JP5091503B2 - Brake hydraulic pressure control device for vehicles - Google Patents

Description

  The present invention relates to a vehicle brake fluid pressure control device, and more particularly to a vehicle brake fluid pressure control device that pressurizes brake fluid pressure from a master cylinder with a pump.

  Patent Document 1 discloses a vehicle brake fluid pressure control device that pressurizes brake fluid pressure from a master cylinder with a pump.

  As shown in FIG. 6, the conventional vehicle brake hydraulic pressure control device 100 ′ is released at the time of pressure reduction, with two control valve means V provided between the master cylinder M and each wheel brake FL, RR. A reservoir 13 for temporarily storing brake fluid, a pump 14 whose suction side communicates with the master cylinder M via the suction valve 17 and communicates with the reservoir 13, and whose discharge side communicates with the master cylinder M side of each control valve means V. And.

When increasing both the wheel brakes FL and RR, as shown in FIG. 6, the pump 14 draws brake fluid from the master cylinder M via the suction fluid pressure path C by opening the suction valve 17. While inhaling, the brake fluid is discharged to the wheel hydraulic pressure passage B through the discharge hydraulic pressure passage D. Therefore, the brake fluid pressure from the master cylinder M is pressurized by the pump 14.
JP 2001-294142 A (paragraphs 0011 to 0024, FIG. 1)

  However, when one of the wheel brakes FL, RR is increased and the other is reduced, the following problems occur. Hereinafter, a case where the wheel brake FL is increased and the wheel brake RR is reduced will be described with reference to FIGS. 7 and 8.

  As shown in FIG. 7, when the intake valve 17 is opened, the pressure increase to the wheel brake FL is suitably performed. However, since the brake fluid pressure from the master cylinder M is applied to the check valve 13a, the brake fluid stored in the reservoir 13 cannot be discharged to the suction side of the pump 14 of the check valve 13a. Therefore, it becomes difficult to drain the brake fluid stored in the reservoir 13.

  Further, as shown in FIG. 8, when the intake valve 17 is shut off, the pump 14 cannot receive a sufficient amount of brake fluid from the master cylinder M, and it is difficult to quickly increase the brake fluid pressure. It becomes. Therefore, when trying to realize finer hydraulic pressure control, there is a possibility that pressure increase to the wheel brake FL may not be suitably performed. As described above, the conventional vehicle brake fluid pressure control device 100 ′ uses one pump 14 for boosting the brake fluid supplied from the master cylinder M by controlling the opening and closing of the intake valve 17. The case of using the pump for pumping brake fluid from the reservoir 13 is switched. Therefore, it is difficult for the conventional vehicle brake fluid pressure control device 100 ′ to satisfy both the requirements of the rapid increase of the brake fluid pressure and the pumping of the brake fluid from the reservoir 13 at the same time. It was not suitable for realizing pressure control.

  The present invention has been devised to solve the above-described problems, and provides a vehicle brake hydraulic pressure control device capable of simultaneously satisfying the requirements of wheel brake pressure increase and brake fluid pumping from a reservoir. This is the issue.

In order to solve the above-mentioned problem, the invention according to claim 1 is a vehicular brake hydraulic pressure control device for controlling a brake hydraulic pressure in a brake hydraulic pressure path connecting a master cylinder and a wheel brake, wherein the master cylinder Control wheel means provided between the vehicle brake and the wheel brake and capable of switching between a pressure-increasing state, a pressure-reducing state and a fluid pressure holding state, and temporarily storing brake fluid released from the wheel brake side in the pressure-reducing state A reservoir, a suction side communicates with the master cylinder, a discharge side communicates with the master cylinder side of the control valve means, a suction side communicates with the reservoir and the master cylinder, and a discharge side communicates with the control. A second pump portion communicating with the master cylinder side of the valve means, and between the master cylinder and the suction side of the second pump portion; The switching valve means capable of switching between an open state and a shut-off state only between the master cylinder and the second pump unit, and a control for switching the state of the control valve means by driving the control valve means A valve means driving section; a switching valve means driving section for switching the state of the switching valve means by driving the switching valve means; and an inflow amount of brake fluid into the reservoir and an outflow amount from the reservoir. A pumping necessity determination unit that determines whether it is necessary to pump up brake fluid from the reservoir based on the estimated inflow amount, the outflow amount, and the set capacity of the reservoir, The switching valve means and the second valve are connected via a check valve that allows only the brake fluid to flow from the reservoir to the suction side of the second pump unit. Is connected between the suction side of the flop section, normal braking sometimes by said switching valve means drive unit is opened the switching valve means, said first pump section and the second pump section When the pumping pressure determining unit determines that the brake fluid needs to be pumped up from the reservoir by increasing the output hydraulic pressure of the master cylinder, the switching valve unit driving unit controls the switching valve unit. In the shut-off state, the first pump unit pressurizes the output hydraulic pressure of the master cylinder, and the second pump unit pumps up brake fluid from the reservoir.

The “pressure-increasing state” in the present invention is a state in which the brake fluid pressure applied to the wheel brake is increased. For example, a fluid pressure passage (supplied with a brake fluid pressurized by a pressurizing unit such as a master cylinder or a pump unit) By opening the wheel hydraulic pressure path), the pressurizing means communicates with the wheel brake, and further, by blocking the hydraulic pressure path (open path) from which the brake fluid is released from the wheel brake, The brake fluid flow is stopped.
The “depressurized state” in the present invention is a state in which the brake fluid pressure applied to the wheel brake is reduced, for example, the hydraulic pressure path (wheel hydraulic pressure path) to which the brake fluid pressurized by the pressurizing means is supplied is shut off. By stopping the flow of the brake fluid between the pressurizing means and the wheel brake, the wheel brake and the reservoir are made to communicate with each other by opening the hydraulic pressure passage (open passage) through which the brake fluid is discharged from the wheel brake. It is in the state.
The “hydraulic pressure holding state” in the present invention is a state in which the brake fluid pressure applied to the wheel brake is held constant. For example, a hydraulic pressure path (wheel hydraulic pressure) to which brake fluid pressurized by the pressurizing means is supplied. The brake fluid flow between the pressurizing means and the wheel brake is stopped by shutting off the road), and the wheel brake and reservoir are shut off by shutting off the hydraulic pressure path (open road) from which the brake fluid is discharged from the wheel brake. The flow of the brake fluid between is stopped.

  The “first pump section” in the present invention may be one pump or two or more pumps. Similarly, the “second pump unit” may be one pump or two or more pumps.

When the switching valve means driving section opens the switching valve means, the first pump section and the second pump section can pressurize the output hydraulic pressure from the master cylinder. In addition, when the switching valve means driving section shuts off the switching valve means, the first pump section pressurizes the output hydraulic pressure from the master cylinder and the second pump section is temporarily stored in the reservoir. The liquid can be pumped up.
Therefore, the vehicular brake fluid pressure control device according to claim 1 can simultaneously satisfy the demands for increasing the wheel brake pressure and pumping the brake fluid from the reservoir.
Moreover, by doing in this way, the 1st pump part and the 2nd pump part pressurize the output hydraulic pressure of a master cylinder in the control initial stage of a brake. In this case, the brake fluid pressure acting on the wheel brake can be increased more quickly than when only the first pump unit is pressurized.
Therefore, the vehicular brake hydraulic pressure control device according to the first aspect can improve the initial reaction of the brake, and can improve stability and safety.
In addition, by doing so, it is possible to avoid a situation where the reservoir becomes full and the wheel brake cannot be depressurized.
Therefore, the vehicular brake hydraulic pressure control device according to the first aspect can surely reduce the pressure when simultaneously increasing and decreasing the pressure of the wheel brake.

  Further, the invention according to claim 2 is the vehicle brake hydraulic pressure control device according to claim 1, wherein there are a plurality of wheel brakes, and the control valve means is provided for each of the plurality of wheel brakes. Provided, and when the control valve means driving section places at least one of the control valve means in a pressure-reduced state, the switching valve means driving section puts the switching valve in a shut-off state.

  The vehicular brake hydraulic pressure control device according to the second aspect of the present invention can always satisfy this requirement at the same time during the control time required to increase and decrease the pressure of the wheel brake.

The invention according to claim 3 is the vehicular brake hydraulic pressure control apparatus according to claim 1 or 2 , wherein the first pump part and the second pump part all have the same shape. It is characterized by comprising a pump.

Generally, the control valve means, the reservoir, the first pump part, the second pump part, and the switching valve means are assembled in a housing hole of a base body (pump body) in which a brake hydraulic pressure path is formed. By doing in this way, the cost and man-hour which manufacture many types of pumps can be reduced. Further, the receiving holes for the pump in the base can be made the same shape, and the labor and man-hour for manufacturing the base can be reduced.
Therefore, the vehicular brake hydraulic pressure control device according to the third aspect can reduce cost, labor, and man-hours.

  According to the present invention, it is possible to simultaneously satisfy the demands for increasing the wheel brake pressure and pumping the brake fluid from the reservoir.

Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate. FIG. 1 is a configuration diagram of a vehicle including a vehicle brake hydraulic pressure control device according to an embodiment of the present invention. FIG. 2 is a brake hydraulic circuit diagram of the vehicle brake hydraulic pressure control device. It is.
As shown in FIG. 1, the vehicle brake fluid pressure control device 100 is for appropriately controlling the braking force (brake fluid pressure) applied to each wheel T of the vehicle CR, and is provided with an oil passage and various parts. The hydraulic unit 10 and the control device 30 for appropriately controlling various components in the hydraulic unit 10 are mainly provided. Further, the control device 30 of the vehicle brake hydraulic pressure control device 100 includes a wheel speed sensor 91 that detects the wheel speed of the wheel T, a steering angle sensor 92 that detects the steering angle of the steering ST, and a lateral direction of the vehicle CR. A lateral acceleration sensor 93 that detects the working acceleration, a yaw rate sensor 94 that detects the turning angular velocity of the vehicle CR, an acceleration sensor 95 that detects the longitudinal acceleration of the vehicle CR, and an operation of the brake pedal (brake operator) BP by the driver A pedal operation amount sensor 96 for detecting the amount (stroke) is connected. In addition, a first pressure sensor 20 and a second pressure sensor 21 are connected to the control device 30 (see FIG. 2). The detection results of the sensors 91 to 96 and the pressure sensors 20 and 21 are output to the control device 30.
The control device 30 includes, for example, a CPU, a RAM, a ROM, and an input / output circuit. Each of the control devices 30 is based on inputs from the sensors 91 to 96 and the pressure sensors 20 and 21, and programs and data stored in the ROM. Control is executed by performing arithmetic processing. The wheel cylinder H is a fluid that converts the brake fluid pressure generated by the master cylinder M and the vehicle brake fluid pressure control device 100 into the operating force of the wheel brakes FR, FL, RR, RL provided on each wheel T. Each of which is connected to the hydraulic unit 10 of the vehicle brake hydraulic pressure control device 100 via a pipe.

  As shown in FIG. 2, the vehicular brake fluid pressure control device 100 includes a master cylinder M that generates brake fluid pressure corresponding to a pedaling force applied by a driver to a brake pedal BP that is a brake operator, and wheel brakes FR, FL, Arranged between RR and RL. The two output ports M1 and M2 of the master cylinder M are connected to the inlet of the vehicle brake hydraulic pressure control device 100, and the outlet of the vehicle brake hydraulic pressure control device 100 is connected to each wheel brake. Since the vehicle brake fluid pressure control device 100 is normally an oil passage (brake fluid pressure passage), the pedal force applied to the brake pedal BP is applied to each wheel brake FR, FL, RR, RL. To be communicated to.

  Here, the oil path starting from the output port M1 leads to the wheel brake FL on the left side of the front wheel and the wheel brake RR on the right side of the rear wheel, and the oil path starting from the output port M2 is set to the wheel brake FR on the right side of the front wheel and the left side of the rear wheel. To the wheel brake RL. Here, the oil passage starting from the output port M1 is referred to as “first system”, and the oil passage starting from the output port M2 is referred to as “second system”. Since the “first system” and the “second system” have the same structure, only the first system will be described below, and the description and illustration of the second system will be omitted.

  The vehicle brake hydraulic pressure control device 100 is provided with two control valve means V corresponding to the wheel brakes FL and RR. The vehicle brake hydraulic pressure control device 100 includes a reservoir 13, a check valve 13a, a pump unit PU, a damper 15, an orifice 15a, a regulator R, a switching valve means SW, a damper 18, an electric motor 19, a first pressure. A sensor 20 and two second pressure sensors 21 are provided. These members are mounted on a base body 10a having an oil passage formed therein.

  In the following, the oil path from the output port of the master cylinder M to the regulator R is referred to as “output hydraulic pressure path A”, and the oil path from the regulator R to the wheel brakes FL, RR is referred to as “wheel hydraulic pressure path B”. Called. The oil path from the output hydraulic pressure path A to the suction side of the pump unit PU is referred to as “suction hydraulic pressure path C”, and the oil path from the discharge side of the pump unit PU to the wheel hydraulic pressure path B is referred to as “discharge hydraulic pressure”. The oil path from the wheel hydraulic pressure path B to the suction hydraulic pressure path C is referred to as “open path E”.

The control valve means V has a function of switching between a pressure increasing state, a fluid pressure holding state, and a pressure reducing state.
The increased pressure state is realized by, for example, blocking the open path E while opening the wheel hydraulic pressure path B. Further, the hydraulic pressure holding state is realized by blocking the open path E while blocking the wheel hydraulic pressure path B. Further, the reduced pressure state is realized, for example, by opening the open path E while blocking the wheel hydraulic pressure path B.
The control valve means V includes an inlet valve 11, an outlet valve 12, and a check valve 11a.

  The inlet valve 11 is a normally open electromagnetic valve provided in the wheel hydraulic pressure passage B. The inlet valve 11 is normally open, thereby allowing the brake hydraulic pressure to be transmitted from the master cylinder M to the wheel brakes FL and RR. In addition, the inlet valve 11 is blocked by the control device 30 when the wheel is about to be locked, thereby cutting off the brake hydraulic pressure transmitted from the brake pedal BP to the wheel brakes FL and RR.

  The outlet valve 12 is a normally closed electromagnetic valve interposed between the wheel hydraulic pressure path B and the open path E. The outlet valve 12 is normally closed, but is released by the control device 30 when the wheel is about to be locked, so that the brake fluid pressure acting on the wheel brakes FL and RR is released to the reservoir 13.

  The check valve 11a is connected to each inlet valve 11 in parallel. The check valve 11a is a valve that only allows the brake fluid to flow from the wheel brakes FL and RR to the master cylinder M, and closes the inlet valve 11 when the input from the brake pedal BP is released. Even in this state, by allowing the brake fluid to flow from the wheel brakes FL and RR to the master cylinder M, the brake fluid pressure of the wheel brakes FL and RR is quickly reduced, Release it.

  The reservoir 13 is provided in the release path E, and has a function of temporarily storing brake fluid that is released when each outlet valve 12 is opened.

  The check valve 13a is provided between the reservoir 13 and the pump unit PU, and allows the brake fluid to flow from the reservoir 13 to the suction side of the pump unit PU.

  The pump part PU is interposed between the suction hydraulic pressure path C leading to the output hydraulic pressure path A and the discharge hydraulic pressure path D leading to the wheel hydraulic pressure path B, and the first pump part PU1 The pump unit PU2 is provided in parallel.

  The first pump unit PU1 includes one pump 14. The suction side of the first pump unit PU1 communicates with the master cylinder M via the suction hydraulic pressure path C and the output hydraulic pressure path A. The discharge side of the first pump unit PU1 communicates with the master cylinder M side of the control valve means V via the discharge hydraulic pressure path D and the wheel hydraulic pressure path B.

  The second pump unit PU <b> 2 includes one pump 14. The suction side of the second pump unit PU2 communicates with the master cylinder M via the switching valve means SW, the suction hydraulic pressure path C and the output hydraulic pressure path A, and the reservoir 13 via the check valve 13a and the release path E. Communicating with The discharge side of the second pump unit PU2 communicates with the master cylinder M side of the control valve means V via the discharge hydraulic pressure path D and the wheel hydraulic pressure path B.

  It is desirable that the first pump unit PU1 and the second pump unit PU2 are all configured by pumps having the same shape. The vehicular brake hydraulic pressure control device 100 according to the present embodiment uses the pump 14 having the same shape as the pump of the first pump unit PU1 and the second pump unit PU2. By doing in this way, the cost and man-hour which manufacture many types of pumps can be reduced. Moreover, the accommodation holes for pumps in the base body 10a can be formed in the same shape, and the labor and man-hour for manufacturing the base body can be reduced.

  The vehicle brake hydraulic pressure control apparatus 100 according to the present embodiment includes one pump 14 as the first pump unit PU1 and one pump 14 as the second pump unit PU2, but each pump unit PU1. The number and capacity of pumps in PU2 can be appropriately changed.

  The damper 15 and the orifice 15a attenuate the pulsation of the pressure of the brake fluid discharged from the pump unit PU by the cooperative action.

  The regulator R has a function of switching between a state where the brake fluid is allowed to flow from the output hydraulic pressure passage A to the wheel hydraulic pressure passage B and a state where the brake fluid is blocked, and a brake fluid flow from the output hydraulic pressure passage A to the wheel hydraulic pressure passage B. A function of adjusting the brake fluid pressure in the wheel fluid pressure passage B and the discharge fluid pressure passage D to a set value or less when the inflow is interrupted. The regulator R is realized by, for example, a linear solenoid valve or the like, and the control device 30 controls the energization amount to adjust the valve opening pressure, and the brake hydraulic pressure on the discharge hydraulic pressure path D side is set to the output hydraulic pressure path A. To maintain the desired pressure. In the present embodiment, the regulator R will be described as a configuration including a cut valve 16 and a check valve 16a.

  The cut valve 16 is a normally-open electromagnetic valve interposed between the output hydraulic pressure path A leading to the master cylinder M and the wheel hydraulic pressure path B leading to each wheel brake FL, RR. The state where the inflow of the brake fluid from A to the wheel hydraulic pressure path B is allowed and the state where the brake fluid is blocked are switched. The cut valve 16 is open when demagnetized, thereby allowing the brake hydraulic pressure to be transmitted from the master cylinder M to the wheel brakes FL and RR. Further, the opening amount of the cut valve 16 is controlled by the control device 30 when the pump unit PU is operated, in other words, when the brake fluid pressure is applied to the wheel brakes FL and RR.

  The check valve 16a is connected to the cut valve 16 in parallel. The check valve 16a is a valve that allows only brake fluid to flow from the output hydraulic pressure path A to the wheel hydraulic pressure path B. When the cut valve 16 is closed, there is no input from the brake pedal BP. However, inflow of the brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B is permitted.

The switching valve means SW is provided between a first pump unit PU1 and a second pump unit PU2 in the suction fluid pressure path C, more specifically, between the first pump unit PU1 and the second pump unit PU2, and opens and shuts off. It has a function of switching states, and is provided with a suction valve 17.
The suction valve 17 is a normally open electromagnetic valve provided in the suction fluid pressure path C. The suction valve 17 is opened (opened) by a control unit (not shown) when the brake fluid pressure is applied to each wheel brake FL, RR using the second pump unit PU2.

  The damper 18 attenuates the pulsation of the pressure of the brake fluid generated when the cut valve 16 and the suction valve 17 are switched, and suppresses transmission to the brake pedal BP.

  The electric motor 19 is for driving each pump 14 of the pump unit PU.

  The first pressure sensor 20 detects the brake fluid pressure in the output fluid pressure path A. Each second pressure sensor 21 is a brake fluid pressure between each control valve means V and each wheel brake FL, RR in the wheel fluid pressure path B, that is, a brake fluid pressure acting on the wheel brakes FL, RR. Is detected. These detection results are taken into the control device 30 as needed, and it is determined whether or not the brake fluid pressure is output from the master cylinder M by the control device 30, that is, whether or not the brake pedal BP is depressed. Furthermore, vehicle stabilization control, brake assist control, ABS control, and the like of the vehicle CR are performed based on the magnitude of the brake fluid pressure detected by the first pressure sensor 20 and each second pressure sensor 21.

FIG. 3 is a block diagram of the control device. As shown in FIG. 3, the control device 30 controls the control valve means V, the regulator R, and the switching valve means SW in the hydraulic unit 10 based on signals input from the sensors 91 to 96 and the pressure sensors 20 and 21. And the operation of the electric motor 19 are controlled to control the braking force of each wheel brake FR, FL, RR, RL.
The control device 30 includes a control type determination unit 31, a control target value setting unit 32, a hydraulic unit drive unit 33, and a pumping necessity determination unit 34 as functional units.

(Control type determination unit 31)
The control type determination unit 31 determines the type of necessary brake fluid pressure control based on signals input from the sensors 91 to 96 and the pressure sensors 20 and 21.
Examples of the brake fluid pressure control include vehicle stabilization control, brake assist control, and ABS control. Since these control methods are publicly known and a method for determining whether control is necessary is well known, description thereof is omitted.
The control type determination unit 31 outputs a signal (control type signal) indicating a necessary control type to the control target value setting unit 32, and controls the control type signal, the sensors 91 to 96, and the pressure sensors 20 and 21. Of the detection results, the detection result necessary for the control is output to the hydraulic unit driving unit 33.

(Control target value setting unit 32)
The control target value setting unit 32 sets a control target value for the brake fluid pressure based on the determination result of the control type determination unit 31.
The set control target value is output to the hydraulic pressure unit drive unit 33.

(Hydraulic unit driving unit 33)
The hydraulic unit drive unit 33 drives the hydraulic unit 10 so that the brake hydraulic pressure acting on each wheel brake FR, FL, RR, RL follows the control target value, and the control valve means as a functional unit The drive part 33a, the regulator drive part 33b, the switching valve means drive part 33c, and the electric motor drive part 33d are provided.

  The control valve means drive unit 33a acquires the brake fluid pressure acting on each wheel brake FR, FL, RR, RL detected by the second pressure sensor 21 so that the brake fluid pressure follows the control target value. The control valve means V (inlet valve 11 and outlet valve 12) is driven.

  The regulator drive unit 33b drives the regulator R (cut valve 16) based on the determination result of the control type determination unit 31. In the present embodiment, when the control type signal is input from the control type determination unit 31, the regulator drive unit 33 b puts the cut valve 16 into a shut-off state.

  The switching valve means driving unit 33c drives the switching valve means SW (intake valve 17) based on the determination result of the control type determination unit 31 and the pumping necessity determination unit 34 described later.

  The electric motor drive unit 33 d drives the electric motor 19 based on the determination result of the control type determination unit 31. In the present embodiment, when the control type signal is input from the control type determination unit 31, the electric motor drive unit 33d drives the electric motor 19 and drives the pump unit PU.

(Pumping necessity determination unit 34)
The pumping necessity determination unit 34 determines whether it is necessary to pump up the brake fluid from the reservoir 13. The pumping necessity determination unit 34 estimates the inflow amount of brake fluid into the reservoir 13 and the outflow amount from the reservoir 13, and determines the necessity of pumping from these and the set capacity of the reservoir 13. In the present embodiment, the pumping necessity determination unit 34 is based on the driving state of the suction valve 17, the detection result of the second pressure sensor 21, and the driving amount of the outlet valve 12 by the control valve means driving unit 33a. The amount of brake fluid stored in the reservoir 13 is estimated, and when the estimated amount of brake fluid exceeds a threshold value, it is determined that pumping is necessary. The determination result is output to the switching valve means driving unit 33c.

(Operation example)
Next, a typical operation example of the vehicular brake hydraulic pressure control device 100 and the state of the hydraulic circuit in the operation example will be described with reference to FIGS. 2 and 4 (FIGS. 1 and 3 are appropriately described). reference). The arrows in FIGS. 2 and 4 indicate the direction in which the brake fluid flows.

First, an operation example of the vehicle brake hydraulic pressure control device 100 during normal braking will be described. When the control type determination unit 31 determines that the brake operation is input based on the detection result of the first pressure sensor 20 or the pedal operation amount sensor 96, the electric motor drive unit 33d is operated by the electric motor as shown in FIG. 19 and the regulator driving unit 33b shuts off the regulator R (cut valve 16), thereby blocking the flow of brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B, and discharging hydraulic pressure. The brake fluid pressure on the road D side is adjusted to a predetermined pressure. Further, the switching valve means driving unit 33c opens the switching valve means SW (suction valve 17). And the control valve means drive part 33a makes each control valve means V of each wheel brake FL and RR pressure-increase state. That is, the inlet valve 11 is opened and the outlet valve 12 is shut off. Therefore, when the driver operates the brake pedal BP, the first pump unit PU1 and the second pump unit PU2 are operated to increase the output hydraulic pressure of the master cylinder M.
The regulator drive unit 33b may adjust the magnitude of the brake fluid pressure acting on the wheel brakes FL and RR by adjusting the opening amount of the regulator R (cut valve 16).
Further, at the time of normal braking, that is, at the time of non-control, the vehicle brake hydraulic pressure control device 100 does not drive the electric motor 19 and outputs the first pump unit PU1 and the second pump unit PU2 to the output hydraulic pressure of the master cylinder. It is not necessary to use for pressurization.

Next, when the normal brake operation is being performed, one of the wheel brakes FL and RR (FL) is controlled to increase pressure while the other (RR) is controlled to decrease pressure (during ABS control or vehicle stability) A description will be given of an example of the operation that corresponds to one state that occurs during execution of the control. For example, when the control type determination unit 31 determines that there is no possibility that the wheel T on the wheel brake FL side will be locked during the braking operation, and there is a possibility that the wheel T on the wheel brake RR side will be locked. As shown in FIG. 4, the electric motor drive unit 33d drives the electric motor 19, and the regulator drive unit 33b puts the regulator R in the cutoff state, so that the brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B is The brake fluid pressure on the discharge fluid pressure path D side is adjusted to a predetermined pressure. Further, the switching valve means driving section 33c puts the switching valve means SW in a shut-off state and puts the predetermined position in the suction fluid pressure path C in a shut-off state. That is, the suction side of the second pump unit PU2 is disconnected from the output hydraulic pressure path A. And the control valve means drive part 33a makes the control valve means V of the wheel brake FL pressure-increasing state. That is, the inlet valve 11 is opened and the outlet valve 12 is shut off. Further, the control valve means driving unit 33a brings the control valve means V of the wheel brake RR into a reduced pressure state. That is, the inlet valve 11 is shut off and the outlet valve 12 is opened. By controlling in this way, the first pump unit PU1 pressurizes the output hydraulic pressure of the master cylinder M, and the pressurized brake fluid is supplied to the wheel hydraulic pressure path B. The second pump unit PU2 pumps up the brake fluid stored in the reservoir 13. Therefore, the wheel brake RR can be depressurized while increasing the wheel brake FL.
The pressure reduction amount of the wheel brake RR is controlled by the control valve means driving unit 33a driving the inlet valve 11 and the outlet valve 12 on the wheel brake RR side. The pressure increase amount of the wheel brake FL may be controlled by adjusting the opening amount of the regulator R (cut valve 16) by the regulator driving unit 33b.

The same control is a vehicle stabilization control that controls one braking force of the wheel brakes FL and RR to be lower than the other braking force by increasing the pressure of one of the wheel brakes FL and RR while controlling the pressure of the other. It can also be applied to execution. For example, when realizing the distribution for adjusting the braking force of the wheel brake FL higher than the braking force of the wheel brake RR, the vehicle brake hydraulic pressure control device 100 increases the wheel brake FL and reduces the wheel brake RR. Need to control. In this case, the control valve means driving unit 33a brings the control valve means V of the wheel brake FL into a pressure increasing state. That is, the inlet valve 11 is opened and the outlet valve 12 is shut off. Further, the control valve means driving unit 33a appropriately adjusts the opening / closing of the wheel hydraulic pressure passage B and the opening / closing of the opening passage E, and the amount of the brake fluid flowing in to increase the brake hydraulic pressure, The braking force of the wheel brake FL is set higher than the braking force of the wheel brake RR by balancing with the amount of the brake fluid pressure that is released and reduced.
More specifically, the inlet valve 11 and the outlet valve 12 of the control valve means V of the wheel brake RR are opened based on the detection result of the second pressure sensor 21 provided corresponding to each wheel brake FL, RR. Control the time. In addition, when the inlet valve 11 and the outlet valve 12 are comprised by the linear solenoid valve which can control a valve opening pressure with energization amount, the control valve means drive part 33a controls each energization amount. Therefore, even in the vehicle stabilization control, it is possible to control the distribution of braking force by increasing one of the wheel brakes FL and RR while reducing the other.

  Subsequently, an operation example of the vehicle brake fluid pressure control apparatus 100 will be described with reference to FIG. 5 (see FIGS. 2 and 3 as appropriate). FIG. 5 is a flowchart for explaining an operation example of the vehicle brake hydraulic pressure control apparatus 100 according to the embodiment of the present invention.

In the flowchart of FIG. 5, first, the switching valve means driving unit 33c opens the switching valve means SW (step S1). By doing so, the first pump unit PU1 and the second pump unit PU2 pressurize the output hydraulic pressure of the master cylinder M at normal times, in other words, when pumping of the brake fluid is unnecessary.
Subsequently, when the pumping necessity determination unit 34 determines that pumping of the brake fluid is necessary (Yes in step S2), the electric motor driving unit 33d drives the electric motor 19, and the regulator driving unit 33b The regulator R is turned off, and the switching valve means driving unit 33c turns off the switching valve means SW (step S3). That is, the brake fluid is pumped up from the reservoir 13 using the second pump unit PU2.
If No in step S2 and if Yes and step S3 are executed in step S2, the control is completed.

  The vehicle brake fluid pressure control apparatus 100 according to the embodiment of the present invention can simultaneously satisfy the demands for increasing the pressure of the wheel brakes FR, FL, RR, RL and pumping up the brake fluid from the reservoir 13. Further, since the pumping amount of the brake fluid is variable, the capacity of the reservoir 13 can be reduced.

As mentioned above, although embodiment of this invention was described in detail, this invention can be suitably changed in design in the range which does not deviate from the summary.
Further, the number and capacity of the pumps in each pump unit can be changed as appropriate.
In addition, the vehicle brake hydraulic pressure control device 100 according to the above embodiment has a configuration in which it is not necessary to provide a negative pressure booster in the master cylinder M because it can be pressurized by the pump unit PU. The pressurization by the pump unit PU and the negative pressure booster may be appropriately switched, or the pressurization may be performed by cooperating them. Moreover, the structure which performs rotation speed control of the electric motor 19 simultaneously may be sufficient.
In addition, the vehicle brake hydraulic pressure control device 100 according to the embodiment acquires control values necessary for each control by detecting signals from the sensors 91 to 96 and the pressure sensors 20 and 21. In the case where the control value can be estimated by adding various estimation units or the like as functional blocks to the control device 30, the configuration may be such that each control is executed based on the estimated control value.

  Moreover, the first pump part PU1 may have a larger maximum brake fluid discharge amount than the second pump part PU2. For example, the brake hydraulic pressure control device 100 includes two pumps 14 in parallel as the first pump unit PU1 and one pump 14 as the second pump unit PU1, and the maximum of the first pump unit PU1. A configuration in which the discharge amount is twice that of the second pump unit PU2 can be employed. By doing in this way, the pressurization response by 1st pump part PU1 can be improved. Further, it is possible to prevent the amount of brake fluid released from the reservoir 13 by the second pump unit PU2 from becoming excessive. Therefore, the range of the pressurization amount at the start of control can be increased.

It is a lineblock diagram of vehicles provided with a brake fluid pressure control device for vehicles concerning an embodiment of the present invention. It is a brake fluid pressure circuit diagram of a brake fluid pressure control device for vehicles concerning an embodiment of the present invention. It is a block diagram for demonstrating the brake fluid pressure control apparatus for vehicles which concerns on embodiment of this invention. It is a figure for demonstrating the operation example of the brake fluid pressure control apparatus for vehicles which concerns on embodiment of this invention. It is a flowchart for demonstrating the operation example of the brake fluid pressure control apparatus for vehicles which concerns on embodiment of this invention. It is a figure for demonstrating the operation example of the conventional brake fluid pressure control apparatus for vehicles. It is a figure for demonstrating the operation example of the conventional brake fluid pressure control apparatus for vehicles. It is a figure for demonstrating the operation example of the conventional brake fluid pressure control apparatus for vehicles.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Fluid pressure unit 10a Base body 13 Reservoir 14 Pump 17 Suction valve 30 Control device 31 Control type determination part 32 Control target value setting part 33 Fluid pressure unit drive part 33a Control valve means drive part 33c Switching valve means drive part 34 Pumping necessity judgment Part 100 Vehicle brake fluid pressure control device M Master cylinder BP Brake pedal PU Pump part PU1 First pump part PU2 Second pump part SW Switching valve means V Control valve means

Claims (3)

A brake fluid pressure control device for a vehicle for controlling a brake fluid pressure in a brake fluid pressure path connecting a master cylinder and a wheel brake,
A control valve means provided between the master cylinder and the wheel brake and capable of switching between a pressure-increasing state, a pressure-reducing state and a fluid pressure holding state;
A reservoir for temporarily storing brake fluid released from the wheel brake side in the reduced pressure state;
A first pump unit having a suction side communicating with the master cylinder and a discharge side communicating with the master cylinder side of the control valve means;
A second pump unit having a suction side communicating with the reservoir and the master cylinder, and a discharge side communicating with the master cylinder side of the control valve means;
A switching valve means provided between the master cylinder and the suction side of the second pump part, and capable of switching between an open state and a shut-off state only between the master cylinder and the second pump part;
A control valve means driving section for switching the state of the control valve means by driving the control valve means;
A switching valve means driving section for switching the state of the switching valve means by driving the switching valve means;
It is necessary to estimate the inflow amount of brake fluid into the reservoir and the outflow amount from the reservoir, and to pump the brake fluid from the reservoir based on the estimated inflow amount, outflow amount, and set capacity of the reservoir A pumping necessity determining unit for determining whether or not there is,
With
The reservoir is interposed between the switching valve means and the suction side of the second pump part via a check valve that allows only the brake fluid to flow from the reservoir to the suction side of the second pump part. Connected,
During normal braking , the switching valve means driving unit opens the switching valve means, so that both the first pump unit and the second pump unit pressurize the output hydraulic pressure of the master cylinder,
When it is determined by the pumping necessity determining unit that the brake fluid needs to be pumped from the reservoir, the switching valve unit driving unit sets the switching valve unit to a shut-off state, so that the first pump unit is A vehicular brake hydraulic pressure control device, wherein the output hydraulic pressure of the master cylinder is increased, and the second pump unit pumps up brake fluid from the reservoir. The wheel brakes are plural,
The control valve means is provided in each of the plurality of wheel brakes,
2. The vehicle according to claim 1, wherein when the control valve unit driving unit sets at least one of the control valve units to a pressure-reduced state, the switching valve unit driving unit sets the switching valve to a shut-off state. Brake hydraulic pressure control device. 3. The vehicular brake hydraulic pressure control device according to claim 1, wherein the first pump unit and the second pump unit are all configured by a pump having the same shape.

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