JPH079972A - Slip controller for vehicle - Google Patents

Abstract

PURPOSE:To disuse a check valve by providing a reservoir piston for interrupting communication between at least one of a first communicating path between a controlling valve and a space and a second communicating path between a pump and the space when the capacity of the space between the inner surface of a housing and the reservoir piston is minimized. CONSTITUTION:When a first controlling valve 1a between a master cylinder 7 and wheel cylinder 8a is opened and a second controlling valve 2a between a reservoir 5 and the wheel cylinder 8a is closed, a pump 4 extracts fluid from a second communicating path 15 and a space 18 between a reservoir piston 6 and housing 9 and sends the fluid into the wheel cylinder 8a through a communicating path 12-first controlling valve 1a-communicating path 13a. Here, even when the pump 4 works excessively, the first communicating path 14 has no negative pressure therein since the first communicating path 14 is closed by the movement of the reservoir piston 6 to the upper end. Thus, the wheel cylinder 8a can be prevented from the occurrence of negative pressure therein. The same applies to the wheel cylinder 8b.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle slip control device for adjusting slip during braking or acceleration of a vehicle to improve deceleration performance or acceleration performance of the vehicle.

[0002]

2. Description of the Related Art Conventionally, as a slip control device for a vehicle, an anti-lock brake device for preventing wheel slip during sudden braking, and a brake traction device for applying a brake for preventing wheel slip when the accelerator is on. Etc. have been developed.

Normally, the slip control device adjusts the brake amount by adjusting the hydraulic pressure of the wheel cylinder of the wheel. As a specific configuration, as disclosed in Japanese Patent Laid-Open No. 63-301157 and Japanese Patent Laid-Open No. 4-221266, a slip control device for a vehicle includes a first control valve arranged between a master cylinder and a wheel cylinder. A reservoir for storing fluid therein, a second control valve disposed between the reservoir and the wheel cylinder, and pumping fluid from the reservoir,
By operating the pump that discharges fluid to the fluid passage between the master cylinder and the first control valve and the first control valve and the second control valve, the pressure in the wheel cylinder is adjusted to adjust the slip of the wheel. And a control device. Further, in order to perform brake traction, valve means for supplying fluid from the reservoir tank of the master cylinder to the inlet side of the pump, and a cut valve for closing between the master cylinder and the first control valve are provided.

When performing anti-lock brake control, the first control valve and the second control valve are alternately opened and closed to supply the fluid from the master cylinder to the wheel cylinder and the fluid in the wheel cylinder to the reservoir. Eject and adjust the brake amount of the wheel cylinder. The fluid discharged into the reservoir is returned to the master cylinder side by the pump. Further, when performing brake traction control, the cut valve is closed, the fluid is pumped up from the reservoir tank of the master cylinder by the pump, and the first control valve and the second control valve are alternately opened and closed to remove the fluid from the pump. The brake amount of the wheel cylinder is adjusted by supplying the fluid to the wheel cylinder and discharging the fluid in the wheel cylinder to the reservoir. The fluid discharged into the reservoir is pumped up.

Here, if the pump is operated for a long time with the first control valve closed and the second control valve opened, a negative pressure is generated from the inside of the reservoir to the wheel cylinder. In order to prevent the generation of this negative pressure, a check valve is provided on the path connecting the second control valve to the pump in a direction that blocks the flow of fluid from the pump to the second control valve.

[0006]

However, the installation of the check valve causes a cost increase and a design constraint in determining the positions of the reservoir, the control valve and the pump in the actuator. .

Therefore, it is an object of the present invention to eliminate the check valve for preventing the negative pressure of the wheel cylinder.

[0008]

In order to solve the above-mentioned problems, in the invention of claim 1, a first control valve arranged between a master cylinder and a wheel cylinder, a reservoir for storing a fluid therein, and the reservoir. A second control valve disposed between the wheel cylinder and the wheel cylinder; a pump that pumps fluid from the reservoir and discharges the fluid to a fluid path between the master cylinder and the first control valve; and the first control valve. A slip control device for a vehicle, comprising: a control device that operates a second control valve and a pump to adjust a pressure in a wheel cylinder to adjust a slip of a wheel. Move,
A reservoir piston that increases or decreases the volume of the space between the housing and the inner surface of the housing, an urging unit that urges the reservoir piston in a direction in which the volume of the space decreases, and the second control valve that penetrates the housing and the second control valve. A first communication passage that communicates with the space; and a second communication passage that penetrates the housing and communicates between the pump and the space,
When the volume of the space between the inner surface of the housing and the reservoir piston is minimized, the reservoir piston is arranged between the space and at least one of the first communication passage and the second communication passage. Configured to shut off.

In order to solve the above-mentioned problems, in the invention of claim 2, a first control valve arranged between the master cylinder and the wheel cylinder, a reservoir for storing fluid therein, and a reservoir between the reservoir and the wheel cylinder. A second control valve arranged, a pump for drawing fluid from the reservoir and discharging the fluid into a fluid path between the master cylinder and the first control valve, the first control valve, the second control valve and the pump And a controller that adjusts the pressure in the wheel cylinder to adjust the slip of the wheels, the reservoir being a housing and the inner surface of the housing being slid with respect to the housing. A reservoir piston that increases or decreases the volume of the space between and,
An urging means for urging the reservoir piston in a direction in which the volume of the space is reduced, and the second member penetrating the housing.
A first communication passage that communicates between the control valve and the space, and a second communication passage that penetrates the housing and communicates between the pump and the space, and the inner surface of the housing and the When the volume of the space with the reservoir piston is minimized, the space maintains a constant volume, and the reservoir piston blocks communication between the second communication passage and the space. The first communication passage is configured to communicate with the space.

[0010]

In the first and second aspects of the invention, when the first control valve is opened and the second control valve is closed, fluid is supplied into the wheel cylinder. When the first control valve is closed and the second control valve is opened, fluid is drained from the wheel cylinder to the reservoir. The pump supplies fluid from the reservoir to the first control valve. The control device operates the first control valve, the second control valve, and the pump to supply and discharge the fluid in the wheel cylinder and adjust the brake amount.

When only the antilock brake control is performed, the master cylinder and the first control valve are directly connected. When performing brake traction control,
A cut valve that can shut off the master cylinder and the first control valve is provided between the master cylinder and the first control valve. A pump is connected between the cut valve and the first control valve, and fluid is supplied from the reservoir tank of the master cylinder to the pump. A third control valve for supplying may be provided. In this case, anti-lock brake control can be performed by opening the cut valve and closing the third control valve, and brake traction control can be performed by closing the cut valve and opening the third control valve. be able to.

Further, instead of the cut valve, a control for switching between one of the communication between the master cylinder and the first control valve or the communication between the master cylinder and the inlet of the pump. A valve may be provided. In this case, antilock brake control can be performed by establishing communication between the master cylinder and the first control valve. In addition, when the master cylinder and the inlet of the pump are communicated with each other, the master cylinder and the first control valve are connected via the pump, and oil is sucked from the master cylinder to reduce the internal pressure of the wheel cylinder even when the brake is not applied. Since it is possible to control it, brake traction control can be performed.

In the first invention, when the pump pumps the fluid, the volume between the reservoir piston and the housing decreases. When this volume becomes the minimum, the reserve piston blocks the space between at least one of the first communication passage and the second communication passage and the space. Therefore, the communication between the wheel cylinder and the pump is cut off, and the inside of the wheel cylinder does not become negative pressure.

In the second aspect of the invention, when the pump pumps up the fluid, the volume between the reservoir piston and the housing decreases. When this volume becomes the minimum, the reserve piston blocks the space between the second communication passage and the space. Therefore, the communication between the wheel cylinder and the pump is cut off, and the inside of the wheel cylinder does not become negative pressure. At this time, the space has a fixed volume and is communicated with the first communication passage. Therefore, when the fluid is discharged from the wheel cylinder to the reservoir, the area where the reservoir piston receives the fluid pressure becomes large, so that the reservoir piston easily moves against the biasing means.

[0015]

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

1 to 5 show a first embodiment of the present invention. FIG. 1 shows a configuration for adjusting the brake amounts of the wheel cylinders 8a and 8b. FIG. 2 shows a hydraulic circuit diagram focusing only on one wheel (wheel 32). 1 and 2, the master cylinder 7 includes a communication passage 11, a cut valve 10, and a communication passage 1.
It is connected via 2 to the first control valves 1a and 1b.
The first control valve 1a is connected to the wheel cylinder 8a and the second control valve 2a. The first control valve 1b is connected to the wheel cylinder 8b and the second control valve 2b. The second control valves 2 a and 2 b are connected to the reservoir 5 via the communication passage 14. The reservoir 5 is connected to the pump 4 via the communication passage 15.
Is connected to the input side of. The output side of the pump 4 is the communication passage 1
Connected to 2. The communication passage 15 is connected to the reservoir tank 20 of the master cylinder via the third control valve 3. A pressure regulating valve 33 is provided between the communication passage 15 and the communication passage 12.

The cut valve 10 is a normally open valve, and shuts off the communication passage 11 and the communication passage 12 by energization. First control valve 1a
Reference numerals 1 and 1b denote normally open valves, which electrically connect to disconnect the communication passage 12 from the communication passage 13a and the communication passage 12 from the communication passage 13b. The second control valves 2a and 2b are normally closed valves, and connect the communication passage 13a and the communication passage 14 and the communication passage 13b and the communication passage 14 by energization. The third control valve 3 is a normally closed valve, and connects the communication passage 15 and the reservoir tank 20 by energization. The pressure regulating valve 33 blocks the flow of fluid from the communication passage 15 to the communication passage 12, and the pressure in the communication passage 12 increases the pressure in the communication passage 1.
When the pressure rises above a predetermined pressure with respect to the pressure of 5, the communication passage 1
The flow of fluid from 2 to the communication passage 15 is allowed. Each communication passage is filled with fluid. Oil is used for this fluid. The pump 4 delivers the fluid from the communication passage 15 to the communication passage 12 by the rotation of the motor 19. The master cylinder 7 is connected to the communication passage 11 according to the depression of the brake pedal 26 of the vehicle.
Pressurize the fluid pressure of. The first control valves 1a and 1b, the second control valves 2a and 2b, the third control valve 3 and the cut valve 10 are energized and controlled by the control device 27. The rotation of the motor 19 is also controlled by the control device 27. The control device 27 is composed of an electronic control unit ECU. The wheel 32 is provided with a wheel speed sensor 28 for measuring the wheel rotation speed. Wheel speed sensors are similarly provided for the other three wheels (not shown in FIG. 2), and the rotational speeds of the four wheels are detected independently.

3 to 5 show flow charts of the control device 27 of the first embodiment. The control circuit 27 operates according to this flowchart. In addition, in FIGS.
Although the control of only the wheels is shown, the other wheels may be similarly controlled independently. Further, three wheels, that is, the front left wheel, the front right wheel, and the rear two wheels may be independently controlled. However,
Since the brake traction control is necessary for the driving wheels, the brake traction control may be omitted for the driven wheels.

In FIG. 3, when an ignition switch (not shown) of the vehicle is turned on, initialization is first performed. Next, the wheel speed Vw and the wheel acceleration Dvw are calculated. The wheel acceleration Dvw is obtained by differentiating the wheel speed Vw.
Next, the TRC control and the ABS control shown in FIGS. 4 and 5 are performed. Here, TRC indicates traction, and ABS indicates antilock brake. Then, the estimated vehicle speed Vs0 is calculated.

The estimated vehicle body speed Vs0 is used to estimate the vehicle body speed, and is separately estimated because a vehicle body speed and a wheel speed are deviated when a wheel slip occurs. The estimated vehicle speed Vs0 may be obtained by using the maximum value or the average value of the wheel speed Vw of each wheel. Alternatively, a ground vehicle speed sensor may be separately provided and the output may be obtained. Next, the condition of the road surface is determined in order to finely adjust the control according to μ of the road surface. Here, the low μ road and the high μ road may be distinguished from each other, and the split road may be determined. Finally, the failure of the sensor, control valve, motor, etc. is judged, and fail-safe is performed to avoid the worst condition. The order from wheel speed calculation to fail-safe may be changed as appropriate.

An outline of TRC control is shown in FIG. When the TRC control start condition is satisfied, the TRC control flag is turned on and the TRC hydraulic pressure control is performed. The TRC control start condition is defined by the wheel speed increasing, the wheel acceleration increasing, etc. with respect to the estimated vehicle speed.

The TRC hydraulic pressure control switches pressure reduction, holding, and pressure increase in accordance with the difference between the estimated vehicle speed and the wheel speed.

For example, in FIG. 2, when the wheel 32 idles, the third control valve 3 is opened, the cut valve 10 is closed, the motor 19 is rotated, the first control valve 1a is opened, and the second control valve is opened. Close 2a. In this case, the reservoir tank 20 of the master cylinder is connected via the third control valve 3-communication passage 15.
Fluid is pumped up by the pump 4 from the communication passage 12-
Fluid is sent to the wheel cylinder 8a via the first control valve 1a-communication passage 13a, the internal pressure of the wheel cylinder 8a is increased, and the brake is applied. When the brake is applied too much, the first control valve 1a is closed and the second control valve 2a is opened. In this case, from the wheel cylinder 8a to the communication passage 1
The fluid flows to 3a, the second control valve 2a, the communication passage 14 and the reservoir 5, the internal pressure of the wheel cylinder 8a is reduced, and the brake is weakened.

When both the first control valve 1a and the second control valve 2a are closed, the wheel cylinder 8a internal pressure is maintained.

While the TRC control flag is ON, the TRC hydraulic pressure control is continued. The TRC control flag is turned off when the TRC control end condition is satisfied. The condition for terminating the TRC control is determined by such a condition that the difference between the estimated vehicle speed and the wheel speed is reduced. Once the TRC control flag is turned off, the T
The TRC hydraulic pressure control is not performed until the RC control start condition is satisfied.

An outline of the ABS control is shown in FIG. When the ABS control start condition is satisfied, the ABS control flag is turned on and the ABS hydraulic pressure control is performed. The ABS control start condition is defined by the wheel speed decreasing, the wheel deceleration increasing, etc. with respect to the estimated vehicle speed.

The ABS hydraulic pressure control switches between pressure reduction, holding, and pressure increase according to the difference between the estimated vehicle speed and the wheel speed.

For example, in FIG. 2, when the wheel 32 slips, the third control valve 3 is closed, the cut valve 10 is opened, the first control valve 1a is closed, and the second control valve 2a is opened.
In this case, the fluid flows from the wheel cylinder 8a to the communication passage 13a, the second control valve 2a, the communication passage 14 and the reservoir 5,
The internal pressure of the wheel cylinder 8a is reduced, the brake is weakened, and it becomes difficult to slip. If the brake is too weak, the braking distance of the vehicle will be extended and turning performance will be degraded, so it is good to maintain an appropriate slip ratio. In order to increase the internal pressure of the wheel cylinder 8a, the motor 19 is rotated to open the first control valve 1a and close the second control valve 2a. In this case, the pump 4 draws fluid from the reservoir 5 via the communication passage 15, and the communication passage 12-the first control valve 1a-the communication passage 13
The fluid is sent to the wheel cylinder 8a via a, and the internal pressure of the wheel cylinder 8a increases. If both the first control valve 1a and the second control valve 2a are closed, the wheel cylinder 8a internal pressure is maintained.

While the ABS control flag is on, the ABS hydraulic pressure control is continued. The ABS control flag is turned off when the ABS control ending condition is satisfied. The condition for ending the ABS control is determined by such a condition that the difference between the estimated vehicle speed and the wheel speed is reduced. Once the ABS control flag is turned off, the A
ABS hydraulic pressure control is not performed until the BS control start condition is satisfied.

Incidentally, in a state where each control valve is not energized,
When the brake pedal 26 is depressed, the wheel cylinder 8 is passed through the communication passage 11-cut valve 10-communication passage 12-first control valve 1a (or 1b) -communication passage 13a (or 13b).
The fluid pressure in a (or 8b) increases and the wheels are normally braked.

Next, the structure of the reservoir 5 will be described. In FIG. 1, the reservoir 5 has a reservoir piston 6 that slides inside a housing 9. The reservoir piston 6 is biased by a spring 17 in a direction of compressing a space formed between the reservoir piston 6 and the housing 9. In the first embodiment, the spring 17 is the biasing means,
Instead of the spring, an elastic member such as rubber or leaf spring may be used. In FIG. 1, the reservoir piston 6
The communication passage 14 is closed at the upper end surface of the reservoir piston 6 in the drawing with the upper end of the drawing in contact with the housing 9. Even in this state, the communication passage 15 has the space 1
It communicates with 8.

When the first control valve 1a is closed and the second control valve 2a is opened, the internal pressure of the wheel cylinder 8a causes the reservoir piston 6 to move downward in the figure against the spring 17 which is a biasing means. As a result, the fluid in the wheel cylinder 8a enters the space formed between the reservoir piston 6 and the housing 9, and the pressure in the wheel cylinder 8a is reduced. When the first control valve 1a is opened and the second control valve 2a is closed, the pump 4 withdraws fluid from the space formed between the reservoir piston 6 and the housing 9 from the communication passage 15, and the communication passage 12-first control A fluid is sent to the wheel cylinder 8a via the valve 1a-communication passage 13a. Here, even if the pump 4 works too much, when the reservoir piston 6 moves to the upper end in the drawing, the communication passage 14 is closed, so that the communication passage 1
There is no negative pressure inside 4. This can prevent the generation of negative pressure in the wheel cylinder 8a. The same applies to the wheel cylinder 8b.

In FIG. 1, a motor 9, a pump 4, and a reservoir 5 are built in a housing 9, but the first control valves 1a and 1b, the second control valves 2a and 2b, and the third control valve 1a and 1b.
The control valve 3 and the cut valve 10 may also be incorporated. In the housing 9, the motor 19, pump 4, reservoir 5,
If the first control valves 1a and 1b, the second control valves 2a and 2b are built in, and the third control valve 3 and the cut valve 10 are configured differently, it depends on whether the third control valve 3 and the cut valve 10 are attached. It is possible to select whether to install only the anti-lock brake function or both the anti-lock brake function and the brake traction function. For vehicles with ABS and ABS & TRC
Parts can be shared by both vehicles.

When the brake traction function for applying a brake during acceleration to prevent the wheel from idling is unnecessary, the third control valve 3 and the cut valve 10 may be removed and the communication passage 11 and the communication passage 12 may be connected. Good. Further, the TRC control of FIGS. 3 and 4 becomes unnecessary.

FIG. 6 shows a second embodiment of the reservoir 5 portion. In the second embodiment, the seal member 31 formed of an elastic member such as rubber is arranged on the upper surface of the reservoir piston 21 shown in the figure facing the end of the communication passage 14. This can reduce leakage when the communication passage 14 is closed.

FIG. 7 shows a third embodiment of the reservoir 5 portion. In the third embodiment, the communication passage 15 is closed at the upper end surface of the reservoir piston 22 in the drawing, with the upper end of the reservoir piston 22 in contact with the housing 9. Even in this state, the communication passage 14 communicates with the space 25. Here, even if the pump 4 works too much, when the reservoir piston 22 moves to the upper end in the drawing, the communication passage 15 closes, so that the space 25 and the communication passage 14 do not become negative pressure. Thereby, the wheel cylinder 8a or 8b
It is possible to prevent the generation of negative pressure inside. Further, in this example, the wheel cylinder 8a or 8b is connected to the second control valve 2a or 2b.
Since the area where the reservoir piston 22 receives pressure is large when the fluid flows through the communication passage 14 and the communication passage 14, the reservoir piston 22 is easy to move and the delay is small.

FIG. 8 shows a fourth embodiment of the reservoir 5 portion. In the fourth embodiment, the communication passage 14 and the communication passage 15 are both closed at the upper end surface of the reservoir piston 23 in the figure, with the upper end of the reservoir piston 23 in contact with the housing 9.

In the first embodiment, the fluid for brake traction is obtained from the reservoir tank 20 of the master cylinder via the third control valve. However, as shown in FIG. May be obtained from 7. The switching valve 29 connects either the communication passage 12 or the communication passage 15 to the communication passage 11. The switching valve 29 connects the communication passage 11 and the communication passage 12 during normal braking and antilock brake control. Further, during brake traction control, the communication passage 11 and the communication passage 15 are connected. During brake traction control, the normal brake pedal 26
In this state, the communication path 11 is in communication with the reservoir tank 20 due to the structure of the master cylinder 7. Therefore, if the switching valve 29 is driven to connect the communication passage 11 and the communication passage 15 to operate the pump 4, the fluid can be pumped from the reservoir tank 20 through the communication passage 11-the switching valve 29-the communication passage 15. .

Incidentally, the pressure regulating valve 34 is connected to the communication passage 12 and the communication passage 11.
It is placed in between. The pressure regulating valve 34 blocks the flow of the fluid from the communication passage 11 to the communication passage 12, and when the pressure of the communication passage 12 becomes higher than the pressure of the communication passage 11 by a predetermined pressure or more, the communication passage 12 moves to the communication passage 11. Allows fluid flow.

The pressure regulating valve 33 of FIG. 2 opens when the pressure in the communication passage 12 on the output side of the pump 4 becomes high, and allows fluid to escape to the inlet side of the pump to prevent a failure. Also,
The pressure regulating valve 34 in FIG. 9 also opens when the pressure in the communication passage 12 on the output side of the pump 4 becomes high, and allows fluid to escape to the master cylinder 7 to prevent a failure. Any of the pressure regulating valves 33, 3
Also in 4, the pressure sensor for detecting the output pressure of the pump can be provided, and the pump can be stopped when high pressure is detected, or the pressure can be released by opening and closing the valve.

As described above, in this embodiment, the master cylinder 7 and the wheel cylinders 8a and 8b are used.
First control valves 1a and 1b arranged between them, a reservoir 5 for storing a fluid therein, a reservoir 5 and a wheel cylinder 8
a second control valve 2a, 2b arranged between a and 8b, a pump 4 for pumping fluid from a reservoir 5 and discharging the fluid to a fluid path between the master cylinder 7 and the first control valve 1a, 1b, 1 control valve 1a, 1b and 2nd control valve 2a, 2b and pump 4 are operated, and wheel cylinder 8a, 8b
Control device 2 that adjusts the internal pressure to adjust wheel slip
In the slip control device for a vehicle, the reservoir 5 slides with respect to the housing 9 and the volume of the space between the housing 9 and the inner surface of the housing 9 is increased / decreased. 23, an urging means 17 for urging the reservoir pistons 6, 21, 22, 23 in a direction in which the volume of the space decreases, and a second control valve 2a, 2b passing through the housing 9 and the space. The first communication passage 14 communicates with the second communication passage 15, which penetrates the housing 9 and communicates between the pump 4 and the space. The inner surface of the housing 9 and the reservoir pistons 6, 2 are formed.
The reservoir pistons 6, 21, 23 are configured to shut off between the first communication passage 14 and the space when the volume of the space between the spaces 1, 2, 23 is minimized. Further, the reservoir piston 22 is configured to cut off the space between the second communication passage 15 and the space. Thereby, between the pump 4 and the reservoir 5 and between the wheel cylinders 8a and 8b.
And the communication passages 14 and 15 between the reservoir 5 and the reservoir 5 are separately arranged, and the reservoir 5 itself is connected from the pump 4 to the wheel cylinders 8a and 8a.
Since it is configured to block the flow of fluid to b, it is not necessary to separately arrange a check valve, which reduces costs.
Further, since it is not necessary to consider the arrangement of the check valve, it is not necessary to consider the arrangement space of the check valve, and it is not necessary to consider the change in the hydraulic pressure due to the check valve, which facilitates the design.

Further, as shown in the third embodiment, when the volume of the space between the inner surface of the housing 9 and the reservoir piston 22 is minimized, the space 25 maintains a constant volume, and the reservoir piston 22 is the second communication passage 15
The first communication path 14 is configured to communicate with the space while blocking communication between the space and the space. This improves the responsiveness of the reservoir piston.

[0043]

According to the first and second aspects of the invention, the communication passages between the pump and the reservoir and between the wheel cylinder and the reservoir are separately arranged, and the reservoir itself blocks the flow of fluid from the pump to the wheel cylinder. Since it is configured as described above, it is not necessary to separately arrange a check valve, and the cost is reduced. Also, since it is not necessary to consider the arrangement of the check valve,
Easy to design.

Further, according to the invention of claim 2, the response of the reservoir piston is improved.

[Brief description of drawings]

FIG. 1 is a hydraulic circuit diagram including a sectional view of a housing according to a first embodiment of the present invention.

FIG. 2 is a hydraulic circuit diagram of the first embodiment of the present invention.

FIG. 3 is a flowchart of the control device according to the first embodiment of the present invention.

FIG. 4 is a flowchart of a TRC control subroutine of FIG.

5 is a flowchart of the ABS control subroutine of FIG.

FIG. 6 is a partial cross-sectional view of the second embodiment.

FIG. 7 is a partial sectional view of a third embodiment.

FIG. 8 is a partial sectional view of a fourth embodiment.

FIG. 9 is a hydraulic circuit diagram showing a modified example of the hydraulic circuit of the first embodiment.

[Explanation of symbols]

1a, 1b 1st control valve 2a, 2b 2nd
Control valve 3 Third control valve 4 Pump 5 Reservoir 6,21,22,23 Reservoir piston 7 Master cylinder 8a, 8b Wheel cylinder 9 Housing 10 Cut valve 11, 12, 13a, 13b Communication passage 14 Communication passage (First communication Passage 15 Communication passage (second communication passage) 17 Spring (biasing means) 18, 24, 25
Space 19 Motor 20 Reservoir tank 26 Brake pedal 27 Control device 28 Wheel speed sensor 29 Switching valve 31 Seal member 32 Wheel

Claims (2)

[Claims] 1. A first control valve disposed between a master cylinder and a wheel cylinder, a reservoir for storing a fluid therein, and a second reservoir disposed between the reservoir and the wheel cylinder.
A control valve, a pump that pumps fluid from the reservoir and discharges the fluid to a fluid path between the master cylinder and the first control valve, and operates the first control valve, the second control valve, and the pump,
A slip control device for a vehicle, comprising: a control device that adjusts a pressure in a wheel cylinder to adjust a wheel slip, wherein the reservoir slides relative to the housing and a space between an inner surface of the housing. A reservoir piston for increasing / decreasing the volume of the space, a biasing means for biasing the reservoir piston in a direction in which the volume of the space decreases, and a second communication valve that penetrates the housing and communicates between the second control valve and the space. One communication passage and a second communication passage that penetrates the housing and communicates between the pump and the space, and minimizes the volume of the space between the inner surface of the housing and the reservoir piston. And the reservoir piston is configured to shut off the space between at least one of the first communication passage and the second communication passage and the space. Slip control system for a vehicle according to claim. 2. A first control valve arranged between a master cylinder and a wheel cylinder, a reservoir for storing a fluid therein, and a second reservoir arranged between the reservoir and the wheel cylinder.
A control valve, a pump that pumps fluid from the reservoir and discharges the fluid to a fluid path between the master cylinder and the first control valve, and operates the first control valve, the second control valve, and the pump,
A slip control device for a vehicle, comprising: a control device that adjusts a pressure in a wheel cylinder to adjust a wheel slip, wherein the reservoir slides relative to the housing and a space between an inner surface of the housing. A reservoir piston for increasing / decreasing the volume of the space, a biasing means for biasing the reservoir piston in a direction in which the volume of the space decreases, and a second communication valve that penetrates the housing and communicates between the second control valve and the space. One communication passage and a second communication passage that penetrates the housing and communicates between the pump and the space, and minimizes the volume of the space between the inner surface of the housing and the reservoir piston. When the space becomes constant, the space maintains a constant volume, and the reservoir piston blocks the communication between the second communication passage and the space, and Communication passage slip control system for a vehicle, characterized by being configured to communicate with the space.