JPH11198797A - Valve and brake control device having its solenoid valve - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a solenoid valve and a brake control device having its solenoid valve capable of achieving a reduction in size with a simple structure and performing various controls satisfactorily. SOLUTION: A valve complex 47 comprises an auxiliary valve disc 52 having a magnetic body disposed on a stopper 43 side and movable in vertical direction and a main valve disc 49 having a nonmagnetic body disposed on a seat valve 44 side and movable in vertical direction. Among them, the main valve disc 49 is provided with a large diameter upper part 49b seated on the upper end of the seat valve 44 over a small diameter center part 49a, and also provided with a lower part 49c slidably fitted into a second opening part 53 of the seat valve 44 under the center part 49a. The lower part 49c of the main valve disc 49 is sealed liquid-tightly by a seal part 59, and atmospheric pressure is given, as a back pressure against the main valve disc 4-9, to the lower surface.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a solenoid valve used for, for example, a brake device, and a brake control device employing the solenoid valve as a hydraulic pressure control valve for increasing or decreasing a brake hydraulic pressure.

[0002]

2. Description of the Related Art Conventionally, a brake control device for performing traction control and turning trace control (vehicle yaw control) includes a hydraulic pressure for adjusting a wheel cylinder pressure by opening and closing a pipe from a master cylinder to a pump. An SR valve, which is an electromagnetic valve, is provided as a control valve. This SR
As shown in FIG. 14, the valve 1001 is provided with a spring 1
By 002, the pipeline is closed by urging in the direction of arrow A.

However, in the SR valve having this structure, when the brake pedal 1003 is depressed to increase the hydraulic pressure (master cylinder pressure) on the master cylinder 1004 side, the master cylinder pressure is decreased in the valve closing direction (direction of arrow A). Therefore, even if the solenoid 1005 is energized, the suction force in the direction of arrow B generated by the electromagnetic force of the solenoid 1005 may be insufficient, and the valve may not be opened.

For this reason, when the SR valve is depressed by a device for performing, for example, power assist brake control (PAB control), that is, the pump 10
If the apparatus is used as it is in a device for performing the pressurizing control for increasing the wheel cylinder pressure above normal to increase the braking force by operating No. 06, the pressurizing control may not be suitably performed.

[0005] As a countermeasure, a method of increasing the size of the solenoid is conceivable. However, the size of the SR valve is increased. For example, an SR valve using a main valve and an auxiliary valve has been proposed. This is equipped with a magnetic auxiliary valve that opens and closes the auxiliary passage by energizing the solenoid, and opens the auxiliary passage according to the operation of the auxiliary valve and the spring force applied to itself, so that the non-magnetic main valve is opened. After reducing the applied differential pressure, the main valve is opened by opening the main passage (DE1952).
9363).

[0006]

However, the SR valve having the main valve and the auxiliary valve having such a structure is not always sufficient to easily perform more precise control. That is, in recent years, a single brake control device applies wheel cylinder pressure, for example, when the brake pedal is depressed, in addition to normal brake operation, anti-skid control, traction control, and turning trace control (vehicle yaw control). Although power assist brake control for improving braking performance by performing pressure control is performed, the above-described conventional SR valve that only performs a simple opening / closing operation is not sufficient as an SR valve for more appropriately performing various controls. .

Further, even if a configuration for performing a complicated operation is added, a complicated structure is not preferable because the size of the apparatus is increased and the cost is increased. The present invention has been made in order to solve the above-mentioned problems, and it is possible to realize downsizing with a simple configuration, and to appropriately perform various controls, and a brake control device using the solenoid valve. The purpose is to provide.

[0008]

Means for Solving the Problems According to the first aspect of the present invention, there is provided a throttle communication path for narrowing a flow path of a pipeline, and the throttle communication path moves in a predetermined direction (for example, an axial direction). A main valve provided with a main valve body that can be opened and closed except for a main communication passage communicating with a pipe, except for a main communication passage that moves in a predetermined direction that is a moving direction of the main valve body. An auxiliary valve having an auxiliary valve element capable of opening and closing the valve, and a main valve element urging means (for example, an auxiliary spring) for urging the main valve element in a direction to close the main communication passage.
An auxiliary valve element urging means (e.g., a return spring) for urging the auxiliary valve element in a direction to close the throttle communication passage; and an auxiliary valve element (directly or directly) against the urging force of the auxiliary valve element urging means. Electromagnetic force applying means (for example, a solenoid) for applying an electromagnetic force that urges the throttle communication path in the opening direction (indirectly).
The main valve senses a substantially absolute pressure applied to the main valve body, and the main valve body
The gist of the present invention is to provide a solenoid valve characterized in that the urging force in the direction of closing the main communication passage changes according to the magnitude of the substantially absolute pressure.

According to the present invention, the auxiliary valve can be opened and closed depending on the presence or absence of an electromagnetic force, and the opening and closing state of the main valve is controlled by a substantially absolute pressure applied to the main valve body (for example, a brake operation pressure using the atmospheric pressure or a reservoir pressure as a back pressure). By adjusting, the opening / closing state of the solenoid valve can be adjusted. For example, when the absolute pressure is small, the urging force for closing the main body is small (or not present). Can be opened (fully open state). On the other hand, when the absolute pressure is large, the urging force for closing the main valve is large, so that the main valve is closed (half-open state) even if the auxiliary valve is moved to open the auxiliary valve. .

Here, the target to which the electromagnetic valve is provided may be the auxiliary valve itself, but the auxiliary valve may be moved indirectly by applying an electromagnetic force to another magnetic member. Further, as a configuration for detecting the substantially absolute pressure, for example, the brake fluid generated when an atmospheric pressure or a reservoir pressure (substantially equal to the atmospheric pressure) is applied to one of the main valve bodies and the brake pedal is depressed to the other one. It is possible to adopt a configuration in which a pressure is applied and the differential pressure is applied.

Further, the main valve has a movable main valve body, thereby indicating a structure of a valve for opening and closing the main communication passage. The auxiliary valve has a movable auxiliary valve body. This shows the configuration of a valve that opens and closes the throttle communication passage. According to the second aspect of the present invention, when the electromagnetic force is not applied, the main valve and the auxiliary valve are closed, and when the hydraulic pressure is not applied in the direction in which the main valve is closed, When the electromagnetic force is applied, the main valve is fully opened, and when the hydraulic pressure is applied in the direction in which the main valve closes, the auxiliary valve is applied when the main valve is closed by applying the electromagnetic force. Acts on the main valve body in the direction in which the main valve closes, such that the auxiliary valve body urging means and the main valve body urging means act on the main valve body in the direction in which the main valve closes. The urging force is set by the pressure difference between the pressure inside the valve body and the back pressure.

In the present invention, the magnitude of the urging force is set so that the open state of the solenoid valve can be adjusted to a fully closed state, a fully open state, and a half open state. For example, when the electromagnetic force is not applied, the urging force of the auxiliary valve body urging means is set to be larger than the urging force of the main valve body urging means in order to bring the main valve and the auxiliary valve to the fully closed state where they are closed. I do.

Further, for example, when there is no application of the hydraulic pressure in the direction in which the main valve closes, the electromagnetic force is applied to the auxiliary valve body so that the main valve is fully opened so that the main valve is fully opened. The urging force is set to be larger than the urging means, and the urging force of the main valve body urging means is set to an appropriate magnitude that can move the main valve body.

Further, for example, when the hydraulic pressure is applied in the direction in which the main valve closes, the application of electromagnetic force causes the auxiliary valve to open in a half-open state with the main valve closed. To
The electromagnetic force is set to be greater than the urging means of the auxiliary valve body, and the urging force of the main valve body due to the hydraulic pressure in the direction in which the main valve closes is set to be larger than the urging force of the main valve body urging means. At this time, the biasing force due to the back pressure acting on the main valve body is
For example, by setting the pressure to the atmospheric pressure or the reservoir pressure, the main valve body can be moved by the absolute pressure.

According to the third aspect of the present invention, the solenoid valve includes a brake fluid pressure generating means (for example, a master cylinder) for generating brake fluid pressure during vehicle braking, and a wheel braking force generating means (wheel braking force generating means for generating wheel braking force during vehicle braking). For example, wheel cylinder)
A hydraulic pressure control valve disposed in a pipeline between the suction side of the pump that supplies brake fluid to the side, and a hydraulic pressure in a direction in which the main valve closes is a brake hydraulic pressure generated by a brake operation. It is.

The present invention shows an object to which an electromagnetic valve is used. For example, when the solenoid valve is used as a hydraulic pressure control valve disposed between a master cylinder and a suction side of a pump, this liquid is used. By adjusting the open / close state of the pressure control valve,
Various types of brake control as described below can be suitably performed.

For example, when the electromagnetic valve is turned off during normal braking or anti-skid control, the auxiliary valve element is provided by the auxiliary valve element urging means (having a larger urging force than the main valve element urging means). The main valve body is also urged to shut off the main communication passage while being urged to shut off the main communication passage, so that the fully closed state of the solenoid valve is maintained.

In the fully closed state, for example, the pipeline from the master cylinder to the pump is shut off.
It is possible to perform a normal braking operation via another pipeline, a pressure reduction operation at the time of anti-skid control in which the other pipeline is shut off and the brake fluid is released to the reservoir, and the like.

For example, when performing traction control or turning trace control (vehicle yaw control),
Considering the case where the brake pedal is not depressed, there is no hydraulic load (load due to increase in brake hydraulic pressure) in both the main valve body and the auxiliary valve body. At this time, by turning on the electromagnetic valve to generate the electromagnetic force, the auxiliary valve element moves in the suction direction (by the suction force generated by the electromagnetic force), overcoming the urging force of the auxiliary valve element urging means. This allows
The main valve element that is no longer pressed by the auxiliary valve element moves in the valve opening direction by the main valve element urging means because the brake fluid pressure has not increased (the brake pedal has not been depressed),
The main communication passage is opened to be fully opened.

In this fully opened state, for example, the pipe line from the master cylinder to the pump is opened to the maximum, so that a sufficient flow rate can be secured. Therefore, the pump can be operated to increase the wheel cylinder pressure, for example, quickly and sufficiently.

Further, when the brake pedal is depressed, for example, when power assist brake control (PAB control: pressurization control) for improving the braking force by increasing the wheel cylinder pressure, for example, the main valve body and the auxiliary valve body are used. In both cases, when the case where the brake pedal is depressed is considered, a state in which a hydraulic load is applied.

According to the present invention, in this state, when the electromagnetic valve is turned on to generate an electromagnetic force (attraction force), the auxiliary valve body moves against the auxiliary valve body urging means, and the throttle communication passage is formed. Opens.
At this time, since the brake fluid pressure which overcomes the main valve body urging means is applied to the main valve body and cannot move, the main communication passage cannot be opened. As a result, the main valve is closed, and only the auxiliary valve is opened.

By operating the pump in this half-open state, for example, the wheel cylinder pressure can be smoothly increased without pressure fluctuation, and the braking force can be improved while ensuring a good brake feeling. . The invention according to claim 4 is a portion that constitutes a flow path of the brake fluid in the solenoid valve, and has one end in the moving direction of the main valve body,
A first opening for applying a brake fluid pressure by a brake operation to the main valve body, and an atmospheric pressure or a reservoir pressure for the main valve body on the other end side of the main valve body. , And a third opening communicating with the suction side of the pump is provided between the first opening and the second opening.

The present invention exemplifies the configuration of the flow path in the solenoid valve. With this configuration, the pressure from the first to third openings is applied to the main valve body, thereby resulting in the main valve. It is possible to move the body by substantially absolute pressure. According to the invention of claim 5, (the main valve element in the solenoid valve)
The outer periphery of the other end of the main valve body disposed at the other end is slidable via a seal portion.

The present invention exemplifies the configuration of the other end of the main valve body. The outer periphery of the other end is liquid-tight (oil-tight) at the reel portion, so that the outer periphery of the other end is closed. , Atmospheric pressure or reservoir pressure. The invention of claim 6 is
A portion that constitutes a flow path of brake fluid in the solenoid valve, and has a first opening for applying brake fluid pressure by a brake operation to the main valve body at one end in the moving direction of the main valve body. And a second opening on the other end side of the main valve body for applying atmospheric pressure or reservoir pressure to the main valve body, and further comprising a first opening and a second opening. A third opening communicating with the suction side of the pump is provided therebetween, and the second opening is slid in accordance with application of brake fluid pressure by a brake operation, and the other end of the main valve body is closed. The main valve body is provided with an end-side action portion that locks and moves the main valve body in a direction that closes the main communication passage.

According to the present invention, the sliding resistance of the main valve body is reduced by the side action portions. That is, for example, if the other end of the main valve element slides directly via the seal portion, the sliding resistance is inevitably increased, and the spring or the like tends to increase. Thus, in the present invention, the main valve body is configured not to slide the other end of the main valve body but to slide the end side working portion, and the main valve body is locked to this end side working portion, and The main valve body is moved accordingly.

Therefore, when there is no brake fluid pressure (the electromagnetic force is on), the main valve is not affected by the end-side working portion and the main valve itself does not slide. It is possible to move in the valve opening direction by a slight urging force of the main valve body urging means. Further, when the brake fluid pressure increases, the end-side working portion slides and moves due to the pressing force, and at the time of the movement, the other end of the main valve body is locked, and the main valve body is locked. Can be moved in the valve closing direction.

Therefore, the urging force of the main valve body urging means can be reduced, and other urging forces can be reduced, so that the solenoid valve can be downsized. According to a seventh aspect of the present invention, the end-side working portion is a movable portion sealed by a seal portion and slidable in the movement direction, a second auxiliary spring for urging the movable portion toward the auxiliary valve body, and a movable portion. And a locking portion for locking the other end of the main valve body.

In the present invention, the configuration of the end-side working portion is exemplified, and as described above, the sliding resistance of the main valve body can be reduced, and the solenoid valve can be downsized. .
In a preferred embodiment of the present invention, the second opening is connected to the reservoir, and the end-side working portion is provided with an end communication passage communicating between the reservoir and the inside of the solenoid valve. Is equipped with a check valve that permits only the flow of brake fluid from the reservoir to the inside of the solenoid valve.

In the present invention, the check valve is provided at the end working portion, and the master cylinder (and the pump suction side) is provided.
The check valve is closed for the flow of fluid from the reservoir to the reservoir, and conversely, the check valve is opened for the flow of fluid from the reservoir to the pump suction side (master cylinder). As a result, various types of brake control can be suitably performed, and the size of the device can be reduced. That is, both the suction of the pump from the reservoir during the anti-skid control and the prevention of fluid inflow to the reservoir during the PAB control can be realized with a simple configuration inside the solenoid valve.

According to a ninth aspect of the present invention, the second opening is connected to the reservoir, and the end-side working portion is sealed by a seal portion, and the movable portion is slidable in the moving direction; Auxiliary spring for urging the main valve body toward the auxiliary valve body, a locking portion extending from the movable portion to lock the other end of the main valve body, and an end communication passage for connecting the reservoir side to the inside of the solenoid valve. The main valve body penetrates through the end communication passage, and only the flow of the brake fluid from the reservoir to the inside of the solenoid valve is permitted at the other end of the main valve body. It is configured.

The present invention shows another example in which a check valve is provided on the end-side operating portion. Also in this case, the check valve closes when the fluid flows from the master cylinder (and the pump suction side) to the reservoir, and conversely, when the fluid flows from the reservoir to the pump suction side (the master cylinder). Is a configuration in which the check valve is opened.
As a result, various types of brake control can be suitably performed, and the size of the device can be reduced. That is,
Pump suction from the reservoir during anti-skid control,
The prevention of fluid inflow to the reservoir during PAB control can be achieved with a simple configuration inside the solenoid valve.

According to a tenth aspect of the present invention, a pressure regulating valve for adjusting the pressure difference between the third opening and the inside of the solenoid valve to within several atmospheres is provided integrally with the solenoid valve at the other end of the main valve body. ing. In the present invention, the solenoid valve is provided with a pressure regulating valve. Therefore, the pressure on the third opening side (for example, the suction side of the pump) and the pressure on the suction side of the pump can be adjusted within a few atmospheres, so that, for example, a rotary seal portion that is weak against high pressure on the pump suction side can be protected. There is.

According to an eleventh aspect of the present invention, in the pressure regulating valve, a piston disposed in the second opening presses a valve element that opens and closes a communication path that communicates the third opening with the inside of the solenoid valve. It is a configuration that opens the road. The present invention exemplifies a configuration of a pressure regulating valve, in which a piston (or a rod or the like connected to the piston) moves a valve body to open and close its flow path to adjust a differential pressure. Can be.

According to a twelfth aspect of the present invention, there is provided a solenoid valve which constitutes a flow path of brake fluid in the solenoid valve, wherein two main valves are independently formed in series as a main valve element and a second main valve element in series. A first opening is provided at one end of the main valve body for applying brake fluid pressure to the main valve body by a brake operation, and a second main valve is provided at the other end of the main valve body. The main valve element is located at one end of the second main valve element, and the atmospheric pressure or the reservoir pressure is applied to the second main valve element at the other end of the second main valve element. And a third opening communicating with the suction side of the pump between the first opening and the second opening. Further, the second opening has a brake fluid by a brake operation. An end-side action portion that slides in response to the application of pressure and moves the second main valve body in a direction to close the main communication passage is provided.

According to the present invention, the sliding resistance of the main valve body is reduced by the side working portion. That is, for example, if the other end of the main valve element slides directly via the seal portion, the sliding resistance is inevitably increased, and the spring or the like tends to increase. Therefore, in the present invention, instead of sliding the other end of the main valve body, the end-side working portion is slid, and the second main valve body is engaged with the end-side working portion. The second main valve body is moved as required.

Therefore, when there is no brake fluid pressure (when the electromagnetic force is ON), the main valve body is not affected by the end-side working portion, and the main valve body itself does not slide. It is possible to move in the valve opening direction by a slight urging force of the main valve body urging means. Further, when the brake fluid pressure increases, the end-side working portion slides and moves due to the pressing force, and at the time of the movement, the second main valve body can be moved in the valve closing direction.

Therefore, the urging force of the main valve body urging means can be reduced, and other urging forces can be reduced, so that the solenoid valve can be downsized. Furthermore, since the mover side and the end side action portion of the solenoid valve are basically independent configurations, the degree of freedom in the device configuration such as arrangement is increased.

According to a thirteenth aspect of the present invention, the end-side working portion includes a movable portion sealed by a seal portion and slidable in a moving direction, and a second auxiliary spring for urging the movable portion toward the auxiliary valve body. A seat portion extending from the movable portion and opening and closing the main communication passage as a second main valve body.

The present invention exemplifies the configuration of the end-side working portion. As described above, the sliding resistance of the main valve body can be reduced, and the size of the solenoid valve can be reduced. .
A fourteenth aspect of the present invention provides a brake fluid pressure generating means for generating brake fluid pressure during vehicle braking, a wheel braking force generating means for generating wheel braking force during vehicle braking, and a wheel braking force generating means from the brake fluid pressure generating means side. A pump for supplying brake fluid to the means side; and a hydraulic pressure control valve disposed in a conduit communicating the brake fluid generating means with the suction side of the pump. A brake control device for increasing the brake fluid pressure of the means, wherein the hydraulic pressure control valve is used when the pump is operated to increase the brake fluid pressure, according to any one of claims 1 to 13. A gist of the present invention is a brake control device using an electromagnetic valve.

The present invention is directed to a brake control device using the above-described solenoid valve. This brake control device increases a braking force by, for example, increasing a wheel cylinder pressure when a brake pedal is depressed. For example, power assist brake control (PAB control: pressurization control)
And a device for performing the above.

In this case, the electromagnetic valve can be set to a fully closed state, a fully open state, and a half open state by turning on / off the electromagnetic force by the electromagnetic force urging means and depressing the brake pedal. Therefore, various controls can be suitably performed.

[0043]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings. First Embodiment a) FIG. 1 shows a schematic diagram of a brake pipe of a brake control device using the solenoid valve of the present embodiment. In the present embodiment, the brake control device according to the present invention is applied to a front-wheel drive four-wheeled vehicle that forms an X-pipe hydraulic circuit including respective pipe systems of right front wheel-left rear wheel, left front wheel-right rear wheel. An example will be described.

This brake control device not only performs anti-skid control (ABS control), turning trace control (vehicle yaw control), and traction control (TRC control), but also increases the master cylinder pressure more than usual especially when the brake pedal is depressed. This device has a configuration capable of performing power assist brake control (PAB control: pressurization control).

As shown in FIG. 1, the brake pedal 1 is connected to a booster 2, and the booster 2 boosts the brake pedal force and the like. The booster 2 has a push rod 2 a for transmitting the boosted treading force to the master cylinder 3, and the push rod 2 a presses a master piston 3 a disposed on the master cylinder 3, whereby the master cylinder pressure is increased. Occurs. This master cylinder pressure is
The power is transmitted to the wheel cylinder 5 for the right front wheel FR and the wheel cylinder 6 for the left rear wheel RL.

The master cylinder 3 is connected to a master reservoir 4 for supplying brake fluid into the master cylinder 3 and storing excess brake fluid in the master cylinder 3. In the following description, the right front wheel FR and the left rear wheel RL will be described, but the left front wheel FL which is the second piping system will be described.
The same applies to the right rear wheel RR side, and the description is omitted.

The brake control device has a pipe KA connected to the master cylinder 3, and a proportional control valve (PV; proportioning valve) 11, for example, is reversely connected to the pipe KA. By the proportional control valve 11, the pipe KA is connected to the pipe KA1 which receives the master cylinder pressure between the master cylinder 3 and the proportional control valve 11, and the pipe KA1 between the proportional control valve 11 and each of the wheel cylinders 5, 6. It is divided into two parts, road KA2.

When the brake fluid flows in the forward direction, the proportional control valve 11 normally transmits the reference pressure of the brake fluid to the downstream side with a predetermined damping ratio. By reverse connection, the pipeline KA
The two sides are the reference pressure. An SM valve 15 is disposed on the wheel cylinders 5 and 6 side of the proportional control valve 11. The SM valve 15 is configured as a two-position valve that can control the pipe line KA2 to a communicating / cutoff state. The SM valve 15 is provided with a relief valve 15a that opens when the brake fluid pressure on the wheel cylinders 5 and 6 exceeds a predetermined value when the SM valve 15 is shut off.

Further, the pipeline KA2 is branched from the SM valve 15 into two, and one of them is provided with a pressure increasing control valve 12 for controlling the pressure increase of the brake fluid pressure to the wheel cylinder 5.
On the other hand, a pressure increase control valve 13 for controlling the pressure increase of the brake fluid pressure to the wheel cylinder 6 is provided.

The pressure increase control valves 12 and 13 are configured as two-position valves that can control the communication / shutoff state by an electronic control unit (ECU 20: see FIG. 2). When the two-position valve is controlled to communicate, the master cylinder pressure or the brake fluid pressure generated by the pump 21 discharging the brake fluid can be applied to the wheel cylinders 5 and 6.

The pipeline KB connecting the pipeline KA2 between the pressure increase control valves 12 and 13 and the wheel cylinders 5 and 6 and the reservoir hole 22a of the reservoir 22 has an ECU.
Pressure-reducing control valve 2 that can control the communication / shutoff state by means of 20
3, 24 are provided respectively.

Further, the proportional control valve 11 and the pressure increasing control valve 12,
13 connecting the reservoir 13 and the reservoir hole 22a of the reservoir 22
For example, a rotary pump 21 is provided in C.
A motor 26 is connected to the pump 21, and the pump 21 is driven by the motor 26. In order to reduce the pulsation of the brake fluid discharged from the pump 21, the accumulator 2 is provided on the discharge side of the pump 21 in the pipeline KC.
7 are provided.

A pipe KD is provided to connect between the reservoir 22 and the pump 21 and the master cylinder 3, and the pump 21 supplies the brake fluid on the pipe KA1 side through the pipe KD. By pumping and discharging to the pipeline KA2 side, the wheel cylinder pressure in the wheel cylinders 5, 6 is made higher than the master cylinder pressure to increase the wheel braking force. The proportional control valve 11 holds the pressure difference between the master cylinder pressure and the wheel cylinder pressure at this time.

The pipe KD is provided with an SR valve 28 which is an electromagnetic valve functioning as a hydraulic control valve. This S
As will be described in detail later, the R valve 28 is a normally-closed (Normal Close) valve which is normally closed, but is opened when energized and opens its conduit KD. It switches to the fully open or half open state.

As shown in FIG. 2, the ECU 20 includes a well-known CPU 20a, a ROM 20b, and a RAM 20c.
And a microcomputer including an input / output unit 20d and the like. The ECU 20 is supplied with power when an ignition switch (not shown) is turned on, receives signals from the wheel speed sensor 31 and a stop switch 32 that is turned on when the brake pedal 1 is depressed, and slips the wheels 5 and 6. A state is calculated and estimated, and a calculation control for braking force control is performed, and the pressure increasing control valves 12 and 13, the pressure reducing control valves 23 and 24, and the SM valve 1
5. Output drive control signals for the SR valve 28 and the pump motor 26.

B) Next, the SR valve 2 which is the main part of this embodiment
8 and its operation will be described in detail with reference to FIGS. 3 shows a "fully closed state" corresponding to the position A in FIG. 1, FIG. 4 shows a "fully opened state" corresponding to the position C in FIG. 1, and FIG. 5 corresponds to the position B in FIG. "Half-open state" is shown.

I) First, the structure of the SR valve 28 will be described. As shown in FIG. 3, the SR valve 28 has a solenoid 40
And a valve mechanism 41 configured over a housing (not shown) and the solenoid 40.

The solenoid 40 has a cylindrical hollow portion 42 at the center thereof and a stopper 43 for closing the upper end of the hollow portion 42. The valve mechanism 41 includes:
A cylindrical seat valve (main valve seat) 44 and a seat valve 4
Sleeve 46 extending from 4 and constituting the outer periphery of valve mechanism 41
And a valve complex 47 arranged in the sleeve 46 and movable in the vertical direction.

The sleeve 46 is a non-magnetic member. The lower end of the sleeve 46 is externally fitted and fixed to the upper portion of the seat valve 44, and the upper end of the sleeve 46 is externally fitted and fixed to the stopper 43. A first opening 51 communicating with the master cylinder 3 is provided. The seat valve 44 is provided with a main communication passage 48 in its axial direction.
The main valve body 49 opens and closes 8.

At the lower end of the seat valve 44, the second opening 5 into which the lower part (other end) 49c of the main valve body 49 is inserted.
3 is provided, and a third opening 58 communicating with the main communication passage 48 is provided on a side wall of the seat valve 44. still,
When the second opening 53 is connected to the atmosphere side, the main valve body 4
In the case where the atmospheric pressure is applied to the lower portion 49c of 9 and it is connected to the reservoir 22, the reservoir pressure is applied. Hereinafter, the case where the atmospheric pressure is applied will be described.

The third opening 58 communicates with the suction side of the pump 21, whereby the third opening 58 is supplied from the master cylinder 3 side to the first opening 51 of the sleeve 46.
The brake fluid flowing through the main communication passage 48 or the throttle communication passage 54, which will be described later, is discharged to the wheel cylinders 5 and 6 via the pump 21.

The valve complex 47 is disposed on the stopper 43 side and is movable in the vertical direction in the figure, and is disposed on the seat valve 44 side and is movable in the vertical direction. It is composed of a main valve body 49 made of a magnetic material. The main valve element 49 has a large-diameter upper portion (one end portion) 49b that is seated on the upper end of the seat valve 44 above the small-diameter central portion 49a (in the direction of arrow B). Below (in the direction of arrow A), a lower portion 49c slidably fitted in the second opening 53 of the seat valve 44 is provided.

The lower portion 49c of the main valve element 49 is liquid-tight (oil-tight) by a seal portion 59, and the lower surface thereof is provided with atmospheric pressure as a back pressure for the main valve element 49.
On the other hand, on the outer periphery of the upper part 49b of the main valve element 49, an auxiliary spring 56 which contacts the upper end of the seat valve 44 and urges the main valve element 49 in the direction of opening the main communication passage 48 (the direction of arrow B).
Is arranged.

The main valve element 49 is provided with a throttle communication passage 54 which is bent in a substantially rectangular shape from the center of the shaft.
The auxiliary valve body 52 opens and closes the throttle communication passage 54. The upper portion 49 b of the main valve body 49 has a first opening 51.
A communication hole 49d that communicates with the throttle communication passage 54 is provided.

The auxiliary valve element 52 is a substantially rod-shaped valve element, and its distal end 52a protrudes downward. Side portions of the auxiliary valve element 52 are connected to the upper and lower surfaces of the auxiliary valve element 52 so as to communicate with each other. An opening 52b is provided. This auxiliary valve element 52 is provided with a return spring 57 disposed above the auxiliary valve element 52.
Accordingly, the main valve element 49 is urged in a direction (arrow A direction) to close the throttle communication passage 54. Specifically, one end of the return spring 57 abuts the stopper 43 and the other end abuts the bottom of the concave portion 52c of the auxiliary valve body 52, and the return spring 57 is interposed therebetween in a compressed state. Thus, the auxiliary valve body 52 is biased in a direction to close the throttle communication passage 54 of the main valve body 49.

As a result, the tip 52a of the auxiliary valve body 52
Abuts on the valve seat 54a on the upper part of the throttle communication passage 54 to close the throttle communication passage 54. Further, a plate 60 is interposed between the stopper 43 and the auxiliary valve body 52 to avoid a direct contact therebetween and prevent a magnetic short circuit.

The auxiliary valve body 52 and the return spring 5
7, an auxiliary valve is constituted by the valve seat 54a and the like of the throttle communication passage 54, and the main valve body 49, the auxiliary spring 56, the seat valve 4
The main valve is constituted by a seating portion 4 and the like. The throttle communication passage 54 is considerably narrower than the main communication passage 48.

Since the main valve body 49 is provided with the throttle communication path 54, the main communication path 54 is not completely closed by the main valve body 59, and the main valve body 49 is connected to the seat valve 44. Even if the seat is seated, the portion of the throttle communication passage 54 is open unless the auxiliary valve body 52 is seated. Therefore, at least a state in which the main communication passage 48 is open is a “fully open state”, a state in which the main communication passage 48 and the throttle communication passage 54 are both closed is a “fully closed state”, and the main communication passage 48 is closed but the throttle is closed. The state in which the communication passage 54 is open is referred to as a “half-open state”.

Ii) Next, the relationship between the forces applied to the components in the SR valve 28 will be described. In the present embodiment, as shown in FIG. 3, the cross-sectional area (main seat cross-sectional area A1) of the portion where the main valve body 49 is seated in the main communication path 48 is the throttle communication path 5
4 is set larger than the cross-sectional area (the auxiliary seat cross-sectional area A2) of the portion where the auxiliary valve body 52 is seated. For example, A2 / A1 is set to a value of 1/30.

The pressure receiving area (A3) of the differential pressure applying portion of the main valve body 49 is set to be slightly smaller than the main seat cross-sectional area (A1), for example. Also, the return spring 57
Of the auxiliary spring 56 (Fs1)
p2) It is set larger.

Further, an electromagnetic force generated when the solenoid 40 is energized (turned on) generates a suction force (Fcoil) on the auxiliary valve body 52. The main valve element 49 has
A substantially constant urging force (Fa) due to the atmospheric pressure is always applied through the lower portion 49c, but the urging force (Fa) due to the atmospheric pressure is also applied to the brake fluid. Accordingly, the brake fluid pressure (Pa) generated by the depression of the brake pedal 1 and applied to the auxiliary valve body 52 and the main valve body 49 is equal to the SR valve 2
8 can be regarded as an absolute pressure, not a differential pressure between the upstream pressure and the downstream pressure.

Since the urging force (Fa) due to the atmospheric pressure is applied not only to the lower surface of the lower portion 49c of the main valve body 49 but also to the brake fluid, the following pressure balance is considered. Is not specifically described. here,
The conditions for maintaining the fully open state, fully closed state, and half open state described above will be described using equations.

In the fully closed state (see FIG. 3), in the fully closed state, the urging force (Fsp1) of the return spring 57 and the urging force (Fsp2) of the auxiliary spring 56 act. It is as follows.

Fsp1>Fsp2> 0 Fully open state (see FIG. 4) Fully open state (however, when the brake pedal 1 is not depressed)
The force to be taken into consideration is the urging force (Fsp1) of the return spring 57 and the urging force (Fsp2) of the auxiliary spring 56.
And the suction force (Fcoil) generated on the auxiliary valve body 52 by the solenoid 40. The conditions required between them are as follows.

Fsp2> 0 Fcoil> Fsp1 Half-open state (see FIG. 5) In the half-open state (when the brake pedal 1 is depressed), the force to be considered is the urging force of the return spring 57 (F
sp1), the urging force of the auxiliary spring 56 (Fsp2), the urging force (A2 · Pa) on the auxiliary valve body 52 due to the brake hydraulic pressure (Pa; absolute pressure) generated by the depression of the brake pedal 1, and the brake hydraulic pressure (Pa), the urging force (A3 · Pa) against the main valve element 49, and the solenoid 40
The suction force (Fcoi
l), and the conditions required during these are as follows.

Fcoil> Fsp1 + A2 · Pa A3 · Pa> Fsp2 (However, the differential pressure applied to the seat area A1 is smaller than the brake pressure Pa and is ignored.) Iii) Next, in the operation of the brake control, The accompanying operation in the SR valve 28 will be described.

During normal braking and anti-skid control (fully closed state; FIG. 3) In this embodiment, for example, during normal braking and anti-skid control, when the SR valve 28 is off,
As shown in FIG. 3, the auxiliary valve element 52 is urged in the direction of arrow A by the return spring 57 to shut off the throttle communication passage 54, and the main valve element 49 is pressed downward via the auxiliary valve element 52. , The main communication passage 48 is shut off, so that the SR valve 28 is maintained in the fully closed state.

In this fully closed state, since the pipeline KD from the master cylinder 3 to the pump 21 is shut off, the normal brake operation and the anti-skid control during the anti-skid control are performed via the other pipelines KA1 and KA2. A decompression operation or the like is performed. For example, when the SR valve 28 is turned off and the pipeline KD is shut off and the brake pedal 1 is depressed, the pipeline K
Since A1 and KA2 are in communication, the wheel cylinder pressure increases, and a braking force by the normal brake is generated.

Further, the SR valve 28 is turned off, and the line K
It is assumed that when D is shut off, the brake pedal 1 is depressed and the slip state becomes excessive, thereby performing anti-skid control. Among them, for example, when the pressure is reduced by the anti-skid control, for example, in a state where the pressure increase control valve 12 is turned on and the line KA2 is shut off, the pressure reduction control valve 23 is turned on to open the line leading to the reservoir 22, and the wheel is opened. The brake pressure of the cylinder 5 is reduced.

In this case, when the SR valve 28 is fully closed,
There is no inflow from the master cylinder 3 to the reservoir 22 via the conduit KD. At the time of traction control, at the time of turning trace control (vehicle yaw control) (fully opened state; FIG. 4), for example, when performing traction control or turning trace control (vehicle yaw control), when the SR valve 28 is turned on, Considering the state where the brake pedal 1 is depressed, neither the main valve body 49 nor the auxiliary valve body 52 has a hydraulic pressure load (absolute pressure Pa due to an increase in the brake hydraulic pressure).

Therefore, the suction force (F
As a result, the auxiliary valve element 52 moves in the suction direction (upward), as shown in FIG. 4, by overcoming the urging force of the return spring 57. The movement of the auxiliary valve body 52 removes the force for compressing the auxiliary spring 56, and the urging force of the auxiliary spring 56 causes the main valve body 4 to move.
9 moves upward, the main communication passage 48 is opened, and becomes fully open. In this case, although the throttle communication passage 54 is closed, the main communication passage 48 is open, so that the throttle communication passage 54 is still fully opened.

In this fully opened state, the pipeline from the master cylinder 3 to the pump 21 is opened to the maximum, so that a sufficient flow rate can be secured. Therefore, the pump 21 can be operated to increase the wheel cylinder pressure quickly and sufficiently.

For example, when increasing the wheel cylinder pressure during traction control or turning trace control (vehicle yaw control), the SR valve 28 is turned on to open the pipeline KD. At this time, by operating the pump 21, the brake fluid can be supplied from the master cylinder 3 side to the wheel cylinders 5 and 6 side to increase the wheel cylinder pressure.

During power assist brake control (PAB
At the time of control: at the time of pressurization control (half-open state, FIG. 5) When the brake pedal 1 is depressed, for example, when pressurization control is performed to increase the braking force by increasing the wheel cylinder pressure, the brake pedal 1 is depressed. By having
Both the main valve body 49 and the auxiliary valve body 52 are in a state where a hydraulic load (Pa) is applied.

In this embodiment, when the solenoid 40 of the SR valve 28 is turned on in this state, the set load (Fsp1) of the return spring 57 and the setting of the auxiliary spring 56 are set so that only the auxiliary valve opens and the main valve closes. Set load (Fsp2), urging force (A2 · P
a) Auxiliary seat cross-sectional area (A2) that defines a), main valve element 49
Pressure-load section cross-sectional area (A3) that defines the urging force (A3 · Pa) with respect to pressure, and the suction force (Fcoi
l) is set as shown in ii) above.

Therefore, when the brake pedal 1 is depressed,
Even when the brake fluid pressure (Pa) is generated, if the solenoid 40 is turned on, the suction force (Fco
il) is sufficiently larger than a value obtained by adding the set load (Fsp1) of the return spring 57 to the urging force (A2 · Pa) in the direction of arrow A caused by the brake fluid pressure (Pa) applied to the auxiliary valve body 52. As a result, only the auxiliary valve 52
Then, the throttle communication passage 54 is opened (the auxiliary valve is opened).

At this time, the urging force (A3 · P) in the direction of arrow A resulting from the brake fluid pressure (Pa) applied to the main valve body 49
Since a) is sufficiently larger than the set load (Fsp2) of the auxiliary spring 56, the main valve element 49 cannot move and remains seated (the main valve remains closed).

That is, when the main valve is closed and the auxiliary valve is opened, a half-open state is realized. Then, by operating the pump 21 in this half-open state, the wheel cylinder pressure can be smoothly increased without pressure fluctuation, and the braking force can be improved while ensuring a good brake feeling.

As described above, in this embodiment, since the SR valve 48 can be switched between the fully closed state, the fully opened state, and the half open state, the above-described various controls can be suitably performed. Further, the configuration of the SR valve 48 can be simplified, and the size can be reduced. Second Embodiment Next, a second embodiment will be described with reference to FIGS.
The description of the same parts as those in the first embodiment will be omitted or simplified.

FIGS. 6 to 8 are cross-sectional views showing a schematic configuration of an electromagnetic valve (SR valve). FIG. 6 shows a fully closed state of the SR valve.
FIG. 7 shows a fully opened state of the SR valve, and FIG. 8 shows a partially opened state of the SR valve. i) First, the structure of the SR valve will be described.

The SR valve of the present embodiment is obtained by devising the configuration of the lower end of the main valve so as to reduce the sliding resistance of the main valve. As shown in FIG. 6, the SR valve has a solenoid 70
And a valve mechanism 71 configured over a housing (not shown) and the solenoid 70.

The valve mechanism 71 has a sleeve 72 which forms a part of the outer periphery thereof, a seat valve 74 which is fitted to a lower end of the sleeve 72 and has a main communication passage 73, and a throttle which is disposed through the seat valve 74 and is throttled. A main valve body 77 having a communication passage 76, an auxiliary valve body 78 disposed above the main valve body 77 (in the direction of arrow B), and a second opening 79 below the seat valve 74 (in the direction of arrow A). And an end-side action portion 81 which is slidably inserted in the up-down direction.

The auxiliary valve body 78 has the same shape as that of the first embodiment, and is urged downward by the return spring 82 in the valve closing direction of the auxiliary valve. On the other hand, the main valve body 7
Numeral 7 is formed of a central portion 77a, an upper portion 77b and a lower portion 77c having a larger diameter than the central portion 77a, and is urged upward by an auxiliary spring 83 in the valve opening direction of the main valve. The upper portion 77b of the main valve body 77 has a throttle communication passage 7 at its axial center.
6, the lower portion 77c is not sealed, and in a flow path from the main communication passage 73 to the third opening portion 84,
This is a structure that is locked with the end-side working portion 81.

The end-side working portion 81 is sealed (oil-tight) by a seal portion 86 and is slidable in the vertical direction.
7, a second auxiliary spring 88 for urging the movable portion 87 upward, and a locking portion 89 extending upward from the movable portion 87 and locking the lower portion 77 c of the main valve body 77.

The locking portion 89 is provided at the lower portion 77 of the main valve body 77.
It has an inverted cup shape that covers c from above, has a communication hole 91 that communicates the inside and outside of the locking part 89, and is coupled to the upper end of the movable part 87. It should be noted that the lower surface of the end-side working portion 81 receives the atmospheric pressure when the second opening 79 is connected to the atmosphere, and the reservoir pressure when the second opening 79 is connected to the reservoir 22 (see FIG. 1). The atmospheric pressure will be described below.

Ii) Next, SR accompanying the operation of the brake control
The operation in the valve will be described. Normal braking, anti-skid control (fully closed state;
FIG. 6) In the present embodiment, for example, when the SR valve is turned off during normal braking or anti-skid control, FIG.
As shown in FIG.
Is pressed downward (in the direction of arrow A) to move.
The throttle communication passage 76 is closed. Due to the movement of the auxiliary valve body 78, the auxiliary spring 83 is in a compressed state, and the main valve body 77 is also pressed downward to form the main communication passage 73.
Is closed. As a result, the fully closed state is maintained.

At this time, the end-side working portion 81 is urged upward by the second auxiliary spring 88, and the locking portion 89 is in a state where the lower portion 77c of the main valve body 77 is not locked. is there. Atmospheric pressure is applied to the lower surface of the end-side working portion 81. Since this atmospheric pressure is also applied to the brake fluid, the end-side working portion 81 maintains a balance with respect to the atmospheric pressure. (The same applies hereinafter).

In this fully closed state, as shown in FIG.
Since D is shut off, normal braking operation and pressure reduction operation during anti-skid control are performed via the other pipelines KA1 and KA2. During traction control, turning trace control (vehicle yaw control) (fully open state; FIG. 7), for example, when performing traction control or turning trace control (vehicle yaw control), when the SR valve is on, the brake pedal Considering the case where 1 is not depressed, both the main valve body 77 and the auxiliary valve body 78 are in a state where there is no hydraulic load (absolute pressure Pa due to an increase in brake hydraulic pressure).

Therefore, the auxiliary valve element 7 is controlled by the solenoid 70.
By applying a suction force (Fcoil) to FIG.
As shown in FIG. 7, the auxiliary valve body 78 moves in the direction of arrow B, overcoming the urging force of the return spring 82. Accordingly, the pressing force for compressing the auxiliary spring 83 is removed, so that the urging force of the auxiliary spring 83 moves the main valve body 77 in the valve opening direction (the direction of the arrow B) and opens the main communication passage 73. It becomes fully open.

At this time, the end side working portion 81 is urged upward by the second auxiliary spring 88, and the locking portion 89 is in a state where the lower portion 77c of the main valve body 77 is not locked. is there. Therefore, in this state, the main valve body 77
Does not receive the sliding resistance as in the first embodiment,
It is possible to smoothly move upward only by the weak urging force of the auxiliary spring 83 alone.

In this fully opened state, the pipeline from the master cylinder 3 to the pump 21 is opened to the maximum, so that a sufficient flow rate can be secured. Therefore, the pump 21 can be operated to increase the wheel cylinder pressure quickly and sufficiently.

During power assist brake control (PAB
At the time of control: at the time of pressurization control) (half-open state, FIG. 8) When the brake pedal 1 is depressed, for example, when pressurization control for increasing the wheel cylinder pressure to improve the braking force is performed, the brake pedal 1 is depressed. Considering the case where both the main valve body 77 and the auxiliary valve body 78 are under hydraulic pressure (Pa)
It is in the state where it is hanging.

Therefore, when the brake pedal 1 is depressed,
When the solenoid 70 is turned on when the brake fluid pressure (Pa) is applied to the SR valve, the suction force (Fcoil) applied to the auxiliary valve body 78 causes the set load (Fsp1) of the return spring 82 to be applied to the brake applied to the auxiliary valve body 78. Hydraulic pressure (P
Since the value is larger than the value obtained by adding the biasing force (A2 · Pa) in the direction of arrow A resulting from (a), only the auxiliary valve body 78 is moved in the direction of arrow B, and the throttle communication passage 76 opens (the auxiliary valve opens). ).

At this time, the end-side working portion 81 applies a downward (arrow A) urging force (A3) due to the brake fluid pressure (Pa).
Pa, where A3 is depressed by the pressure receiving area on the upper surface of the end-side working portion 81) and moves downward, overcoming the set load (Fsp2) of the auxiliary spring 83, and the locking portion 89 of the main spring is moved by the main valve. Since the lower portion 77c of the body 77 is locked and moved in the same direction, as a result, the main communication passage 73 is kept closed by the main valve body 77.

That is, when the auxiliary valve is opened with the main valve closed, a half-open state is realized. Then, by operating the pump 21 in this half-open state, the wheel cylinder pressure can be smoothly increased without pressure fluctuation, and the braking force can be improved while ensuring a good brake feeling.

Therefore, also in this embodiment, the same effect as that of the first embodiment is obtained, and since the sliding action of the main valve body 77 is scarce due to the structure of the end-side working portion 81, the auxiliary spring 83 can be used. There is an advantage that the size can be reduced and other springs and the like can be reduced in size. [Third Embodiment] Next, a third embodiment will be described with reference to FIG. 9. The description of the same parts as in the second embodiment will be omitted or simplified.

FIG. 9 is a sectional view showing a schematic configuration of a solenoid valve (SR valve), and here shows a fully closed state of the SR valve. i) First, the structure of the SR valve will be described. In the SR valve of this embodiment, the second opening is connected to the reservoir and a check valve is provided at the end-side operating portion in order to stabilize the operation of the end-side operating portion.

As shown in FIG. 9, the SR valve has a solenoid 90 and a housing (not shown) and a valve mechanism 91 formed over the solenoid 90. The valve mechanism 91 includes a sleeve 92 that forms a part of the outer periphery thereof, and a main communication passage 9 that is fitted to a lower end of the sleeve 92.
3, a main valve body 97 having a throttle communication passage 96 disposed through the seat valve 94,
An auxiliary valve body 98 disposed above the main valve body 97 (in the direction of arrow B) and a second valve below the seat valve 94 (in the direction of arrow A).
An end-side working portion 101 is slidably inserted in the opening 99 so as to be vertically slidable.

The auxiliary valve element 98 has the same shape as that of the second embodiment, and is urged downward by the return spring 102 in the valve closing direction of the auxiliary valve. On the other hand, the main valve body 97 has the same shape as that of the second embodiment, and has a central portion 77a.
And an upper portion 77b and a lower portion 77c having a larger diameter than that, and are urged upward by the auxiliary spring 103 in the valve opening direction of the main valve.

The end-side working portion 101 includes a sealing portion 10
A movable portion 107 sealed (oil-tight) at 6 and slidable in the vertical direction, a second auxiliary spring 108 for urging the movable portion 107 upward, and a main valve body 97 extending upward from the movable portion 107 A locking portion 109 for locking the lower portion 97c of the main valve body 97, an end communication passage 111 penetrating through the axial center of the movable portion 107 and communicating the inside of the SR valve with the reservoir 22 side.
c and the movable portion 107 and the end communication passage 111
And a ball-shaped valve element 112 that opens and closes.
The end communication passage 111 and the ball-shaped valve element 112 constitute a check valve.

In the present embodiment, since the second opening 99 is connected to the reservoir 22, the end-side operating portion 101
The reservoir pressure is applied to the lower surface side of. ii) Next, the operation in the SR valve accompanying the operation of the brake control will be described. In the present embodiment, the operation in the fully closed state during normal braking and anti-skid control, the operation in fully open state during traction control and turning trace control (vehicle yaw control) (however, when the brake pedal is not depressed), and the power During assist brake control (PA
The operation in the half-open state (when the brake pedal is depressed) in the B control: during the pressurization control is the same as that in the second embodiment, and the operation of the check valve, which is a main part of the second embodiment, will be described. .

This check valve is connected to the reservoir 2 regardless of whether the brake pedal 1 is depressed or not, and irrespective of the fully closed state, the half open state and the fully open state.
2 to the suction side of the pump 21. Then, with respect to the flow from the inside of the SR valve (that is, the master cylinder 3 side) to the reservoir 22, the ball-shaped valve body 112 is seated and closed by receiving the brake fluid pressure, and the reservoir 22 and the pump 21 The communication with the suction side (and the inside of the SR valve) is cut off.

With this configuration, the fluid suction of the pump 21 from the reservoir 22 during the anti-skid control and the PA
The inner side of the SR valve during B control (ie, master cylinder 3
Side) to prevent the fluid from flowing into the reservoir 22, and various brake controls can be suitably performed.

That is, according to the present embodiment, the effect of the second embodiment is exhibited, and the check valve is provided in the end side operating portion 101. And the size of the entire apparatus can be reduced. [Fourth Embodiment] Next, a fourth embodiment will be described with reference to FIG. 10, but the description of the same parts as in the third embodiment will be omitted or simplified.

FIG. 10 is a sectional view showing a schematic configuration of an electromagnetic valve (SR valve). Here, the SR valve is shown in a fully closed state. i) First, the structure of the SR valve will be described. In the SR valve of this embodiment, the second opening is connected to the reservoir and a check valve is provided at the end-side operating portion in order to stabilize the operation of the end-side operating portion.

As shown in FIG. 10, the SR valve includes a solenoid 120 and a housing (not shown) and a valve mechanism 121 extending over the solenoid 120. The valve mechanism 121 includes a sleeve 122 that forms a part of the outer periphery of the valve mechanism 121, a seat valve 124 that is fitted to a lower end of the sleeve 122 and has a main communication passage 123, and a throttle communication passage 126 that is disposed through the seat valve 124.
A main valve body 127 having an upper portion (arrow B)
Direction), the auxiliary valve element 128 and the seat valve 1
An end-side action portion 131 is slidably inserted in the second opening 129 below (in the direction of arrow A) 24 in the up-down direction.

The auxiliary valve element 128 has the same shape as that of the third embodiment, and is urged downward by the return spring 132 in the valve closing direction of the auxiliary valve. On the other hand, the main valve body 127 is longer than that of the third embodiment, and is formed of a central portion 127a and upper and lower portions 127b and 127c larger in diameter than the central portion 127a, and is urged upward by the auxiliary spring 133 in the main valve opening direction. ing.

The end-side working portion 131 includes a sealing portion 13
A movable portion 137 sealed (oil-tight) at 6 and slidable in the vertical direction, a second auxiliary spring 138 for urging the movable portion 137 upward, and a movable portion 137 extending upward from the movable portion 137 Restriction unit 1 for restricting upward movement beyond a predetermined level
39, and an end communication passage 141 that penetrates the axial center of the regulating portion 139 and the movable portion 137 and communicates the inside of the SR valve with the reservoir 22 side.

The end communication passage 141 is provided with a main valve body 127.
Are extended and fitted, and the lower portion 127c is configured to open and close the end communication passage 141 on the reservoir side. That is, the lower portion 127c of the main valve body 127 and the end communication passage 141
This constitutes a check valve.

In this embodiment, since the second opening 129 is connected to the reservoir 22,
Reservoir pressure is applied to the lower surface side of 1. ii) Next, the operation in the SR valve accompanying the operation of the brake control will be described. In the present embodiment, the operation in the fully closed state during normal braking and anti-skid control, the operation in the fully open state during traction control and turning trace control (vehicle yaw control) (however, when the brake pedal is not depressed), and the power During assist brake control (PA
The operation in the half-open state (when the brake pedal is depressed) in the B control: during the pressurization control is the same as that in the third embodiment, and thus the operation of the check valve, which is a main part of this embodiment, will be described. .

This check valve connects the reservoir 22 and the suction side of the pump 21 when the solenoid 120 is not energized and is in a fully closed state. Then, when the solenoid 120 is turned on and the brake pedal 1 is depressed to be in a half-open state, the end-side working portion 131 receives the brake fluid pressure and moves downward to close the valve, and the reservoir 22 and the pump 21 are sucked. Cut off communication with the side.

Further, when the brake pedal 1 is not fully depressed, the main valve body 127 is
To move upward, and the lower portion 127c of the main valve body 127
And the end-side working portion 131 abuts, and cuts off the communication between the reservoir 22 and the suction side of the pump 21.

With this configuration, the fluid suction of the pump 21 from the reservoir 22 during the anti-skid control and the PA
The inner side of the SR valve during B control (ie, master cylinder 3
Side) to prevent the fluid from flowing into the reservoir 22, and various brake controls can be suitably performed.

That is, according to the present embodiment, the effect of the second embodiment is exhibited, and the check valve is provided at the end-side working portion 131. And the size of the entire apparatus can be reduced. Further, there is also an effect that the structure of the check valve of this embodiment and its surroundings is simpler than that of the second embodiment. Fifth Embodiment Next, a fifth embodiment will be described with reference to FIG. 11, but the description of the same parts as in the third embodiment will be omitted or simplified.

FIG. 11 is a cross-sectional view showing a schematic configuration of a solenoid valve (SR valve). Here, the SR valve is shown in a fully closed state. i) First, the structure of the SR valve will be described. The SR valve of the present embodiment is provided with a pressure regulating valve for suppressing the pressure difference between the pressure inside the SR valve and the suction side of the pump within several atmospheres.

As shown in FIG. 11, the SR valve includes a solenoid 150 and a housing (not shown) and a valve mechanism 151 formed over the solenoid 150. The valve mechanism 151 includes a sleeve 152 that forms a part of the outer periphery thereof, a seat valve 154 that is fitted to a lower end of the sleeve 152 and has a main communication path 153, and a throttle communication path 156 that is arranged to pass through the seat valve 154.
A main valve body 157 having an upper portion (arrow B)
Direction) and the seat valve 1
And a pressure regulating valve 161 disposed below (in the direction of arrow A).

The auxiliary valve body 158 has the same shape as that of the third embodiment, and is urged downward by the return spring 162 in the closing direction of the auxiliary valve. On the other hand, the main valve body 157 has the same shape as that of the third embodiment, and
57a and larger upper 157b and lower 157c
And is urged upward by the auxiliary spring 163 in the valve opening direction of the main valve.

The pressure regulating valve 161 opens and closes a first communication passage 167 that communicates a first space 164 inside the SR valve with a third opening 166 connected to the suction side of the pump 21, and the pump 21 The side pressure is adjusted within a few atmospheres. As the configuration of the pressure regulating valve 161, a cup-shaped locking portion 168 that locks the lower portion 157c of the main valve body 157 and a third biasing portion that urges the locking portion 168 downward are provided in the first space 164.
An auxiliary spring 169 and a ball-shaped valve element 171 whose position is regulated from above by a locking portion 168 are arranged. The first communication path 167 is branched from a second communication path 172 having the same diameter, and a third communication path 173 having a larger diameter is connected to the second communication path 172. Is connected to the pressure reducing control valve. Further, a piston 176 urged upward by a fourth auxiliary spring 174 is disposed in the third communication passage 173, and a rod 177 erected at the upper end of the piston 176 is connected to the first communication passage 173.
And the second communication passages 167 and 172 are in contact with the ball-shaped valve body 171.

The piston 176 functions as the reservoir 22 for temporarily storing fluid when depressurizing the wheel cylinder during anti-skid control.
The first and second communication paths 167 and 172 constitute a second opening. ii) Next, the operation in the SR valve accompanying the operation of the brake control will be described.

In the present embodiment, the operation in the fully closed state during normal braking and anti-skid control, during traction control, turning trace control (vehicle yaw control)
In the fully open state (however, when the brake pedal is not depressed), and during power assist brake control (PAB
The operation in the half-open state (when the brake pedal is depressed) in the control mode (in the pressurization control mode) is the same as that in the third embodiment, so the operation of the pressure regulating valve 161 which is a main part of the present embodiment will be described. .

The pressure regulating valve 161 is opened and closed by the urging force of the third auxiliary spring 169, the urging force of the fourth auxiliary spring 174, and the pressure difference between the first space 164 and the suction side of the pump 21. The urging force of the springs 169 and 174 and the seat area A on which the ball-shaped valve element 171 is seated
4. The pressure receiving area A5 of the piston 176 is set.

Therefore, when there is no pressure difference between the first space 164 and the suction side of the pump 21 (that is, when no fluid is stored in the reservoir except during anti-skid control), the piston 176 becomes the fourth auxiliary. Spring 174
The rod 177 pushes up the ball-shaped valve element 171 against the urging force of the third auxiliary spring 169 to open the flow path (first communication path 167).

When the first communication passage 167 is open, the communication between the second communication passage 172 and the third communication passage 173 is shut off, and the suction side of the pump 21 and the pressure reduction control valve side are shut off. It will be in the state that was done. When the pressure on the suction side of the pump 21 is equal to or higher than a predetermined value, the pressure and the third auxiliary spring 1
The urging force of 69 causes the ball-shaped valve element 171 to move downward, and moves the rod 177 and the piston 176 downward against the urging force of the fourth auxiliary spring 174, thereby causing the flow path (the first connection) to move. The passage 167) is closed.

When the first communication path 167 is closed,
The second communication passage 172 and the third communication passage 173 establish a state where the suction side of the pump 21 and the pressure reduction control valve side communicate with each other.
Thereby, when the pressure on the suction side of the pump 21 becomes larger than a predetermined value, the pressure regulating valve 161 closes, so that the pump 21
Can be adjusted to a predetermined value (for example, several atmospheric pressures). By adjusting the pressure, there is an advantage that, for example, a rotary seal portion or the like that is weak against high pressure on the suction side of the pump 21 can be protected. [Sixth Embodiment] Next, a sixth embodiment will be described with reference to FIG. 12, but the description of the same parts as in the first embodiment will be omitted or simplified. FIG. 12 is a cross-sectional view showing a schematic configuration of a solenoid valve (SR valve), and here shows a fully closed state of the SR valve.

I) First, the structure of the SR valve will be described. The SR valve according to the present embodiment is obtained by devising a configuration on the downstream side of the main valve body so as to reduce the sliding resistance of the main valve body according to the first embodiment. Specifically, two main valves are arranged in series.

As shown in FIG. 12, the SR valve has a solenoid 180 and a housing (not shown) and a valve mechanism 181 formed over the solenoid 180. The valve mechanism 181 includes a sleeve 182 forming an outer periphery thereof, a seat valve 184 fitted to a lower end of the sleeve 182 and having a main communication passage 183 and a second main communication passage 201, and an upper part of the seat valve 184 (in the direction of arrow B). )
A main valve element 187 having a throttle communication passage 186,
Auxiliary valve element 188 disposed above main valve element 187 (in the direction of arrow B), and below seat valve 184 (in the direction of arrow A).
And an end-side action portion 191 which is slidably inserted in the second opening 189 in the vertical direction.

The auxiliary valve element 188 has the same shape as that of the first embodiment, and is urged downward by the return spring 192 in the closing direction of the auxiliary valve. On the other hand, the main valve element 187 is urged upward by the auxiliary spring 193 in the valve opening direction of the main valve, and is abutted against the seated portion of the seat valve 184 to be sealed. Is provided.

The end working portion 191 is
6, a movable portion 197 slidable in the up and down direction, a second auxiliary spring 198 for urging the movable portion 197 upward, and a seat valve 194 extending upward from the movable portion 197. The second main valve is constituted by the integral second seat valve 203 and the seat portion 199 which is seated in contact with the second main valve.

The seat portion 199 is provided with the seat valve 19.
The space between the fourth seat valve 203 and the second seat valve 203 has a large-diameter portion, and the movable portion 197 has a small diameter through the tapered portion. The main valve body 187 and the suction side of the pump 21 are connected to each other. It has a second throttle communication passage 202 communicating therewith and a communication groove 199 a on the end face, and is coupled to the upper end of the movable part 197.

The lower surface of the end-side working portion 191 is the second side.
When the opening 189 is connected to the atmosphere, atmospheric pressure is applied. When the opening 189 is connected to the reservoir 22 (see FIG. 1), reservoir pressure is applied. The atmospheric pressure will be described below. ii) Next, the operation in the SR valve accompanying the operation of the brake control will be described.

During normal braking and anti-skid control (fully closed state: FIG. 12) In this embodiment, for example, during normal braking and anti-skid control, when the SR valve is turned off, FIG.
As shown in FIG. 2, the auxiliary valve element 188 is connected to the return spring 1
The throttle communication passage 186 is closed by being pressed downward (in the direction of the arrow A) by 92 and moved.

By the movement of the auxiliary valve element 188, the auxiliary spring 193 is compressed, and the main valve element 187 is moved.
Is also pressed downward, and the main communication passage 183 is closed. As a result, the fully closed state is maintained. At this time,
The end-side operating portion 191 is urged upward by the second auxiliary spring 198 because no brake operation pressure is applied, and its seat portion is not seated on the second seat valve 203.

In the fully closed state, as shown in FIG.
Since D is shut off, a normal braking operation, a pressure reduction operation during anti-skid control, and the like are performed via the other pipelines KA1 and KA2. During traction control and turning trace control (vehicle yaw control) (fully open state) Also, for example, when performing traction control and turning trace control (vehicle yaw control), when the SR valve is on, the brake pedal 1 is depressed. Considering the case where it is not performed, both the main valve body 187 and the auxiliary valve body 188 are in a state where there is no hydraulic load (absolute value Pa due to increase in brake hydraulic pressure).

Accordingly, when the suction force (Fcoil) is applied to the auxiliary valve body 188 by the solenoid 180,
The auxiliary valve element 188 moves in the direction of arrow B by overcoming the urging force of the return spring 192. Thus, the pressing force for compressing the auxiliary spring 193 is removed, and the urging force of the auxiliary spring 193 causes the main valve element 18
7 moves in the valve opening direction (the direction of arrow B), and
3 is opened to a fully opened state.

At this time, the end-side working portion 191 is urged upward by the second auxiliary spring 198 because there is no hydraulic load.
3 is not seated, the second main communication passage 201 is opened, and is in a fully opened state. That is, a fully opened state in which the main communication passage 183 and the second main communication passage 203 are both opened is achieved. Therefore,
In this state, the main valve element 187 does not receive the sliding resistance as in the first embodiment, but simply receives the auxiliary spring 1.
With only a weak urging force of 93, it is possible to move upward smoothly.

In this fully opened state, the pipeline from the master cylinder 3 to the pump 21 is opened to the maximum, so that a sufficient flow rate can be secured. Therefore, the pump 21 can be operated to increase the wheel cylinder pressure quickly and sufficiently.

During power assist brake control (PAB
At the time of control: at the time of pressurization control) (half-open state) When the brake pedal 1 is depressed, for example, when performing pressurization control to increase the wheel cylinder pressure to improve the braking force when the brake pedal 1 is depressed. In consideration of the above, both the main valve body 187 and the auxiliary valve body 188 have a hydraulic load (P
This is the state where a) is applied.

Therefore, when the brake pedal 1 is depressed,
When the solenoid 180 is turned on when the brake fluid pressure (Pa) is applied to the SR valve, the suction force (Fcoil) applied to the auxiliary valve body 188 causes the set load (Fsp1) of the return spring 192 to be applied to the brake applied to the auxiliary valve body 188. The urging force (A2 · Pa) in the direction of arrow A due to the liquid pressure (Pa)
, Only the auxiliary valve element 188 is moved in the direction of arrow B, and the throttle communication passage 186 is opened (the auxiliary valve is opened).

Further, the pump 21 acting on the main valve body 187
The magnitude of the urging force (A1 · ΔP) in the direction of the arrow A due to the pressure difference (ΔP) caused by the flow rate of the auxiliary spring 193 is not stable due to the flow rate fluctuation, and the main valve body 187 is seated. The main communication passage 183 (that is, the main valve) is not stably closed by keeping the main communication passage 183 (or the main valve) in the direction of arrow B.

At this time, the end-side working portion 191 applies a downward (arrow A) urging force (A) due to the brake fluid pressure (Pa).
3 · Pa, where A3 is pressed by the pressure receiving area on the upper surface of the end side action portion 191 and moves downward, overcoming the set load (Fsp2) of the auxiliary spring 193,
In order to sit on the second seat valve 203 and seat, the second main communication passage 201 is closed.

That is, since the second throttle communication passage 202 is open with the second main valve closed, a half-open state is realized regardless of the open / close state of the main valve and the auxiliary valve. By operating the pump 21 in this half-open state, the braking force can be improved while the wheel cylinder pressure is smoothly changed without pressure fluctuation and a good brake feeling is secured.

Therefore, also in this embodiment, the same effects as those of the first embodiment can be obtained, and the end side operation portion 191 can be obtained.
With the configuration described above, there is almost no sliding resistance of the main valve body 187, so that there is an advantage that the auxiliary spring 193 can be made smaller, and other springs and the like can be made smaller.

Further, in this embodiment, since the movable element (auxiliary valve element 188) side of the solenoid valve and the end-side working portion 191 are basically independent from each other, there is no restriction on the device configuration such as arrangement. There is also the advantage that the degree is higher. The embodiments of the present invention are not limited to the following examples at all.
It goes without saying that various forms are possible as long as they belong to the technical scope of the present invention.

(1) For example, various shapes of the main valve body and the auxiliary valve body can be adopted as long as the same function can be realized. (2) Instead of the return spring and the auxiliary spring, an elastic body such as rubber may be used, and a member that generates an urging force by elasticity by compression may be used.

(3) In the fifth embodiment, the pressure regulating valve is provided integrally with the SR valve at the lower end of the SR valve. However, as shown in FIG. 13, for example, the pressure regulating valve is provided separately from the SR valve. A pressure regulating valve having a similar function may be provided in the brake pipe.

[Brief description of the drawings]

FIG. 1 is a model diagram showing a schematic configuration when a solenoid valve according to a first embodiment is applied to a brake control device.

FIG. 2 is a block diagram showing an electrical configuration of the first embodiment.

FIG. 3 is a sectional view showing a fully closed state of the solenoid valve according to the first embodiment.

FIG. 4 is a sectional view showing a fully opened state of the solenoid valve according to the first embodiment.

FIG. 5 is a sectional view showing a half-open state of the solenoid valve according to the first embodiment.

FIG. 6 is a sectional view showing a fully closed state of an electromagnetic valve according to a second embodiment.

FIG. 7 is a sectional view showing a fully opened state of an electromagnetic valve according to a second embodiment.

FIG. 8 is a cross-sectional view showing a half-open state of the solenoid valve according to the second embodiment.

FIG. 9 is a sectional view showing a fully closed state of an electromagnetic valve according to a third embodiment.

FIG. 10 is a sectional view showing a fully closed state of an electromagnetic valve according to a fourth embodiment.

FIG. 11 is a sectional view showing a fully closed state of an electromagnetic valve according to a fifth embodiment.

FIG. 12 is a sectional view showing a fully closed state of an electromagnetic valve according to a sixth embodiment.

FIG. 13 is an explanatory diagram showing another embodiment.

FIG. 14 is a cross-sectional view illustrating a schematic configuration of a conventional solenoid valve.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Brake pedal 3 ... Master cylinder 5, 6 ... Wheel cylinder 20 ... Electronic control device 21 ... Pump 22 ... Reservoir 40, 70, 90, 120, 150, 180 ... Solenoid 44, 74, 94, 124, 154, 184 ... Seat valves 48, 73, 93, 123, 153, 183 ... main communication passages 49, 77, 97, 127, 157, 187 ... main valve bodies 49c, 77c, 97c, 127c, 157c ... lower part 51 ... first opening 52 , 78, 98, 128, 158, 188 auxiliary valve body 53, 79, 99, 129, 189 second opening 54, 76, 96, 126, 156, 186 throttle communication path 56, 83, 103, 133 , 163,193 ... Auxiliary springs 57,82,102,132,162,192 ... Return springs 58,84,16 , 194 ... third opening 81,101,131,191 ... end part side acting part 161 ... pressure regulating valve

Claims (14)

[Claims] 1. A main valve body which is provided with a throttle communication path for narrowing a flow path of a pipe, and which can move in a predetermined direction to open and close a main communication path communicating with the pipe except for the throttle communication path. A main valve, an auxiliary valve that moves in a predetermined direction that is a moving direction of the main valve, and has an auxiliary valve body that can open and close a throttle communication passage of the main valve body; Main valve element urging means for urging the valve in the opening direction, auxiliary valve element urging means for urging the auxiliary valve element in a direction to close the throttle communication passage, and urging force of the auxiliary valve element urging means. Electromagnetic force applying means for applying an electromagnetic force to urge the auxiliary valve body in a direction to open the throttle communication passage, wherein the main valve senses a substantially absolute pressure applied to the main valve body. The main valve body has a configuration in which a biasing force in a direction to close the main communication passage changes according to the magnitude of the substantially absolute pressure. Solenoid valve. 2. When there is no application of the electromagnetic force, the main valve and the auxiliary valve are in a fully closed state where they are closed, and when there is no application of hydraulic pressure in the direction in which the main valve is closed. The full-open state in which the main valve is fully opened by the application of the electromagnetic force,
When the application of the hydraulic pressure in the direction in which the main valve closes, the application of the electromagnetic force causes the auxiliary valve to open in a half-open state in a state where the main valve is closed. The urging force of the auxiliary valve body urging means and the main valve body urging means, the urging force of the electromagnetic force applying means, and the pressure inside the valve body acting on the main valve body in the direction in which the main valve closes. The solenoid valve according to claim 1, wherein an urging force based on a pressure difference between the pressure and the back pressure is set. 3. The suction of a pump for supplying brake fluid to a brake fluid pressure generating means for generating brake fluid pressure during vehicle braking and a wheel braking force generating means for generating wheel braking force during vehicle braking. And a hydraulic pressure control valve disposed in a pipeline between the main valve and the main valve, wherein the hydraulic pressure in a direction in which the main valve closes is the brake hydraulic pressure generated by a brake operation. Item 3. The solenoid valve according to Item 2. 4. A part of the solenoid valve, which constitutes a flow path of the brake fluid, wherein one end of the main valve body in a moving direction has a brake fluid pressure generated by the brake operation with respect to the main valve body. And a second opening for applying an atmospheric pressure or a reservoir pressure to the main valve body on the other end side of the main valve body, and further comprising a second opening on the other end side of the main valve body. First opening and second
A third portion communicating with the suction side of the pump is provided between the opening and the opening.
The solenoid valve according to claim 3, further comprising an opening. 5. The solenoid valve according to claim 4, wherein an outer periphery of the other end of the main valve body disposed on the other end side is slidable via a seal portion. 6. A part of the electromagnetic valve, which constitutes a flow path of the brake fluid, wherein one end of the main valve body in a moving direction has a brake fluid pressure generated by the brake operation with respect to the main valve body. And a second opening for applying an atmospheric pressure or a reservoir pressure to the main valve body on the other end side of the main valve body. A third opening communicating with the suction side of the pump is provided between the first opening and the second opening, and the second opening is used for applying brake fluid pressure by the brake operation. An end-side action portion that slides with the main valve body, locks the other end of the main valve body, and moves the main valve body in a direction to close the main communication passage. Item 7. The solenoid valve according to Item 3. 7. A movable portion sealed by a seal portion and slidable in the moving direction; a second auxiliary spring for urging the movable portion toward the auxiliary valve body; The solenoid valve according to claim 6, further comprising: a locking portion extending from the movable portion and locking the other end of the main valve body. 8. The second opening portion is connected to a reservoir, and the end-side working portion includes an end communication passage that communicates the reservoir with the inside of the solenoid valve. The electromagnetic valve according to claim 7, wherein the communication path includes a check valve that permits only a flow of brake fluid from the reservoir to the inside of the electromagnetic valve. 9. The second opening portion is connected to a reservoir, the end-side working portion is sealed by a seal portion, and has a movable portion slidable in the moving direction; A second auxiliary spring that urges the auxiliary valve body, a locking part that extends from the movable part and locks the other end of the main valve body, and connects the reservoir side and the inside of the solenoid valve. An end communication passage, wherein the main valve body passes through the end communication passage, and a brake from the reservoir to the inside of the solenoid valve is provided at the other end of the main valve body. The solenoid valve according to claim 6, wherein the solenoid valve is configured to permit only a flow of the liquid. 10. A pressure regulating valve for adjusting a pressure difference between the third opening side and the inside of the solenoid valve to within several atmospheres is provided integrally with the solenoid valve on the other end side of the main valve body. The solenoid valve according to claim 4, wherein: 11. The pressure regulating valve according to claim 1, wherein a piston disposed in the second opening presses a valve body that opens and closes a communication path that communicates the third opening with the inside of the solenoid valve. The solenoid valve according to claim 10, wherein the solenoid valve is opened. 12. A part of the electromagnetic valve, which constitutes a flow path of the brake fluid, wherein the two main valves are independently configured in series as the main valve element and the second main valve element in series. One end of the main valve body has a first opening for applying a brake fluid pressure by the brake operation to the main valve body, and the other end of the main valve body has the first opening. The second main valve element is located, the main valve element is located at one end of the second main valve element, and the other end of the second main valve element is at a position opposite to the second main valve element. A second opening for applying an atmospheric pressure or a reservoir pressure; and a third opening communicating with a suction side of the pump between the first opening and the second opening; Further, the second opening slides in accordance with the application of the brake fluid pressure by the brake operation, and the second main valve body Solenoid valve according to claim 3, characterized in that it comprises an end-side operating portion which moves in the direction to close the main communication path. 13. The end working portion, wherein: a movable portion sealed by a seal portion and slidable in the moving direction; a second auxiliary spring for urging the movable portion toward the auxiliary valve body; The solenoid valve according to claim 12, further comprising: a seat portion extending from a movable portion and opening and closing the main communication passage as the second main valve body. 14. A brake fluid pressure generating means for generating a brake fluid pressure at the time of vehicle braking, a wheel braking force generating means for generating a wheel braking force at the time of vehicle braking, and the wheel braking force generating from the brake fluid pressure generating means side. A pump for supplying brake fluid to the means side; and a hydraulic pressure control valve disposed in a conduit communicating the brake fluid generating means with the suction side of the pump. A brake control device for increasing a brake fluid pressure of a wheel braking force generating means, wherein the fluid pressure control valve is used when the pump is operated to increase a brake fluid pressure. A brake control device using the solenoid valve according to any one of the above.