing the first on-off valve 24 are provided, and the first on-off valve 24 is controlled according to each mode.

Normally, FF vehicles are set to X piping, and FR vehicles are set to front and rear divided piping. Wheels 5 for X piping
The front left wheel and the rear right wheel may be applied to the wheels 8 and 59, and the front right wheel and the rear left wheel may be applied to the wheels 60 and 61. When the front and rear split piping is performed, the front left wheel and the front right wheel are connected to the wheels 58 and 59, respectively.
The rear right wheel and the rear left wheel should hit 0,61. Note that both may be reversed.

The structure of the electronic control circuit 44 is shown in FIG. The outputs of the wheel speed sensors 45 to 48 are the input interface 5
It is connected to the input terminal of the microcomputer 49 via 0-53. The solenoid 56 of the first opening / closing valve 24 is connected to the output terminal of the microcomputer 49 via the output interface 54.

A flowchart showing the operation of the microcomputer 49 is shown in FIG. Microcomputer 49
When is started, initialization is first performed in step 70, and internal memory settings and input / output terminal settings are performed. Next, in step 71, input calculation is performed. Here, the wheel speed of each wheel is mainly obtained based on the outputs of the wheel speed sensors 45 to 48. Next, in step 72, the control mode is determined and the process branches depending on each control mode.

The control modes include a normal mode, an antilock brake control (ABS) mode, a braking force distribution mode during braking, a braking force distribution mode during non-braking, a traction control (TRC) mode, and an automatic braking mode.
The anti-lock brake control is for preventing the wheels from being locked during braking. The anti-lock brake control mode is selected when the wheels slip during deceleration of the vehicle. For example, the antilock brake control mode is selected when the wheel speed deviates from the vehicle speed by a predetermined width or more. The vehicle body speed may be estimated and obtained from the average or maximum value of the wheel speeds of the four wheels, or a sensor for measuring the vehicle body speed may be provided separately. The braking force distribution control adjusts the braking force of the left and right wheels to improve the turning performance of the vehicle and prevent the vehicle from spinning. The braking force distribution mode during braking is selected when the yaw rate of the vehicle increases during braking. The braking force distribution mode during non-braking is selected when the turning amount of the vehicle increases during non-braking. The turning amount may be detected by disposing a yaw rate sensor, or the steering amount of the steering wheel may be detected. Traction control prevents wheel slip during acceleration. The traction control mode is selected when the wheel speed deviates from the vehicle body speed by a predetermined width or more. The automatic brake applies a brake without the direct operation of the driver. The automatic braking mode is selected, for example, when there is an obstacle in front of the vehicle or when the driver is asleep. The obstacle may be detected by an obstacle sensor such as a radar. The snooze detection may be performed by detecting the heart rate of the driver with a heartbeat sensor, detecting the brain waves of the driver with an electroencephalogram sensor, or confirming the number of blinks and the movement of the pupil with a camera. In addition, the automatic braking mode is, for example, "braking" in which braking is performed when blinks are performed three times in a row.
It is also possible to select when the driver performs a predetermined action, such as applying the brake by detecting the driver's voice or mouth movement. When the above mode is not selected, the normal mode is set.

In steps 73 to 77, the first on-off valve 24 is controlled according to each mode. In the antilock brake control mode, the braking force distribution mode during braking, and the normal mode, a command is issued to the solenoid 56 to open the first opening / closing valve 24. In the braking force distribution mode during non-braking, the traction control mode, and the automatic braking mode, a command is issued to the solenoid 56 to close the first opening / closing valve 24. Then, the process returns to step 71.

In the above embodiment, when the electronic control circuit 44 which is the control means selects the mode for opening the first opening / closing valve 24, the first of the reservoir tank 20 and the master cylinder 10 is selected.
The passages 16 communicate with each other. In this state, the first pressure chamber 11 and the second pressure chamber 12 of the master cylinder 10 are filled with oil from the reservoir tank 20. here,
When the brake pedal 13 is depressed, the first piston 14 blocks the communication between the first passage 16 and the first pressure chamber 11 in the master cylinder 10, and the second piston 15 causes the third passage 18 and the second pressure chamber 11 to communicate with each other. The communication between 12 is cut off.
Therefore, the internal pressures of the first pressure chamber 11 and the second pressure chamber 12 increase in accordance with the amount of depression of the brake pedal 13.

Since the two first hydraulic control circuits 30 and 31 communicate with the first pressure chamber 11 through the second passage 17 by the passage 28, the pressure in the first pressure chamber 11 is adjusted to the first wheel cylinder 38, The braking force is generated on the wheels 58 and 59 controlled by the first wheel cylinders 38 and 39 by applying the braking force to the wheels 39 and 39. The first hydraulic control circuits 30 and 31 are connected to the first pressure chamber 11
The braking force can be adjusted by adjusting the pressure of (1) and applying it to the first wheel cylinders 38, 39. In the normal mode, the first hydraulic control circuits 30 and 31 connect the passages 28 to the passages 34 and 35, and connect the first pressure chamber 11 to the first wheel cylinders 38 and 39. A braking force proportional to the depression amount of the brake pedal 13 is applied, and a normal braking is performed. In the anti-lock brake control mode, the lock is prevented by reducing the pressure of the wheel cylinder of the wheel that is likely to lock. In the braking force distribution mode during braking, the braking performance of the vehicle is changed by changing the braking force of the left and right wheels.

The second hydraulic control circuits 32 and 33 are connected to the fourth passage 1
Since it is communicated with the second pressure chamber 12 via 9, the pressure in the second pressure chamber 12 is applied to the second wheel cylinders 40, 41, so that the braking force is applied to the wheels controlled by the second wheel cylinders 40, 41. Occurs. The second hydraulic control circuit 32,
If 33 adjusts the pressure of the second pressure chamber 12 and applies it to the second wheel cylinders 40 and 41, the braking force can be adjusted in the same manner as the first wheel cylinder.

When the electronic control circuit 44, which is the control means, selects the mode for closing the first opening / closing valve 24, the reservoir tank 20 and the first passage 16 of the master cylinder 10 are shut off from each other.

When the first pump 27 is rotated here, the passage 2 is passed from the reservoir tank 20 through the first pump 27.
8, the oil is expelled to the second passage 17 and the first pressure chamber 11. At this time, since the first pressure chamber 11 and the reservoir tank 20 are shut off from each other, the pressures in the passage 28, the second passage 17, and the first pressure chamber 11 increase.

The first hydraulic control circuits 30 and 31 are connected to the second passage 2
Since it is communicated with the first pressure chamber 11 via 8, the wheels 58, 59 controlled by the first wheel cylinders 38, 39 are supplied by applying the pressure of the first pressure chamber 11 to the first wheel cylinders 38, 39. Braking force is generated. The first hydraulic control circuits 30 and 31 adjust the pressure of the first pressure chamber 11
If applied to the wheel cylinders 38, 39, the braking force can be adjusted. In the braking force distribution mode during non-braking, the turning performance of the vehicle is changed by changing the braking force of the left and right wheels.
In the traction control mode, slip is prevented by increasing the pressure in the wheel cylinders of the wheels that are likely to slip during acceleration. When the wheels 58 and 59 are driven wheels, the passage 28 and the passages 34 and 35 are blocked so that the second wheel cylinders 38 and 39 are not pressurized. In the automatic braking mode, the pressure control of the first wheel cylinders 38, 39 is performed so as to give the required braking force.

On the other hand, in response to the increase in the pressure in the first pressure chamber 11, the second piston 15 moves and the second pressure chamber 1
2 and the reservoir tank 20 are cut off to separate the second pressure chamber 12 from each other.
Increase the pressure inside.

The second hydraulic control circuits 32 and 33 are connected to the fourth passage 1
Since the second pressure chamber 12 is communicated with the second pressure chamber 12, the pressure of the second pressure chamber 12 is applied to the second wheel cylinders 40 and 41, so that the wheels 60 and 61 controlled by the second wheel cylinders 40 and 41 are controlled. Braking force is generated. The second hydraulic control circuits 32 and 33 adjust the pressure of the second pressure chamber 12
If applied to the wheel cylinders 40 and 41, the braking force can be adjusted. In the braking force distribution mode during non-braking, the turning performance of the vehicle is changed by changing the braking force of the left and right wheels.
In the traction control mode, slip is prevented by increasing the pressure in the wheel cylinders of the wheels that are likely to slip during acceleration. When the wheels 60 and 61 are driven wheels, the passage 29 and the passages 36 and 37 are blocked so that the second wheel cylinders 40 and 41 are not pressurized. In the automatic brake mode, the pressure control of the second wheel cylinders 40 and 41 is performed so as to give the required braking force.

As described above, normal brake, anti-lock brake control, braking force distribution control, traction control, and automatic brake control are possible. In addition, the first
Although a plurality of control modes are provided in the embodiment, it is not necessary to provide all modes in an actual vehicle, and some of them may be selected and installed.

FIG. 4 shows a second embodiment of the present invention. Here, a relief valve 42 and an orifice 43 are added to the first embodiment. In addition, the first hydraulic control circuit 30,
31 and the second hydraulic control circuits 32 and 33 are composed of third on-off valves 78 and 79 and fifth on-off valves 80 and 81, respectively. The relief valve 42 and the orifice 43 are interposed between the passage 22 and the passage 21. The relief valve 42 opens when the pressure in the passage 22 exceeds the pressure in the passage 21 which is a predetermined pressure. The orifice 43 creates a pressure difference between the relief valve 42 and the passage 21 when the relief valve 42 is opened, and prevents the hydraulic pressure from abruptly decreasing to generate bubbles. Third on-off valve 7
In the antilock brake control mode, the 8, 79 and the fifth on-off valves 80, 81 may be controlled to be closed immediately before slip and hold the pressure of the wheel cylinder. When the pressure is reduced during the braking force distribution mode during non-braking, the traction control mode, and the automatic braking mode, the third opening / closing valves 78, 79 and the fifth opening / closing valves 80, 81 corresponding to the wheels other than the wheel to be pressure-reduced To open the third on-off valves 78, 79 and the fifth on-off valves 80, 81 corresponding to the wheels to be depressurized,
The on-off valve 24 may be opened.

FIG. 5 shows a third embodiment of the present invention. In the third embodiment, the control means is changed.

Also, instead of the first and second hydraulic control circuits, first antilock brake circuits 132 and 133 and second antilock brake circuits 134 and 135 are provided. The first pump 66 is the first antilock brake circuit 1
32 and 133 are arranged in common. The second pump 67 uses the second antilock brake circuits 134 and 135.
It is arranged in common to both. An electronic control circuit 91 is provided as control means, and the solenoid 56 of the first on-off valve 24 and the solenoid 57 of the second on-off valve 25 are controlled by this electronic control circuit 91. Further, in this third embodiment, the electronic control circuit 91 is also configured to control the first and second antilock brake circuits.

First antilock brake circuit 132, 1
33, the third opening / closing valves 78 and 79, which are inlet valves of 2 ports and 2 positions for each wheel, and 2 ports 2
It is provided with fourth opening / closing valves 62, 63 which are position outlet valves, and each valve is switched by solenoids 83, 84, 87, 88 controlled by an electronic control circuit 91. The third on-off valves 78 and 79 are opened when the solenoids 83 and 84 are off, and the fourth on-off valve 6
2, 63 are closed when the solenoids 87, 88 are off.

The input ports of the third on-off valves 78 and 79 are connected to the passage 28 communicating with the second passage 17 of the master cylinder 10, and the output ports thereof are respectively the wheel cylinders 3.
It is connected to 8,39. The input ports of the fourth opening / closing valves 62 and 63 are respectively connected to the wheel cylinders 38 and 39, and the output ports thereof are respectively connected to the first reservoir 68 via the first discharge passage 108.
And the suction port of the first pump 66. The first pump 66 is driven by the motor 82.

Second antilock brake circuit 134, 1
Also for 35, the fifth opening / closing valves 80, 81, the sixth opening / closing valves 64, 65, the solenoids 85, 86, 89, 90,
Second wheel cylinders 40, 41 and second reservoir 69
And a second pump 67 having the same configuration as described above.

The input ports of the fifth on-off valves 80 and 81 are connected to the passage 29 communicating with the fourth passage 19 of the master cylinder 10, and the output ports thereof are the wheel cylinders 4 respectively.
It is connected to 0 and 41. The input ports of the sixth on-off valves 64 and 65 are respectively connected to the wheel cylinders 40 and 41, and the output ports thereof are respectively connected to the second reservoir 69 via the second discharge passage 109.
And the suction port of the second pump 67. The second pump 67 is driven by the motor 82.

The solenoids 56, 57, 83 to 90 are set by springs so as to be held at predetermined positions when the solenoids are not energized. Accordingly, when the solenoid is not energized, the first opening / closing valve 24 and the third opening / closing valves 78, 79
Then, the fifth on-off valves 80 and 81 are opened, and the second on-off valve 2
5, the 4th on-off valves 62 and 63, and the 6th on-off valves 64 and 65 are closed.

FIG. 6 is a block diagram showing the configuration of the electronic control circuit 91 of the third embodiment. The output signals detected by the wheel speed sensors 45 to 48 provided for the respective wheels are input to the microcomputer 96 via the input interfaces 92 to 95. Then, a control signal is output from the microcomputer 96 to the motor 82 via the output interface 97, and the output interfaces 98 to 1
A control signal is output to each solenoid via 07.

The control of the hydraulic pressure control device performed by the microcomputer 96 will be described with reference to the flowchart of FIG. When the microcomputer 96 is powered on, the following processing starts. First, step 110
At step 111, the microcomputer 96 is initialized, and at step 111, the rotation speed of each wheel is calculated by receiving the outputs from the wheel speed sensors 45 to 48. Then step 112
Proceed to step 2 and proceed to normal braking from the wheel speed and slip ratio, etc.
Either one of anti-lock brake control, traction control control, or automatic brake control is selected. The control method in each step will be described below.

1) When the normal brake is selected in step 114, all solenoids are turned off. As a result, the reservoir tank 20 and the first passage 16 communicate with each other, and
The pressure chamber 11 communicates with the wheel cylinders 38 and 39, and the second pressure chamber 12 communicates with the wheel cylinders 40 and 41. At this time, when the brake pedal 13 is depressed, the first pressure chamber 11 moves to the wheel cylinders 38, 39 and the second pressure chamber
Brake fluid pressure is supplied from the pressure chamber 12 to the wheel cylinders 40 and 41 to perform braking.

2) When the antilock brake control in step 113 is selected, the solenoids 56 and 57 are turned off, and the process proceeds to step 117 to perform the antilock brake control. Here, the wheel cylinder is pressure-increase, pressure-retaining, and pressure-reducing according to the wheel lock state, and the braking force is adjusted to adjust the slip state between the wheel and the road surface. At the time of depressurization, the solenoids 83 to 90 of the wheels to be depressurized are turned on. As a result, the brake fluid is discharged from the wheel cylinder of the wheel to be depressurized to the first reservoir 68 or the second reservoir 69 via the first exhaust passage 108 or the second exhaust passage 109, the pressure is reduced, and the braking force is weakened. At the time of holding, the solenoids 83 to 86 of the corresponding wheels are turned on and the solenoids 87 to 90 are turned off. This closes the wheel cylinder of the wheel to be held and holds the pressure. When the pressure is increased, the solenoids 83 to 90 of the wheels to be increased are turned off. As a result, the brake fluid pressure is supplied from the first pressure chamber 11 or the second pressure chamber 12 to the wheel cylinder of the wheel whose pressure is to be increased, the pressure is increased, and the braking force is strengthened. The liquid accumulated in the first reservoir 68 and the second reservoir 69 is returned to the first pressure chamber 11 and the second pressure chamber 12 by driving the first and second pumps 66 and 67, respectively.

3) When the traction control in step 115 is selected, the solenoids 56 and 57 are turned on. As a result, the first opening / closing valve 24 is closed and the second opening / closing valve 2 is closed.
5 opens. At this time, when the first pump 66 is driven, the brake fluid is ejected from the reservoir tank 20 into the first pressure chamber 11, and the pressure inside the first pressure chamber 11 increases. First pressure chamber 11
When the internal pressure increases, the second piston 15 moves and the third piston 15 moves.
The passage 18 is closed and the pressure in the second pressure chamber 12 also increases. After that, the routine proceeds to step 118, where pressure increase, pressure retention and pressure reduction are performed so as to apply an optimum braking force to the slipped wheel. When increasing the pressure, the solenoids 83 to 9 of the wheels to be increased
0 is turned off. As a result, the brake fluid pressure is supplied from the first pressure chamber 11 or the second pressure chamber 12 to the wheel cylinder of the wheel whose pressure is to be increased, the pressure is increased, and the braking force is applied to the wheel. At this time, the solenoids 83 to 86 of wheels other than the wheel to be increased in pressure (driven wheels or wheels not slipping) are turned on to prevent hydraulic pressure from acting on the wheel cylinders. At the time of holding, the solenoids 83 to 86 of the corresponding wheels are turned on and the solenoids 87 to 90 are turned off. This closes the wheel cylinder of the wheel to be held and holds the pressure. At the time of depressurization, the solenoids 83 to 90 of the wheels to be depressurized are turned on to turn on the third opening / closing valves 78, 79 and the fifth valve.
The on-off valves 80 and 81 are closed, and the fourth on-off valves 62 and 63 and the sixth on-off valves 64 and 65 are opened. As a result, the brake fluid pressure in the first wheel cylinders 38, 39 is increased by the first pump 66.
Is sucked or discharged to the reservoir tank 20 or the first reservoir 68 by the second wheel cylinders 40, 4
The brake fluid pressure inside the wheel cylinder 3 is sucked by the second pump 67 or discharged to the second reservoir 69.
The brake fluid pressure in 8 to 41 is reduced, and the braking force is weakened.

4) When automatic braking is selected in step 116, the solenoids 56 and 57 are turned on. As a result, the first opening / closing valve 24 is closed and the second opening / closing valve 25 is opened. At this time, when the first pump 66 is driven, the reservoir tank 20
The brake fluid is ejected from the first pressure chamber 11 into the first pressure chamber 11, and the pressure in the first pressure chamber 11 increases. When the pressure in the first pressure chamber 11 increases, the second piston 15 moves, the third passage 18 is closed, and the pressure in the second pressure chamber 12 also increases. After that, the process proceeds to step 119.

In step 119, the solenoids 83-90
Is turned off, and the third opening / closing valves 78, 79 and the fifth opening / closing valve 8
0 and 81 are opened, and the 4th on-off valves 62 and 63 and the 6th on-off valves 64 and 65 are closed. As a result, the brake fluid pressure in the first pressure chamber 11 is supplied into the first wheel cylinders 38 and 39, and the brake fluid pressure in the second pressure chamber 12 is supplied to the second wheel cylinders 40 and 41.
The brake fluid pressure in 41 increases, and braking force is applied to the wheels. To adjust the braking force, similarly to the traction control, the third opening / closing valves 78, 79 and the fifth opening / closing valves 80, 8
1st and 4th on-off valves 62 and 63 and 6th on-off valves 64 and 65
May be opened or closed, or the ejection amounts of the first and second pumps 66, 67 may be adjusted.

When any one of the above controls is completed, the process returns to step 111 to select one of the above processes again. In the third embodiment, the braking force distribution during braking and the braking force distribution control during non-braking of the first embodiment are excluded, but the same control as in the first embodiment may be performed.

In the third embodiment, inside the closed circuit between the discharge ports of the first and second pumps 66 and 67, the first opening / closing valve 24, the third opening / closing valves 78 and 79 and the fifth opening / closing valves 80 and 81. In this embodiment, the relief valve 42 is provided in order to prevent the abnormally high pressure from occurring, but in addition to this, the driving of the first and second pumps 66 and 67 may be stopped when the abnormally high pressure occurs. Further, a relief valve may be provided between the discharge side and the suction side of the first and second pumps 66, 67.

Since the first pump 66 needs to suck the oil from the reservoir tank 20, it is preferable to use a self-contained pump having a good suction property. On the other hand, since the second pump 67 may have a poor suction property, an inexpensive pump can be used.

FIG. 8 shows a fourth embodiment of the present invention. Here, as compared with the third embodiment, the first on-off valve and the second on-off valve are the three-port two-position valve 121 that can be switched by the solenoid 120. In the fourth embodiment, since the 3-port 2-position valve 121 is used and the first opening / closing valve and the second opening / closing valve are shared, the structure of the opening / closing valve itself becomes complicated, but the opening / closing valve is different from that of the first embodiment. The number of solenoids is reduced by one, and the number of solenoids can be further reduced.

FIG. 9 shows a fifth embodiment of the present invention. In this example, the second opening / closing valve is the first passage 16 of the master cylinder 10.
Is a pressure responsive valve 122 that opens and closes according to the pressure difference between the second passage 17 and the second passage 17. When a pedaling force is applied to the brake pedal 13, the pressure responsive valve 122 switches due to the differential pressure to shut off between the reservoir tank 20 and the first pump 66. Also,
When the brake pedal 13 is not depressed, the reservoir tank 20 and the suction port of the first pump 66 communicate with each other.

In the fifth embodiment, the brake pedal 1
Since the second on-off valve is switched by stepping on step 3, one solenoid is not required as compared with the first embodiment, which is effective in reducing power consumption and cost of the device. Also, traction control and automatic braking are effective only when the brake pedal is not depressed.

In the third to fifth embodiments, the third opening / closing valve 78 and the fourth opening / closing valve 62, the third opening / closing valve 79 and the fourth opening / closing valve 63, the fifth opening / closing valve 80 and the sixth opening / closing valve 64, and The fifth opening / closing valve 81 and the sixth opening / closing valve 65 may be shared by three port valves.

In the third to fifth embodiments described above, the first pump 66 and the second pump 67 are driven by one motor 82, but two independent motors are provided so that they can be controlled independently. Good.

In the above third to fifth embodiments, the first anti-lock brake circuit is provided with the first reservoir 68.
If the first pump 66 is rotated when the fourth opening / closing valves 62, 63 are open, the wheel cylinders 38, 3
Since the oil discharged from 9 is returned to the second passage 17, the first reservoir 68 may be omitted.

In the third and fourth embodiments described above, even when the brake pedal is being depressed, if the first opening / closing valve 24 is closed, the second opening / closing valve 25 is opened, and the first pump 66 is turned, the brake pedal is depressed. The braking force can be increased beyond the power. In this case, the braking force of the four wheels can be redistributed, which helps prevent the vehicle from spinning during braking.

In the first to fifth embodiments, the brake pedal 13 directly moves the first piston 14, but a booster or the like is interposed between the first piston 14 and the brake pedal 13. It doesn't matter.

Normally, in FF vehicles and FR vehicles, traction control is performed only for the two left and right driving wheels. In the above embodiment, when the wheels 58 and 60 are on the front wheel side and the wheels 59 and 61 are on the rear wheel side and X piping is used, one system can be pressurized and the other system can be pressurized. Is controllable and becomes particularly effective.

In the above third to fifth embodiments, the first antilock brake circuits 132 and 133 have the third opening / closing valves 78 and 79, the fourth opening / closing valves 62 and 63, and the first pump 66 for each wheel. I have it. The second antilock brake circuits 134 and 135 are provided with fifth opening / closing valves 80 and 81, fourth opening / closing valves 64 and 65, and a second pump 67 for each wheel. However, the third on-off valve and the fifth
A throttle valve may be used instead of the on-off valve. For example, in FIG.
As shown in 0, the first antilock brake circuit 132
Is provided between the passage 28 and the passage 34, and instead of the third opening / closing valve, a throttle valve 123 for switching between normal communication and communication through an orifice is provided, and the orifice is provided between the passage 34 and the fourth opening / closing valve 62. There is also a configuration in which 124 is provided. Here, the throttle valve 123 moves due to the pressure difference between the passage 28 and the passage between the orifice 124 and the fourth opening / closing valve 62. Passage 28
When the pressure of the above is higher than the pressure of the passage between the orifice 124 and the fourth on-off valve 62 by a predetermined pressure or more, the communication is established via the orifice. Here, when the throttle valve 123 is in normal communication and the fourth opening / closing valve 62 is closed, the pressure in the wheel cylinder 38 is increased. When the fourth opening / closing valve 62 is opened,
The throttle valve 123 is switched to the communication through the orifice, and the wheel cylinder 38 is depressurized. The first antilock brake circuit 133 and the second antilock brake circuits 134 and 135 may have the same configuration.

Further, as shown in FIG. 11, as the first antilock brake circuit 132, the throttle valve 1 for switching between the normal communication and the communication via the orifice with the passage 28.
25, the throttle valve 125, the passage 34, and the passage 10 are provided.
A 3-port switching valve 126 may be provided between the eight ports. The throttle valve 125 moves due to the pressure difference between the passage 28 and the passage 34,
When the pressure of 8 is higher than the pressure of the passage 34 by a predetermined pressure or more, the pressure is switched to the orifice side. According to this configuration,
When the switching valve 126 connects the passage 34 and the throttle valve 125, the passage 28 communicates with the wheel cylinder 38 to increase the pressure. When the switching valve 126 connects the passage 34 and the passage 108, the passage 108 and the wheel cylinder 38 communicate with each other to reduce the pressure.
The first antilock brake circuit 133 and the second antilock brake circuits 134 and 135 may have the same configuration.

Further, as shown in FIG. 12, as the first antilock brake circuit 132, the throttle valve 1 for switching between the normal communication and the communication via the orifice with the passage 34.
28, the throttle valve 128, the passage 28, and the passage 10 are provided.
A 3-port switching valve 127 may be provided between the eight ports. According to this configuration, when the switching valve 127 connects the passage 28 and the throttle valve 128, the passage 28 communicates with the wheel cylinder 38 to increase the pressure. Further, the switching valve 127 is connected to the throttle valve 128 and the passage 1
When 08 is connected, the passage 108 and the wheel cylinder 38 communicate with each other to reduce the pressure. First antilock brake circuit 133
The second antilock brake circuits 134 and 135 may have the same configuration.

In the third to fifth embodiments, as shown in FIG. 13, the first antilock brake circuits 132 and 13 are used.
3, an opening / closing valve 130 and an opening / closing valve 131 are provided in the passage 34 and the passage 35, and the opening / closing valves 130 and 131 and the passage 2 are provided.
A 3-port switching valve 129 may be provided between the switch 8 and the passage 108. According to this configuration, the on-off valves 130 and 131 are opened, and the switching valve 129 is connected to the passage 28 and the on-off valve 13.
When the connection is switched between 0 and 131, the passage 28 communicates with the wheel cylinders 38 and 39 to increase the pressure.

Further, the switching valve 129 is connected to the opening / closing valves 130 and 13
1 and passage 108 are switched to connect passage 10
8 and the wheel cylinders 38 and 39 communicate with each other to reduce the pressure. Here, when the on-off valve 130 or the on-off valve 131 is closed, the internal pressure of the wheel cylinders 38, 39 is maintained. On-off valve 13
The pressures of the two wheel cylinders 38 and 39 are alternately adjusted by opening and closing 0 and 131 alternately. The second antilock brake circuits 134 and 135 may have the same configuration.

As described above, the first antilock brake circuit 132, 133 or the second antilock brake circuit 1
34 and 135 may take any form as long as the pressure of the wheel cylinder can be adjusted between the pressure of the passage 28 or the passage 29 and the pressure of the passage 108 or the passage 109. It should be noted that the first reservoir 68 may be omitted in the embodiments of FIGS.

In the embodiment of FIG. 14, the second pump 67 is removed from the configuration of the fourth embodiment. In this embodiment, the amount of oil that can be depressurized at the time of depressurizing the wheel cylinders 40, 41 is limited by the volume of the reservoir 69, but can be controlled without the second pump 67, which is inexpensive.

The embodiment shown in FIG. 15 differs from the fourth embodiment in that the second pump 67 and the second reservoir 69 are omitted and the discharge passage 109 is connected to the reservoir tank 20. In this embodiment, when the wheel cylinders 40, 41 are depressurized, the second piston may move by the amount of depressurized oil, and the brake pedal may gradually move. If the opening of 64 and 65 is limited to the required minimum operation, control can be performed without the second pump 67 and the second reservoir 69, and the cost is low.

[0096]

According to the first aspect of the present invention, in the hydraulic control device, the system of the second hydraulic control circuit can be pressurized by pressurizing the system of the first hydraulic control circuit. Therefore, the cost of the hydraulic control device can be reduced and the structure can be simplified.

According to the second, third, and fourth aspects of the invention, in the hydraulic control device having the antilock brake circuit, the system of the second antilock brake circuit is obtained by pressurizing one system of the first antilock brake circuit. Since it is possible to pressurize, the cost of the hydraulic control device can be reduced and the structure can be simplified.

Further, in the inventions of claims 2, 3 and 4, if the second opening / closing valve is closed during the antilock brake control, oil does not flow directly from the reservoir tank to the first discharge passage, and the first The amount of oil in the anti-lock brake circuit is constant and pedal kickback does not occur easily.

In the second aspect of the present invention, since the second pump of the second antilock brake circuit does not need to have a good suction property, an inexpensive pump can be used and the overall cost can be reduced.

In the third aspect of the invention, the second pump is not required as compared with the second aspect of the invention, and the cost is further reduced.

In the invention of claim 4, as compared with the invention of claim 3, the second reservoir is not necessary and the cost is further reduced.

[Brief description of drawings]

FIG. 1 is a hydraulic circuit diagram of a hydraulic control device according to a first embodiment of the present invention.

FIG. 2 is a block diagram showing a configuration of an electronic control circuit according to a first embodiment of the present invention.

FIG. 3 is a flowchart of the microcomputer of the first embodiment of the present invention.

FIG. 4 is a hydraulic circuit diagram of a hydraulic control device according to a second embodiment of the present invention.

FIG. 5 is a hydraulic circuit diagram of a hydraulic control device according to a third embodiment of the present invention.

FIG. 6 is a block diagram showing a configuration of an electronic control circuit according to a third embodiment of the present invention.

FIG. 7 is a flowchart of the microcomputer of the third embodiment of the present invention.

FIG. 8 is a hydraulic circuit diagram of a hydraulic control device according to a fourth embodiment of the present invention.

FIG. 9 is a hydraulic circuit diagram of a hydraulic control device according to a fifth embodiment of the present invention.

FIG. 10 is a hydraulic circuit diagram of another embodiment of the antilock brake circuit of the present invention.

FIG. 11 is a hydraulic circuit diagram of another embodiment of the antilock brake circuit of the present invention.

FIG. 12 is a hydraulic circuit diagram of another embodiment of the antilock brake circuit of the present invention.

FIG. 13 is a hydraulic circuit diagram of another embodiment of the antilock brake circuit of the present invention.

FIG. 14 is a hydraulic circuit diagram of a hydraulic control device according to another embodiment of the present invention.

FIG. 15 is a hydraulic circuit diagram of a hydraulic control device according to another embodiment of the present invention.

[Explanation of symbols]

10 master cylinder 11 1st pressure chamber 12 2nd pressure chamber 13 brake pedal 14 1st piston 15 2nd piston 16 1st passage 17 2nd passage 18 3rd passage 19 4th passage 20 reservoir tank 21-23,26,28 , 29, 34-37 passage 24 first opening / closing valve 25 second opening / closing valve 27, 66 first pump 30, 31 first hydraulic control circuit 32, 33 second hydraulic control circuit 38, 39 first wheel cylinder 40, 41th Two
Wheel cylinder 42 Relief valve 43 Orifice 44,91 Electronic control circuit 45-48 Wheel speed sensor 49,96 Microcomputer 50-53, 92-95 Input interface 54,55,97-107 Output interface 56,57,83-90, 120 Solenoid 58, 59, 60, 61 Wheel 62, 63 4th on-off valve 64, 65 6th
Open / close valve 67 Second pump 68 First reservoir 69 Second reservoir 78, 79 Third
Open / close valve 80,81 Fifth open / close valve 82 Motor 108 First discharge passage 109 Second discharge passage 121 Three-port two-position valve 122 Pressure responsive valve 123,125,128 Throttle valve 126,127,129 Switching valve 124 Orifice 130,131
On-off valve 132,133 First anti-lock brake circuit 134,135 Second anti-lock brake circuit

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Hirokazu Yoshino 2-1-1 Asahi-cho, Kariya city, Aichi Prefecture Aisin Seiki Co., Ltd.

Claims (4)

[Claims] 1. A first pressure chamber, a second pressure chamber, and the first pressure chamber.
A first passage and a second passage that communicate with the pressure chamber, a third passage and a fourth passage that communicate with the second pressure chamber, and a first piston that moves in the first pressure chamber in conjunction with depression of a brake pedal. And the second pressure according to the pressure of the first pressure chamber.
A second piston moving in the pressure chamber, the first piston blocking communication between the first passage and the first pressure chamber when the brake pedal is depressed, and the second piston being the third passage. And a second cylinder, the master cylinder for interrupting communication between the second cylinder and the second pressure chamber; a reservoir tank communicating with the third passage of the master cylinder; A first opening / closing valve for opening and closing the valve; a first pump having an inlet communicating with the reservoir tank and an outlet communicating with the second passage;
A first hydraulic control circuit, which is interposed between the second passage of the master cylinder and the first wheel cylinder and adjusts the hydraulic pressure generated in the second passage to give to the first wheel cylinder; the fourth passage of the master cylinder; A second hydraulic control circuit that is interposed between the second wheel cylinders and adjusts the hydraulic pressure generated in the fourth passage to give the second wheel cylinders the hydraulic pressure; and is connected to the first opening / closing valve and opens the first opening / closing valve. A hydraulic control device comprising: a mode and a mode for closing the first on-off valve, and a control means for controlling the first on-off valve according to each mode. 2. A first pressure chamber, a second pressure chamber, and the first pressure chamber.
A first passage and a second passage that communicate with the pressure chamber, a third passage and a fourth passage that communicate with the second pressure chamber, and a first piston that moves in the first pressure chamber in conjunction with depression of a brake pedal. And the second pressure according to the pressure of the first pressure chamber.
A second piston moving in the pressure chamber, the first piston blocking communication between the first passage and the first pressure chamber when the brake pedal is depressed, and the second piston being the third passage. And a second cylinder, the master cylinder for interrupting communication between the second cylinder and the second pressure chamber; a reservoir tank communicating with the third passage of the master cylinder; A first opening / closing valve for opening and closing the second cylinder; a second opening of the master cylinder
A third on-off valve or throttle valve interposed between the passage and the first wheel cylinder, a first discharge passage, the second passage and the first
A first pump provided between the discharge passages and a fourth opening / closing valve provided between the first discharge passage and the first wheel cylinder are provided to adjust the pressure generated in the second passage. First
A first anti-lock brake circuit for giving to a wheel cylinder; a fifth opening / closing valve or throttle valve interposed between a fourth passage of the master cylinder and a second wheel cylinder; and a second
A discharge passage, a second pump interposed between the fourth passage and the second discharge passage, and a sixth opening / closing valve interposed between the second discharge passage and the second wheel cylinder. A second antilock brake circuit that adjusts the pressure generated in the fourth passage and applies it to the second wheel cylinder; interposed between the reservoir tank and the first discharge passage of the first antilock brake circuit, and A second on-off valve for opening and closing the space; and a mode connected to the first on-off valve and the second on-off valve to open the first on-off valve and close the second on-off valve, and to close the first on-off valve and the second on-off valve. A fluid pressure control device comprising: an opening mode; and control means for controlling the first opening / closing valve and the second opening / closing valve according to each mode. 3. A first pressure chamber, a second pressure chamber, and the first pressure chamber.
A first passage and a second passage that communicate with the pressure chamber, a third passage and a fourth passage that communicate with the second pressure chamber, and a first piston that moves in the first pressure chamber in conjunction with depression of a brake pedal. And the second pressure according to the pressure of the first pressure chamber.
A second piston moving in the pressure chamber, the first piston blocking communication between the first passage and the first pressure chamber when the brake pedal is depressed, and the second piston being the third passage. And a second cylinder, the master cylinder for interrupting communication between the second cylinder and the second pressure chamber; a reservoir tank communicating with the third passage of the master cylinder; A first opening / closing valve for opening and closing the second cylinder; a second opening of the master cylinder
A third on-off valve or throttle valve interposed between the passage and the first wheel cylinder, a first discharge passage, the second passage and the first
A first pump provided between the discharge passages and a fourth opening / closing valve provided between the first discharge passage and the first wheel cylinder are provided to adjust the pressure generated in the second passage. First
A first anti-lock brake circuit for giving to a wheel cylinder; a fifth opening / closing valve or throttle valve interposed between a fourth passage of the master cylinder and a second wheel cylinder; and a second
It has a discharge passage, a second reservoir provided in the second discharge passage, and a sixth opening / closing valve interposed between the second reservoir and the second wheel cylinder, and is generated in the fourth passage. A second anti-lock brake circuit for adjusting the pressure and giving it to the second wheel cylinder; a second opening / closing provided between the reservoir tank and the first discharge passage of the first anti-lock brake circuit for opening and closing the two. A valve; and a mode that is connected to the first on-off valve and the second on-off valve, opens the first on-off valve and closes the second on-off valve, and closes the first on-off valve and opens the second on-off valve. A hydraulic control device comprising: a control unit that controls the first on-off valve and the second on-off valve according to the mode. 4. A first pressure chamber, a second pressure chamber, and the first pressure chamber.
A first passage and a second passage that communicate with the pressure chamber, a third passage and a fourth passage that communicate with the second pressure chamber, and a first piston that moves in the first pressure chamber in conjunction with depression of a brake pedal. And the second pressure according to the pressure of the first pressure chamber.
A second piston moving in the pressure chamber, the first piston blocking communication between the first passage and the first pressure chamber when the brake pedal is depressed, and the second piston being the third passage. And a second cylinder, the master cylinder for interrupting communication between the second cylinder and the second pressure chamber; a reservoir tank communicating with the third passage of the master cylinder; A first opening / closing valve for opening and closing the second cylinder; a second opening of the master cylinder
A third on-off valve or throttle valve interposed between the passage and the first wheel cylinder, a first discharge passage, the second passage and the first
A first pump provided between the discharge passages and a fourth opening / closing valve provided between the first discharge passage and the first wheel cylinder are provided to adjust the pressure generated in the second passage. First
A first anti-lock brake circuit for giving to a wheel cylinder; a fifth opening / closing valve or a throttle valve interposed between a fourth passage of the master cylinder and a second wheel cylinder, and a second discharge passage communicating with the reservoir tank. A sixth interposed between the second discharge passage and the second wheel cylinder
An on-off valve, and a second anti-lock brake circuit for adjusting the pressure generated in the fourth passage and giving it to the second wheel cylinder; between the reservoir tank and the first discharge passage of the first anti-lock brake circuit. A second opening / closing valve that is interposed and opens / closes between the two; and a mode that is connected to the first opening / closing valve and the second opening / closing valve and opens the first opening / closing valve and closes the second opening / closing valve, and the first opening / closing valve. A fluid pressure control device comprising: a mode in which the second on-off valve is closed and a control means for controlling the first on-off valve and the second on-off valve according to each mode.