JP6159553B2 - Brake hydraulic pressure control device for vehicles - Google Patents

Description

  The present invention relates to a vehicle brake hydraulic pressure control device.

Conventionally, what was indicated by patent documents 1 is known as a brake fluid pressure control device for vehicles provided with a brake system which can perform brake-by-wire braking.
In this vehicle brake fluid pressure control device, the brake fluid flow path from the master cylinder to the wheel brake is shut off in the ignition-on state in which brake-by-wire braking is performed. The brake hydraulic pressure is controlled to be transmitted to the wheel brake by operating a power unit provided in a hydraulic pressure circuit communicating with the wheel brake.

  This vehicle brake hydraulic pressure control device has two brake systems. In one brake system, electromagnetic valves such as an inlet valve and an outlet valve are provided in the brake flow path leading to the front wheel brake. In addition, a one-way valve and a plurality of pressure sensors are provided in the middle of the brake flow path. Is provided.

JP 2009-78602 A

  In the above-described vehicle brake hydraulic pressure control device, the number of components is large, the brake flow path is complicated, and the cost is high.

  Therefore, the present invention solves the above-described problems, minimizes the number of components, and simplifies the brake flow path to achieve cost reduction for vehicle brake hydraulic pressure control. It is an object to provide an apparatus.

In order to solve the above-mentioned problems, the present invention is a vehicle brake hydraulic pressure control device that has two brake systems and applies hydraulic pressure to a wheel brake based on operation of a brake operator, and includes a discharge port of a pump To the wheel brake, a return hydraulic pressure path from the discharge hydraulic pressure path to the pump, and a return hydraulic pressure path that adjusts the brake hydraulic pressure acting on the wheel brake. A pressure valve, and an accumulator that is provided between the pressure regulating valve and the pump in the return flow path, and stores the brake fluid, and the discharge fluid pressure path passes from the pump to the wheel brake without passing through the valve. The braking force is applied to the wheel brake by the brake fluid pressure boosted by the pump, and the braking force of the wheel brake is regulated by the pressure regulating valve. Is configured to that, at least one brake system of the two brake systems is at least the discharged fluid pressure passage, the return fluid pressure passage, the brake system provided with the pressure regulating valve and said accumulator, at least One of the brake systems applies the brake hydraulic pressure boosted by the pump to the discharge hydraulic pressure path of one of the brake systems in conjunction with the operation of the brake operation element of the other brake system. It is configured to be interlocked so as to operate the wheel brake of one of the brake systems by controlling a pressure valve .

According to this vehicle brake fluid pressure control apparatus, the brake fluid discharged from the pump is transmitted to the wheel brakes through the discharge fluid pressure path without passing through the valve. The brake fluid pressure acting on the wheel brake is regulated to a predetermined fluid pressure by returning the brake fluid on the wheel brake side to the accumulator through the pressure regulating valve.
Therefore, according to this vehicle brake hydraulic pressure control device, the brake hydraulic pressure acting on the wheel brake can be controlled with the minimum number of components, and the brake flow path can be simplified to reduce the cost. Can be achieved.
Further, a vehicle brake hydraulic pressure control device having a simple hydraulic pressure circuit in which brake fluid circulates through the pressure regulating valve can be obtained.
When the brake operator of the other brake system is operated, the brake fluid pressure acts on the wheel brakes of the one brake system, and the interlocking brake control can be executed.

  Further, the present invention is provided in a dummy cylinder that applies an operation reaction force according to the operation of the brake operation element to the brake operation element, and an output hydraulic pressure path connected to the discharge hydraulic pressure path, and the output liquid A stroke simulator including a switching valve that switches between a state that allows the brake fluid to flow from the pressure passage to the discharge fluid pressure passage and a state that blocks the brake fluid is provided.

  According to this vehicle brake fluid pressure control device, it is possible to cause the brake fluid generated by the operation of the brake operator to act on the wheel brakes depending on the situation.

  In the present invention, the accumulator includes an accumulator chamber and an accumulator piston provided in the accumulator chamber, and the accumulator piston is capable of storing the brake fluid in the accumulator chamber. And an atmospheric chamber into which atmospheric pressure is introduced, and moves following the increase / decrease of the brake fluid stored in the brake fluid chamber.

According to this vehicle brake fluid pressure control apparatus, when the brake fluid flows into the brake fluid chamber, the accumulator piston moves following the brake fluid, whereby the brake fluid is received. Further, when the brake fluid flows out from the brake fluid chamber, the accumulator piston moves following this, and the brake fluid is allowed to flow out.
Therefore, it is possible to easily cope with inflow and outflow of brake fluid, simplify the structure, reduce the number of parts, and reduce costs.

  The present invention further includes a control means for performing anti-lock brake control, wherein the pressure regulating valve is a proportional solenoid valve, and the control means is configured to control a brake fluid pressure acting on the wheel brake during anti-lock brake control. The pressure regulating valve is controlled by a drive current so that the pressure becomes a predetermined hydraulic pressure.

  According to this vehicle brake fluid pressure control device, the brake fluid pressure acting on the wheel brake can be set to a predetermined fluid pressure by controlling the pressure regulating valve, and the pressure increase control or pressure decrease during the antilock brake control can be achieved. Control can be performed.

  According to the present invention, it is possible to obtain a vehicular brake hydraulic pressure control device that can minimize the number of components and can achieve a reduction in cost by simplifying a brake flow path.

1 is a brake hydraulic pressure circuit diagram showing a vehicle brake hydraulic pressure control device according to an embodiment of the present invention. It is a brake fluid pressure circuit figure showing the time of ignition off. (A) is a brake fluid pressure circuit diagram showing a state where the brake lever is operated, and (b) is a brake fluid pressure circuit diagram showing a state where the brake fluid pressure is held corresponding to the operation amount of the brake lever. It is a brake fluid pressure circuit figure showing the state where a brake lever was returned. It is explanatory drawing which shows the brake-by-wire basic operation | movement in the brake input side. It is explanatory drawing which shows the brake by wire basic operation | movement in the brake interlocking | linkage side. It is explanatory drawing which shows the brake-by-wire basic operation | movement at the time of antilock brake control.

Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate.
In the description, the same reference numerals are used for the same elements, and duplicate descriptions are omitted.

  As shown in FIG. 1, a vehicle brake hydraulic pressure control device (hereinafter referred to as “brake control device”) U according to this embodiment includes a motorcycle, an automatic tricycle, an all-terrain vehicle (ATV), an automatic four-wheel vehicle, and the like. The brake force (brake hydraulic pressure) applied to the wheels of the vehicle is appropriately controlled. Below, although the example which applied the brake control apparatus U to the motorcycle is demonstrated, it is not the meaning which limits the vehicle by which the brake control apparatus U is mounted.

The brake control device U is configured to include a front-wheel brake system K1 and a rear-wheel brake system K2. The brake system K1 on the front wheel side can perform antilock brake control of the front wheel brake F by appropriately controlling the braking force applied to the front wheel brake F by a control device (control means) 6 as control means.
Further, the brake system K2 on the rear wheel side can perform antilock brake control of the rear wheel brake R by appropriately controlling the braking force applied to the rear wheel brake R by the control device 6.
Further, the rear wheel side brake system K2 is configured to be capable of interlocking brake control in conjunction with the operation of the front wheel side brake lever L1 (brake operator).

Hereinafter, the brake hydraulic circuit shown in FIG. 1 will be described in detail. Since the brake systems K1 and K2 have substantially the same configuration, the brake system K1 will be mainly described below, and the brake system K2 will be described as appropriate.
The brake system K1 includes a flow path from the inlet port J1 leading to the master cylinder MC1 to the outlet port J2. The master cylinder MC1 and the inlet port J1 are connected by a flow path H1, and the outlet port J2 is connected to the front wheel brake F (wheel cylinder of the front wheel brake F) through the flow path H2.
Further, the brake system K2 includes a flow path from the inlet port J3 leading to the master cylinder MC2 to the outlet port J4. The master cylinder MC2 and the inlet port J3 are connected by a flow path H3, and the outlet port J4 is connected to the rear wheel brake R (wheel cylinder of the rear wheel brake R) through the flow path H4.

  The master cylinder MC1 has a cylinder, and a brake fluid tank chamber for storing brake fluid as hydraulic fluid is connected to the cylinder. A master piston (not shown) that slides in the axial direction of the cylinder by the operation of the brake lever L1 and flows out the brake fluid is assembled in the cylinder.

The brake system K1 includes a simulator unit (stroke simulator) 10 and a modulator unit 20. The simulator unit 10 includes a dummy cylinder 11, a switching valve 12, a check valve 13, and a hydraulic pressure sensor 14.
The modulator unit 20 adjusts the magnitude of the brake fluid pressure acting on the front wheel brake F, and includes a pump 21, a pressure regulating valve 22, and an accumulator 23.

  Hereinafter, the flow path from the pump 21 of the modulator unit 20 to the front wheel brake F (rear wheel brake R) is referred to as “discharge fluid pressure path C”, and the switching valve 12 of the simulator unit 10 from the master cylinder MC1 (master cylinder MC2). A flow path from the accumulator 23 of the modulator unit 20 to the pump 21 is referred to as an “intake hydraulic pressure path D”. A flow path from the hydraulic pressure path C to the suction hydraulic pressure path D through the pressure regulating valve 22 is referred to as a “return hydraulic pressure path E”.

(Simulator part)
The dummy cylinder 11 of the simulator unit 10 temporarily stores the brake fluid discharged to the output hydraulic pressure path A due to the operation of the brake lever L1 and generates an operation reaction force of the brake lever L1. A cylinder body 11a, a piston 11b slidably inserted into the cylinder body 11a, and a piston spring 11c are provided.

The switching valve 12 is an electromagnetic valve that switches between communication and blocking of the output hydraulic pressure path A and switches between blocking and communication of the output hydraulic pressure path A and the dummy cylinder 11. Specifically, the switching valve 12 communicates with the output hydraulic pressure path A and shuts off the output hydraulic pressure path A and the dummy cylinder 11 in the non-excited state. Further, the switching valve 12 blocks the output hydraulic pressure path A in the excited state and allows the dummy cylinder 11 and the output hydraulic pressure path A to communicate with each other to allow the brake fluid to flow into the dummy cylinder 11. In the present embodiment, the switching valve 12 is set to be switched from the non-excited state to the excited state when driving means such as an engine or a motor (not shown) of the motorcycle is started (when the ignition is on).
That is, the switching valve 12 blocks the inflow of the brake fluid from the master cylinder MC1 side to the modulator unit 20 side while driving the driving means of the vehicle. The switching valve 12 is in a non-excited state when the driving means is stopped (when the ignition is off) or the control device 6 is stopped, and the operating force of the brake lever L1 (that is, the brake generated in the master cylinder MC1). (Hydraulic pressure) is directly transmitted from the output hydraulic pressure path A to the front wheel brake F through the discharge hydraulic pressure path C.
In such a switching valve 12, an electromagnetic coil for driving a valve body (not shown) is electrically connected to the control device 6, and the electromagnetic coil is excited based on a command from the control device 6. ing.

  The check valve 13 is a one-way valve connected in parallel to the switching valve 12 and allows only the brake fluid to flow from the dummy cylinder 11 to the output hydraulic pressure path A.

The hydraulic pressure sensor 14 is a hydraulic pressure detection sensor that detects the magnitude of the brake hydraulic pressure in the output hydraulic pressure path A blocked by the switching valve 12. The brake fluid pressure measured by the fluid pressure sensor 14 is a physical quantity that correlates with the brake fluid pressure in the master cylinder MC1, but can be substantially regarded as the brake fluid pressure in the master cylinder MC1.
The brake fluid pressure measured by the fluid pressure sensor 14 is taken into the control device 6 as needed and used for brake control on the modulator unit 20 side.

(Modulator part)
The pump 21 of the modulator unit 20 is interposed between the suction fluid pressure passage D and the discharge fluid pressure passage C. The brake fluid stored in the accumulator 23 is sucked through the suction fluid pressure passage D, and the discharge fluid is discharged. It has a function of discharging to the pressure path C.
A damper or an orifice (not shown) can be provided on the discharge port side of the pump 21. By providing the damper and the orifice, the pulsation of the brake fluid discharged from the pump 21 can be attenuated by the cooperative action.

The pump 21 is directly connected to the front wheel brake F through the discharge hydraulic pressure path C, and an electromagnetic valve or the like corresponding to an inlet valve or an outlet valve is not provided between the pump 21 and the front wheel brake F. ing. That is, when the pump 21 is driven, the brake fluid pressure is transmitted directly to the front wheel brake F through the discharge fluid pressure passage C.
In addition, after the brake operation by the brake lever L1 is completed, the pressure regulating valve 22 is opened, and the brake fluid is returned from the discharge hydraulic pressure path C to the accumulator 23 through the return hydraulic pressure path E.

  The pressure regulating valve 22 is a normally-open linear solenoid valve interposed in the middle of the return hydraulic pressure path E, and switches between a state where the brake fluid is allowed to flow in the return hydraulic pressure path E and a state where it is shut off. is there. The pressure regulating valve 22 is configured to be able to adjust the valve opening pressure by controlling energization to the solenoid, and has a function as an outlet valve. The pressure regulating valve 22 is closed when the brake operation by the brake lever L1 is started, and blocks the brake fluid from flowing to the suction side of the pump 21 through the return hydraulic pressure path E. When the pressure regulating valve 22 is closed, the brake fluid pressure increased by the operation of the pump 21 is transmitted from the discharge fluid pressure passage C to the front wheel brake F, and a braking force is generated in the front wheel brake F.

When the brake fluid pressure on the front wheel brake F side exceeds the valve opening pressure of the pressure regulating valve 22 after the brake operation by the brake lever L1 is started, the increased brake fluid on the discharge fluid pressure path C side is regulated. As a result, the brake fluid pressure can be adjusted to a predetermined pressure. The valve opening pressure of the pressure regulating valve 22 is controlled by energizing the solenoid.
The energization amount to the solenoid is adjusted by a command from the control device 6 based on the brake fluid pressure measured by the fluid pressure sensor 14 of the simulator unit 10. Since the brake fluid pressure measured by the fluid pressure sensor 14 is a brake fluid pressure corresponding to the operation amount of the brake lever L1, the driver requests that the energization amount be controlled based on the measured value of the fluid pressure sensor 14. The brake fluid pressure corresponding to the brake braking is applied to the front wheel brake F.
As described above, in the brake control device U of the present embodiment, it is possible to adjust the brake fluid pressure acting on the front wheel brake F only by the pressure regulating valve 22 without having an electromagnetic valve or the like corresponding to an inlet valve or an outlet valve. It has become.

  In addition, the control device 6 performs control for opening the pressure regulating valve 22 to reduce the brake fluid pressure acting on the front wheel brake F when a wheel (not shown) is about to lock, for example (the solenoid energization amount is set to zero). Control and control to make the energization amount of the solenoid smaller than the current state). When the pressure regulating valve 22 is opened, the brake fluid on the front wheel brake F side escapes to the accumulator 23 through the return fluid pressure path E, so that the brake fluid pressure acting on the front wheel brake F decreases.

The accumulator 23 is provided in the suction hydraulic pressure path D communicating with the return hydraulic pressure path E, and is an open-air tank that stores brake fluid discharged from the pump 21 to the discharge hydraulic pressure path C. The accumulator 23 includes a cylinder portion 23a, an accumulator piston 23b, and a return spring 23c. The accumulator piston 23b is urged toward the atmosphere side by a return spring 23c, and brake fluid is stored in the cylinder portion 23a. The accumulator piston 23b is restricted from moving more than necessary to the atmosphere side by a restriction member (not shown).
When the pump 21 is operated, the brake fluid stored in the cylinder portion 23 a is supplied to the pump 21 through the suction fluid pressure path D. A sufficient amount of brake fluid can be stored in the cylinder portion 23a to transmit the brake fluid pressure to the front wheel brake F.

  The brake control device U includes a motor 25. The motor 25 is a common power source for the pumps 21 and 21 of the modulator unit 20, and operates based on a command from the control device 6. Note that the rotation speed of the motor 25 is variable by a command from the control device 6.

  The control device 6 includes hydraulic pressure sensors 14 and 14 for the brake systems K1 and K2, a wheel speed sensor for a front wheel (not shown) that is fixedly disposed facing a side surface of a pulsar ring fixed to the front wheel (not shown), and On the basis of the output from a wheel speed sensor or the like for a rear wheel (not shown) that is fixedly disposed opposite to the side surface of the pulsar ring fixed to the rear wheel, the opening and closing of the pressure regulating valves 22 of the brake systems K1 and K2, motors 25. Control the operation of the switching valve 12.

Next, normal brake control, interlocking brake control, and antilock brake control realized by the control device 6 will be described with reference to the hydraulic circuit of FIGS. 1 to 4 and the time charts of FIGS.
First, in a state where the engine (not shown) is stopped (ignition off state), as shown in FIG. 2, the output hydraulic pressure path A is communicated by the switching valve 12 of the simulator unit 10, and from the master cylinder MC1 to the front wheel brake F. It is made to be in communication. Further, the output hydraulic pressure path A and the dummy cylinder 11 are blocked by the switching valve 12 of the simulator unit 10 (the switching valve 12 is in the OFF state (see FIG. 5)). That is, when the brake lever L1 is operated, the brake fluid pressure by the operation is applied to the modulator unit 20 side, and the front wheel brake F is applied. The motor 25 is in an OFF state (see FIG. 5).
Here, since the pressure regulating valve 22 is opened, the brake fluid pressure due to the operation of the brake lever L1 also acts on the accumulator 23 through the return fluid pressure passage E and the suction fluid pressure passage D, but the accumulator piston 23b acts as a return spring. The accumulator piston 23b does not slide because it is urged and held by the air 23c (in a state where it abuts against a regulating member (not shown)). Further, since the accumulator 23 is held in such a state that the brake fluid is stored, the brake fluid stored in the pump 21 is discharged to the pump 21 when the brake lever L1 is operated after the engine is operated. It plays the role of launching quickly.

  Next, when the engine is operated (ignition on (IG-ON), time t1 (see FIG. 5)), as shown in FIG. 1, the switching valve 12 is switched by the control device 6 (from the OFF state to the ON state). Is switched (see FIG. 5), the output hydraulic pressure path A is shut off, and the simulator unit 10 and the modulator unit 20 are separated. Further, in the simulator unit 10, the output hydraulic pressure path A and the dummy cylinder 11 are in communication with each other, and the brake hydraulic pressure by the operation of the brake lever L <b> 1 is applied to the dummy cylinder 11.

  On the other hand, on the modulator unit 20 side, the simulator unit 10 and the modulator unit 20 are separated from each other, so that the brake fluid pressure from the master cylinder MC1 is not directly applied to the front wheel brake F. That is, the brake fluid pressure generated due to the operating force of the brake lever L1 is applied to the dummy cylinder 11 as described above, and at the same time, the brake fluid pressure is measured by the fluid pressure sensor 14.

(Normal brake control)
During normal brake control in which each wheel is not likely to lock, when the driver operates the brake lever L1 (start of brake lever operation, time t2, see FIG. 5), the brake generated due to the operating force The hydraulic pressure is detected by the hydraulic pressure sensor 14. The detection value of the hydraulic pressure sensor 14 is input to the control device 6, and the control device 6 sends a start command to the motor 25 based on the input detection value of the brake hydraulic pressure and issues a valve closing command to the pressure regulating valve 22. Send it out.
Then, at time t2 (start of brake lever operation) in FIG. 5, the motor 25 is started, the energization amount of the pressure regulating valve 22 is increased, and the pressure regulating valve 22 is closed. Thereby, as shown in FIG. 3A, the return hydraulic pressure path E is blocked.
When the pump 21 is driven by starting the motor 25, the brake fluid pressure increased by the operation of the pump 21 is transmitted to the front wheel brake F through the discharge fluid pressure path C, and a braking force is generated in the front wheel brake F.

  Thereafter, the brake fluid pressure transmitted to the front wheel brake F is controlled according to the control valve 22 by the control device 6, and the brake fluid pressure corresponding to the operation amount of the brake lever L1 (brake corresponding to the brake braking requested by the driver). (Hydraulic pressure) (see time t3 in FIG. 5).

  When the brake lever L1 is loosened, the energization amount of the solenoid is reduced, and while the brake fluid pressure on the front wheel brake F side exceeds the valve opening pressure, the pressure regulating valve 22 opens and the brake fluid pressure decreases. When the operation of the brake lever L1 is finished, the energization amount to the motor 25 and the solenoid is controlled to zero by the control device 6. As a result, the motor 25 is stopped and the pressure regulating valve 22 is opened. Then, the brake fluid in the discharge hydraulic pressure path C is returned to the accumulator 23 and stored.

(Linked brake control)
In the interlocking brake control, when the brake lever L1 is operated in the brake system K1 on the front wheel side, the pressure regulating valve 22 of the modulator unit 20 in the brake system K1 on the rear wheel side is controlled in conjunction with this, so that the rear brake R It is controlled so that a braking force is generated. In the present embodiment, such interlocking brake control is possible. Note that whether or not to perform the interlock brake control can be configured to be switched by a signal from the other hydraulic pressure sensor.

When the interlock brake control is on, the control device 6 issues a valve closing command to the pressure regulating valve 22 of the brake system K2 on the rear wheel side based on the detected value of the hydraulic pressure sensor 14 of the brake system K1 on the front wheel side. Send it out. Thereby, also in the brake system K2 on the rear wheel side, the energizing current of the pressure regulating valve 22 is increased, the pressure regulating valve 22 is closed, and the return hydraulic pressure path E is shut off. As a result, braking force is also generated in the rear wheel brake R.
Note that the brake fluid pressure transmitted to the rear wheel brake R can be set to be a predetermined braking force distribution to the front wheel brake F by the control of the pressure regulating valve 22 by the control device 6.

(Anti-lock brake control)
The anti-lock brake control is executed when the wheel is about to fall into a locked state, and is realized, for example, by appropriately selecting a state in which the brake fluid pressure acting on the front wheel brake F is reduced or increased. The Whether to reduce or increase pressure is selected by the control device 6 based on the wheel speed obtained from a wheel speed sensor (not shown) for the front wheels.
Since the pressure regulating valve 22 is a linear solenoid, the control described below includes not only maximum opening control and complete closing control, but also the brake fluid by changing the valve opening pressure in the opening direction or the closing direction. It is possible to control to change the flow rate.

First, when the control device 6 determines that the brake fluid pressure acting on the front wheel brake F should be reduced, the control device 6 executes control to open the pressure regulating valve 22 (control to reduce the energization amount, control to open Control to reduce valve pressure). When the pressure regulating valve 22 is opened, the brake fluid in the discharge hydraulic pressure path C leading to the front wheel brake F flows into the accumulator 23 through the return hydraulic pressure path E. As a result, the brake hydraulic pressure acting on the front wheel brake F is increased. Is depressurized.
Specifically, as shown in FIG. 7, when the control device 6 detects a locking tendency at time t <b> 4, a decompression pulse signal is output from the control device 6 to the pressure regulating valve 22. Thereby, the brake fluid pressure of the front wheel brake F is reduced.

  Further, when the control device 6 determines that the brake fluid pressure acting on the front wheel brake F should be increased, the control device 6 performs control to close the pressure regulating valve 22 (control to increase the energization amount). , Control to increase the valve opening pressure). When the pressure regulating valve 22 is closed, the return hydraulic pressure path E is closed, and the brake hydraulic pressure acting on the front wheel brake F is increased by the brake hydraulic pressure discharged to the discharged hydraulic pressure path C by the operation of the pump 21. The

According to the brake control device U described above, the brake fluid discharged from the pump 21 passes through the discharge hydraulic pressure path C without passing through valves corresponding to the inlet valve and the outlet valve, and the front wheel brake F (rear wheel brake R). Communicated directly to. The brake fluid pressure acting on the front wheel brake F (rear wheel brake R) is regulated to a predetermined fluid pressure by returning the brake fluid on the front wheel brake F side (rear wheel brake R side) to the accumulator 23 through the pressure regulating valve 22. The
Therefore, according to the brake control device U of the present embodiment, the brake fluid pressure acting on the front wheel brake F and the rear wheel brake R can be controlled with a minimum number of components, and the brake flow path can be simplified. As a result, cost reduction can be achieved. Further, the brake control device U having a simple hydraulic circuit in which the brake fluid circulates through the pressure regulating valve 22 is obtained.

  In addition, since the simulator unit 10 including the dummy cylinder 11 and the switching valve 12 is provided, the brake fluid generated by the operation of the brake lever L1 (brake pedal L2 (brake operator)) is reduced depending on the situation. It is also possible to act on F (rear wheel brake R).

  Further, since the control device 6 controls the pressure regulating valve 22 so that the brake fluid pressure acting on the front wheel brake F (rear wheel brake R) becomes a predetermined fluid pressure during the antilock brake control, the front wheel brake F ( The brake fluid pressure acting on the rear wheel brake R) can be set to a predetermined fluid pressure, and pressure increase control or pressure reduction control can be suitably performed during antilock brake control.

  Further, the brake control device U has two independent brake systems K1, K2, and the brake system K2 operates the rear wheel brake R in conjunction with the operation of the brake lever L1 of the brake system K1. Since it is configured to be able to be interlocked, interlocking brake control can be suitably executed with a minimum number of components.

In the above-described embodiment, the configuration in which the pump 21 is driven by the operation of the brake lever L1 has been described. However, the present invention is not limited to this, and the pump 21 may be always driven in the ignition-on state. . That is, the driving of the pump 21 may be started by starting the engine or motor. In this case, the pressure regulating valve 22 is opened when the brake lever L1 (brake pedal L2) is not operated, and the brake fluid discharged to the discharge hydraulic pressure path C through the pump 21 is pumped through the return hydraulic pressure path E. It is configured to flow through a circulation path that is returned to 21. The brake fluid only flows through the above-described circulation path, and the brake fluid pressure is set to a pressure that does not operate the front wheel brake F (rear wheel brake R). Accordingly, no braking force is generated in the front wheel brake F (rear wheel brake R) when the brake lever L1 (brake pedal L2) is not operated.
In this way, by adopting a configuration in which the pump 21 is always driven in the ignition-on state, it is possible to improve the rise of the brake fluid pressure when the brake lever L1 (brake pedal L2) is operated, and brake braking with a good response. Is possible.

  Moreover, in the said embodiment, although it was set as the structure which has the accumulator piston 23b, it is not restricted to this, It is good also as a structure in which the accumulator 23 has a diaphragm. For example, the accumulator 23 is composed of a bottomed concave accumulator chamber and a diaphragm provided in the accumulator chamber. The diaphragm introduces the accumulator chamber into the brake fluid chamber capable of storing brake fluid and atmospheric pressure. The diaphragm is configured to move in accordance with the increase / decrease of the brake fluid stored in the brake fluid chamber, and the volume of the brake fluid chamber is changed by the diaphragm. Can be adopted.

According to such an accumulator 23, when the brake fluid flows into the brake fluid chamber, the accumulator piston moves following this, and the brake fluid is received. Further, when the brake fluid flows out from the brake fluid chamber, the accumulator piston moves following this, and the brake fluid is allowed to flow out.
Therefore, it is possible to easily cope with inflow and outflow of brake fluid, simplify the structure, reduce the number of parts, and reduce costs.

In the above embodiment, the normally open linear solenoid valve is used as the pressure regulating valve 22. However, the present invention is not limited to this, and a normally closed linear solenoid valve may be used. In this case, when the ignition is turned on, the pressure regulating valve 22 is opened by a command from the control device 6, and when the brake lever L1 (brake pedal L2) is operated, the pressure regulating valve 22 is closed. As a result, the return hydraulic pressure path E is interrupted and a braking force is generated in the front wheel brake F.
Thereafter, the brake fluid pressure transmitted to the front wheel brake F is controlled according to the control valve 22 by the control device 6, and the brake fluid pressure corresponding to the operation amount of the brake lever L1 (brake corresponding to the brake braking requested by the driver). (Hydraulic pressure). When the operation of the brake lever L1 is completed, the pressure regulating valve 22 opens the return hydraulic pressure path E according to a command from the control device 6, and the brake fluid in the discharge hydraulic pressure path C is returned to the accumulator 23 as described above. Accumulated.

  In the above embodiment, the configuration in which the rear wheel side brake system K2 operates in conjunction with the front wheel side brake system K1 has been described. Thus, the brake system K1 on the front wheel side can be configured to operate.

  Moreover, although the linear solenoid was used as the pressure regulation valve 22, it is not restricted to this, You may make it function as the pressure regulation valve 22 by using a normal on-off valve and controlling this.

6 Control device (control means)
DESCRIPTION OF SYMBOLS 10 Simulator part 12 Switching valve 20 Modulator part 21 Pump 22 Pressure regulating valve 23 Accumulator A Output hydraulic pressure path C Discharge hydraulic pressure path D Intake hydraulic pressure path E Return hydraulic pressure path F Front wheel brake K1 Brake system K2 Brake system L1 Brake lever Operator)
L2 Brake pedal (brake operator)
R Rear wheel brake U Brake control device (Vehicle brake fluid pressure control device)

Claims (4)

A vehicular brake hydraulic pressure control device that has two brake systems and applies hydraulic pressure to wheel brakes based on operation of a brake operator,
A discharge hydraulic pressure path from the discharge port of the pump to the wheel brake;
A return hydraulic pressure path from the discharge hydraulic pressure path to the pump;
A pressure regulating valve that is provided in the return hydraulic pressure path and regulates a brake hydraulic pressure acting on the wheel brake;
An accumulator provided between the pressure regulating valve and the pump in the return flow path and storing brake fluid;
The discharge fluid pressure path communicates from the pump to the wheel brake without passing through a valve, and applies braking force to the wheel brake by brake fluid pressure increased by the pump and the wheel by the pressure regulating valve. It is configured to regulate the braking force of the brake ,
At least one of the two brake systems is a brake system including at least the discharge hydraulic pressure path, the return hydraulic pressure path, the pressure regulating valve, and the accumulator,
At least one of the brake systems applies the brake hydraulic pressure increased by the pump to the discharge hydraulic pressure path of one of the brake systems in conjunction with the operation of the brake operator of the other brake system. A vehicle brake hydraulic pressure control device configured to be interlocked so as to operate the wheel brake of one of the brake systems by controlling a pressure regulating valve . A dummy cylinder that imparts an operational reaction force to the brake operator according to the operation of the brake operator;
A switching valve that is provided in an output hydraulic pressure path connected to the discharge hydraulic pressure path, and switches between a state that allows the brake fluid to flow from the output hydraulic pressure path to the discharge hydraulic pressure path and a state that blocks the brake fluid;
The brake hydraulic pressure control device for a vehicle according to claim 1, further comprising a stroke simulator including The accumulator comprises an accumulator chamber, and an accumulator piston provided in the accumulator chamber,
The accumulator piston is
The accumulator chamber is partitioned into a brake fluid chamber capable of storing brake fluid and an atmospheric chamber into which atmospheric pressure is introduced, and the accumulator chamber moves following the increase / decrease in brake fluid stored in the brake fluid chamber. The vehicular brake hydraulic pressure control device according to claim 1 or 2, characterized in that It has control means to perform anti-lock brake control,
The pressure regulating valve is a proportional solenoid valve;
The said control means controls the said pressure regulation valve with a drive current so that the brake hydraulic pressure which acts on the said wheel brake may become predetermined | prescribed hydraulic pressure at the time of anti-lock brake control. Item 4. The vehicle brake hydraulic pressure control device according to any one of items 3 to 4.

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