CN104228801A - Brake control device for vehicle - Google Patents
Brake control device for vehicle Download PDFInfo
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- CN104228801A CN104228801A CN201410252446.3A CN201410252446A CN104228801A CN 104228801 A CN104228801 A CN 104228801A CN 201410252446 A CN201410252446 A CN 201410252446A CN 104228801 A CN104228801 A CN 104228801A
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Abstract
The present invention provides a brake control device for a vehicle. The brake control device includes a master cylinder, an actuator used for antilock brake control, and a reservoir. The master cylinder has a cylinder portion that generates a brake fluid pressure based on the depression of a brake pedal. The actuator has a conduit, the pressure-increasing control valve, a pressure-reducing pipeline, a pressure-reducing control valve and a housing. A pipe is disposed between the cylinder portion and a wheel cylinder. The pipe transmits the brake fluid pressure to the wheel cylinder. The pipe has a main line connected between the cylinder portion and the wheel cylinder. The pressure-increasing control valve on the main line and the pressure-reducing control valve on the pressure-reducing pipeline respectively control the brake fluid pressure applied on the wheel cylinder to increase and reduce. The pressure-reducing pipeline is connected to the main line between the pressure-increasing control valve and the wheel cylinder. The housing is at least a part of the main line and the pressure-reducing pipeline. The pressure-increasing control valve and the pressure-reducing control valve are connected to the housing. The actuator has no motor used for increasing the brake fluid pressure. The reservoir is used for accumulating brake fluid released from the pressure-reducing pipeline. The master cylinder is integrated with the actuator.
Description
Technical field
The present invention relates to one and there is the actuation control device of master cylinder (being described to M/C below) and a kind of pressure regulator of the pressure for adjustable brake fluid.
Background technology
Traditionally, in patent documentation 1 (Japanese Patent Application H08-2391), propose the braking force control system for vehicle with M/C integrated with one another and the actuator (being described to ABS actuator below) for anti-lock control for brake.In this braking force control system, ABS actuator has the shell being wherein formed with hydraulic circuit, and shell and M/C integrate, and shell, M/C and for driving pump motor to be fixed to brake servo unit.
But, there is pump and for driving the ABS actuator of pump motor to make the physical dimension of braking force control system become larger.In addition, when performing ABS and controlling, the vibration caused because of driving motor being sent to brake pedal by brake servo unit causes the discomfort of chaufeur.
Summary of the invention
Present disclose provides a kind of can reduce size and when perform ABS control time prevent from vibrating the braking force control system for vehicle being sent to chaufeur.
Illustrative embodiments provides a kind of braking force control system, and this braking force control system comprises master cylinder, for the actuator of anti-lock control for brake and storage.Master cylinder has the cylinder portion producing brake fluid pressure based on pressing down of brake pedal.Actuator has at least one pipeline, supercharger control valve, reduced pressure line, pressure reduction control valve and shell, wherein, this at least one pipeline is between cylinder portion and at least one wheel cylinder, the brake fluid pressure produced in cylinder portion is sent to wheel cylinder by pipeline, pipeline has the Trunk Line be connected between cylinder portion and wheel cylinder, supercharger control valve is for controlling the enhancing of the brake fluid pressure being supplied to wheel cylinder and being arranged on Trunk Line, reduced pressure line is connected to the Trunk Line between supercharger control valve and wheel cylinder, pressure reduction control valve is for controlling the reduction of the brake fluid pressure being supplied to wheel cylinder and being arranged on reduced pressure line, shell forms Trunk Line and reduced pressure line wherein at least partially, supercharger control valve and reducing valve are connected to shell, actuator does not have the electrical motor for increasing the brake fluid pressure produced in cylinder portion.Storage is configured to accumulate the brake fluid from reduced pressure line release.Master cylinder and actuator are integrated.
Therefore, ABS actuator and M/C integrate, and are not configured to have any electrical motor and pump.Thus, braking force control system can reduce size, and the vibration caused because of driving motor can be prevented to be sent to chaufeur, because electrical motor is not driven under ABS master mode.
Accompanying drawing explanation
In the accompanying drawings:
Fig. 1 shows the figure of the hydraulic circuit of the brake system of the braking force control system for vehicle had according to the first embodiment;
Fig. 2 is the lateral plan of the braking force control system used in the brake system in Fig. 1;
Fig. 3 show from left sides to the figure of braking force control system of Fig. 2;
Fig. 4 is the lateral plan of the braking force control system (correlation technique) without ABS actuator;
Fig. 5 show from left sides to the figure of braking force control system of Fig. 4;
Fig. 6 shows the figure of the hydraulic circuit of the brake system of the braking force control system for vehicle had according to the second embodiment;
Fig. 7 is the lateral plan of the braking force control system used in the brake system in Fig. 6;
Fig. 8 is the lateral plan of the braking force control system (correlation technique) without ABS actuator;
Fig. 9 shows the figure of the hydraulic circuit of the brake system of the braking force control system for vehicle had according to the 3rd embodiment;
Figure 10 shows the figure of the hydraulic circuit of the brake system of the braking force control system for vehicle had according to the 4th embodiment;
Figure 11 is the lateral plan of the braking control system according to another remodeling;
Figure 12 show from left sides to the figure of braking force control system of Figure 11;
Figure 13 show from top view to the figure of braking force control system of Figure 11;
Detailed description of the invention
Hereinafter, embodiment of the present disclosure is described with reference to the accompanying drawings.Should point out, in embodiment below, identical Reference numeral is used for parts identical or of equal value.
(the first embodiment)
Referring now to Fig. 1 to Fig. 3, the first embodiment is described.In this embodiment, the braking force control system for vehicle shown in Fig. 2 and Fig. 3 is used in having in the brake system of hydraulic circuit shown in Fig. 1.
Brake system shown in Fig. 1 can take turns for each the brake system performing ABS control (control of ABS (Antilock brake system)) i.e. four-wheel independently and independently control.In addition, this brake system forms and has the hydraulic circuit on X-tube road, and this X-tube road has the first pipeline for front right wheel and rear revolver and the second pipe for front revolver and rear right wheel.Although exemplarily described on X-tube road here, the present invention also can be applied to the brake system with H pipeline (that is, having for a pipeline of front-wheel and another pipeline for trailing wheel).
Braking force control system 11 has brake servo unit 2, master cylinder (M/C) 3 and ABS actuator 4.Brake servo unit 2 is connected to brake pedal 1, and produces downforce based on the treadle effort inputted from brake pedal 1, and this downforce is better than treadle effort.Brake servo unit 2 has the push rod for transmitting the downforce strengthened to M/C3, and this push rod presses down the main piston of M/C3 to produce M/C pressure.ABS actuator 4 is connected to M/C3, and the M/C pressure produced is respectively transmitted to for wheel cylinder (hereinafter referred to as W/C) 5a, 5b of front right wheel FR and rear revolver RL and W/C5c, the 5d for front revolver FL and rear right wheel RR by ABS actuator 4.M/C3 has cylinder portion 3b and supplies brake fluid to the inside of cylinder portion 3b and accumulate the main storage 3a from the superfluous brake fluid of the inside of cylinder portion 3b.
In the following description, main description the first pipeline, the first pipeline produces the braking force being used for front right wheel FR and rear revolver RL.Should point out, this is equally applicable to produce the second pipe for the braking force of front revolver FL and rear right wheel RR.
First pipeline has the pipeline A as Trunk Line.One end of pipeline A is connected to M/C3, and pipeline A is bifurcated, and the end after bifurcated is connected to W/C5a, 5b.Supercharger control valve 6a for controlling the enhancing of the pressure of the brake fluid being supplied to W/C5a is arranged on one in the pipeline portion after bifurcated.Another supercharger control valve 6b for controlling the enhancing of the pressure of the brake fluid being supplied to W/C5b be arranged in the pipeline portion after bifurcated another.
These pressure charging valves 6a, 6b are the electromagnetic valves that can be controlled by the unshowned electronic control unit (being described to below brake ECU) for controlling brake fluid pressure.Pressure charging valve 6a, 6b are controlled two orientation for place control cock of opening and closing.Opening pressure charging valve 6a, 6b makes pipeline A be in conducted state, and thus, M/C pressure can be applied in each W/C5a, 5b.These pressure charging valves 6a, 6b are not performing the normally open valve opened under the normal braking mode of ABS control.
Safety valve 7a, 7b are arranged concurrently with pressure charging valve 6a, 6b respectively.When stop press down brake pedal terminate ABS control time, the brake fluid of W/C5a, 5b side of safety valve 7a, 7b discharge line A.
Pipeline B as reduced pressure line is connected to the pipeline A between supercharger control valve 6a and W/C5a, and is connected to storage 8a.Similarly, pipeline B is also connected to the pipeline A between supercharger control valve 6b and W/5b, and is connected to storage 8a.Allow the brake fluid in the pipeline A between supercharger control valve 6a, 6b and W/C5a, 5b to flow to storage 8a by pipeline B and control brake fluid pressure in W/C5a, 5b, this prevent and eachly take turns pinning.
Pressure reduction control valve 9a, 9b are arranged on pipeline B, and pressure reduction control valve 9a, 9b are controlled to opening and closing by braking ECU.As mentioned above, although pressure reduction control valve 9a, 9b are controlled so as to close under normal braking mode, they are at random controlled to opens so that brake fluid is transmitted to storage 8a.
Second pipe is constructively seemingly pipeline-like with first.Second pipe has the pipeline C corresponding with pipeline A and the pipeline D corresponding with pipeline B.Pipeline C is connected to M/C3 and for front revolver FL and between W/C5c, 5d of rear right wheel RR.Pipeline D is connected between each W/C5c, 5d and storage 8b.Be separately positioned on pipeline C for supercharger control valve 6c, 6d of W/C5c, 5d, and pressure reduction control valve 9c, 9d are arranged on pipeline D, thus form second pipe.
Filter 10a to 10r is such as arranged on the both sides of each control cock 6a to 6d and 9a to 9d, thus prevents foreign matter from entering into control cock 6a to 6d and 9a to 9d.Therefore, the valve body of control cock 6a to 6d and 9a to 9d and valve seat is prevented to catch foreign matter betwixt.
Above-mentioned structure forms brake system.In this actuating system, as shown in Figure 2, brake servo unit 2, ABS actuator 4 and the M/C3 comprising main storage 3a integrate, thus form according to the braking force control system 11 of the first embodiment.
Should point out, the left surface in Fig. 2 is towards the front of vehicle, and right flank in Fig. 2 is towards the rear of vehicle.
Brake servo unit 2 has downforce room and supply room, and wherein, as by using the intake manifold vacuum of engine to introduce vacuum in downforce room, and barometric pressure can be supplied to supply room.Brake servo unit 2 has the discoid component being wherein formed with downforce room and supply room.Brake pedal 1 is connected to an axial end of brake servo unit 2, and M/C3 is connected to another axial end of brake servo unit 2, that is, the center of relative with the end face being connected to brake pedal 1 end face.By brake servo unit 2 to be screwed to unshowned screw the flange 3c of M/C3 in brake servo unit side, brake servo unit 2 and M/C3 are fixed to each other.
As shown in Figure 3, M/C3 has the connectivity port 3d upwards extended from cylinder portion 3b, and cylinder portion 3b is connected to main storage 3a by connectivity port 3d.The unshowned main piston opening and closing connectivity port 3d of movement in cylinder portion 3b due to pressing down of brake pedal 1.Particularly, before pressing down brake pedal 1, connectivity port 3d opens to allow brake fluid to flow between each room of main storage 3a and M/C3.Press down brake pedal 1 and close connectivity port 3d to forbid that brake fluid flows between which.Thus, in M/C3, M/C pressure is produced according to pressing down of brake pedal 1.
Connection pipe 3e extends from the side (that is, periphery) of cylinder portion 3b, and is connected to ABS actuator 4, thus is fixed to one another by M/C3 and ABS actuator 4.
ABS actuator 4 has the box-shaped shell 4a being wherein formed with the passage forming pipeline A to D, and supercharger control valve 6a to 6d and pressure reduction control valve 9a to 9d is connected to a face of shell 4a, thus the hydraulic circuit shown in pie graph 1.In shell 4a, the side 41 relative with the side 42 being connected to pipeline 3e has the connectivity port 4b to 4e being connected respectively to W/C5a to 5d.The each pipe forming a part of pipeline A, C is connected to corresponding connectivity port 4b, 4c, 4d, 4e, thus the brake system shown in pie graph 1.The forming position of connectivity port 4b to 4e and shape can to have the situation of the connectivity port being directly connected W/C in the braking control system without ABS actuator 4 identical with wherein M/C.Each connectivity port is formed above the center shaft CX of the cylinder portion 3b of M/C3.Particularly, the position that the topmost of each connectivity port 4b to 4e is higher in the position of the center shaft CX of the cylinder portion 3b than M/C3 is formed.Thus, air easily can be vented from M/C3 by connectivity port 4b to 4e.Preferably, the center of the vertical direction of at least one in the 4b to 4e of connectivity port is higher than center shaft CX, and more preferably, this at least one the periphery in the 4b to 4e of connectivity port is higher than center shaft CX.In addition, the opening of connectivity port 4b to 4e points to the direction (that is, the direction intersected with forward direction) being different from the forward direction of vehicle.This protects the pipe being connected to connectivity port 4b to 4e when vehicle collision.
Next, the actuating with the brake system of the braking force control system 11 of this structure is described.
Under normal braking mode, press down brake pedal 1 and produce M/C pressure, and the M/C pressure produced is sent to abs controller 4 by connection pipe 3e.Now, supercharger control valve 6a to 6d opens, and pressure reduction control valve 9a to 9d closes, and M/C pressure is sent to W/C5a to 5d by pipeline A, the C shown in Fig. 1.
Under ABS master mode, each control cock 6a to 6d and 9a to 9d taken turns for corresponding control objectives is controlled according to Decompression Controlling, retentive control or boost control, thus the brake fluid pressure on the W/C5a to 5d that takes turns at control objectives of control action.Accordingly, control objectives wheel is controlled so as to not become locked state.Such as, if control objectives wheel is front right wheel FR, then under Decompression Controlling, supercharger control valve 6a closes, and pressure reduction control valve 9a opens.This allows brake fluid to be discharged into storage 8a from the pipeline A between supercharger control valve 6a and W/C5a, thus the W/C pressure acted on W/C5a reduces.Under retentive control, supercharger control valve 6a and pressure reduction control valve 9a all closes, and this maintains the brake fluid pressure acted on W/C5a.Under boost control, pressure reduction control valve 9a closes, and supercharger control valve 6a opens.Particularly, supercharger control valve 6a entrance and outlet between differential pressure by opening and closing (duty controls) with given dutycycle or controlling by command current is put on according to the differential pressure expected the pressure charging valve 6a taking on linear valve.Thus, the brake fluid pressure acted on W/C5a increases.
According to above-mentioned actuating, can realize controlling for preventing taking turns the ABS pinned.
When end of braking, that is, when chaufeur discharges pressing down of brake pedal 1, the brake fluid accumulated in storage 8a, 8b under Decompression Controlling turns back to M/C3 side by each pressure reduction control valve 9a to 9d.Particularly, braking ECU detects the release pressed down of brake pedal 1, after this reducing valve is temporarily switched to opening from closed condition.This makes the brake fluid accumulated in storage 8a, 8b turn back to M/C side by pipeline A, C.Alternatively, the safety valve allowing brake fluid only to flow to pipeline A, C from pipeline B, D can be set.
In brake system preferably, when performing ABS and controlling, due to until the end brake fluid of braking just returns from storage 8a, 8b, so the accumulation of brake fluid keeps increasing.In this embodiment, storage 8a, 8b and M/C3 is designed such that when brake pedal 1 is pressed down to most deep location, before M/C3 touches at the end (completely on earth), storage 8a, 8b are filled and its base point of its piston arrives (completely on earth).Thus, if M/C3 touches the end, then certainly can produce W/C pressure.
As mentioned above, according to this embodiment in the braking force control system 11 of vehicle, M/C3 and ABS actuator 4 is integrated, and ABS actuator 4 is configured to not have any pump or electrical motor.That is, ABS actuator 4 is so-called without motor actuator, or for controlling the pressure regulator of the pressure being supplied to W/C from master cylinder.This structure can realize size and reduce.In addition, owing to not having to use the electrical motor being used for ABS master mode, so there is not the situation that the vibration caused because of driving motor being wherein sent to brake pedal 1 causes chaufeur discomfort.
In addition, because M/C3 and actuator 4 are integrated, so the part be connected between M/C3 and ABS actuator 4 of pipeline A such as can be formed as a unit by integrating molded with the cylinder portion 3b of M/C3.Therefore, owing to there are not the needs to being formed for being connected to separately the pipe between M/C3 and ABS actuator 4, so the number of parts can reduce.
According in the braking force control system 11 of this embodiment, ABS actuator 4 has each connectivity port 4b to 4e being connected to corresponding W/C5a to 5d, and connectivity port 4b to 4e is arranged on the same side.The forming position of connectivity port 4b to 4e and shape can to have the situation of the connectivity port being directly connected W/C in the braking control system without ABS actuator 4 identical with wherein M/C, because the ABS actuator without any electrical motor and pump is little.
Such as, if not there is ABS actuator 4 for the braking force control system of vehicle, as shown in Figures 4 and 5, then braking force control system has the connectivity port 3w to 3z being directly connected to W/C5a to 5d, and connectivity port 3w to 3z is arranged to a line on the side of M/C3.Connectivity port 4b to 4e according to this embodiment is formed according to the forming position of connectivity port 3w to 3z and shape.
Therefore, forming position and the shape of connectivity port 4b to 4e can be identical with shape with the forming position of connectivity port 3w to 3z of the braking force control system without ABS actuator 4.Therefore, public design can be used with the connecting portion of each W/C5a to 5d, therefore, not exist the needs of design specialized in the pipe layout of the braking force control system 11 according to this embodiment.
In this embodiment, the structure that wherein ABS actuator 4 and M/C3 integrate is foregoing illustrated.In order to form this structure, the cylinder portion 3b of M/C3 and the shell 4a of ABS actuator 4 can be made up of a component.Alternatively, these are formed as independent part, and after this described can such as use bolt to be fixed to one another with integrated.If cylinder portion 3b and shell 4a is individually formed, then the such as containment member of O shape circle can be arranged on by integrating molded and between the connection pipe 3e that formed together with cylinder portion 3b and the joint face of shell 4a.Thereby, it is possible to guarantee to seal these connecting portions.
(the second embodiment)
Present description second embodiment.Braking force control system in first embodiment is the braking force control system that can perform the type that four-wheel independently controls, and the braking force control system in the second embodiment is the braking force control system that can perform the type that two-wheeled independently controls.
As shown in Figure 6, in this embodiment, public pressure-gradient control valve 6e, safety valve 7e and pressure reduction control valve 9e are arranged for W/C5a, 5b, and public pressure-gradient control valve 6f, safety valve 7f and pressure reduction control valve 9f are arranged for W/C5c, 5d.Filter is arranged on the both sides of each control cock 6e, 6f, 9e and 9f.
In addition, as shown in Figure 7, the shell 4a of ABS actuator 4 has two connectivity ports 4f, 4g.4f, 4g are formed above the center shaft CX of the cylinder portion 3b of M/C3 for each connectivity port.More specifically, the position that the topmost of connectivity port 4f, 4g is higher in the position of the center shaft CX than cylinder portion 3b is formed.Thus, air easily can be vented from M/C3 by connectivity port 4b to 4e.In addition, the opening of connectivity port 4b to 4e points to the direction being different from the forward direction of vehicle.This protects the pipe being connected to connectivity port 4b to 4e when vehicle collision.Should point out, the left surface in Fig. 7 is towards the front of vehicle, and right flank in Fig. 7 is towards the rear of vehicle.As shown in Figure 6, connectivity port 4f is connected to unshowned pipeline in Fig. 7, and this pipeline is bifurcated, and the end after bifurcated is connected respectively to W/C5a, 5b.Similarly, as shown in Figure 6, connectivity port 4g is connected to unshowned pipeline in Fig. 7, and this pipeline is bifurcated, and the end after bifurcated is connected respectively to W/C5c, 5d.
As mentioned above, the present invention can be applied to the braking force control system that can perform two-wheeled and independently control.According to this embodiment in the braking force control system 11 of vehicle, ABS actuator 4 and M/C3 integrate, and ABS actuator 4 is configured to not have any pump or electrical motor.This structure can realize size and reduce.In addition, owing to being used to ABS master mode without electrical motor, so there is not the vibration caused because of driving motor being wherein sent to brake pedal 1 to cause the situation that chaufeur is uncomfortable or worry.
According in the braking force control system 11 of this embodiment, connectivity port 4f, 4g are arranged on the side place, a face of shell 4a.The forming position of connectivity port 4f, 4g is identical with shape with the forming position for connectivity port M/C being directly connected to W/C of the braking force control system without ABS actuator 4 with shape.
Such as, if do not have ABS actuator 4 for the braking force control system of vehicle, as shown in Figure 8, then braking force control system has connectivity port 3u, 3v of being directly connected to W/C5a to 5d.Connectivity port 4f, 4g according to this embodiment are formed according to the forming position of connectivity port 3u, 3v and shape.
Therefore, forming position and the shape of connectivity port 4f, 4g can be identical with shape with the forming position of connectivity port 3u, 3v of the braking force control system without ABS actuator 4.Therefore, public design can be used with the connecting portion of each W/C5a to 5d, therefore, not exist the needs of design specialized in the pipe layout of the braking force control system 11 according to this embodiment.
(the 3rd embodiment)
Referring now to Fig. 9, the 3rd embodiment is described.There is difference in this embodiment and the first embodiment, this difference is the backward channel under the Decompression Controlling of brake fluid in ABS master mode.Other point is identical with the first embodiment, and only describes the difference with the first embodiment.
As shown in Figure 9, according in the braking force control system 11 of this embodiment, an end of each pipeline B, D is connected to main storage 3a, and braking force control system 11 does not have storage 8a, 8b of providing in the first embodiment.Under the Decompression Controlling that ABS controls, the pressure reduction control valve 9a to 9d of control objectives wheel opens, thus the brake fluid of discharge W/C side.Now, the brake fluid discharged turns back to main storage 3a.
As mentioned above, storage 8a, 8b can be removed, and alternatively, and that can take on brake fluid under the Decompression Controlling that main storage 3a controls at ABS returns to destination.This embodiment also achieves the effect identical with the first embodiment.In addition, this embodiment can simplified construction, and the further size that can realize ABS actuator 4 reduces.
(the 4th embodiment)
Referring now to Figure 10, the 4th embodiment is described.There is difference in this embodiment and the second embodiment, this difference is the backward channel under the Decompression Controlling of brake fluid in ABS master mode.Other point is identical with the second embodiment, and only describes the difference with the second embodiment.
As shown in Figure 10, according in the braking force control system 11 of this embodiment, identical with the 3rd embodiment, an end of each pipeline B, D is connected to main storage 3a, and braking force control system 11 does not have storage 8a, 8b of providing in the first embodiment.Under the Decompression Controlling that ABS controls, the pressure reduction control valve 9e to 9f of control objectives wheel opens, thus the brake fluid of discharge W/C side.Now, the brake fluid discharged turns back to main storage 3a.
As mentioned above, perform in the situation that two-wheeled independently controls at braking force control system 11, storage 8a, 8b can be removed, and alternatively, and that can take on brake fluid under the Decompression Controlling that main storage 3a controls at ABS returns to destination.This embodiment also achieves the effect identical with the 3rd embodiment.
(remodeling)
Although describe the present invention about certain preferred embodiments, those skilled in the art easily understands many changes and remodeling when having read the application.Therefore, be intended in view of prior art explains to comprise all such changes and remodeling as broadly as possible to claim.
Such as, as shown in Figure 11 to 13, the connection pipe 3e of M/C3 is identical with the first embodiment, and the forming position of the connectivity port 4b to 4e of ABS actuator 4 changes compared with above-mentioned embodiment with direction.Can the needs of workability to the duct orientation of vehicle or pipeline thereby, it is possible to meet.
Should point out, in Figure 11 and 13, the left surface in Figure 11 and 13 is towards the front of vehicle, and right flank in Figure 11 and 13 is towards the rear of vehicle.
Particularly, as shown in Figure 11 to 13, connectivity port 4b to 4e is formed above the center shaft CX of M/C3.Thus, the air in M/C3 and ABS actuator 4 is likely vented.
Connectivity port 4b to 4e is pointed to the direction different from the travel direction of vehicle and protect when rear end collision the pipe being connected to connectivity port 4b to 4e.
Although describe the braking force control system 11 with brake servo unit 2 in the above-described embodiment, M/C3 and ABS actuator 4 integrated with one another also can be used in the vehicle (such as, small size vehicle) not arranging brake servo unit 2.In this case, the effect identical with above-mentioned embodiment can be obtained.
Claims (11)
1., for a braking force control system for vehicle, comprising:
Master cylinder, described master cylinder has the cylinder portion producing brake fluid pressure based on pressing down of brake pedal;
For the actuator of anti-lock control for brake, described actuator has at least one pipeline, supercharger control valve, reduced pressure line, pressure reduction control valve and shell, wherein, at least one pipeline described is between described cylinder portion and at least one wheel cylinder, the described brake fluid pressure produced in described cylinder portion is sent to described wheel cylinder by described pipeline, described pipeline has the Trunk Line be connected between described cylinder portion and described wheel cylinder, described supercharger control valve is for controlling the enhancing of the described brake fluid pressure being supplied to described wheel cylinder and being arranged on described Trunk Line, described reduced pressure line is connected to the described Trunk Line between described supercharger control valve and described wheel cylinder, described pressure reduction control valve is for controlling the reduction of the described brake fluid pressure being supplied to described wheel cylinder and being arranged on described reduced pressure line, described shell forms described Trunk Line and described reduced pressure line wherein at least partially, described supercharger control valve and described pressure reduction control valve are connected to described shell, described actuator does not have the electrical motor for increasing the described brake fluid pressure produced in described cylinder portion, and
Storage, described storage accumulates the described brake fluid discharged from described reduced pressure line,
Wherein,
Described master cylinder and described actuator are integrated.
2. braking force control system according to claim 1, wherein,
Described cylinder portion has the connection pipe of the part forming described Trunk Line; And
By described actuator is connected to described connection pipe by containment member, described actuator and described master cylinder are integrated.
3. braking force control system according to claim 1, wherein,
By described cylinder portion and described shell are formed as a part, described actuator and described master cylinder are integrated.
4. the braking force control system according to any one in claims 1 to 3, wherein, is arranged on described shell for the described storage accumulating the described brake fluid discharged from described reduced pressure line.
5. the braking force control system according to any one in claims 1 to 3, wherein,
Described master cylinder has main storage, and described main storage is supplied described brake fluid to the inside in described cylinder portion and accumulates the superfluous brake fluid from the inside in described cylinder portion; And
Described main storage for accumulating the described storage of the described brake fluid discharged from described reduced pressure line.
6. the braking force control system according to any one in claim 1 to 5, wherein,
Described Trunk Line is bifurcated for each wheel cylinder; And
Each supercharger control valve and each pressure reduction control valve are arranged for corresponding wheel cylinder.
7. the braking force control system according to any one in claim 1 to 5, wherein,
Described actuator has the first pipeline and second pipe; And
Supercharger control valve and each pressure reduction control valve are arranged for corresponding pipeline.
8. the braking force control system according to any one in claim 1 to 7, also comprises brake servo unit, and described brake servo unit increases the treadle effort that inputs from described brake pedal so that the treadle effort increased is sent to described master cylinder, wherein,
The described master cylinder integrated and described actuator and described brake servo unit are integrated.
9. braking force control system according to claim 8, wherein,
Described cylinder portion has flange part at its end place;
Described master cylinder and described actuator are integrated with described brake servo unit by the described flange part in described cylinder portion is fixed to described brake servo unit.
10. the braking force control system according to any one in claim 1 to 9,
Described actuating device has the connectivity port of the pipe for fifth wheel cylinder side; And
Described connectivity port is formed in the position higher than the center shaft in described cylinder portion.
11. braking force control systems according to any one in claim 1 to 10,
Described actuating device has the connectivity port of the pipe for fifth wheel cylinder side; And
The opening of described connectivity port points to the direction different from the forward direction of described vehicle.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2013-121986 | 2013-06-10 | ||
| JP2013121986A JP2014237417A (en) | 2013-06-10 | 2013-06-10 | Vehicle brake control device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN104228801A true CN104228801A (en) | 2014-12-24 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410252446.3A Pending CN104228801A (en) | 2013-06-10 | 2014-06-09 | Brake control device for vehicle |
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| JP (1) | JP2014237417A (en) |
| CN (1) | CN104228801A (en) |
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| CN103129544A (en) * | 2011-11-22 | 2013-06-05 | 株式会社万都 | Integrated electronic hydraulic braking system |
-
2013
- 2013-06-10 JP JP2013121986A patent/JP2014237417A/en active Pending
-
2014
- 2014-06-09 CN CN201410252446.3A patent/CN104228801A/en active Pending
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101039830A (en) * | 2004-10-15 | 2007-09-19 | 大陆-特韦斯贸易合伙股份公司及两合公司 | Brake system for motor vehicles |
| CN101124111A (en) * | 2005-02-18 | 2008-02-13 | 大陆-特韦斯贸易合伙股份公司及两合公司 | Braking equipment for motor vehicles |
| CN1966322A (en) * | 2005-11-18 | 2007-05-23 | 株式会社爱德克斯 | Brake control apparatus for vehicle |
| CN101254785A (en) * | 2007-02-26 | 2008-09-03 | 株式会社日立制作所 | Brake control apparatus and brake control method |
| CN102275584A (en) * | 2010-04-15 | 2011-12-14 | 株式会社电装 | Vehicle control apparatus |
| CN103129544A (en) * | 2011-11-22 | 2013-06-05 | 株式会社万都 | Integrated electronic hydraulic braking system |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2014237417A (en) | 2014-12-18 |
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