JPH1035458A - Brake controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent generation of residual negative pressure on the downstream side of an in side gate valve after ABS control is finished so as to prevent a control response delay due to residual negative pressure without any increase in a size of a device and in a cost in a brake controller in which a normally close type in side gate valve is arranged on the upstream side of a main pump intake valve and ABS control and stabilization control are carried out. SOLUTION: A brake controller, in which a fluid pressure control valve constructed of a normally open type out side gate valve 3, an inflow valve 5, and an outflow valve 6 is arranged in the first channel circuit 1 connecting a master cylinder MC and wheel cylinders FL, RR together, is provided with a main pump 4 which sucks fluid from a reservoir 7 so as to discharge it toward the fluid pressure control valve, a supercharging pump 8 discharging the fluid toward the intake side of the main pump 4, and a normally close type in side gate valve 9 arranged on the upstream side of the supercharging pump 8. In the brake controller, in side gate valve 9 is opened for the predetermined time according to turning off of a brake switch when anti brake lock control is finished.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a yaw moment in a direction in which wheel lock prevention control during braking (hereinafter, this control is referred to as ABS control), and a braking force is generated to control wheel driving force or stabilize a vehicle posture. The present invention relates to a brake control device capable of performing motion control (hereinafter, drive force control and motion control are collectively referred to as stable control) for generating the force.

[0002]

2. Description of the Related Art Conventionally, as a brake control device for executing stable control, for example, a brake control device disclosed in Japanese Patent Application Laid-Open No. 7-80445 is known. In this prior art, two hydraulic control circuits are provided between a master cylinder as operating hydraulic pressure generating means and a wheel cylinder of each wheel, and each hydraulic control circuit includes a hydraulic pressure generated in the master cylinder and a main pump. And a pressure increasing / decreasing valve capable of controlling the output pressure with respect to the wheel cylinder pressure. Further, a supply pump is provided in series on the suction side of the main pump to suck liquid from the master cylinder side and supply the liquid to the suction side of the main pump. A normally open outside gate valve is provided between the master cylinder and the hydraulic control circuit, and a normally closed inside gate valve is provided on the suction side of the feeding pump. According to the prior art described above, during the ABS control, each of the inflow valve and the outflow valve is operated while driving the motor to supply the discharge pressure of the main pump to the hydraulic control circuit while maintaining the in-side gate valve in a closed state. To control the pressure reduction, holding, and pressure increase of the wheel cylinder pressure to keep the wheel slip ratio within a predetermined range, thereby preventing wheel lock or slip. At this time, the charging pump is driven but the liquid cannot be sucked and discharged because the in-side gate valve is closed, and the charging function is not performed. At the time of stable control, while closing the out-side gate valve, the in-side gate valve is switched to the open state, the motor is driven, the liquid in the master cylinder is sucked by the feeding pump, and supplied to the main pump. The suction pressure is supplied to the hydraulic control circuit while sucking the liquid supplied from the supply pump at the time of rising and the liquid of the reservoir thereafter, and the inflow valve and the outflow valve are operated to supply the brake fluid to a desired wheel cylinder. Pressure is supplied to generate a braking force to control wheel torque, or yaw momentum is generated in the vehicle by the braking force to control the posture of the vehicle in a stable direction. In this prior art,
At the time of stable control, the supply pressure is supplied to the main pump by the feed pump, so that the discharge pressure of the main pump rises quickly, and thus the control response is excellent, and is high during stable control without increasing the capacity of the main pump. Control responsiveness is obtained.

[0003]

However, in the above-described prior art, although a feed pump is provided in series with the main pump to increase the control responsiveness during the stable control, the following reasons are given. There has been a problem that high control responsiveness may not be obtained. That is, A
During the BS control, the in-side gate valve is maintained in a closed state. Therefore, the liquid downstream of the in-side gate valve is sucked to the main pump side, and this portion becomes a negative pressure, and this negative pressure remains. Incidentally, in the prior art, a motor is separately provided for the main pump and the feed pump. In a structure in which only the main pump is operated at the time of the ABS control, the liquid on the feed pump side is only provided when the suction side of the main pump becomes a negative pressure. In particular, in a structure in which the motor is used for both pumps for the purpose of miniaturization and cost reduction, the feed pump operates even during ABS control.
The liquid between the in-side gate valve and the suction valve of the feeding pump is sucked, and the pressure becomes more negative. Therefore, when the stability control is executed in the state where the negative pressure remains, the in-side gate valve is opened, and the feeding pump sucks the liquid on the master cylinder side and discharges it to the main pump. Is discharged by the main pump. However, since the residual negative pressure exists downstream of the in-side gate valve as described above, the rise in the discharge pressure of the main pump is delayed by that much, and the control Response is delayed. Further, if the capacities of the motor and the pump are increased in order to eliminate the control response delay, there is a problem that the size of the apparatus and the cost are increased.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned conventional problems, and provides an ABS control and a stable control in which a normally closed in-side gate valve is provided upstream of a suction valve of a main pump. In the brake control device, the negative pressure is prevented from remaining on the suction side of the main pump after the ABS control is performed, and the control response delay caused by the residual negative pressure is prevented. The goal is to achieve this without increasing costs.

[0005]

Means for Solving the Problems In order to achieve the above object, an invention according to claim 1 is provided with an operating hydraulic pressure generating means for generating a hydraulic pressure in response to a driver's brake operation, and an operating hydraulic pressure generating means. A main circuit that connects the generating means to a wheel cylinder that generates a braking force at the wheels, a hydraulic pressure control valve that is provided in the middle of the main circuit, and that can reduce, hold, and increase the wheel cylinder pressure; A reservoir provided on the drain side of the control valve and a main suction circuit having a suction valve connected to the reservoir or the operating fluid pressure generating means are connected to the fluid pressure control valve so that fluid pressure can be supplied to the fluid pressure control valve. A motor-driven main pump to which a main discharge circuit having a discharge valve is connected, and a charging / discharging circuit having a discharge valve capable of supplying hydraulic fluid to the main suction circuit are connected. For generating means A motor-driven charging pump to which a charging suction circuit having a suction valve is connected, and a normally-closed in-side gate valve provided in the middle of a path from the suction valve of the main suction circuit to the charging suction circuit to open and close the circuit; A normally open out-side gate valve provided at a position between the hydraulic pressure control valve of the main circuit and the operating hydraulic pressure generating means to open and close the circuit;
Control means for controlling the operation of the hydraulic pressure control valve and the two gate valves and the driving of the motor, the control means comprising: an anti-brake lock for preventing the wheels from locking when the operating hydraulic pressure generating means is operated. In order to execute the control, the main pump is operated and the hydraulic pressure is controlled by the hydraulic pressure control valve.
When necessary according to the behavior of the vehicle, the out-side gate valve is closed to execute at least one of the driving force control for preventing the driving wheel slip or the movement control for stabilizing the vehicle posture by the braking force. On the other hand, in the brake control device configured to open the in-side gate valve, operate the main / supply pumps, and perform the hydraulic pressure control by the hydraulic pressure control valve, the control unit controls the anti-brake lock control to end. At times, the in-side gate valve is configured to be opened for a predetermined time in response to an OFF of a brake switch that is interlocked with a driver's braking operation. In the invention described in claim 2, the control unit is configured to open the in-side gate valve when the brake switch is turned on during execution of control for opening the in-side gate valve for a predetermined time. The valve was configured to be closed immediately. In the invention according to claim 3, the feed pump and the main pump share a motor.

[0006]

According to the brake control device of the present invention, when the wheels are locked or are about to be locked during the brake operation, the control means performs ABS control for preventing the wheels from being locked. That is, in this ABS control,
While operating the main pump, the wheel cylinder pressure is reduced, maintained, and increased so that the wheels are not locked by the hydraulic pressure control valve. At this time, the in-side gate valve is closed,
Even if the charging pump operates, it cannot suck or discharge liquid. Thereafter, when the predetermined ABS control condition disappears, the control means stops driving the motor to stop the operation of the main pump. Then, in the present invention, when the brake switch is turned off thereafter, the in-side gate valve is opened for a predetermined time from that point. Therefore, during the ABS control, since the in-side gate valve is maintained in the closed state, the feeding pump is operated together with the main pump by suction of the main pump and by driving the motor as described in claim 3. In this configuration, the pressure downstream of the in-side gate valve has a negative pressure due to the suction force of the feeding pump. However, the opening of the in-side gate valve after the above-described ABS control causes the negative pressure portion to have a negative pressure. The liquid on the operation liquid pressure generating means side is sucked, and the pressure in the negative pressure portion returns to the atmospheric pressure. Further, even after the power supply to the motor is stopped, the main pump or the charging pump is additionally operated while the motor is coasting, but the in-side gate valve is opened. By setting the time to be performed longer than the time during which the motor coasts, it is possible to prevent the downstream of the in-side gate valve from becoming a negative pressure due to the driving of the pump by the coasting of the motor. In the second aspect of the present invention, when the brake switch is turned on while the in-side gate valve is being opened for a predetermined time after the ABS control as described above, the in-side gate valve is closed. Therefore, the pressure of the operating hydraulic pressure generating means is transmitted to the wheel cylinder side via the main circuit, and is not transmitted to the feed pump side.

[0007]

Embodiments of the present invention will be described below with reference to the drawings. First, the overall configuration of the embodiment of the present invention will be described with reference to FIG. In the figure, F
L is a wheel cylinder for the left front wheel, RR is a wheel cylinder for the right rear wheel, FR is a wheel cylinder for the right front wheel, RL is a wheel cylinder for the left rear wheel, and MC is each wheel cylinder FL to RL.
Master cylinder as a hydraulic pressure source to be supplied to the cylinder.
The master cylinder MC includes a first channel circuit 1 constituting a main circuit connected to the wheel cylinders FL and RR on the left front wheel and the right rear wheel side in conjunction with the depression of the brake pedal BP, and a right front wheel and a left It is configured to generate two systems of brake fluid pressure X-piped with a second channel circuit 2 constituting a main circuit connected to the wheel cylinders FR, RL on the rear wheel side. The master cylinder MC is provided with a reservoir tank RT for storing the hydraulic fluid.

In the following description, since the configurations of the two channel circuits 1 and 2 are the same in describing the configuration, only the configuration of the first channel circuit 1 will be described below.
In both channel circuits 1 and 2, the same reference numerals are given to the same components, and the description of the configuration of the second channel circuit 2 is omitted. The first channel circuit 1 is branched into a rear wheel branch circuit 1r reaching the right rear wheel cylinder RR and a front wheel branch circuit 1f reaching the left front wheel wheel cylinder FL.

An out-side gate valve 3 is provided upstream of the first channel circuit 1, and a gate valve bypass circuit 1b and a relief circuit 1m that bypass the out-side gate valve 3 are provided. The out-side gate valve 3 is operated by a spring force when not in operation.
When the channel circuit 1 is in communication, the first
It is constituted by a normally closed 2-port 2-position electromagnetic switching valve that shuts off the channel circuit 1. Further, the gate valve bypass circuit 1b is configured such that only the flow from the upstream side (the master cylinder MC side) to the downstream side can be performed by the one valve 1c provided in the middle. In the middle of the relief circuit 1m, there is provided a relief valve 1n for releasing the hydraulic pressure when the pressure becomes equal to or higher than a predetermined pressure.

A main discharge circuit 4a for supplying discharge hydraulic fluid from the main pump 4 is connected to a connection point 1d provided between the out side gate valve 3 and the two branch circuits 1f and 1r. In the middle of the main discharge circuit 4a, a discharge valve 4b having a one-way valve structure for preventing backflow and a damper 4c for absorbing discharge pulsation are provided.

Each of the branch circuits 1r and 1f is provided with an inflow valve 5 and an outflow valve 6 for reducing, holding and increasing the brake fluid pressure of each wheel cylinder FL and RR.
That is, the inflow valve 5 is connected to each of the branch circuits 1r and 1f.
And a normally open 2-port 2-position solenoid-operated switching valve that connects the branch circuits 1r and 1f to each other by a spring force when not in operation and shuts off each branch circuit 1r and 1f when in operation. . Further, the outflow valve 6 is branched from branch points 1e, 1e provided downstream (on the side of the wheel cylinders FL, RR) from the inflow valve 5 of each of the branch circuits 1r, 1f to a discharge circuit 1 which reaches the reservoir 7.
0a, which is provided in the middle of a normally closed state which shuts off the discharge circuit 10a when not in operation and connects the discharge circuit 10a when in operation.
It is composed of an electromagnetic switching valve with two ports. In addition, each branch circuit 1r, 1f is provided with an inflow valve bypass 1h having a valve 1g while bypassing the inflow valve 5 and allowing only the flow from downstream to upstream. Further, a main suction circuit 4f connected to the suction side of the main pump 4 is connected to the discharge circuit 10a, and in the middle of the main suction circuit 4f, the main pump 4 sucks the hydraulic fluid from the reservoir 7. A suction valve 4h having a one-way valve structure is provided.

Further, at a branch point 4j provided at a position closer to the main pump 4 than the suction valve 4h of the main suction circuit 4f, a discharge valve 8d is provided on the way connected to the discharge side of the feeding pump 8. The supply / discharge circuit 8a is connected. That is, the charging pump 8 is driven in series with the main pump 4 during the stable control to supply the hydraulic fluid from the master cylinder MC side to the suction side of the main pump 4 to improve the rise of the discharge pressure of the main pump 4. The charging suction circuit 8b connected to the suction side of the charging pump 8 is connected to the master cylinder MC or the reservoir tank RT. The main pump 4 and the feed pump 8 are each configured to be driven by one motor M. An in-side gate valve 9 and a suction valve 8c for preventing backflow are provided in the middle of the feeding suction circuit 8b. The in-side gate valve 9 is a normally-closed 2-port 2-position electromagnetic switching valve that shuts off the supply / suction circuit 8b by a force of a spring when not in operation and connects the supply / suction circuit 8b when in operation. . As shown in FIG. 2, each of the valves 3, 5, 5, 6, 6, and 9 of the solenoid valve structure includes a control unit CU.
The operation is controlled by. That is, the control unit CU includes a wheel speed sensor S for detecting a rotation speed of wheels (not shown), a yaw rate sensor YR for detecting a yaw rate of the vehicle body, a steering angle sensor H for detecting a steering angle of the vehicle, and operation of a brake pedal BP. A sensor group SG having an interlocked brake switch BS and the like is connected, and the control unit CU obtains a slip ratio based on signals input from these sensor groups SG. From ABS control to reduce this slip ratio, TCS control to suppress driving wheel slip when it occurs during non-braking, and motion control to perform yaw rate in the direction to suppress this when vehicle attitude is disturbed. However, these controls are not the main components of this application. Description thereof will be omitted. Further, it is necessary to operate the main pump 4 during the ABS control, and to operate the main pump 4 and the feeding pump 8 during the stable control. However, since both pumps 4 and 8 are driven by a common motor M, the control unit The CU drives the motor M when operating any of the pumps 4 and 8.

Next, the operation of the brake control device according to this embodiment will be described. This operation is also the first
Since the operations of the second channel circuits 1 and 2 are the same, only the first channel circuit 1 will be described. a) Normal brake operation Normally, each of the valves 3, 5, 5, 6, 6, and 9 is in a non-operating state shown in the figure, and when the brake pedal BP is depressed in this state, the brake is generated in the master cylinder MC. Brake fluid pressure
The first channel circuit 1 is transmitted to each of the wheel cylinders FL and RR through the branch circuits 1f and 1r while passing through the out-side gate valve 3 and the inflow valve 5, and the wheels are braked according to the depression force of the brake pedal BP. Will be

B) At the time of ABS control When the wheels are locked or are likely to be locked during the above-described brake operation, the control unit CU detects the state based on the slip ratio and determines whether the wheels are slipping. ABS control is performed to prevent the wheels from being locked by keeping the rate within a predetermined range. That is, this AB
In the S control, the brake fluid pressure is reduced, maintained, and increased so that the wheels are not locked. First, the above-described brake operation (at this time, the brake switch B as shown in FIG.
S is turned on), and when the slip ratio of one or both of the left front wheel and the right rear wheel becomes equal to or more than a predetermined value due to the brake fluid pressure generated by the control unit CU, FIG.
As shown in the time chart of FIG.
As N, the wheel cylinders FL and RR start driving the motor M and brake the wheels that are likely to lock.
Are supplied to the inflow valve 5 and the outflow valve 6 of the branch circuits 1r and 1f connected to the inflow valve 5 to close the inflow valve 5 and open the outflow valve 6. As a result of closing the inflow valve 5, the pressure is not increased from the master cylinder MC side to the wheel cylinders FL, RR, and the wheel cylinders FL, RR are not increased.
Is discharged to the reservoir 7 through the discharge circuit 10a through the outflow valve 6, and the pressure is reduced, so that the braking force is weakened.
The working fluid stored in the reservoir 7 is sucked from the main suction circuit 4f by driving the main pump 4, and
The liquid is returned to the first channel circuit 1 via the main discharge circuit 4a. Then, as a result of the reduction of the braking force, when the slip ratio of the wheel falls below a predetermined value, the control unit CU stops supplying power to the outflow valve 6 and closes the outflow valve 6, thereby causing the wheel cylinders FL and RR to close. Is maintained.
Further, as a result of the holding operation, when the slip ratio decreases to less than another predetermined value, the control unit CU cuts off the current supply to the inflow valve 5 and opens the inflow valve 5, and as a result, the first channel which has become high pressure The hydraulic fluid of the circuit 1 is supplied to the wheel cylinders FL and RR via the opened inflow valve 5, and the braking force is increased again. By repeating the above operations, while the brake pedal BP is being depressed, the slip ratio of each wheel is kept within a predetermined range, and the ABS control is performed to obtain the maximum braking force while preventing the wheels from being locked. You. Thereafter, when the predetermined ABS control condition disappears, the control unit CU turns off the ABS control flag and stops driving the motor M. Then, in the present embodiment, when the brake switch BS is turned off thereafter, as shown in the figure, the in-side gate valve 9 is opened for a predetermined time t1 (for example, 300 mm / sec) from that point. That is, during the above-described ABS control, while the motor M is being driven, the in-side gate valve 9 is not energized and the valve is kept closed, so that the feeding pump 8 is driven by the motor M. However, as shown in FIG. 3, the pressure Pv downstream of the in-side gate valve 9 becomes negative pressure due to the suction of the supply pump 8 and the main pump 4. It has become. However, the ABS control flag is OFF
Then, when the in-side gate valve 9 is opened when the brake switch BS is turned off, the liquid in the master cylinder MC is sucked by the negative pressure, and the pressure Pv returns to the atmospheric pressure. Incidentally, when the opening of the in-side gate valve 9 is not performed, the pressure Pv becomes a negative pressure as shown by a dotted line in the figure and remains thereafter. In the present embodiment, as described above, the predetermined time t
When the brake switch BS is turned ON while the in-side gate valve 9 is being opened by three, the in-side gate valve 9 is closed. Therefore, the pressure of the master cylinder MC is controlled via the first channel circuit 1 by the wheel cylinders FL, R
It is transmitted to the R side and not transmitted to the feed pump 9 side. The control flow at the end of the above ABS control is shown in the flowchart of FIG.

C) At the time of stable control In response to an increase in the slip ratio of the drive wheels due to sudden start / acceleration, control is performed to keep the slip ratio within a predetermined range, or the posture of the vehicle is likely to be disturbed. Accordingly, when performing a stability control such as controlling the posture of the vehicle in a stable direction by the braking force, as shown in FIG.
The stability control flag is turned on, the motor M is driven, and both gate valves 3 and 9 are energized (the operation of the outside gate valve 3 is not shown). Therefore, the out-side gate valve 3 is closed, the first channel circuit 1 is shut off upstream of the connection point 1d, and the in-side gate valve 9 is opened to connect the charging / suction circuit 8b. Accordingly, as a result of the supply pump 8 sucking the hydraulic fluid in the master cylinder MC and discharging the hydraulic fluid toward the supply / discharge circuit 8a, the main pump 4 sucks the hydraulic fluid from the supply / discharge circuit 8a and discharges the main discharge circuit 4a. , The pressure of the first channel circuit 1 can be increased. The hydraulic fluid discharged to the main discharge circuit 4a is supplied to the inflow valve 5 and the outflow valve 6
Is supplied to the wheel cylinder FL or RR via the first channel circuit 1 while the pressure is being increased, held and reduced based on the operation of. As a result, the vehicle attitude can be controlled by reducing the slip ratio or causing yaw moment in the vehicle body. Incidentally, when oversteering, a braking force is applied to the rear wheel of the turning outer wheel to generate a yaw moment in the understeer direction. Can be controlled in a stable direction.

In the present embodiment, when the execution of the above-described stability control is started, the wheel cylinder pressure Pc immediately rises as shown in FIG. 3, so that a high stability control response is obtained. On the other hand, in the prior art, when the pressure Pv downstream of the in-side gate valve 9 is a negative pressure, as shown by a dotted line in the figure, the wheel cylinder pressure Pc
Rises slowly as shown by the dotted line in the figure, and thus the control responsiveness deteriorates.

As described above, in the embodiment, A
At the end of the BS control, after the brake switch BS is turned off, the in-side gate valve 9 is opened for a predetermined time t1, so that a negative pressure remains downstream of the in-side gate valve 9 after the ABS control. Therefore, there is an effect that the control responsiveness does not deteriorate when the stable control is executed thereafter. In addition, in opening the in-side gate valve 9 for the predetermined time t1 in this manner, after the brake switch BS is turned off,
Since the brake operation is performed after the end,
After the ABS control flag is turned OFF, when it is necessary to execute the ABS control again, the master cylinder pressure Pc is instantaneously transmitted to the normal state because the in-side gate valve 9 is not opened at this time. Braking is performed. Especially,
In the present embodiment, the pumps 4 and 8 share the motor M, and the driving force is applied to the feeding pump 8 even during the ABS control in which the feeding pump 8 does not need to be operated. This embodiment is effective because the pressure downstream of the in-side gate valve 9 always becomes negative during the ABS control.

Although the embodiment has been described with reference to the drawings, the present invention is not limited to this. For example,
In the embodiment, 300 mm / sec is shown as an example of the predetermined time t3 from when the driving of the motor M is stopped to when the actual rotation becomes 0 (until the in-side gate valve 9 is closed). However, the present invention is not limited to this, and may be set arbitrarily according to the characteristics of the motor to be applied. In the embodiment, the charging / discharging circuit 8a of the charging pump 8
Is connected downstream of the suction valve 4h of the main pump 4, but may be connected upstream of the suction valve 4h as in the prior art. In the embodiment, the two main pumps 4
Although the four and two feeding pumps 8 are operated by one motor M, the main pump and the feeding pump may be operated by different motors. In this case, the motor for operating the feeding pump is driven only during the stable control and the system check control. Also in this structure, at the time of the ABS control, the liquid on the side of the supply pump 8 is sucked by the suction force of the main pump 4, and a negative pressure can remain between the in-side gate valve 9 and the discharge valve 8d. Therefore, the present invention is effective. Further, in the embodiment, the example in which the in-side gate valve 9 is provided in the middle of the charging and suction circuit 8b of the charging pump 8 is shown, but it may be provided in the middle of the charging and discharging circuit 8a. In this case, a relief circuit is provided between the feed pump and the in-side gate valve to release the hydraulic pressure to the master cylinder MC when the pressure exceeds a predetermined pressure. Also, the master cylinder is shown as the operating hydraulic pressure generating means, but a pressure control valve that detects a displacement amount of a member that performs a braking operation such as a brake pedal and supplies a corresponding hydraulic pressure from a hydraulic pressure source such as a pump. Other means are also conceivable.

[0019]

As described above, in the brake control device of the present invention, when the anti-brake lock control ends, the in-side gate valve is opened for a predetermined time in accordance with the turning off of the brake switch. The negative pressure does not remain downstream of the in-side gate valve after the motor is driven by the lock control, and therefore, the problem that the control responsiveness is deteriorated at the next execution of the stable control due to the residual negative pressure is reduced. The advantage is obtained that the problem can be solved by inexpensive means of controlling the side gate valve. In addition, this effect eliminates the need to increase the capacity of the motor and the pump in order to prevent the deterioration of control responsiveness, so that the size and cost of the device can be reduced. Further, in the invention according to claim 2, since the brake switch is turned on during execution of the control for opening the in-side gate valve for a predetermined time, the in-side gate valve is immediately closed. The effect that the in-side gate valve does not hinder the transmission of the hydraulic pressure generated by the operating hydraulic pressure generation means to the wheel cylinder and the braking performance does not deteriorate is obtained. According to the third aspect of the present invention, the feed pump and the main pump share a motor, and during the ABS control, the feed pump also operates. The invention of each of the above claims is particularly effective.

[Brief description of the drawings]

FIG. 1 is an overall view showing a brake control device according to an embodiment.

FIG. 2 is a block diagram showing a main part of the embodiment.

FIG. 3 is a time chart showing the operation of the embodiment.

FIG. 4 is a flowchart illustrating a control flow when the ABS control according to the embodiment is completed.

[Explanation of symbols]

 FL Wheel cylinder RR Wheel cylinder FR Wheel cylinder RL Wheel cylinder MC Master cylinder CU Control unit (Control means) 1 First channel circuit (Main circuit) 2 Second channel circuit (Main circuit) 3 Out side gate valve 4 Main pump 4a Main Discharge circuit 4b Discharge valve 4f Main suction circuit 4h Suction valve 5 Inflow valve (hydraulic pressure control valve) 6 Outflow valve (hydraulic pressure control valve) 7 Reservoir 8 Supply pump 8a Supply / discharge circuit 8b Supply / supply circuit 8c Intake valve 8d Discharge valve 9 In side gate valve 10a Drain circuit (drain)

Claims (3)

[Claims] 1. An operating hydraulic pressure generating means for generating a hydraulic pressure in response to a brake operation by a driver; a main circuit connecting the operating hydraulic pressure generating means to a wheel cylinder for generating a braking force at a wheel; A hydraulic pressure control valve provided in the middle of the circuit and capable of reducing, holding and increasing the wheel cylinder pressure; a reservoir provided on the drain side of the hydraulic pressure control valve; and a reservoir or operating hydraulic pressure generating means. A motor-driven main pump to which a main suction circuit having a suction valve is connected while a main discharge circuit having a discharge valve capable of supplying a hydraulic pressure toward the hydraulic pressure control valve is connected; A charging / discharging circuit having a discharge valve capable of supplying hydraulic fluid toward the suction circuit, and a motor-driven charging pump having a charging / suction circuit having a suction valve connected to the operating hydraulic pressure generating means; A normally-closed in-side gate valve which is provided in the middle of a path from the suction valve of the main suction circuit to the supply suction circuit and opens and closes the circuit, between the hydraulic pressure control valve of the main circuit and the operating hydraulic pressure generating means; And a control means for controlling the operation of the hydraulic pressure control valve and the two gate valves and the driving of the motor, the control means comprising: At the time of operation of the operation hydraulic pressure generating means, the main pump is operated to perform anti-brake lock control for preventing the wheels from locking, and the hydraulic pressure is controlled by the hydraulic pressure control valve. When the vehicle is not in operation, if necessary, at least the driving force control for preventing the driving wheel slip or the motion control for stabilizing the vehicle posture by the braking force is executed according to the vehicle behavior. For this reason, while closing the out-side gate valve, opening the in-side gate valve, operating both the main / supply pumps and performing hydraulic control by a hydraulic pressure control valve, A brake control device, wherein the control means is configured to, when the anti-brake lock control ends, open the in-side gate valve for a predetermined time in accordance with an OFF of a brake switch that is linked to a driver's braking operation. 2. The control device according to claim 1, wherein the control unit causes the in-side gate valve to close immediately when the brake switch is turned on while executing control to open the in-side gate valve for a predetermined time. The brake control device according to claim 1, wherein the brake control device is configured as described above. 3. The motor according to claim 1, wherein the charging pump and the main pump share a motor.
The brake control device according to the above.