JPH09150731A - Hydraulic brake control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hydraulic brake control device excellent in responsiveness of the wheel cylinder pressure. SOLUTION: A normally-closed pressure boosting valve 46 is arranged in a boosting passage 44 to communicate a high pressure passage 24 with a master cylinder pressure port 18 of a hydraulic control valve 16, and a normally-closed pressure reducing valve 42 is arranged in a pressure reducing valve 40 to communicate a low pressure passage 38 with the master cylinder pressure port 18 respectively. When the wheel cylinder pressure is increased by controlling the hydraulic pressure, the delay in the pressure increase by a linear solenoid is compensated by opening the boosting valve 46. The pressure reducing valve is opened when the wheel cylinder pressure is reduced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic brake control device, and in particular, it is an object of the present invention to provide a hydraulic brake control device having excellent responsiveness of wheel cylinder pressure.

[0002]

2. Description of the Related Art Conventionally, a hydraulic brake control device has been known as a brake device used in a vehicle or the like. The hydraulic brake control device includes a hydraulic control device disposed between the master cylinder and the wheel cylinder. The hydraulic brake control device controls the wheel cylinder according to a normal brake state in which the pressure of the master cylinder is increased by the hydraulic control device and is supplied to the wheel cylinder, and a control signal supplied from the electronic control device to the hydraulic control device. Operates in any of the controlled braking conditions where pressure is applied to the. In either state, the pressure of the high pressure source is introduced into the wheel cylinder.

As a hydraulic brake control device having such a function, a hydraulic brake device disclosed in Japanese Patent Laid-Open No. 7-2088 is known. The conventional device described above includes a hydraulic control device having a spool valve and a linear solenoid that moves the spool valve. This hydraulic control device is configured so that the pressure supplied from the master resiner acts from one end side of the spool, and the pressure fed back from the output port acts from the other end side of the spool via the reaction force pin. . According to such a configuration, the master cylinder pressure is increased by the boosting ratio corresponding to the ratio of the cross-sectional area of the reaction pin and the cross-sectional area of the spool due to the balance of the forces acting on the spool, and the master cylinder pressure is output to the output port. . Therefore, the normal braking state is realized with the master cylinder and the spool valve in communication with each other. Further, the hydraulic control device includes a linear solenoid that presses the spool from the same side on which the pressure from the master cylinder acts. By balancing the pressing force of the linear solenoid with the pressure fed back from the output port as described above, the pressure corresponding to the force generated by the linear solenoid is output to the output port. Therefore, the control braking state is realized by controlling the drive current to the linear solenoid while the master cylinder and the spool valve are shut off.

[0004]

When the above-mentioned conventional hydraulic brake device is operated in the control braking state, the linear solenoid is supplied with a current corresponding to the target value of the wheel cylinder pressure. When such a current is supplied, the wheel cylinder pressure converges to the target value, and the desired braking force can be obtained. However, when the current supplied to the linear solenoid is suddenly changed, the force generated by the linear solenoid may not be able to follow the change in the current due to the time response characteristic of the linear solenoid. Therefore, when it is necessary to rapidly increase the wheel cylinder pressure in the brake control of ABS, TRC, VSC, etc., the brake pressure realized by the hydraulic brake device may be delayed with respect to the target value of the wheel cylinder pressure. There is. In this respect, the above-mentioned conventional hydraulic brake device is not necessarily the optimum configuration for obtaining good followability with respect to the target value of the wheel cylinder pressure.

The present invention has been made in view of the above points, and an object of the present invention is to provide a hydraulic brake control device capable of improving the responsiveness of wheel cylinder pressure.

[0006]

The above object is achieved by the present invention.
As described, there is provided a spool that is displaced by the hydraulic pressure supplied to the pilot port, and a hydraulic pressure control device that supplies the pressure supplied from the high pressure source to the wheel cylinder according to the displacement amount of the spool, and the spool. In a hydraulic brake control device having a high pressure source that communicates with the wheel cylinder according to the displacement amount of the high pressure supply passage that communicates the high pressure source with the pilot port, and the communication state of the high pressure supply passage. And an electromagnetic opening / closing valve for controlling the hydraulic brake.

In the present invention, when the electromagnetic on-off valve is opened, the pressure of the high pressure source is supplied to the pilot port of the hydraulic pressure control device through the high pressure supply passage. The pressure supplied to the pilot port causes displacement of the spool. The hydraulic control device supplies the wheel cylinder with a pressure corresponding to the displacement of the spool. Therefore, the pressure of the wheel cylinder is increased by opening the electromagnetic opening / closing valve. On the other hand, when the electromagnetic on-off valve is closed, the pressure of the high pressure source is not supplied to the pilot port of the hydraulic pressure control device. Therefore, in such a case, the pressure in the wheel cylinder is not increased.

Further, the above object is as described in claim 2.
The hydraulic brake control device according to claim 1, which is also achieved by further comprising decompression means for reducing the pressure supplied to the pilot port of the hydraulic pressure control device.

In the present invention, the pressure reducing means reduces the pressure supplied to the pilot port of the hydraulic pressure control device. When the pressure supplied to the pilot port is reduced, the displacement of the spool is reduced. When the displacement amount of the spool is reduced, the pressure supplied to the wheel cylinder is reduced.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a system configuration diagram of a hydraulic brake control device according to an embodiment of the present invention. The master cylinder 10 is a tandem type cylinder and has two independent pressurizing chambers. A brake pedal 12 is connected to the master cylinder 10. In each pressurizing chamber of the master cylinder 10, equal hydraulic pressures are generated according to the depression operation of the brake pedal 12. One pressurizing chamber of the master cylinder 10 is connected to the master cylinder pressure port 18 of the hydraulic control valve 16 via the master cylinder passage 14. The other pressurizing chamber of the master cylinder 10 is connected to another hydraulic control valve via a master cylinder passage (not shown).

A master cylinder cut valve 20, which is a normally open electromagnetic control valve, is disposed in the master cylinder passage 14. A pressure gauge 21 is provided at a portion of the master cylinder passage 14 between the master cylinder 10 and the master cylinder cut valve 20.
Are arranged. The brake operating force is detected by the pressure gauge 21. Instead of the pressure gauge 21, a sensor capable of detecting the pedal effort, such as a pedal effort sensor, may be provided.

High pressure supply port 22 of hydraulic control valve 16
Is connected to a discharge port of a pump 26 via a high pressure passage 24. An accumulator 28 is disposed in the high pressure passage 24 in the vicinity of the discharge port of the pump 26, and by controlling the drive / non-drive of the pump 26 on the basis of the pressure detected by the pressure gauge 29, the brake fluid is kept at a predetermined pressure. It is stored in the accumulator 28 below. A check valve 30 that allows only a flow in the direction from the pump 26 to the hydraulic control valve is provided at a portion of the high pressure passage 24 between the location where the accumulator 28 is provided and the hydraulic control valve 16.
The suction port of the pump 26 is connected to the reservoir 34 via the pump passage 32.

The low pressure port 36 of the hydraulic control valve 16 is connected to the reservoir 34 via a low pressure passage 38. The low pressure passage 38 is connected to the master cylinder cut valve 20 and the hydraulic control valve 16 of the master cylinder passage 14 via the pressure reducing passage 40.
Is connected between. Below, master cylinder passage 1
4 and the pressure reducing passage 40 are connected to the pressure reducing passage branch portion 14a.
Called. A decompression valve 42, which is a normally closed electromagnetic on-off valve, is disposed in the decompression passage 40.

A portion of the high pressure passage 24 between the check valve 30 and the hydraulic control valve 16 is a portion between the pressure reducing passage branch portion 14a of the master cylinder passage 14 and the hydraulic control valve 16 via the pressure increasing passage 44. It is connected to the. A pressure increasing valve 46, which is a normally closed electromagnetic on-off valve, is disposed in the pressure increasing passage 44.

Control hydraulic port 48 of hydraulic control valve 16
Are connected to a wheel cylinder 52 via a wheel cylinder passage 50. The master cylinder communication port 54 of the hydraulic control valve 16 is connected to the wheel cylinder passage 50 via a master cylinder communication passage 56. The wheel cylinder communication passage 56 is provided with a check valve 58 which allows only the flow in the direction from the master cylinder communication port 54 to the wheel cylinder passage 50.

Next, referring to FIG. 2, the hydraulic control valve 16
The configuration of will be described. FIG. 2 is a sectional view of the hydraulic control valve 16. The hydraulic control valve 16 includes a housing 60, a spool 62, and a linear solenoid 64.
The spool 62 is a cylindrical member, and has large diameter portions 62a and 62b provided at both ends in the axial direction and a small diameter portion 62c provided at an intermediate portion. The spool 62 is disposed inside the cylinder portion 66 by inserting the large diameter portions 62a and 62b into a cylinder portion 66 provided inside the housing 60 so as to be liquid-tight and slidable.

An opening 68 is provided in the axially central portion of the inner peripheral surface of the cylinder portion 66. The opening 68 is connected to the control hydraulic pressure port 48 by an oil passage 70. Cylinder part 6
Openings 72 and 74 are provided on the inner peripheral surface of 6 on the opposite side in the radial direction with the opening 68 and the spool 62 interposed therebetween. The openings 72 and 74 are provided when the spool 62 is located on the left side in the cylinder portion 66 as shown by the chain double-dashed line in FIG.
2 is exposed to the inside of the cylinder portion 66 so as to face the small diameter portion 62c of the spool 62, and the opening 74 is formed in the spool 62.
The opening 72 is closed by the large diameter portion 62a of the spool 62 so that the spool 62 is closed by the large diameter portion 62b of the spool 62 and the spool 62 is positioned rightward in the cylinder portion 66 as shown by the solid line in FIG. And the opening 74 is the spool 62.
It is arranged so as to be exposed to the inside of the cylinder portion 66, facing the small diameter portion 62c. The opening 72 is connected to the low pressure port 36 via an oil passage 76. Opening 7
4 is connected to the high pressure supply port 22 via an oil passage 78.

At the left end of the inner peripheral surface of the cylinder portion 66 in FIG. 2, openings 80 and 82 are provided so as to face each other in the radial direction. The opening 80 is connected to the master cylinder pressure port 18 via an oil passage 84, and the opening 82 is connected to the master cylinder communication port 54 via an oil passage 86.

FIG. 2 of the cylinder portion 66 in the housing 60.
A reaction force chamber 88 is formed on the right side of the center. The reaction force chamber 88 communicates with the cylinder portion 66 via the through hole 90. A reaction force pin 92 is slidably fitted in the through hole 90. The reaction force pin 92 is pressed toward one end surface (the right end surface in FIG. 2) of the spool 62 by a spring 94 arranged in the reaction force chamber 88. Further, the reaction force chamber 88 communicates with the oil passage 70 via the oil passage 98.

A linear solenoid 64 is provided at the left end of the housing 60 in FIG. Linear solenoid 6
4 is a force corresponding to the electric current supplied to the coil 100 provided therein, and presses the plunger 102 rightward in FIG. This pressing force acts as a force for pressing the spool 62 rightward in FIG. 2 via the rod 104.

With the structure of the hydraulic control valve 16 described above, when pressure is applied to the master cylinder pressure port 18, the spool 62 is displaced to the right in FIG. 2 and brought into the state shown by the solid line in the figure. In this case, the low pressure port 36 and the control hydraulic pressure port 48 are disconnected, while the high pressure supply port 2
2 and the control hydraulic pressure port 48 are communicated with each other. Therefore, the pressure in the oil passage 70 is increased, and the pressure acts as a pressing force to the reaction force pin 92 via the oil passage 98. Due to this pressing force, the reaction force pin 92 presses the spool 62 leftward in FIG. For this reason, when the pressing force to the right in FIG. 2 generated by the pressure supplied to the master cylinder pressure port 18 is balanced with the pressing force to the left by the reaction force pin 92, the spool 62 is in a low pressure port. 36
And the high pressure supply port 22 are both control hydraulic pressure ports 4.
It stops at the position cut off from 8.

The pressure applied to the master cylinder pressure port 18 is Pi, the sectional area of the cylinder portion 66 is As, the pressure output from the control hydraulic pressure port 48, that is, the pressure of the oil passage 70 is Po, and the reaction force pin 92. (1) is established from the balance of the axial force acting on the spool 62. Pi * As = Po * Ap (1) Expression (2) is obtained from Expression (1). Po = Pi × (As / Ap) (2) As shown in the formula (2), the pressure applied to the master cylinder pressure port 18 is amplified by (As / Ap) times and output to the control hydraulic pressure port 48. .

When the linear solenoid 64 exerts a pressing force directed to the right in FIG. 3 with the master cylinder pressure port 18 open to the atmospheric pressure, the spool 62 is moved to the same as when the master cylinder pressure is increased. It is displaced to the right in FIG. In this case, the spool 62 is a linear solenoid 64.
When the pressing force generated by and the hydraulic reaction force input from the reaction force pin 92 are balanced, both the low pressure port 36 and the high pressure supply port 22 are stationary at the position where they are blocked from the control hydraulic pressure port 48. Assuming that the pressing force generated by the linear solenoid 64 is F _s , using the cross-sectional area A _p of the reaction force pin 92,
The pressure P _o of the oil passage 70 can be expressed by the following equation. P _o = F _s × (1 / A _p ) (3) As shown in the formula (3), the wheel cylinder pressure can be increased even when the master cylinder pressure is not increased.

The above hydraulic control valve 16, master cylinder cut valve 20, pressure reducing valve 42, pressure increasing valve 46, and pump motor 21 are electronic control units (hereinafter referred to as ECUs).
Controlled by 59. The ECU 59 is a known ABS, T
When it is not necessary to execute hydraulic control such as RC and VSC, the solenoids of the master cylinder cut valve 10, the pressure reducing valve 42, and the pressure increasing valve 46 are de-energized, and the linear solenoid of the hydraulic control valve 16 is used. It is assumed that the power supply to the coil 100 of 64 is stopped. In such a state, the master cylinder 10 and the master cylinder pressure port 18 of the hydraulic control valve 16 communicate with each other, and the linear solenoid 64 of the hydraulic control valve 16 does not generate a force. Therefore, the master cylinder pressure applied to the master cylinder pressure port 18 is increased as described above, and the control hydraulic pressure port 4
8 is output. This pressure is applied to the wheel cylinder passage 5
It is given to the wheel cylinder 52 via 0. As a result, a normal brake operation is realized in which the pedal effort of the brake pedal is increased and the wheel cylinder is provided with the brake pedal.

On the other hand, when it is necessary to execute the hydraulic control regardless of the pressure of the master cylinder such as ABS, TRC and VSC, the ECU 59 sets the solenoid of the master cylinder cut valve 20 in the excited state and controls the hydraulic pressure between the master cylinder 10 and the hydraulic control. The master cylinder pressure port 18 of the valve 16 is shut off, and the linear solenoid 6 of the hydraulic control valve 16 is cut off.
The current is supplied to the coil 100 of No. 4. The linear solenoid 64 generates a force according to the applied current, and the wheel cylinder 52 is given a pressure as shown in the equation (3). Therefore, by controlling the force generated by the linear solenoid 64 according to the target value of the wheel cylinder pressure, the wheel cylinder pressure can be controlled to match the target value. Thus, the force generated by the linear solenoid 64 can be controlled by the current supplied to the coil 100.

However, when the current supplied to the coil 100 is suddenly changed, the force generated by the linear solenoid 64 is delayed with respect to the current supplied to the coil 100 due to the time response characteristic of the linear solenoid 64. Occurs. Therefore, the pressure of the wheel cylinder 52 is delayed with respect to the supplied current. FIG. 3 shows a case where the wheel cylinder pressure is controlled by the linear solenoid 64,
7 shows a time response of the wheel cylinder pressure with respect to a change in the target value of the wheel cylinder pressure. As shown in FIG. 3, when the target value of the wheel cylinder pressure is suddenly changed, if the wheel cylinder pressure is controlled only by the linear solenoid 64, the time response of the wheel cylinder pressure (shown by the solid line in the figure) becomes A delay occurs with respect to the target value at the rising portion (the period until time t1) of the target value (indicated by the broken line in the figure).

On the other hand, in the hydraulic brake control system of the present embodiment, the solenoid of the pressure reducing valve 42 is maintained in the non-excited state, and at the time t from the time when the target hydraulic pressure rises.
During the period up to 1, the solenoid of the pressure increasing valve 46 is kept in the excited state. When the solenoid of the pressure increasing valve 46 is excited, the pressure increasing valve 46 is opened. Therefore, the pressure of the accumulator 28 is applied to the master cylinder pressure port 18 of the hydraulic control valve 16. Such pressure acts as a force generated by the linear solenoid 64 of the hydraulic control valve 16 and a force for increasing the wheel cylinder pressure.
As a result, the delay in the rise of the wheel cylinder pressure due to the response characteristic of the linear solenoid 64 is compensated. In this case, since the driving current of the linear solenoid is determined according to the target wheel cylinder pressure, it is difficult to increase the driving force, whereas the driving current of the pressure increasing valve 46 to the solenoid depends on the target wheel cylinder pressure. Therefore, it is possible to increase the driving force and improve the responsiveness.

FIG. 4 shows the time variation of the wheel cylinder pressure obtained by performing such compensation, and FIG. 5 shows the time variation of the pressure compensated by the accumulator 28 at that time. As shown in FIG. 4, according to the hydraulic brake control device of the present embodiment, it is possible to obtain a time response of the wheel cylinder pressure that has a good followability to the target value.

As described above, the hydraulic brake control apparatus of this embodiment uses the pressure of the accumulator 28, which is a high pressure source, as the master cylinder of the hydraulic control valve 16 when it is desired to rapidly increase the wheel cylinder pressure, for example, during emergency braking. It is introduced into the pressure port 18. In this case, if the brake operating force detected by the pressure gauge 21, which is the brake operating force detecting means, exceeds the normal braking force, it can be determined that the emergency braking state is set. In response to a sudden pressure increase request of the wheel cylinder pressure at the time of emergency braking, the solenoid of the pressure increase valve 46 may be maintained in an excited state, and after the sudden pressure increase request is released, the solenoid of the pressure increase valve 46 may be demagnetized.

When the wheel cylinder pressure is reduced, the solenoid of the pressure increasing valve 46 is de-energized and the solenoid of the pressure reducing valve 42 is energized so that the master cylinder pressure port 18 of the hydraulic control valve 16 is set in the reservoir 34. The communication with the accumulator 28 is cut off. As a result, the pressure in the master cylinder pressure port 18 is rapidly reduced, and thus the wheel cylinder pressure is also rapidly reduced.

When the supply of the brake fluid to the high pressure supply port 22 is stopped due to the failure of the pump 26 or the accumulator 28 which gives high pressure to the high pressure supply port 22, the master cylinder pressure is increased. Even if the spool 62 is moved rightward in FIG. 3, the pressure of the control hydraulic pressure port 48 is not increased. In such a case, the pressure applied to the master cylinder pressure port 18 is output to the control hydraulic pressure port 60c via the bypass passage 56. As a result, even when the pump 26, the accumulator 28 or the like as described above fails, the pressure equivalent to the master cylinder pressure is applied to the wheel cylinders, and the safety of the hydraulic brake control device is improved.

Further, in the hydraulic brake control apparatus according to the present embodiment, when the wheel cylinder pressure is increased, the coil 100 of the linear solenoid 64 is energized and the solenoid of the pressure increasing valve 46 is energized so that the wheel is controlled. It is possible to rapidly increase the cylinder pressure. Further, even during normal boosting, the output required by the linear solenoid 64 can be reduced by using the boosting by the accumulator 28 together with the boosting by the linear solenoid 64. As a result, the linear solenoid can be downsized, and thus the hydraulic control valve 16 can be downsized and the cost can be reduced.

The hydraulic brake control system of the above embodiment may include accumulator pressure control means for keeping the pressure of the accumulator 28 constant. Further, when the pressure of the accumulator 28 is introduced into the master cylinder pressure port 18 of the hydraulic control valve 16, the linear solenoid 64 is energized from the accumulator pressure and the target wheel cylinder pressure which are kept constant or are detected separately. A linear solenoid energization amount determining means for obtaining the amount may be provided.

FIG. 6 is a system configuration diagram when the hydraulic brake control device of the above embodiment is mounted on four wheels of a vehicle. The hydraulic control valves 16a, 16b, 16c and 16d are respectively wheel cylinder passages 50a, 50b, 50c and 50.
wheel cylinders 52a, 52b, 52c, 52 via d and bypass passages 56a, 56b, 56c, 56d.
d. Wheel cylinders 52a, 52
b, 52c, and 52d are attached to the left front wheel, the right rear wheel, the right front wheel, and the left rear wheel, respectively. A passage 200 connected to one pressure chamber of the master cylinder 10 is branched into a master cylinder passage 14a reaching the hydraulic control valve 16a and a master cylinder passage 14b reaching the hydraulic control valve 16b. The passage 210 connected to the other pressure chamber of the master cylinder 10 is branched into a master cylinder passage 14c reaching the hydraulic control valve 16c and a master cylinder passage 14d reaching the hydraulic control valve 16d. Also,
The pump 26 and the accumulator 28 are commonly used by the four hydraulic circuits. As described above, by dividing the hydraulic piping of the brake device into two systems, the master cylinder 1
It is guaranteed that the wheel cylinders attached to at least one of the left and right front wheels will operate normally even if a failure occurs in one of the hydraulic systems from the two pressure chambers 0. As a result, the safety of the hydraulic brake control device is improved.

The ECU 59 uses the wheel speed sensors 142a, 1a and 1b.
The slip state of each wheel is detected from the rotation speed of each wheel detected by 42b, 142c, 142d and the traveling speed of the vehicle detected by a vehicle speed sensor (not shown).
The ECU 59 determines from the slip state of each wheel
When it is determined that the brake control of S, TRC, VSC, etc. is necessary, the wheel cylinder pressure of each wheel is controlled based on the algorithm stored in the ECU 59 according to the respective control method. It realizes the brake control. At this time, the control of the wheel cylinder pressure of each wheel is performed by the method described with reference to FIG. Therefore, as described above, each wheel cylinder pressure follows the command value without delay, and as a result, the control performance of the brake control realized by the ECU 59 is improved.

In the above embodiment, the pressure of the accumulator 28 is introduced into the master cylinder pressure port 18 of the hydraulic control valve 16 to compensate the delay of the wheel cylinder pressure with respect to the target value.
Further, the above-described problem of the present application can be solved by setting the current value of the linear solenoid 64 of the hydraulic control valve 16 in the initial stage of driving to be larger than the value corresponding to the target wheel cylinder pressure.

Further, in the hydraulic brake control device of the present embodiment, the control of the wheel cylinder pressure is performed as described above.
The control can be performed by the linear solenoid 64, and the excitation states of the pressure increasing valve 46 and the pressure reducing valve 42 can be switched to change the master cylinder pressure port 18 of the hydraulic control valve 16.
And pressure increase by communicating with the accumulator 28,
Also, it can be performed by switching the pressure reduction by connecting the master cylinder pressure port 18 and the reservoir 38. In this case, the wheel cylinder pressure is controlled on / off, so that the wheel cylinder pressure cannot be continuously controlled. But,
When it is not necessary to continuously change the wheel cylinder pressure as in the ABS control, it is sufficient to control the wheel cylinder pressure by switching between pressure increase and pressure decrease as described above, and the control by the linear solenoid 64 is not necessary. Not needed. Therefore, in such a case, the cost of the hydraulic control valve can be reduced by eliminating the linear solenoid 64 from the hydraulic control valve 16.

FIG. 7 is a sectional view of the hydraulic control valve 140 from which the linear solenoid has been eliminated as described above. The hydraulic control valve 140 shown in FIG. 7 has the same structure and operation as the hydraulic control valve 16 shown in FIG. 2 except that the linear solenoid is omitted. Therefore, the same components are designated by the same reference numerals. The description is omitted.

The hydraulic control valve 140 is shown in FIG.
When applied to the hydraulic brake control device shown in
The CU 59 switches the energized state of the solenoids of the pressure increasing valve 46 and the pressure reducing valve 42 as described above in a state where the solenoid of the master cylinder cut valve 20 is excited to disconnect the master cylinder 10 and the master cylinder pressure port 18. The wheel cylinder pressure is controlled by.

In the above embodiment, the hydraulic control valve 16 is used in the hydraulic pressure control device, the master cylinder pressure port 18 is used in the pilot port, and the pump 26 is used.
And the accumulator 28 is connected to the above-mentioned high-voltage source by the passage 44
Corresponds to the above-mentioned high pressure supply passage, the pressure increasing valve 46 corresponds to the above-mentioned electromagnetic opening / closing valve, and the passage 40 and the pressure reducing valve 42 correspond to the above-mentioned pressure reducing means.

[0041]

As described above, according to the first aspect of the present invention, the wheel cylinder pressure can be increased by applying the pressure of the high pressure source to the pilot port of the hydraulic pressure control device. As a result, the responsiveness of the wheel cylinder pressure to the target value can be improved.

According to the second aspect of the invention, the pressure applied to the pilot port of the hydraulic pressure control device can be reduced by the pressure reducing means. Therefore, by controlling the spool driving force by the high pressure source to increase and the spool driving force by the pressure reducing device to decrease, the hydraulic pressure control device can control the wheel cylinder pressure without providing a means for electrically driving the spool. Can be done.
As a result, the hydraulic control device can be downsized, and therefore, the hydraulic brake control device can be downsized and the cost can be reduced.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram of a hydraulic brake control device that is an embodiment of the present invention.

FIG. 2 is a cross-sectional view of an embodiment of a hydraulic control valve applied to the hydraulic brake control device of the present embodiment.

FIG. 3 is a diagram showing a time response of the wheel cylinder pressure when the wheel cylinder pressure is controlled by a linear solenoid of a hydraulic control valve.

FIG. 4 is a diagram showing a time response of wheel cylinder pressure in the hydraulic brake control device according to the present embodiment.

FIG. 5 is a diagram showing a time response of a pressure increase amount by an accumulator in the hydraulic brake control device of the present embodiment, corresponding to FIG. 4.

FIG. 6 is a system configuration diagram when the hydraulic brake control device according to the present embodiment is mounted on four wheels of a vehicle.

FIG. 7 is a sectional view of a second embodiment of the hydraulic control valve applied to the hydraulic brake control device of the present embodiment.

[Explanation of symbols]

 10 master cylinder 16, 140 hydraulic control valve 20 master cylinder cut valve 26 pump 28 accumulator 42 pressure reducing valve 46 pressure increasing valve 52 wheel cylinder 62 spool 64 linear solenoid

Claims (2)

[Claims] 1. A hydraulic pressure control device, comprising: a spool that is displaced by hydraulic pressure supplied to a pilot port; and a hydraulic pressure control device that supplies a pressure corresponding to a displacement amount of the spool to a wheel cylinder; and the hydraulic pressure control device according to the displacement amount of the spool. In a hydraulic brake control device having a high pressure source that communicates with a wheel cylinder, a high pressure supply passage that communicates the high pressure source and the pilot port, and an electromagnetic opening / closing valve that controls a communication state of the high pressure supply passage. A hydraulic brake control device comprising: 2. The hydraulic brake control device according to claim 1, further comprising pressure reducing means for reducing the pressure supplied to the pilot port of the hydraulic pressure control device.