JP2004217214A6 - Brake equipment - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a brake device for a vehicle, wherein a hydraulic pressure source different from a master cylinder and a booster is used to generate a hydraulic pressure higher than a brake operating force in a brake cylinder. A brake device capable of controlling a relationship with pressure is provided.
As a hydraulic pressure source for a brake cylinder, a master cylinder and a pump for generating a hydraulic pressure at a height corresponding to an operating force of a brake operating member are provided. 22 are provided. The pressure control valve 22 changes the operating hydraulic pressure based on the hydraulic pressure of the master cylinder 14 when the pump 16 operates, and allows the hydraulic pressure to flow to the master cylinder 14. A pump operating device 24 for operating the pump 16 is provided when it is desired to generate a hydraulic pressure higher than the hydraulic pressure of the master cylinder 14 in the brake cylinder 10 by a driver's brake operation.
[Selection diagram] Fig. 1

Description

  The present invention relates to a brake device for a vehicle, and more particularly to a technique for controlling a relationship between a brake operation force and a brake cylinder hydraulic pressure during a brake operation by a driver.

  In order to brake the vehicle by being operated by the driver, the brake device generally includes several elements arranged in series between the brake operation member 500 and the wheel 502 as conceptually shown in FIG. You. The brake operating mechanism 504, the booster 506, the master cylinder 508, the brake cylinder 510, the brake friction material 512, and the rotating body 514 are arranged in series.

  Here, the brake operation mechanism 504 transmits the operation force F applied to the brake operation member 500 by the driver to the booster 506. The booster 506 boosts the force input from the brake operation mechanism 504 by using pressure, and outputs the force to the master cylinder 508. As shown in FIG. 44, the booster 506 can output a force obtained by boosting the input force by a so-called servo ratio until the boosting limit is reached. Can not. Master cylinder 508 has a pressure piston, and converts the force output from booster 506 to hydraulic pressure by the pressure piston. The master cylinder 508 is also one of the boosters. The brake cylinder 510 has a brake piston and converts the hydraulic pressure supplied from the master cylinder 508 into a force. The brake friction material 512 is pressed against a rotating body 514 (a brake rotor, a brake drum, or the like) that rotates together with the wheel 502 to be braked by the force output from the brake cylinder 510, and cooperates with the rotating body 514 to form the wheel 502. Suppress rotation. Due to the suppression of the rotation, a deceleration G occurs in the vehicle body.

  There is a demand for a brake device to generate a high hydraulic pressure in a brake cylinder in proportion to a brake operation force. For example, as a countermeasure to reduce brake squeal and vibration, there is a countermeasure to use a material having a low friction coefficient or a material having a large compressive strain as a brake friction material. As shown, the effectiveness of the brake represented by the ratio of the vehicle deceleration G to the operation force F is reduced. Therefore, in order to take such measures without reducing the effectiveness of the brake, the brake operation force is relatively high. There is a demand to generate hydraulic pressure in the brake cylinder.

  As a measure for satisfying the demand for increasing the brake cylinder hydraulic pressure, for example, there is a measure for reducing the diameter of the pressurizing piston in the master cylinder. However, when this measure is taken, a new problem arises in that the displacement volume of the pressurizing piston decreases, the required stroke of the pressurizing piston increases, and the longitudinal dimension of the master cylinder increases. As a measure for satisfying the demand for increasing the brake cylinder hydraulic pressure, there is a measure for increasing the servo ratio of the booster. However, if this countermeasure is taken, as shown in FIG. 46, the boosting limit point of the booster is reduced, and the braking effect is greatly changed in a region where the operating force F is small, and the brake operation feeling is reduced. A new problem arises.

  In short, in order to generate a high hydraulic pressure in the brake cylinder for the brake operating force, there is a limit to how the booster such as the master cylinder and the booster can cope, and the relationship between the brake operating force and the brake cylinder hydraulic pressure is limited. The problem is that it is difficult to control it freely.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a brake device capable of controlling a relationship between a brake operating force and a brake cylinder hydraulic pressure by a hydraulic pressure source different from a master cylinder and a booster. To provide.

Means and effects for solving the problem

  This problem is solved by a brake device according to the following mode. In the following description, each aspect of the present invention will be described in the same form as the claims, with the respective items numbered.

(1) A brake device that is operated by a driver to brake a vehicle,
A master cylinder that generates a hydraulic pressure at a height corresponding to the operating force of the brake operating member,
A brake to suppress wheel rotation,
A brake cylinder connected to the master cylinder by a main passage and operating the brake;
A booster provided between the brake operation member and the master cylinder, for boosting the operation force of the brake operation member and transmitting the operation force to the master cylinder;
A pressure increasing device that generates a hydraulic pressure higher than the hydraulic pressure of the master cylinder in the brake cylinder,
(a) a first state provided in the middle of the main passage and allowing a bidirectional flow of hydraulic fluid between the master cylinder and the brake cylinder, and at least preventing a flow of hydraulic fluid from the brake cylinder to the master cylinder A flow control device that switches to a plurality of states including a second state,
(b) a hydraulic pressure source connected by an auxiliary passage to a portion of the main passage between the flow control device and the brake cylinder,
(c) a hydraulic pressure control device that supplies hydraulic fluid to the hydraulic pressure source when the booster does not perform a boosting action;
(d) a pressure-intensifying device that changes the hydraulic pressure of the brake cylinder in accordance with the operating force of the brake operating member when the hydraulic pressure of the brake cylinder is higher than the hydraulic pressure of the master cylinder. Apparatus (Claim 1).
According to this brake device, the relationship between the brake operating force and the brake cylinder hydraulic pressure can be controlled by a hydraulic pressure source that operates independently of the master cylinder, that is, a hydraulic pressure source that is different from the master cylinder and the booster. An effect is obtained that a high hydraulic pressure can be easily generated in the brake cylinder in proportion to the brake operation force.
And, by this effect, it is possible to reduce the performance required for the brake friction material as well as the master cylinder and the booster, and therefore, without increasing the load on the brake components other than the hydraulic pressure source, For example, it is possible to execute the effect characteristic control for controlling the characteristics of the effect of the brake and the brake assist control for compensating for the lack of the brake operation force at the time of the emergency brake operation.
Furthermore, according to this brake device, since the height of the hydraulic pressure of the brake cylinder is determined according to the brake operating force, unlike the case where it is determined independently of the brake operating force, the magnitude of the brake operating force is different. Is reflected in the height of the hydraulic pressure of the brake cylinder, so that the effect of easily adjusting the height of the hydraulic pressure of the brake cylinder in relation to the brake operating force is obtained.
In this brake device, the “hydraulic pressure source” can be, for example, a hydraulic pressure source for a brake, or a hydraulic pressure source having a use other than the brake, for example, a hydraulic pressure source for a power steering. The “hydraulic pressure source” is, for example, a hydraulic pressure source of a type that constantly stores a high-pressure hydraulic fluid, for example, a hydraulic pressure source of a type that mainly includes an accumulator, or a hydraulic pressure source that generates a high-pressure hydraulic fluid as needed. For example, it is possible to use a pump mainly. However, when the “hydraulic pressure source” is mainly composed of an accumulator, a control valve for switching between a state in which the accumulator is permitted to release the hydraulic fluid and a state in which the discharge of the hydraulic fluid is prohibited is provided in addition to the accumulator. In this case, the control valve switches between a state in which the hydraulic pressure source supplies the working fluid and a state in which it does not.
Further, in this brake device, the "hydraulic pressure source control device" is, for example, a form in which the hydraulic fluid supply from the hydraulic pressure source is performed when a brake operation force related amount related to the brake operation force exceeds a reference value, A method that is performed when an emergency brake operation is performed by the driver, a method that is performed when the booster of the booster provided in the brake device is not normal, or a method that is performed when the booster reaches the assisting limit Or a form that is performed when heat fade or water fade occurs in the brake of the brake device, or a form that is performed when the friction coefficient of the road surface on which the vehicle is traveling is higher than a standard value, When the load capacity of the vehicle is larger than the standard value, or when the driver has indicated that he wants to increase the brake cylinder fluid pressure Or the form of performing the case may be in the form of a combination of a plurality of them form.
Here, the "brake operation force-related amount" includes, for example, a physical amount related to the brake operation such as an operation force of the brake operation member, an operation stroke, a master cylinder hydraulic pressure, a brake cylinder hydraulic pressure, a wheel braking force, and a vehicle deceleration. , And the state related to the brake operation, such as the presence or absence of the brake operation.
In this brake device, the “transformation device” may be, for example, a type that controls the hydraulic pressure of the brake cylinder by electrically or mechanically controlling the “flow control device”, or the “flow control device” may be the aforementioned The hydraulic pressure of the brake cylinder can be controlled by controlling the discharge amount of the hydraulic fluid from the “hydraulic pressure source” while maintaining the two states. In the latter type, when the “hydraulic pressure source” is of a type mainly composed of a pump, the excitation current of a motor driving the pump may be duty-controlled, or the pump may be operated on the suction side by the pump. When an electromagnetic suction valve is switched between a state in which the liquid is allowed to be sucked and a state in which the liquid is sucked, the duty of the excitation current of the solenoid that drives the electromagnetic suction valve can be controlled. Further, the "transformation device" is set to the "flow control device" in the second state when the brake device includes an electromagnetic hydraulic pressure control device described below to perform an automatic hydraulic pressure control function such as anti-lock control. It is also possible to control the hydraulic pressure of the brake cylinder by controlling the electromagnetic hydraulic pressure control device while maintaining the same.
In this brake device, the “booster” may be a vacuum booster that assists the brake operating force based on the differential pressure between the negative pressure and the atmospheric pressure, or may be a hydraulic booster that assists the brake operating force based on the hydraulic pressure. it can.

(2) A brake device that is operated by a driver to brake the vehicle,
A master cylinder that generates a hydraulic pressure at a height corresponding to the operating force of the brake operating member,
A brake to suppress wheel rotation,
A brake cylinder connected to the master cylinder by a main passage and operating the brake;
A booster provided between the brake operation member and the master cylinder, for assisting an operation force of the brake operation member and transmitting the operation force to the master cylinder;
A pressure increasing device that generates a hydraulic pressure higher than the hydraulic pressure of the master cylinder in the brake cylinder,
(a) a first state provided in the middle of the main passage and allowing a bidirectional flow of hydraulic fluid between the master cylinder and the brake cylinder, and at least preventing a flow of hydraulic fluid from the brake cylinder to the master cylinder A flow control device that switches to a plurality of states including a second state,
(b) a hydraulic pressure source connected by an auxiliary passage to a portion of the main passage between the flow control device and the brake cylinder,
(c) at the boost limit of the booster, a hydraulic pressure source control device including booster boost limit time control means for supplying hydraulic fluid to the hydraulic pressure source,
(d) a pressure-intensifying device that changes the hydraulic pressure of the brake cylinder in accordance with the operating force of the brake operating member when the hydraulic pressure of the brake cylinder is higher than the hydraulic pressure of the master cylinder. Apparatus (Claim 2).
According to this brake device, when the brake device has a booster, after the boost limit of the booster, the brake operation force is boosted by the hydraulic pressure source instead of the booster, regardless of the boost limit of the booster. The effect of stabilizing the braking effect is obtained.
(3) The pressure-transforming device changes the hydraulic pressure of the brake cylinder to the operating force of the brake operating member before and after the boosting limit of the booster. (2) The brake device according to the above (2), including means for changing the same so as to be the same as (1).
According to this brake device, the change gradient of the hydraulic pressure of the brake cylinder with respect to the operating force of the brake operating member, that is, the effectiveness of the brake is substantially the same before and after the boosting limit of the booster. The effect that the braking effect is stabilized despite the presence is obtained.

(4) A brake device that is operated by a driver to brake the vehicle,
A master cylinder that generates a hydraulic pressure at a height corresponding to the operating force of the brake operating member,
A brake to suppress wheel rotation,
A brake cylinder connected to the master cylinder by a main passage and operating the brake;
A booster provided between the brake operation member and the master cylinder, for boosting the operation force of the brake operation member and transmitting the operation force to the master cylinder;
A pressure increasing device that generates a hydraulic pressure higher than the hydraulic pressure of the master cylinder in the brake cylinder,
(a) a first state provided in the middle of the main passage and allowing a bidirectional flow of hydraulic fluid between the master cylinder and the brake cylinder, and at least preventing a flow of hydraulic fluid from the brake cylinder to the master cylinder A flow control device that switches to a plurality of states including a second state,
(b) a hydraulic pressure source connected by an auxiliary passage to a portion of the main passage between the flow control device and the brake cylinder,
(c) a hydraulic pressure source control device including a booster booster abnormal time control means for supplying hydraulic fluid to the hydraulic pressure source when boosting by the booster is not normal;
(d) a pressure-intensifying device that changes the hydraulic pressure of the brake cylinder in accordance with the operating force of the brake operating member when the hydraulic pressure of the brake cylinder is higher than the hydraulic pressure of the master cylinder. Apparatus (Claim 4).
Therefore, an effect is obtained that it is possible to suppress a decrease in the vehicle braking force due to the abnormality of the booster. That is, an effect is obtained that the relationship between the brake operating force and the brake cylinder hydraulic pressure can be maintained properly regardless of the presence or absence of the abnormality of the booster.
In one embodiment of the brake device, the booster boosting abnormality control means is provided with boosting state quantity detecting means for detecting a boosting state quantity representing a boosting state of the booster. Here, when the booster is, for example, a vacuum booster, the boosted state amount detecting means may include a vacuum pressure sensor for detecting a vacuum pressure of the booster as a boosted state amount.

(5) The flow control device and the pressure transforming device are pressure control devices provided in the main passage, and in a state where hydraulic fluid is supplied from the hydraulic pressure source, the pressure control device is closer to a brake cylinder than the pressure control device. If the second hydraulic pressure is higher than the first hydraulic pressure on the master cylinder side but the difference is equal to or less than the target differential pressure, the state is switched to the second state, and the second hydraulic pressure is higher than the first hydraulic pressure and the difference is greater than the first hydraulic pressure. If the pressure is to be greater than the target differential pressure, the pressure is switched to the first state, so that the pressure control device is configured to control the second hydraulic pressure to be higher than the first hydraulic pressure and to control the difference to be the target differential pressure. The brake device according to any one of claims (1) to (4) (claim 5).
In this brake device, the pressure control device allows the excess hydraulic fluid from the hydraulic pressure source to escape to the master cylinder and changes the level of the hydraulic pressure of the hydraulic pressure source at the time of the escape based on the master cylinder hydraulic pressure. Even if hydraulic fluid is supplied to the master cylinder from the outside, the volume of the pressurizing chamber increases and only the brake operating member returns to the non-operating position. Therefore, even if surplus hydraulic fluid is supplied from the hydraulic pressure source to the master cylinder, the brake operating force hardly increases. By actively utilizing such a property of the master cylinder, a hydraulic pressure higher than the master cylinder hydraulic pressure by the target differential pressure is generated in the brake cylinder.
According to this brake device, since the brake cylinder fluid pressure is relatively controlled based on the master cylinder fluid pressure, the height of the master cylinder fluid pressure is easily reflected on the height of the brake cylinder fluid pressure. The effect of improving the controllability of the brake cylinder hydraulic pressure is obtained.
In this brake device, the “target differential pressure” can be a constant value or a variable value. In the case of a variable value, the magnitude may be changed based on the brake operation force related amount, or may be changed in cooperation with other variables such as the brake operation force related amount and the booster boosting state related amount. it can.
In one embodiment of the brake device, the pressure control device has a valve element and a valve seat for controlling a flow state of hydraulic fluid between a master cylinder side and a brake cylinder side in the main passage, and In a state where the hydraulic fluid is not supplied from the pressure source, the valve element and the valve seat allow a bidirectional flow of the hydraulic fluid between the master cylinder side and the brake cylinder side in the main passage. In the state where the hydraulic fluid is supplied from the valve, the second hydraulic pressure on the brake cylinder side is higher than the first hydraulic pressure on the master cylinder side but the difference is equal to or less than the target differential pressure by the same valve element and valve seat. If the flow of the hydraulic fluid from the hydraulic pressure source to the master cylinder is prevented, and if the second hydraulic pressure is higher than the first hydraulic pressure and the difference is going to be larger than the target differential pressure, the master cylinder is moved from the hydraulic pressure source to the master cylinder. To By allowing the flow Urn hydraulic fluid, is intended to the second hydraulic pressure is high and the difference from the first fluid pressure controlled to be the target differential pressure.
(6) The pressure control device includes: (a) a valve element and a valve seat for controlling a flow state of hydraulic fluid between the master cylinder side and the brake cylinder side in the main passage, and at least the valve element and the valve seat; On the other hand, there is provided a magnetic force generating means for generating a magnetic force acting to control the relative movement between the valve element and the valve seat, and the electromagnetic pressure in which the target differential pressure changes based on the magnetic force. The brake device according to claim 5, including a control valve and (b) a magnetic force control device that controls the magnetic force.
According to this brake device, the relationship between the master cylinder hydraulic pressure and the brake cylinder hydraulic pressure is controlled by controlling the magnetic force of the magnetic force generating means, so that the difference between the two hydraulic pressures can be freely controlled. Control the brake cylinder fluid pressure to always increase by the same amount with respect to the master cylinder fluid pressure, or increase the brake cylinder fluid by a predetermined characteristic that is linear or non-linear with respect to the master cylinder fluid pressure. The effect that the hydraulic pressure can be controlled is obtained.
According to this brake device, it is also possible to make the relative increase from the master cylinder fluid pressure corresponding to the brake cylinder fluid pressure at the same height different from one another during a brake operation at one time and another time. For example, by controlling the brake cylinder fluid pressure to be higher than when the emergency brake operation is not performed during the brake operation state, the brake assist control is executed during the emergency brake operation, and the effectiveness is reduced when the emergency brake operation is not performed. The effect that the characteristic control can be executed is obtained.
Further, according to this brake device, by controlling the magnetic force of the magnetic force generating means, it is possible to freely control the execution timing of the control for increasing the brake cylinder hydraulic pressure higher than the master cylinder hydraulic pressure. The effect that the relationship with the cylinder hydraulic pressure can be more freely controlled is obtained.
In this brake device, the relationship between the differential pressure between the master cylinder and the brake cylinder and the magnetic force may be such that the differential pressure increases as the magnetic force increases, or conversely, the differential pressure increases as the magnetic force decreases. May be increased. The latter relationship can be realized, for example, by applying a somewhat large preload to a spring acting in the opposite direction to the magnetic force and reducing the preload by the magnetic force.
Also, the "magnetic force control device" in this brake device can, for example, electromagnetically control the magnetic force or mechanically control it. For example, when the magnetic force is electromagnetically controlled, In this case, a current value and a voltage value given to the magnetic force generating means are controlled.
In one embodiment of the brake device, the electromagnetic pressure control valve has a solenoid as the magnetic force generating means, and the valve element is seated on the valve seat based on the magnetic force of the solenoid. The state is switched between a non-operating state for blocking and an operating state for permitting the seating. In the non-operating state, the flow of the bidirectional hydraulic fluid between the master cylinder side and the brake cylinder side in the main passage is allowed. In the working state, if the second hydraulic pressure is going to be higher than the target hydraulic pressure based on the magnetic force of the solenoid with respect to the first hydraulic pressure, the flow of the hydraulic fluid from the brake cylinder side to the master cylinder side is changed. If the second hydraulic pressure is higher than the first hydraulic pressure but the difference is equal to or less than the target differential pressure based on the magnetic force of the solenoid, the brake fluid moves from the brake cylinder side to the master cylinder side. It is intended to prevent the flow of Doeki.
In another embodiment, the magnetic force control device includes: (a) a brake operation force-related amount sensor that detects an amount related to the brake operation force; and (b) a brake operation force-related value that is detected. Magnetic force control means for controlling the magnetic force of the magnetic force generating member to change the target differential pressure based on the operating force of the brake operating member. Here, the `` magnetic force control means '' executes, for example, the effectiveness characteristic control in a manner in which the brake cylinder hydraulic pressure increases substantially linearly with respect to the master cylinder hydraulic pressure regardless of before and after the boosting limit of the booster. Is done.
In still another embodiment, the magnetic force control device includes: (a) the brake operation force-related amount sensor; and (b) a boost state amount sensor that detects a boost state amount representing a boost state of the booster. (C) controlling the magnetic force of the magnetic force generating means based on the detected brake operation force related amount and the boosted state amount, thereby changing the target differential pressure based on the boosted state of the booster. And a magnetic force control means for controlling the magnetic force. Here, the "magnetic force control means" performs the effectiveness characteristic control in a manner in which the brake cylinder hydraulic pressure increases substantially linearly with respect to the master cylinder hydraulic pressure regardless of, for example, whether or not the booster is abnormal. You. Specifically, for example, the “magnetic force control unit” determines the boosted state to be either a normal state or an abnormal state based on an output signal from the boosted state amount sensor, and based on the result, sets a target The magnetic force may be determined in two types. Further, the “magnetic force control means” determines the boosted state based on the amount of deviation of the boosted state amount from the normal state amount based on the output signal from the boosted state amount sensor, and based on the result, determines the target magnetic force. May be determined to be three or more types. In particular, in the latter case, even if an abnormality occurs in the booster to the extent that it cannot be said that the booster has failed, it is possible to control the magnetic force so as to compensate for the booster reduction in the booster due to the abnormality. Thus, it becomes possible to respond to changes in the boosting state of the booster finely.
In still another embodiment, the magnetic force control device includes: (a) a friction coefficient decrease detecting unit that detects that a friction coefficient between the brake friction material and the rotating body has decreased; (b) Magnetic force control means for controlling the magnetic force of the magnetic force generating means to a size necessary to increase the brake cylinder hydraulic pressure as compared to a case where a decrease in friction coefficient is detected, and Is done. Here, the "magnetic force control means" is adapted to reduce the master cylinder hydraulic pressure regardless of whether the friction coefficient between the brake friction material and the rotating body is reduced due to, for example, heat fade or water fade. , The effect characteristic control is executed in such a manner as to increase at substantially the same gradient.
In still another embodiment, the magnetic force control device includes: (a) emergency brake operation detection means for detecting an emergency brake operation; and (b) the brake when the emergency brake operation is not detected. And magnetic force control means for controlling the magnetic force of the magnetic force generating means to a size necessary to increase the cylinder hydraulic pressure. Here, the "magnetic force control means" executes the brake assist control, for example.
(7) The hydraulic pressure source includes a pump that sucks hydraulic fluid from a suction side and discharges the hydraulic fluid to a discharge side, the discharge side of which is connected to the main passage by the auxiliary passage. A brake device, further, an automatic hydraulic pressure control device for automatically controlling the hydraulic pressure of the brake cylinder, (a) a reservoir connected to a suction side of the pump by a pump passage and storing hydraulic fluid, (b) A plurality of states including a state in which the main cylinder is connected to a portion between the connection point with the auxiliary passage and the brake cylinder, and a state in which the brake cylinder communicates with the discharge side of the pump and a state in which the brake cylinder communicates with the reservoir. And a magnetic force control device that selectively realizes the pressure control, and the magnetic force control device is configured such that a valve element is attached to a valve seat in the pressure control device during automatic control by the automatic hydraulic pressure control device. An automatic control-time magnetic force control device that controls the magnetic force of the magnetic force generating means so that the flow of the hydraulic fluid from the pump to the master cylinder is prevented by continuing to sit down is described in (6). Brake device (Claim 7).
According to this brake device, the pressure control valve that is originally used when controlling the relationship between the master cylinder hydraulic pressure and the brake cylinder hydraulic pressure is also used during automatic control, and the pressure control valve can be effectively used. Therefore, since the automatic control is performed without being affected by the master cylinder, the number of components of the brake device does not need to be increased.
(8) the pressure control device includes: (i) a valve element and a valve seat for controlling a flow state of hydraulic fluid between the master cylinder side and the brake cylinder side in the main passage; and (ii) the first hydraulic pressure. A large-diameter portion, a stepped piston which receives the second hydraulic pressure in the small-diameter portion in opposite directions to each other, wherein at least one of the valve element and the valve seat moves the relative movement between the valve element and the valve seat. A mechanical type for generating a mechanical force acting for controlling, wherein the target differential pressure changes based on the respective pressure receiving areas of the large diameter portion and the small diameter portion of the piston and the first hydraulic pressure. The brake device according to any one of (5) to (7), further including a pressure control valve device including a pressure control valve (claim 8).
According to this brake device, the relationship between the master cylinder fluid pressure and the brake cylinder fluid pressure is mechanically controlled, so that the relationship between the two can be achieved without increasing the power consumption of the vehicle and with relatively high reliability. Can be controlled below.
In one embodiment of the brake device, the mechanical pressure control valve is (a) a housing, and (b) a stepped cylinder bore formed in the housing, and a large-diameter portion on the master cylinder side. A small diameter portion thereof communicates with the brake cylinder side, and (c) a large diameter portion is formed on the master cylinder side and a small diameter portion is formed on the brake cylinder side. (D) a first fluid chamber on the master cylinder side, a second fluid chamber on the brake cylinder side, and a stepped portion of a cylinder bore formed by fitting the piston into the housing. (E) a communication passage formed in the piston for communicating the first liquid chamber and the second liquid chamber with each other; A communication passage opening / closing valve for opening and closing a communication passage, wherein the valve seat is formed so as to be movable integrally with the piston, communicates with the communication passage and faces the second liquid chamber, and a valve element to be seated on the valve seat. A member for defining an access limit between the valve element and the valve seat, and a spring for urging the valve element and the valve seat toward the access limit position; and (g) provided on the housing. An advancing limit defining member that abuts against the piston to define an advancing limit of the piston, wherein the advancing limit is such that the piston is fixed from a position where a valve element is seated on a valve seat in the communication passage opening / closing valve. And a mechanical pressure control valve including a valve defined at a position advanced by a distance.

(9) The hydraulic pressure source includes a pump that sucks hydraulic fluid from a suction side and discharges the hydraulic fluid to a discharge side, the discharge side of which is connected to the main passage by the auxiliary passage. The brake device according to any one of the above aspects (8) (Claim 9).
According to this brake device, there is an effect that the pressure of the brake cylinder can be increased by employing the pump as the hydraulic pressure source.
In particular, when this brake device is implemented together with the brake device described in the above item (5), the following effects can be obtained. That is, when the hydraulic pressure source is a pump and the hydraulic fluid discharged from the pump is directly supplied to the pressure control device, the pump depends on the hydraulic pressure at the discharge destination. However, since it has the property of changing in accordance with the change in the height of the hydraulic pressure at the discharge destination, the hydraulic pressure of the hydraulic pressure source is reduced as compared with the case where the hydraulic pressure source is an accumulator. It is easy to follow the change. Therefore, when the brake device described in this section is implemented together with the brake device described in (5), the structure of the pressure control device is complicated in order to make the brake cylinder hydraulic pressure follow the change in the master cylinder hydraulic pressure. This has the unique effect of avoiding the occurrence of the problem.
In an embodiment in which the brake device according to the present mode is implemented together with the brake device according to the mode (5), as schematically shown in FIG. A master cylinder 14 for generating a hydraulic pressure having a height corresponding to the operating force of the pump 12 and a pump 16 for sucking the hydraulic fluid from the suction side and discharging the hydraulic fluid to the discharge side are provided, respectively. The discharge side of the pump 16 is connected in the middle of a main passage 18 that connects the pressure control valve 22 to the master cylinder 14 at a connection point of the main passage 18 with the auxiliary passage 20 and the master cylinder 14. An example of a control device) is provided, and when the pressure control valve 22 is not operating the pump 16, both the hydraulic fluid between the master cylinder 14 and the brake cylinder 10 On the other hand, when the pump 16 is operating, the excess hydraulic fluid from the pump 16 is released to the master cylinder 14, and the discharge pressure of the pump 16 at the time of the release is changed based on the master cylinder hydraulic pressure. Further, the pump 16 is operated when it is necessary to generate a hydraulic pressure higher than the hydraulic pressure of the master cylinder 14 in the brake cylinder 10 during the brake operation by the driver. A pump operating device 24 (an example of a hydraulic pressure source control device) is provided.
(10) The hydraulic pressure source control device includes a set operating state control means for supplying a hydraulic fluid to the hydraulic pressure source when the operating state of the vehicle by the driver is the set operating state (1) to ( The brake device according to any one of the above 9) (Claim 10).
According to this brake device, an effect is obtained that the relationship between the brake operation force and the brake cylinder fluid pressure can be optimized in relation to the operating state.
(11) The hydraulic pressure source includes a pump that sucks hydraulic fluid from a suction side and discharges the hydraulic fluid to a discharge side, the discharge side of which is connected to the main passage by the auxiliary passage. A brake device is further connected to an upstream portion of the main passage, which is a portion between the master cylinder and the pressure control device, and a suction side of the pump. The brake device according to any one of (1) to (10), further including a hydraulic fluid introducing device that introduces the hydraulic pressure into the suction side of the pump without reducing the hydraulic pressure of the pump (claim 11).
In order to pressurize the hydraulic fluid by the pump using the hydraulic fluid in the upstream portion of the main passage, the high-pressure hydraulic fluid is once supplied to a reservoir that stores the hydraulic fluid at substantially atmospheric pressure. Then, it is conceivable that the hydraulic fluid is pumped up from the reservoir by the pump and discharged to the brake cylinder side. However, in this case, the hydraulic fluid pressurized by the master cylinder is pressurized by the pump after being reduced in pressure by the reservoir. On the other hand, according to the brake device described in this section, since the hydraulic fluid pressurized by the master cylinder is pressurized by the pump without being reduced by the reservoir, the hydraulic fluid pressurized to a low pressure is pressurized. As compared to the case, the operation response of the pump is improved, and the pump only needs to pressurize the hydraulic fluid by the pressure difference from the master cylinder hydraulic pressure, so that it is easy to reduce the capacity of the pump and to save energy consumption. Become.
In one embodiment of the brake device, the brake device is further an automatic hydraulic pressure control device that automatically controls the hydraulic pressure of the brake cylinder, and (a) is connected to a suction side of the pump by a pump passage. A reservoir for storing hydraulic fluid, and (b) a state in which the main passage is connected to a portion of the main passage between a connection point with the auxiliary passage and the brake cylinder, and the brake cylinder is connected to a discharge side of the pump. And a hydraulic fluid control device for selectively realizing a plurality of states including a state connected to the reservoir, and the hydraulic fluid introducing device, (c) the master cylinder in the main passage. A second auxiliary passage connecting the portion between the pressure control device and the pump passage to each other, and (d) a second auxiliary passage between the connection point of the pump passage and the second auxiliary passage and the reservoir. A non-return valve that is provided on the portion and that permits the flow of hydraulic fluid from the reservoir to the pump but prevents the flow in the opposite direction. According to this embodiment, the flow of the hydraulic fluid from the master cylinder to the reservoir is blocked by the check valve, even though the reservoir is connected to the suction side of the pump.
In another embodiment, the hydraulic fluid introducing device includes: (a) the second auxiliary passage, (b) the check valve, and (c) an inflow provided in the middle of the second auxiliary passage. A control valve, during operation of the pump, when the automatic hydraulic pressure control is not performed, a state in which the flow of hydraulic fluid from the master cylinder to the reservoir is allowed, and during operation of the pump, , Automatic hydraulic pressure control, and at least when the hydraulic fluid to be pumped by the pump is present in the reservoir, the hydraulic fluid is prevented from flowing from the master cylinder to the reservoir. According to the present embodiment, during the automatic hydraulic pressure control, when the working fluid to be pumped by the pump is present in the reservoir, the pump is prevented from preferentially pumping the working fluid from the master cylinder, and the reservoir operates. The state in which the liquid overflows does not continue, and the pressure reducing operation of the brake cylinder by the reservoir is secured.
In still another embodiment, the hydraulic fluid introduction device is an inflow control valve provided in the middle of the second auxiliary passage, wherein the hydraulic fluid introduction device moves from the master cylinder to the reservoir while the pump is not operating. A state in which the flow of the hydraulic fluid is permitted, and one that blocks the flow of the hydraulic fluid at least at one time during operation of the pump is included. According to this embodiment, if the flow of the hydraulic fluid from the master cylinder to the brake cylinder is only the main passage during the non-operation of the pump, that is, at the time of a brake operation in which the brake cylinder is pressurized not by the pump but by the master cylinder, This is also realized by the second auxiliary passage and the inflow control valve, so that even if the flow by the main passage is blocked, the hydraulic pressure is normally generated in the brake cylinder.
(12) The pressure intensifier further includes a brake operation force-related amount sensor that detects an amount related to an operation force of at least one of the brake operation members, and the hydraulic pressure source control device detects at least one of the detected at least one Any of (1) to (11) including a reference value reaching control means for supplying hydraulic fluid to the hydraulic pressure source when each of the two brake operating force related amounts reaches the corresponding reference value. The brake device according to claim (claim 12).
(13) The brake device according to (12), wherein the reference value is each of the at least one brake operation force-related amount that is expected to be taken when the booster reaches an assisting limit. 13).
(14) The brake device according to the mode (12) or (13), wherein the brake operation force-related amount sensor includes a vehicle body deceleration sensor that detects a vehicle body deceleration.
For example, it is conceivable to use a sensor that directly detects a brake operation force-related amount, such as a brake operation force sensor, a brake operation stroke sensor, a master cylinder hydraulic pressure sensor, or the like, as the “brake operation force-related amount sensor”. However, in this case, a sensor for directly detecting the brake operation force-related amount is required, and if the sensor fails, the operation of the pressure booster associated with the brake operation force cannot be realized.
On the other hand, in a vehicle equipped with a brake device, in general, the magnitude of the brake operating force is reflected in the height of the master cylinder hydraulic pressure, and the height of the master cylinder hydraulic pressure is reflected in the height of the brake cylinder hydraulic pressure. The height of the cylinder hydraulic pressure is reflected on the magnitude of the vehicle braking force, and the magnitude of the vehicle braking force is reflected on the height of the vehicle body deceleration. Therefore, when implementing the brake device described in (12), even if it is not possible to directly detect the brake operation force related amount, as long as the vehicle body deceleration can be obtained, the brake operation force is related to the brake operation force. The operation of the pressure intensifier becomes possible.
The brake device described in this section was made based on such knowledge, and therefore, according to this brake device, even if the brake operation force related amount cannot be directly detected, the brake operation force The effect is obtained that the associated pressure intensifier can be operated.
In this brake device, the “vehicle deceleration sensor” can be of a type that directly detects the vehicle deceleration, but a vehicle is usually provided with a vehicle speed sensor that detects the vehicle speed. Focusing on the fact that the vehicle body deceleration can be obtained by differentiating the vehicle speed with respect to time, the vehicle speed can be indirectly detected by differentiating the vehicle speed with respect to time.
By the way, the vehicle speed sensor includes a type such as a Doppler sensor that directly detects the vehicle speed, and another type that detects the vehicle speed indirectly based on the wheel speed that is the rotation speed of the wheel. One example of the latter type is employed in antilock control devices. As is well known, the anti-lock control device controls (a) a plurality of wheel speed sensors that detect each wheel speed of the plurality of wheels, and (b) a brake cylinder fluid pressure of each wheel. The electromagnetic hydraulic pressure control valve, and (c) controlling the electromagnetic hydraulic pressure control valve based on the wheel speeds detected by the plurality of wheel speed sensors so that the locking tendency of each wheel does not become excessive during vehicle braking. And a controller. Here, the controller generally estimates the vehicle speed based on a plurality of wheel speeds detected by the plurality of wheel speed sensors, and based on the relationship between the estimated vehicle speed and the wheel speed of each wheel, the electromagnetic hydraulic pressure control valve Designed to control the
Therefore, in the brake device described in this section, when the “vehicle deceleration sensor” is configured to indirectly detect the vehicle deceleration by differentiating the vehicle speed detected by the vehicle speed sensor with respect to time, hardware By adding only the software without adding, the "vehicle deceleration sensor" is configured, and the effect of simplifying the structure, reducing the weight and reducing the cost of the "vehicle deceleration sensor" is obtained.

(15) The brake device according to any one of (12) to (14), wherein a plurality of the brake operation force related amount sensors are provided (Claim 15).
According to this brake device, it is possible to easily improve the reliability of the pressure booster with respect to the failure of the brake operation force related amount sensor, as compared with the case where only one brake operation force related amount sensor is provided. Is obtained.
(16) When at least one of the predetermined first sensors of the plurality of brake operation force related sensors is normal, the hydraulic pressure source control device detects the brake detected by the first sensor. When the operation force-related amount reaches the reference value, the hydraulic fluid is supplied to the hydraulic pressure source, and when the amount is not normal, the hydraulic pressure source is different from the first sensor among the plurality of brake operation force-related amount sensors. The brake device according to (15), further including fail-safe means for supplying hydraulic fluid to the hydraulic pressure source when a brake operation force-related amount detected by at least one second sensor reaches the reference value. Claim 16).
According to this brake device, as long as all of the plurality of brake operation force related quantity sensors do not fail, the pressure booster associated with the brake operation force can be operated, and the effect of improving the reliability of the pressure booster is obtained. Can be
In one embodiment of the brake device, the fail-safe means includes: (a) determining whether at least one first sensor predetermined among the plurality of brake operation force-related amount sensors is normal; And (b) selecting the first sensor when it is determined that the first sensor is normal, and determining that the first sensor is not normal when the first sensor is not normal. Selecting means for selecting at least one second sensor different from the first sensor among the amount sensors; and (c) the brake operation force-related amount detected by the selected brake operation force-related amount sensor reaches the reference value. Operating fluid supply means for supplying the hydraulic fluid to the hydraulic pressure source when the operation is performed.
(17) The plurality of brake operation force-related amount sensors include a master cylinder hydraulic pressure sensor that detects a hydraulic pressure of the master cylinder, and a vehicle body deceleration sensor that detects a vehicle body deceleration, wherein the first sensor is The brake device according to claim 16, including the master cylinder hydraulic pressure sensor, and wherein the second sensor includes the vehicle body deceleration sensor.
(18) When the plurality of brake operation force-related amounts detected by the plurality of brake operation force-related amount sensors all reach respective reference values, the hydraulic pressure source control device sends hydraulic fluid to the hydraulic pressure source. (15) The brake device according to any one of the above modes (15) to (17), including a fail-safe means for supplying the pressure.
If all of the plurality of brake operation force-related quantity sensors are normal and the brake device reaches a state in which the pressure booster should be operated, the plurality of brake operation force-related quantity sensors detected by the plurality of All the brake operation force related amounts reach the respective reference values. On the other hand, if there is a failure among the plurality of brake operation force-related quantity sensors, even if the brake device reaches a state where the pressure booster should be operated, the plurality of brake operation force Not all relevant quantities reach each reference value. Therefore, if the hydraulic fluid is supplied to the hydraulic pressure source only when all of the plurality of brake operation force related amounts have reached the respective reference values, all of the plurality of brake operation force related amount sensors are normal. Only when the hydraulic fluid is supplied from the hydraulic pressure source, it is prevented that the hydraulic fluid is erroneously supplied from the hydraulic pressure source due to failure of one of the plurality of brake operation force related quantity sensors. .
According to the brake device described in this section, it is possible to prevent the hydraulic fluid from being erroneously supplied from the hydraulic pressure source due to the failure of the brake operation force-related amount sensor, and to obtain the effect of improving the reliability of the pressure booster. Can be
(19) The plurality of brake operation force-related amount sensors include a master cylinder hydraulic pressure sensor that detects a hydraulic pressure of the master cylinder, and a brake operation sensor that detects an operation of the brake operation member, and the fail-safe Means for supplying hydraulic fluid to the hydraulic pressure source when the master cylinder hydraulic pressure detected by the master cylinder hydraulic pressure sensor reaches the reference value and a brake operation is detected by the brake operation sensor. The brake device according to claim 18, including a first means for causing the brake device to operate (claim 19).
According to this brake device, since the master cylinder fluid pressure sensor has failed, if the master cylinder fluid pressure detected by the master cylinder fluid pressure sensor reaches the reference value even when the brake is not being operated, the fluid is erroneously increased. The supply of the hydraulic fluid from the pressure source is prevented, and the effect of improving the reliability of the pressure intensifier is obtained.
(20) The plurality of brake operation force-related amount sensors further include a vehicle body deceleration sensor for detecting a vehicle body deceleration, and the first means includes: when the brake operation sensor is normal, the master When the master cylinder hydraulic pressure detected by the cylinder hydraulic pressure sensor reaches the reference value and the brake operation is detected by the brake operation sensor, the hydraulic fluid is supplied to the hydraulic pressure source. When not normal, the master cylinder pressure detected by the master cylinder pressure sensor has reached the reference value, and the vehicle deceleration detected by the vehicle deceleration sensor has reached the reference value. The brake device according to claim 19, further comprising a second means for supplying the hydraulic fluid to the hydraulic pressure source.
According to this brake device, if the brake operation sensor fails, the vehicle body deceleration sensor is used instead. Therefore, the master cylinder hydraulic pressure sensor fails in a mode in which the master cylinder hydraulic pressure is detected higher than the actual value. In addition, even if the brake operation sensor fails in a mode in which the brake operation is detected even though the brake operation is not actually being performed, the hydraulic fluid is prevented from being supplied from the hydraulic pressure source by mistake. The effect of improving the reliability of the pressure booster is obtained.
In one embodiment of the brake device, the second means includes (a) a determination means for determining whether the brake operation sensor is normal, and (b) a determination that the brake operation sensor is normal. In this case, a brake operation sensor is selected, and if it is determined that the brake operation sensor is not normal, a selection unit that selects the vehicle body deceleration sensor, and (c) the brake operation sensor is determined to be normal In this case, when the master cylinder fluid pressure detected by the master cylinder fluid pressure sensor reaches the reference value and the brake operation is detected by the brake operation sensor, the hydraulic fluid is supplied to the hydraulic pressure source. If it is determined that the brake operation sensor is not normal, the master cylinder hydraulic pressure detected by the master cylinder hydraulic pressure sensor reaches the reference value and the vehicle body deceleration sensor When the vehicle body deceleration detected by the sub has reached the reference value, is intended to include a hydraulic fluid supply means for supplying hydraulic fluid to said hydraulic pressure source.
Note that, in the brake device described in this section, the "vehicle deceleration sensor" is used instead of the brake operation sensor when the brake operation sensor fails. The brake device according to the mode (20) can be implemented in a use mode.

(21) The hydraulic pressure source control device includes emergency brake operation control means for supplying hydraulic fluid to the hydraulic pressure source when a driver operates the brake operating member to urgently brake the vehicle. The brake device according to any one of (1) to (4) (Claim 21).
According to this brake device, the brake assist control can be executed, and the effect of improving the safety of the vehicle can be obtained.
In one embodiment of the brake device, the emergency brake operation control means includes an emergency brake operation detection means for detecting an emergency brake operation. The emergency brake operation detecting means detects, for example, a state in which the change speed of the brake operation force-related amount (including the operation speed which is the change speed of the operation position of the brake operation member) is larger than a reference value, and May be included. Further, the emergency brake operation detecting means may include, for example, means for detecting an emergency brake operation based on both the change speed (dynamic detection value) and the brake operation force related amount (static detection value). it can. For example, it is possible to include means for detecting an emergency brake operation when the operation speed of the brake operation member exceeds the reference value and the master cylinder hydraulic pressure exceeds the reference value.
(22) The brake device according to (1) or (4), wherein the hydraulic pressure source control device includes booster assist limit time control means for supplying hydraulic fluid to the hydraulic pressure source when the booster assist limit is reached. Claim 22).
(23) The pressure booster includes: (a) stop state detecting means for detecting a stop state of the vehicle; and (b) starting operation of the pressure booster as compared with when the vehicle stop state is not detected. The brake device according to any one of the above modes (1) to (22), including an operation start control unit that makes the operation start difficult.
For example, if the brake device described in the above (1) is to be operated in such a manner that the pressure-intensifying device is always activated when the brake operation force-related amount reaches the reference value, the brake operation force-related amount is set to the reference value. Is reached in a stopped state of the vehicle, the pressure intensifier is operated. However, when the pressure intensifier operates, a sound is generated in accordance with the operation, and it is rare that the brake cylinder needs to be pressurized by the hydraulic pressure source when the vehicle is stopped. Therefore, when the brake device described in the paragraph (1) is implemented in such a manner that the pressure-intensifying device is always activated when the brake operation force-related amount reaches the reference value, the operating noise of the vehicle parts is noticeable to the driver. When the vehicle is in a stopped state, which is likely to be vulnerable, the pressure booster is disadvantageously operated.
Based on such knowledge, the brake device described in this section has been made. Therefore, according to this brake device, the quiet operation of the vehicle can be easily improved by preventing useless operation of the pressure booster. The effect is obtained.
(24) The pressure increasing device further includes a brake operation force-related amount sensor that detects an amount related to an operation amount of at least one of the brake operation members, and the hydraulic pressure source control device detects at least one of the detected at least one Reference value reaching control means for supplying hydraulic fluid to the hydraulic pressure source when each of the two brake operation force-related quantities reaches a reference value corresponding thereto, wherein the operation start control means includes: The reference value setting means according to the item (23), further comprising: a reference value setting means for setting such that the arrival of the brake operation force-related amount becomes more difficult at the time of non-detection when the stop state of the vehicle is detected by the stop state detection means. Brake device (Claim 24).

  Hereinafter, some of the more specific embodiments of the present invention will be described in detail with reference to the drawings.

First, a configuration common to those embodiments will be schematically described.
As shown in FIG. 1, the brake device includes a master cylinder 14 and a pump 16 that generate a hydraulic pressure having a height corresponding to the operating force of the brake operating member 12 as a hydraulic pressure source of the brake cylinder 10. In this brake device, the discharge side of the pump 16 is connected to the auxiliary passage 20 through the auxiliary passage 20 in the middle of the main passage 18 connecting the master cylinder 14 and the brake cylinder 10 to each other. A pressure control valve 22 is provided at a portion between the connection point and the master cylinder 14. The pressure control valve 22 allows the bidirectional flow of the hydraulic fluid between the master cylinder 14 and the brake cylinder 10 when the pump 16 is not operating, while allowing the hydraulic fluid from the pump 16 to operate when the pump 16 is operating. The discharge pressure of the pump 16 at the time of release to the master cylinder 14 is changed based on the hydraulic pressure of the master cylinder 14. Further, when the driver is performing a brake operation on the pump 16 and it is necessary to generate a hydraulic pressure higher than the hydraulic pressure of the master cylinder 14 in the brake cylinder 10, a pump operating device 24 that operates the pump 16 is provided. Is provided.

Next, each of the embodiments will be specifically described.
FIG. 2 shows a mechanical configuration of the first embodiment. This embodiment is a diagonal two-system brake device provided in a four-wheel vehicle. This brake device has an anti-lock control function, and circulates hydraulic fluid by the pump 16 during the anti-lock control. In the present embodiment, during the brake operation, the brake effect characteristic control (hereinafter, simply referred to as “effect characteristic control”) is executed by using the pump 16. Here, the "effectiveness control" is represented by a broken line graph determined by the booster characteristics (see FIG. 44) which boosts the brake operation force F and transmits it to the master cylinder 14, as shown in FIG. By correcting the basic relationship between the applied brake operation force F and the vehicle body deceleration G, the vehicle body deceleration G can be formed at an ideal gradient with respect to the brake operation force F (for example, before and after the booster assist limit is reached). The relationship between the brake operation force F and the vehicle body deceleration G is controlled so as to increase at almost the same gradient.

  The master cylinder 14 is of a tandem type in which two independent pressure chambers are arranged in series. As shown in FIG. 2, the master cylinder 14 is linked to a brake pedal 32 as the brake operating member 12 via a vacuum booster 30. Hydraulic pressure is generated mechanically.

  A first brake system for the left front wheel FL and the right rear wheel RR is connected to one pressurizing chamber of the master cylinder 14, and a second brake system for the right front wheel FR and the left rear wheel RL is connected to the other pressurizing chamber. Is connected. Since these brake systems have a common configuration, only the first brake system will be representatively described below, and the description of the second brake system will be omitted.

  In the first brake system, the master cylinder 14 is connected to the brake cylinder 10 of the left front wheel FL and the brake cylinder 10 of the right rear wheel RR by a main passage 18. The main passage 18 is branched in a forked shape after extending from the master cylinder 14, and is configured such that one main passage 34 and two branch passages 36 are connected to each other. Each brake cylinder 10 is connected to the tip of each branch passage 36. In the middle of each of the branch passages 36, a pressure-intensifying valve 40, which is a normally-open electromagnetic on-off valve, is provided to realize a pressure-increasing state that allows the flow of hydraulic fluid from the master cylinder 14 to the brake cylinder 10 in the open state. . A bypass passage 42 is connected to each pressure increase valve 40, and a check valve 44 for returning hydraulic fluid is provided in each bypass passage 42. Each of the reservoir passages 46 extends from a portion between each of the pressure increase valves 40 and each of the brake cylinders 10 in each of the branch passages 36 to reach a reservoir 48. A pressure-reducing valve 50, which is a normally-closed electromagnetic on-off valve, is provided in the middle of each of the reservoir passages 46, and realizes a pressure-reduced state in which the flow of hydraulic fluid from the brake cylinder 10 to the reservoir 48 is allowed in an open state.

  The reservoir 48 is formed by fitting a reservoir piston 54 to the housing in a substantially airtight and slidable manner, and pressurizes the hydraulic fluid in a reservoir chamber 56 formed by the fitting by a spring 58 as an elastic member. It is housed below. This reservoir 48 is connected to the suction side of the pump 16 by a pump passage 60. The suction side of the pump 16 is provided with a suction valve 62 as a check valve, and the discharge side is provided with a discharge valve 64 as a check valve. An orifice 66 as a throttle and a fixed damper 68 are provided in the auxiliary passage 20 that connects the discharge side of the pump 16 and the main passage 18 to each other, thereby reducing pulsation of the pump 16.

  The elements described above are elements that are also present in the conventional antilock type brake device, and elements that are not present in the conventional antilock type brake device will be described below.

  The pressure control valve 22 is of a type that electromagnetically controls the relationship between the master cylinder hydraulic pressure and the brake cylinder hydraulic pressure.

  Specifically, as shown in FIG. 3, the pressure control valve 22 includes a housing 70 (not shown) and a valve 70 for controlling the flow state of the hydraulic fluid between the master cylinder side and the brake cylinder side in the main passage 18 and the valve 70. Has a valve seat 72 to be seated, and a solenoid 74 for generating a magnetic force for controlling the relative movement of the valve element 70 and the valve seat 72.

  In the pressure control valve 22, in a non-operating state (OFF state) in which the solenoid 74 is not excited, the valve 70 is separated from the valve seat 72 by the elastic force of the spring 76 as an elastic member. In this case, the flow of the hydraulic fluid in both directions between the master cylinder side and the brake cylinder side is allowed, and as a result, if the brake operation is performed, the brake cylinder fluid pressure is changed to be equal to the master cylinder fluid pressure. . During this braking operation, a force acts on the valve 70 in a direction away from the valve seat 72, so that even if the master cylinder hydraulic pressure, that is, the brake cylinder hydraulic pressure becomes high, the valve 70 Does not sit on the valve seat 72. That is, the pressure control valve 22 is a normally open valve.

On the other hand, in the operation state (ON state) in which the solenoid 74 is excited, the armature 78 is attracted by the magnetic force of the solenoid 74, and the valve 70 as a movable member that moves integrally with the armature 78 serves as a fixed member. The valve seat 72 is seated. At this time, the valve 70 has a suction force F ₁ based on the magnetic force of the solenoid 74, a sum of a force F ₂ based on the difference between the brake cylinder hydraulic pressure and the master cylinder hydraulic pressure, and an elastic force F ₃ of the spring 76. Act in opposite directions to each other. Magnitude of the force F ₂ is the difference between the brake cylinder pressure and the master cylinder pressure, the valve member 70 is expressed by the product of the effective pressure receiving area which receives the brake cylinder pressure.

In a state where the solenoid 74 is excited (ON state), the discharge pressure of the pump 16, that is, the brake cylinder fluid pressure does not increase so much.
F ₂ ≦ F ₁ −F ₃
In a region where the relationship represented by the following formula is established, the valve element 70 is seated on the valve seat 72, the hydraulic fluid from the pump 16 is prevented from escaping to the master cylinder 14, and the discharge pressure of the pump 16 increases, A hydraulic pressure higher than the master cylinder hydraulic pressure is generated in the brake cylinder 10. On the other hand, the discharge pressure of the pump 16, that is, the brake cylinder fluid pressure further increases,
F ₂ > F ₁ −F ₃
In a region where the relationship expressed by the following formula is to be established, the valve 70 is separated from the valve seat 72, and the hydraulic fluid from the pump 16 is released to the master cylinder 14, and as a result, the discharge pressure of the pump 16 A further increase in brake cylinder fluid pressure is prevented. The brake cylinder 10 in this manner, neglecting the elastic force F ₃ of the spring 76, the difference pressure higher hydraulic pressure based on the solenoid attractive force F ₁ will be caused to occur with respect to the master cylinder pressure.

  The magnetic force of the solenoid 74 is controlled based on the brake operating force. Therefore, the master cylinder 14 is provided with a master cylinder hydraulic pressure sensor (represented by “P sensor” in the figure) 80 as shown in FIG. Has been. The master cylinder hydraulic pressure sensor 80 is an example of a “brake operating force related amount sensor”, and detects the master cylinder hydraulic pressure as a brake operating force related amount.

  The pressure control valve 22 is provided with a bypass passage 82, and a check valve 84 is provided in the middle of the bypass passage 82. The check valve 84 allows the flow of the hydraulic fluid from the master cylinder 14 to the brake cylinder 10, but prevents the flow in the opposite direction. The reason for providing the passage 82 with the check valve 84 that bypasses the pressure control valve 22 is as follows. That is, in the pressure control valve 22, as shown in FIG. 3, the movement direction when the valve 70 as the movable member is seated on the valve seat 72 as the fixed member, and the master when the brake pedal 32 is depressed. The direction in which the movable member moves due to the fluid force generated in the movable member due to the flow of the hydraulic fluid from the cylinder 14 toward the brake cylinder 10 matches each other, so that when the brake pedal 32 is depressed, the pressure control valve 22 May close themselves. Therefore, even if the pressure control valve 22 is closed by the fluid force of the movable member when the brake pedal 32 is depressed, the pressure control is performed so that the flow of the hydraulic fluid from the master cylinder 14 to the brake cylinder 10 is secured. There is provided a passage 82 with a check valve 84 which bypasses the valve 22.

  During execution of the effectiveness characteristic control, the pump 16 pumps up the hydraulic fluid from the reservoir 48 and discharges the hydraulic fluid to each brake cylinder 10 to increase the pressure of each brake cylinder 10. However, antilock control is performed. Unless the hydraulic fluid is to be pumped into the reservoir 48, it is normal that the hydraulic fluid is supplied to the reservoir 48 regardless of whether the antilock control is performed or not, in order to ensure the execution of the effect characteristic control. It is necessary to do. Therefore, in the present embodiment, a supply passage 88 extending from a portion of the main passage 34 between the master cylinder 14 and the pressure control valve 22 and reaching the reservoir 48 is provided.

  However, since the master cylinder 14 and the reservoir 48 are always communicated with each other by the supply passage 88, even if the brake pedal 32 is depressed, the master cylinder 14 is pressurized unless the reservoir piston 54 bottoms in the reservoir 48. No, the brakes are delayed. Therefore, an inflow control valve 90 is provided in the supply passage 88.

  The inflow control valve 90 is opened when it is necessary to supply the hydraulic fluid from the master cylinder 14 to the reservoir 48, and allows the flow of the hydraulic fluid from the master cylinder 14 to the reservoir 48. When it is not necessary to supply the working fluid to the reservoir 48, it is closed, and the flow of the working fluid from the master cylinder 14 to the reservoir 48 is blocked, so that the master cylinder 14 can increase the pressure.

  In the present embodiment, the inflow control valve 90 is of a pilot control type, and controls the inflow of the hydraulic fluid to the reservoir 48 in cooperation with the reservoir piston 54. Therefore, the reservoir 48 is configured as follows. That is, when the volume of the reservoir chamber 56 increases from the normal value, the reservoir piston 54 moves from the normal position to the volume increasing position, and when the volume of the reservoir chamber 56 decreases from the normal value, the reservoir piston 54 moves from the normal position to the volume decreasing position. It is configured to be displaced. The normal position of the reservoir piston 54 is to bias the reservoir piston 54 toward the reduced volume position via the retainer 92 by the spring 58, while the retainer 92 is in the normal position of the housing when the reservoir piston 54 is in the normal position. When the volume of the reservoir chamber 56 decreases from the normal value, the reservoir piston 54 advances independently from the normal position, and conversely, when the volume of the reservoir chamber 56 increases from the normal value, The reservoir piston 54 moves backward from the normal position while compressing the spring 58 together with the retainer 92.

  The inflow control valve 90 is provided with a check valve 100 that allows the flow of the hydraulic fluid from the reservoir 48 to the master cylinder 14 but prevents the flow in the opposite direction by a valve 96 and a valve seat 98. A valve opening member 102 for forcibly opening the check valve 100 by separating from the seat 98. The valve-opening member 102 is linked to the reservoir piston 54. When the reservoir piston 54 is in the normal position, the valve-opening member 102 does not come into contact with the valve 96, and the volume of the reservoir chamber 56 decreases. When the reservoir piston 54 advances from the normal position, the reservoir piston 54 comes into contact with the valve 96 to forcibly open the check valve 100. By this opening, the flow of the hydraulic fluid from the master cylinder 14 toward the reservoir 48 is allowed, and the hydraulic fluid is supplied from the master cylinder 14 to the reservoir chamber 56. Although the inflow control valve 90 is shown in FIG. 2 to be slightly opened when the reservoir piston 54 is in the normal position, it can be designed to be closed.

  FIG. 4 shows an electrical configuration of the present embodiment. The present embodiment includes an electronic control unit (hereinafter abbreviated as “ECU”) 110. The ECU 110 mainly includes a computer including a CPU (an example of a processor), a ROM (an example of a memory), and a RAM (another example of a memory). The ECU 110 stores an effective characteristic control routine and an antilock function stored in the ROM. When the control routine is executed by the CPU while using the RAM, the effect characteristic control and the antilock control are respectively executed.

  The master cylinder hydraulic pressure sensor 80 is connected to the input side of the ECU 110, and a master cylinder hydraulic pressure signal representing the master cylinder hydraulic pressure is input from the sensor 80. A wheel speed sensor 112 is further connected to the input side of the ECU 110, and a wheel speed signal representing a wheel speed, which is the rotation speed of each wheel, is input from the sensor 112. On the other hand, a pump motor 114 for driving the pump 16 is connected to the output side of the ECU 110, and a motor drive signal is output to a drive circuit of the pump motor 114. The solenoid 74 of the pressure control valve 22, the solenoids 116 of the pressure increasing valve 40 and the pressure reducing valve 50 are further connected to the output side of the ECU 110. A current control signal for linearly controlling the exciting current of the solenoid 74 is output to the solenoid 74 of the pressure control valve 22, while the solenoid 116 is turned on for each of the solenoids 116 of the pressure increasing valve 40 and the pressure reducing valve 50. An ON / OFF drive signal for performing the / OFF drive is output.

FIG. 5 is a flowchart showing the effectiveness characteristic control routine. This routine is repeatedly executed, and in each execution, first, in step S1 (hereinafter simply referred to as “S1”; the same applies to other steps), a master cylinder hydraulic pressure signal is output from the master cylinder hydraulic pressure sensor 80. taken, then either at S2, higher than the reference value P _M0 which is the master cylinder fluid height of pressure P _M when the master cylinder pressure P _M represented by the master cylinder hydraulic pressure signal starts characteristic control effectiveness It is determined whether or not. Here, the "reference value P _M0" is set to the height of the master cylinder pressure P _M when the booster 30 has reached the boosting limit. This time, the master cylinder pressure P _M higher than the reference value P _M0 is not a negative decision (NO) is obtained assuming, in S3, the signal for turning OFF it to the solenoid 74 of the pressure control valve 22 is issued, further, the pump A signal is output to the motor 114 to turn it off. This completes one execution of this routine.

In contrast, when the master cylinder pressure P _M is higher than the reference value P _M0, the determination is YES, the S2, in S4, the amount or goal to the brake cylinder pressure P _B increasing the master cylinder pressure P _M The differential pressure ΔP is calculated. Relationship between the master cylinder pressure P _M and the target differential pressure ΔP has stored in the ROM, a target differential pressure ΔP corresponding to the current value of the master cylinder pressure P _M is being calculated according to that relationship. FIG 6, an example of the relationship between the master cylinder pressure P _M and the target differential pressure ΔP is shown in the graph, this example, linearly changes the target pressure difference ΔP is the master cylinder pressure P _M This is an example of the case.

Here, "the relationship between the master cylinder pressure P _M and the target differential pressure ΔP", for example, the "reference value P _M0" booster 30 is set to the height of the master cylinder pressure P _M when reaching the assisting limit above, the master cylinder pressure P _M, the booster 30 is from the brake cylinder pressure P _B in the case where the brake cylinder pressure P _B for reaching the boosting limit is assumed never booster 30 reaches the boosting limit It can be set equal to the relationship with the reduction amount. With this setting, the amount of the brake cylinder hydraulic pressure P _B that should be reduced when the booster 30 reaches the assisting limit is compensated for by the pump 16. boosting the effect even limit point a to decrease requires not appear in the brake cylinder pressure P _B, the brake operation feeling while improving the braking effectiveness can be maintained.

Thereafter, in S5, a current value I to be supplied to the solenoid 74 of the pressure control valve 22 is calculated according to the calculated target differential pressure. The relationship between the target differential pressure ΔP and the solenoid current value I is stored in the ROM, and the solenoid current value I corresponding to the target differential pressure ΔP is calculated according to the relationship. In FIG. 7, as an example of the relationship between the target differential pressure ΔP and the solenoid current value I, the target differential pressure ΔP and the solenoid current value I are not directly associated with each other, but indirectly via the solenoid attraction force F _1. The relationship is shown. The relationship between the target differential pressure ΔP and the solenoid attraction force F ₁ and the relationship between the solenoid attraction force F ₁ and the solenoid current value I are shown.

Subsequently, in S6, current is supplied to the solenoid 74 of the pressure control valve 22 with the calculated current value I, whereby current control is performed. However, in this current control, as shown in FIG. 8, in the initial stage of the control in which the elapsed time T from the execution start timing of one effect characteristic control does not exceed the set time T ₀ , the master cylinder hydraulic pressure P is applied to the solenoid 74. _A current value larger than the current value I based on _M , for example, a predetermined maximum current value _IMAX is supplied. As a result, the operation response of the valve 70 in the pressure control valve 22 is improved, and the valve 70 is quickly seated. That is, in S6, as shown in FIG. 9, first, in S6a, it is determined whether or not the set time T ₀ has elapsed after the start of the effectiveness characteristic control, and if not, the determination is NO, and in S6b, The supply current value I _S to the solenoid 74 is set to the maximum current I _MAX . On the other hand, if the set time T ₀ has elapsed after the start of the effective characteristic control, the determination in S6a becomes YES, and in S6c, the solenoid 74 than is the supply current value I _S is determined to be a normal value I _N based on the target differential pressure ΔP to.

Thereafter, in S7, a signal for turning it on is output to the pump motor 114, whereby the hydraulic fluid is pumped up from the reservoir 48 by the pump 16, and the hydraulic fluid is discharged to each brake cylinder 10, whereby each brake cylinder 10 by a height high hydraulic pressure corresponding to the master cylinder pressure P _M from the master cylinder pressure P _M is generated. This completes one execution of this routine.

  As described above, the details of the effectiveness characteristic control routine have been described in detail with reference to the drawings. However, the antilock control routine is not directly related to the present invention, and will be briefly described. The anti-lock control routine monitors the wheel speed of each wheel and the traveling speed of the vehicle body with the wheel speed sensor 112, while the pressure increasing valve 40 is open and the pressure reducing valve 50 is closed. By selectively realizing a depressurized state in which the holding state in which the valve 50 is also closed and the pressure increasing valve 40 in the closed state and the pressure reducing valve 50 in the open state, locking of each wheel during vehicle braking is prevented. Further, in the antilock control routine, the pump motor 114 is operated during the antilock control, and the pump 16 pumps up the hydraulic fluid from the reservoir 48 and returns the hydraulic fluid to the main passage 18.

  Therefore, according to this embodiment, the master cylinder hydraulic pressure sensor 80, the pressure control valve 22, and the inflow control valve 90 are simply added as hardware components to the conventional antilock type brake device, and are originally provided for antilock control. The effect that the pump 16 is actively diverted and the control of the braking effect characteristic is realized is obtained.

It is added, in the present embodiment, when the master cylinder pressure P _M has exceeded the reference value P _M0, whether the necessity of anti-lock control, effectiveness characteristic control is executed, the master cylinder pressure high hydraulic pressure than P _M is generated on the discharge side of the pump 16, but during the execution of antilock control, it is possible to inhibit execution of the braking effectiveness characteristic control.

As is clear from the above description, in the present embodiment, the pump operating device 24 is configured by the master cylinder hydraulic pressure sensor 80 and the part of the ECU 110 that executes S2, S3, and S7 in FIG. . Further, the pump 16 corresponds to the "hydraulic pressure source", and the pump operating device 24 corresponds to the "hydraulic pressure source control device", the "control means in the set operation state", the "control means in the booster assist limit", and the "when the reference value is reached". corresponds to the control unit "corresponds to the pressure control valve 22 is an example of a" distribution controller and transformer device "," pressure control device ", operating as the master cylinder pressure P _M is higher than the reference value P _M0 The state in which the user operates the brake pedal 32 corresponds to the “set operation state”, the pressure control valve 22 corresponds to the “electromagnetic pressure control valve”, and the master cylinder hydraulic pressure sensor 80 and the ECU 110 among S4 to S4 in FIG. The part that executes S6 corresponds to the “magnetic force control device”. In addition, the pressure control valve 22, the pump 16, and the pump operating device 24 constitute an example of a "pressure increasing device".

  FIG. 10 shows a mechanical configuration of the second embodiment. In this embodiment, since many elements are common to the first embodiment, detailed description is omitted by assigning the same reference numerals to the same elements, and only different elements will be described in detail.

  In the first embodiment, the high-pressure hydraulic fluid from the master cylinder 14 is temporarily stored in the reservoir 48 and depressurized before being pumped up by the pump 16 during the effect characteristic control. The high-pressure hydraulic fluid is immediately supplied to the suction side of the pump 16 without passing through the reservoir 48. Specifically, in the present embodiment, the supply passage 130 includes a portion between the master cylinder 14 and the pressure control valve 22 in the main passage 34, a suction valve 62 of the pump 16 in the pump passage 60, and a reservoir 132. And a portion between the supply passage 130 and the reservoir 132 in the pump passage 60 that blocks the flow of the hydraulic fluid from the supply passage 130 to the reservoir 132. A check valve 134 is provided to allow reverse flow.

  Each reservoir passage 46 is connected to a portion of the pump passage 60 between the check valve 134 and the reservoir 132.

  An inflow control valve 138, which is a normally-closed electromagnetic on-off valve, is provided in the middle of the supply passage 130. The inflow control valve 138 is capable of introducing hydraulic fluid from the master cylinder 14 by the ECU 110 during antilock control. It is switched to the open state when needed. Here, whether or not it is necessary to introduce the hydraulic fluid from the master cylinder 14 is determined in the present embodiment by the fact that the hydraulic fluid to be pumped by the pump 16 in the reservoir 132 exists during the antilock control. In the present embodiment, the determination as to whether or not the hydraulic fluid is present is made based on the integrated value of the time during which the pressure increasing valve 40 is in the pressure increasing state and the time during which the pressure reducing valve 50 is in the pressure reducing state. The integrated value is calculated, and the remaining amount of the working fluid in the reservoir 132 is estimated based on the relationship between the pressure increasing time and the pressure decreasing time.

  In this embodiment, since the inflow control valve 138 is of an electromagnetic type and is not of a pilot control type as in the first embodiment, the reservoir 132 is configured differently from the reservoir 48, that is, simply The hydraulic fluid is stored under pressure.

FIG. 11 shows an electrical configuration (including a software configuration) of the present embodiment.
FIG. 12 is a flowchart illustrating an effect characteristic control routine stored in the ROM of the ECU 110 in order to realize the effect characteristic control described above. Hereinafter, the contents of this routine will be described with reference to the same figure, but the contents common to the first embodiment will be briefly described.

First in this routine, at S101, captured the master cylinder fluid pressure signal from the master cylinder pressure sensor 80, then, in S102, the master cylinder pressure P _M is the reference value P _M0 represented by that master cylinder fluid pressure signal It is determined whether it is higher. If it is not high this time, the determination is NO, and in S103, signals to turn off the solenoid 74 of the pressure control valve 22, the solenoid of the inflow control valve 130, and the pump motor 114 are output. . This completes one execution of this routine.

In contrast, assuming that the master cylinder pressure P _M is higher than the reference value P _M0, an affirmative decision (YES) is obtained in S102, in S104, the master cylinder pressure P _M and the target differential pressure between the brake cylinder pressure P _B ΔP is calculated, and then, in S105, a current value I to be supplied to the solenoid 74 of the pressure control valve 22 is calculated according to the target differential pressure ΔP. Subsequently, in S106, current control is performed on the solenoid 74 of the pressure control valve 22 based on the calculated current value I, and then, in S107, a signal for turning it on is output to the pump motor 114. .

  Subsequently, in S108, it is determined whether or not the antilock control is currently being executed. Assuming that it is not being executed, the determination is NO, and in S109, a signal for turning on the solenoid of the inflow control valve 138, that is, a signal for opening the inflow control valve 138 is output. As a result, the working fluid is introduced from the master cylinder 14 to the pump 16 without being decompressed, so that the effect characteristic control is properly realized. Thus, one execution of this routine ends.

  On the other hand, if it is assumed that the antilock control is currently being performed, the determination in S108 is YES, and in S110, the estimation calculation of the amount of the working fluid existing as the working fluid to be pumped by the pump 16 in the reservoir 132, that is, An estimation calculation of the remaining amount of the reservoir is performed. Subsequently, in S111, it is determined whether or not the estimated remaining amount of the reservoir is 0, that is, whether or not the hydraulic fluid to be pumped by the pump 16 in the reservoir 132 does not exist. Assuming that the remaining amount of the reservoir is not 0 this time, the determination is NO, and in S112, a signal for turning off the solenoid of the inflow control valve 138, that is, a signal for closing the inflow control valve 138 is output. You. On the other hand, assuming that the remaining amount of the reservoir is 0 this time, the determination in S111 is YES, and in S109, a signal for causing the inflow control valve 138 to open it is output. In any case, one cycle of this routine is completed.

  Therefore, according to the present embodiment, when the hydraulic fluid from the master cylinder 14 is pumped up by the pump 16 to increase the pressure in the brake cylinder 10, the hydraulic fluid from the master cylinder 14 is pressurized by the pump 16 without depressurizing the brake fluid. Since the pressure can be supplied to the cylinder 10 and the pressure can be increased by the pump 16 as much as necessary, the pump motor 114 can be reduced in size and operation noise due to the reduction in load, the initial response of the pump motor 114 can be improved, The effect of extending the life of the device is obtained.

  As is apparent from the above description, in the present embodiment, the pressure increasing valve 40 and the pressure reducing valve 50 correspond to the “electro-hydraulic pressure control device”, and the pressure increasing valve 40 and the pressure reducing valve 50, the reservoir 132 and the ECU 110 The part that executes the lock control routine corresponds to the “automatic hydraulic pressure control device”, and executes S102, S103, S108 to S112 of FIG. 11 among the supply passage 130, the check valve 134, the inflow control valve 138, and the ECU 110. The part corresponds to the “hydraulic fluid introduction device”.

  FIG. 13 shows a mechanical configuration of the third embodiment. This embodiment is different from the first embodiment only in the structure of the pressure control valve, and the other elements are common to the first embodiment. Therefore, only the pressure control valve will be described below in detail.

  The pressure control valve 150 is of a type that mechanically controls the relationship between the master cylinder hydraulic pressure and the brake cylinder hydraulic pressure.

The pressure control valve 150 includes a housing 152 as shown in FIG. A stepped cylinder bore 154 is formed in the housing 152, and a large diameter portion of the cylinder bore 154 communicates with the master cylinder side, and a small diameter portion thereof communicates with the brake cylinder side. A piston 156 is slidably fitted in the cylinder bore 154. The piston 156 is also stepped, and the cylinder bore 154 and the piston 156 are substantially airtightly and slidably fitted between the large diameter portions and the small diameter portions, respectively. By fitting the piston 156 into the cylinder bore 154 in this way, the housing 152 has a first fluid chamber 160 on the master cylinder side, a second fluid chamber 162 on the brake cylinder side, and a stepped portion of the cylinder bore 154. An atmospheric pressure chamber 164 is formed between the piston and the stepped portion of the piston 156. The large-diameter portion 168 of the piston 156 receives the first hydraulic pressure P ₁ , which is the hydraulic pressure of the first liquid chamber 160, at the pressure receiving area S ₁ , while the small-diameter portion 170 of the piston 156 receives the hydraulic pressure of the second liquid chamber 162. A certain second hydraulic pressure P ₂ is received at a pressure receiving area S ₂ (<S ₁ ). In the atmospheric pressure chamber 164, a spring 172 as an elastic member is provided in a compressed state sandwiched between the housing 152 and the piston 156, and the piston 156 is moved in a direction in which the volume of the atmospheric pressure chamber 164 increases, that is, the large diameter portion 168 of it is urged by the force F ₃ toward the abutting non-operating position at the bottom of the large-diameter portion of the cylinder bore 154. The end of the large diameter portion 168 of the piston 156 abuts against the bottom of the large diameter portion of the cylinder bore 154 to define the retracted end position (non-operating position) of the piston 156. The forward end position of the piston 156 is defined by abutting on the attached portion.

  The piston 156 is provided with a communication path 174 for communicating the first liquid chamber 160 and the second liquid chamber 162 with each other. The communication path 174 is opened and closed by an on-off valve 176. The on-off valve 176 includes a valve element 178, a valve seat 180, an access limit specifying member 181 for specifying an access limit of the valve element 178 to the valve seat 180, and an elastic member for urging the valve element 178 toward the access limit position. The spring 182 is provided. The valve seat 180 is formed so as to communicate with the communication passage 174, move integrally with the piston 156, and face the second liquid chamber 162. Further, the access limit defining member 181 is fixed to the housing 152. That is, in the on-off valve 176, the relative movement between the valve element 178 and the valve seat 180 is controlled by the piston 156.

Next, the operation of the pressure control valve 150 will be described with reference to FIG.
A state in which the brake operation is not performed, the effect characteristic control is not executed, the pump 16 does not operate, and the hydraulic fluid from the pump 16 is not supplied to the second liquid chamber 162 (a state in which the effect characteristic control is not executed). 7), the piston 156 is at the retracted end position, the valve element 178 is not seated on the valve seat 180, and the communication passage 174 is open, as shown in FIG.

The state brake operation in is performed, when the first fluid pressure P ₁ by the master cylinder 14 is increased from 0, since the communication passage 174 is open, the second hydraulic pressure P ₂ is the first hydraulic P ₁ and equal increased pressure, eventually, the piston 156, the force F ₁ based on the first hydraulic P ₁ (= first hydraulic P ₁ × pressure receiving area S ₁₎ from the second hydraulic P ₂ (in this state, P ₁ The axial force (= F ₁ −F ₂ ) represented by the value obtained by subtracting the force F ₂ (= second hydraulic pressure P ₂ × pressure receiving area S ₂ ) based on the pressure F ₂ is applied.

Thereafter, when the brake operation is strengthened and the first hydraulic pressure P _1, that is, the second hydraulic pressure P ₂ increases, and the axial force of the piston 156 overcomes the elastic force F ₃ of the spring 172, that is,
P ₁ × (S ₁ −S ₂ ) ≧ F ₃
If the relationship represented by the following formula is established, the piston 156 advances from the retreat end position, the valve seat 180 moves integrally with the piston 156, and the valve seat 178 is seated on the valve element 178 at the limit position of the valve seat 180. Thus, the communication path 174 is closed. However, when the piston 156 slightly advances from the position where the valve element 178 is seated on the valve seat 180, the stepped portion of the piston 156 comes into contact with the stepped portion of the housing 152 as shown in FIG. The abutting forward end position is reached, and further advancement of the piston 156 is prevented. That is, the portion of the housing 152 that contacts the stepped portion of the piston 156 when the piston 156 is at the forward end position constitutes the forward limit member 184.

When the piston 156 is at the forward end position, the first hydraulic pressure P ₁ and the second hydraulic pressure P ₂ act in the valve element 178 in opposite directions, and the first hydraulic pressure P ₁ is reduced to the second hydraulic pressure. as long higher than pressure P ₂ (the elastic force of the spring 180 is negligibly small.), separated from the valve seat 180 valve member 178 is retracted from its position, the communication passage 174 is opened again, the first liquid allowed the flow of hydraulic fluid flowing from the chamber 160 into the second liquid chamber 162, the second fluid pressure P ₂ is increased to the first hydraulic P ₁ and isobaric.

  That is, in the state where the effectiveness characteristic control is not executed, the function of the pressure control valve 150 is substantially invalidated by the forward limit defining member 184, and the brake cylinder 10 generates a hydraulic pressure equal to the master cylinder hydraulic pressure. .

  Next, a state (effective state control execution state) in which the effect characteristic control is executed during the brake operation, the pump 16 is operated, and the hydraulic fluid from the pump 16 is supplied to the second liquid chamber 162 will be described.

In this state, if the second hydraulic pressure P ₂ is higher than the first hydraulic pressure P ₁ , first, the valve element 178 is seated on the valve seat 180, and if the second hydraulic pressure P ₂ is further increased, the valve element 178 Retreats integrally with the piston 156 from the forward end position. In this state, the valve 178 and the piston 156 have
P ₁ × S ₁ = P ₂ × S ₂ + F ₃
The force balance represented by the following equation is established, and as a result, the second hydraulic pressure P ₂ becomes
P ₂ = P ₁ × (S ₁ / S ₂ ) −F ₃ / S ₂
Made will be of the formula, after all, the brake cylinder 10, from the first hydraulic P ₁ i.e. the master cylinder pressure P _M,
P ₁ × {(S ₁ / S ₂ ) -1} −F ₃ / S ₂
Only a high hydraulic pressure will be generated.

When the second hydraulic pressure P ₂ is further increased by the pump 16 and the piston 156 is retracted beyond the position where the valve 178 can approach the valve seat 180, the second hydraulic pressure P ₂ is moved from the second hydraulic chamber 162 to the first hydraulic chamber 160. The flow of the working hydraulic fluid is allowed, and the increase in the second hydraulic pressure P ₂ is prevented, so that the second hydraulic pressure P ₂ is maintained at the height represented by the above equation. By working fluid from the pump 16 is released to the master cylinder 14 via the pressure control valve 150, second hydraulic P ₂ is being maintained at a height represented by the above formula.

In the present embodiment, as is clear from the above equation, the second hydraulic pressure P ₂ is the first hydraulic pressure P ₁ and the pressure receiving area S ₁ of the large diameter portion 168 of the piston 156 is the pressure receiving area S ₂ of the small diameter portion 170. equal to that boosts divided by value (the elastic force F ₃ of the spring 172 is set smaller negligible.). Therefore, the relationship between the master cylinder pressure P _M and the brake cylinder pressure P _B, as shown graphically in FIG. 15 (a), the gradient than when the pump motor is not operating at the time of the pump motor operation Will increase. Further, the relationship between the brake operation force F and the vehicle body deceleration G is, as shown by the graph in (b) of the figure, that the gradient increases when the pump motor is operating and when the pump motor is not operating. Become. However, the gradient is different before and after the booster 30 reaches the assisting limit.

  In addition, in addition, in the pressure control valve 150 in the present embodiment, the direction of movement when the valve element 178 as the movable member is seated on the valve seat 180 as the fixed member (the valve seat 180 at the forward end position). When the brake pedal 32 is depressed, the direction in which the movable member moves due to the fluid force generated in the movable member by the flow of the hydraulic fluid from the master cylinder 14 toward the brake cylinder 10 is opposite to the direction in which the brake pedal 32 is depressed. Since there is no possibility that the pressure control valve 150 is closed by the fluid force of the movable member when the pressure control valve 150 is closed, a passage with a check valve that bypasses the pressure control valve 150 is provided unlike the first and second embodiments. Not done.

  FIG. 16 shows an electrical configuration of the present embodiment. In the present embodiment, since the pressure control valve 150 is of a type that operates mechanically, unlike the previous embodiment, only the solenoid 116 of the pressure increasing valve 40 and the solenoid 116 of the pressure reducing valve 50 are used.

FIG. 17 is a flowchart illustrating an effect characteristic control routine stored in the ROM of the computer of the ECU 194. In this routine, first, in S201, the master cylinder fluid pressure signal from the master cylinder pressure sensor 80 is captured, then in S202, the master cylinder pressure P _M is the reference value P represented by the master cylinder hydraulic pressure signal _It is determined whether it is higher than _M0 . If it is not high this time, the determination is NO, and a signal to turn it off is output to the pump motor 114 in S203. In contrast, assuming this time the master cylinder pressure P _M is higher than the reference value P _M0, YES next determination of S202, in S204, the signal to ON it to the pump motor 114 is output. In the present embodiment, only the electric control of the pump motor 114 is performed in the effect characteristic control.

  As is clear from the above description, in the present embodiment, the pressure control valve 150 corresponds to a “mechanical pressure control valve”.

  In addition, in the present embodiment, the execution start timing of the effectiveness characteristic control is determined by the height of the hydraulic pressure of the master cylinder 14. However, when other conditions are satisfied, for example, When the brake pedal 32 as the operation member is operated more quickly than usual, the effect characteristic control can be executed.

  FIG. 18 shows a mechanical configuration of the fourth embodiment. In the present embodiment, the electromagnetic pressure control valve 22 in the second embodiment is replaced with the mechanical pressure control valve 150 in the third embodiment. As described above, the present embodiment simply changes the combination while using elements common to the previous embodiment, and thus a detailed description is omitted.

FIG. 19 shows a mechanical configuration of the fifth embodiment.
According to all the above embodiments, since the brake cylinder hydraulic pressure can be made higher than the master cylinder hydraulic pressure by using the pump 16, by increasing the servo ratio of the booster 30, the assist limit point of the booster 30 is increased. The effect of the brake can be improved while compensating for the drawback of the decrease of the brake force. However, increasing the servo ratio of the booster 30 means that the contribution ratio of the booster 30 to the brake cylinder fluid pressure is increased, and the start timing of the effectiveness characteristic control is based on the master cylinder fluid affected by the booster 30. It depends on the height of the pressure, while it cannot be said that the booster 30 does not fail at all. For example, when the booster 30 fails, the master cylinder pressure P _M is not possible to exceed the reference value P _M0, due to fact that the reduction in the braking force due to a failure of the booster 30, the effectiveness characteristic control performed does not start braking The reduction in power will occur at the same time. Therefore, in the present embodiment, the pressure control valve 22 that electromagnetically controls the relationship between the master cylinder hydraulic pressure and the brake cylinder hydraulic pressure is used, and the master cylinder hydraulic pressure is controlled based on the operating force F. Not only is the relative pressure increase with respect to the hydraulic pressure determined, but also the relative pressure increase of the brake cylinder hydraulic pressure is determined based on whether or not the booster 30 has a failure.

  The second embodiment is different from the first embodiment in that the characteristic technology, that is, the technology of determining the amount of increase in the brake cylinder hydraulic pressure based on the presence or absence of a failure of the booster 30 is added to the first embodiment. Equivalent to. Therefore, in the present embodiment, since many elements are common to the first embodiment, detailed description will be omitted by using the same reference numerals for common elements, and only different elements will be described in detail.

In the present embodiment, since the booster 30 is of a vacuum type, the presence or absence of a failure of the booster 30 is determined based on the level of the vacuum pressure. Therefore, the present embodiment has a configuration in which a vacuum pressure sensor 200 is added to the first embodiment shown in FIGS. 2 and 3 as shown in FIGS. 19 and 20, respectively. Vacuum pressure sensor 200 outputs the vacuum pressure signal representative of the vacuum pressure P _V it detects the ECU 210.

  The ROM of the computer of the ECU 210 stores an effect characteristic control routine represented by a flowchart in FIG. Hereinafter, this routine will be described in detail with reference to the same figure, but steps common to the effect characteristic control routine in the first embodiment shown in FIG. 5 will be briefly described.

In this routine, first, in S301, a master cylinder pressure signal is fetched from the master cylinder pressure sensor 80, and then, in S302, a vacuum pressure signal is fetched from the vacuum pressure sensor 200. Thereafter, in S303, the absolute value of the vacuum pressure P _V represented by that vacuum pressure signal whether the difference is less than the determination value P _V0 is determined. It is determined whether or not the booster 30 can normally perform the boosting action. This time, assuming that the absolute value of the vacuum pressure P _V is not smaller than the determination value P _V0 , the determination becomes NO. The value _PM0 is the normal value _PMN . On the other hand, if it is assumed that the absolute value of the vacuum pressure P _V is smaller than the determination value P _V0 this time, the determination in S303 becomes YES, and in S305, it is determined that the booster 30 is in the failure state and value P _M0 is set to the normal value P _MN smaller special value P _MS. The special value P _MS is, for example, 0. As described above, when the reference value _PM0 is set lower when the booster 30 is abnormal than when the booster 30 is abnormal, the pressure increase control of the brake cylinder hydraulic pressure by the effective characteristic control is started more easily. Become.

Then either case, in S306, whether or not the master cylinder pressure P _M is higher than the reference value P _M0 is determined. If it is not high this time, the determination is NO, and in S307, the solenoid 74 of the pressure control valve 22 is turned off and the pump motor 114 is also turned off. This completes one execution of this routine.

In contrast, this time assuming the master cylinder pressure P _M is higher than the reference value P _M0, an affirmative decision (YES) is obtained in S306, in S308, the target of the master cylinder pressure P _M and the brake cylinder pressure P _B The differential pressure ΔP is calculated. More specifically, when booster normal, for example, as shown in (a) of FIG. 22, the target differential pressure ΔP is zero in the area where the master cylinder pressure P _M is between 0 and the normal value P _MN in the master cylinder pressure P _M is increased from the normal value P _MN area is calculated to increase linearly in accordance with the master cylinder pressure P _M. In contrast, at the time of booster failure, for example, as shown in FIG. (B), the target pressure difference ΔP is, the master cylinder pressure P _M starts to increase from 0 a special value P _MS, the master cylinder It is calculated so as to increase linearly in accordance with the fluid pressure P _M. Thereafter, in S309, a solenoid current value I is calculated according to the target differential pressure ΔP, and subsequently, in S310, current control is performed on the solenoid 74 of the pressure control valve 22 based on the target solenoid current value I. Will be Thereafter, in S311, the pump motor 114 is turned on. This completes one execution of this routine.

  Therefore, according to the present embodiment, even if the booster 30 fails, the amount of decrease in the brake cylinder hydraulic pressure associated with the failure can be kept as small as possible. It is also possible to generate a brake cylinder hydraulic pressure at substantially the same height, thereby improving the reliability of the brake device.

  It should be noted that the present embodiment is an application of the characteristic technology, that is, the technology of determining the pressure increase amount of the brake cylinder hydraulic pressure based on the presence or absence of the failure of the booster 30 to the first embodiment. However, the characteristic technique can be applied to some of the first and second embodiments.

As apparent from the above description, in the present embodiment, when the absolute value of the vacuum pressure P _V of the booster 30 is determined value P _V0 smaller than corresponds to "when boost by the booster is abnormal", The vacuum pressure sensor 200 and the part of the ECU 210 that executes S303 to S305 in FIG. 21 correspond to the "boost booster abnormality control means". Further, in the present embodiment, in order to generate a magnetic force in the pressure control valve 22 to avoid a decrease in the brake cylinder hydraulic pressure due to the abnormal boosting by the booster 30, the ECU 210 of FIG. The part that executes S303 to S305 and S308 to S310 is provided as a booster failure magnetic force control device.

  FIG. 23 shows a mechanical configuration of the sixth embodiment. This embodiment has basically the same mechanical configuration as the second embodiment shown in FIG. 10, and is different from the second embodiment in that the pressure increase control performed by using the pump 16 in the second embodiment is effective. On the other hand, the pressure increase control performed in the present embodiment is BA control. Here, the "BA control" is executed at the time of emergency braking operation, and is shown in FIG. 42 in order to avoid that a necessary braking deceleration cannot be obtained due to a shortage of the braking operation force F by the driver. As described above, by correcting the basic relationship between the brake operation force F and the vehicle body deceleration G, a large brake cylinder hydraulic pressure is generated for the same brake operation force F. As a result, the large vehicle body deceleration G It means that it occurs.

  Therefore, in the present embodiment, as shown in FIGS. 23 and 24, an operation speed sensor 230 that detects the operation speed of the brake pedal 32 as a brake operation member is provided as the braking operation state detecting means. The operation speed sensor 230 detects the operation speed and supplies an operation speed signal indicating the operation speed to the ECU 240. The operation speed sensor 230 includes, for example, an operation position sensor that detects an operation position of the brake pedal 32, and an arithmetic circuit that calculates a change speed of the detected operation position as an operation speed based on a signal from the operation position sensor. Configuration.

  In the present embodiment, in order to execute the BA control, a BA control routine represented by a flowchart in FIG. 25 is stored in the ROM of the computer of the ECU 240.

  In this routine, first, in S401, an operation speed signal is fetched from the operation speed sensor 230, and then, in S402, based on the operation speed represented by the operation speed signal, it is determined whether or not an emergency brake operation is performed by the driver. Is determined. For example, when the operation speed is higher than the set speed, it is determined that an emergency brake operation is being performed. If it is assumed that this time is not an emergency brake operation, the determination is NO, and in S403, a signal for turning it off is output to the solenoid 74 of the pressure control valve 22 and a signal for turning it off is output to the pump motor 114. Then, an OFF signal for closing the solenoid of the inflow control valve 138 is output. Thus, one execution of this routine ends.

On the other hand, if it is assumed that this time is an emergency braking operation, the determination in S402 is YES, and in S404, the current value I to be supplied to the solenoid 74 of the pressure control valve 22 is set to a value suitable for the emergency braking operation. The set current value _IEB is set. The set current value I _EB is set, for example, to a value necessary for the brake cylinder 10 to generate a hydraulic pressure having a height necessary to start the antilock control during the BA control. Thereafter, in S405, a current is supplied to the solenoid 74 of the pressure control valve 22 at the solenoid current value I. Subsequently, in S406, a signal for turning it on is output to the pump motor 114, and an ON signal for causing the solenoid of the inflow control valve 138 to open it is output. As a result, a hydraulic pressure higher than the master cylinder hydraulic pressure is generated in the brake cylinder 10, and the vehicle is braked with a braking distance as short as possible by the start of the antilock control.

  It should be noted that the BA control in the present embodiment can be executed by adopting the mechanical configuration in the above-described second to fifth embodiments or some of the later embodiments. Further, the BA control can be executed in the same brake device together with the effectiveness characteristic control in the first to fifth embodiments or some of the later embodiments. In the latter case, for example, when the brake operation is not the emergency brake operation, the effectiveness characteristic control can be selected and executed, and at the time of the emergency brake operation, the BA control can be selected and executed.

  As is apparent from the above description, in the present embodiment, the state in which the driver operates the brake pedal 32 so that the operation speed of the brake pedal 32 exceeds the set speed is referred to as “the driver is required to brake the vehicle urgently. The operation speed sensor 230 and the part of the ECU 240 that executes S401 to S403 and S406 in FIG. 25 correspond to the "emergency brake operation control means". Further, in the present embodiment, in order to perform the BA control for compensating the shortage of the brake operation force F at the time of the emergency brake operation, the part of the ECU 240 that executes S401, S402, S404, and S405 of FIG. It is provided as a force control device.

  FIG. 26 shows a mechanical configuration of the seventh embodiment. This embodiment is common to all the previous embodiments in that it is a diagonal two-system type antilock brake device, but differs in the flow path configuration and the control valve arrangement. Hereinafter, the same reference numerals will be used for the elements common to all the above embodiments, and detailed description will be omitted. Different elements will be described in detail.

  If one of the brake systems of this brake device is representatively described, one pressurizing chamber of the master cylinder 14 is connected to the brake cylinder 10 of the left front wheel FL and the brake cylinder 10 of the right rear wheel RR through the main passage 300, respectively. Have been. The main passage 300 is configured such that one main passage 302 and two branch passages 304 and 306 are connected to each other. One end of one branch passage 304 is connected to the brake cylinder 10 of the left front wheel FL, and the other end of the branch passage 306 is connected to the brake cylinder 10 of the right rear wheel RR. The same pressure control valve 22 as in the first, second, fifth and sixth embodiments is provided in the middle of the main passage 302. A pressure control valve 22 of a type that electromagnetically controls the relationship between the master cylinder hydraulic pressure and the brake cylinder hydraulic pressure is provided.

  In the middle of the branch passage 306, a first solenoid valve 310 and a second solenoid valve 312 are provided in that order. Each of the solenoid valves 310 and 312 is a normally open solenoid valve. A reservoir passage 314 extends from a portion of the branch passage 306 between the first solenoid valve 310 and the second solenoid valve 312, and a distal end thereof is connected to the same reservoir 132 as in the second embodiment. A third solenoid valve 316 is provided in the middle of the reservoir passage 314. The third solenoid valve 316 is a normally closed solenoid on-off valve.

  The reservoir 132 is connected to the suction side of the pump 16 by the pump passage 318, and the discharge side of the pump 16 is connected to the first solenoid valve 310 of the branch passage 306 by the auxiliary passage 320 and to a connection point between the branch passage 306 and the reservoir passage 314. And is connected to the part between. The pump 16 is provided with a suction valve 62 and a discharge valve 64, respectively.

  As in the second and fourth embodiments, a supply passage 130 is provided. The supply passage 130 connects a portion of the main passage 302 between the master cylinder 14 and the pressure control valve 22 and a portion of the pump passage 318 between the suction valve 62 and the reservoir 132. Further, similarly to those embodiments, the flow of the hydraulic fluid from the master cylinder 14 to the reservoir 132 is provided at a portion of the pump passage 318 between the connection point with the auxiliary passage 130 and the connection point with the reservoir passage 314. A check valve 134 for blocking is provided. This embodiment is also of a type in which the hydraulic fluid from the master cylinder 14 is directly supplied to the suction side of the pump 16 without passing through the reservoir 132.

  An inflow control valve 324 is provided in the middle of the supply passage 130. The inflow control valve 324 is also of an electromagnetic type, as in the second and fourth embodiments, but is of a normally open type unlike those of the above embodiments. The reason why the inflow control valve 324 is of the normally open type is as follows. That is, in the second embodiment, the inflow control valve 138 is a normally-closed type, and the inflow control valve 138 is opened only during execution of the effectiveness characteristic control. Only the main passage 18 exists as a path through which the hydraulic fluid is supplied to the brake cylinder 10. The main passage 18 is provided with a pressure control valve 22. As described above, the pressure control valve 22 is closed by the fluid force generated in the valve 70 as a movable member when the brake pedal 32 is depressed. A check valve 84 that bypasses the pressure control valve 22 is provided so that the flow of the hydraulic fluid from the master cylinder 14 to the brake cylinder 10 is ensured even by the self-closing of the pressure control valve 22. Are provided. On the other hand, if the inflow control valve 324 is a normally open type and is opened during the brake operation regardless of whether or not the performance characteristic control is executed, the pressure control valve 22 may be closed by any chance. Also, the hydraulic fluid from the master cylinder 14 is supplied to both brake cylinders 10 via a route passing through the supply passage 130, the inflow control valve 324, the pump 16, the auxiliary passage 320, the branch passage 306, and a part of the branch passage 304, and the pressure is increased. It is not necessary to provide a passage with a check valve that bypasses the control valve 22. Therefore, in this embodiment, the inflow control valve 324 is normally opened in order to omit the passage with the check valve that bypasses the pressure control valve 22 while the pressure control valve 22 is the same as in the second embodiment. It is a formula.

  In all of the above embodiments, the two brake cylinders 10 in the same brake system each have a combination of the pressure increasing valve 40 and the pressure reducing valve 50. In the present embodiment, however, in order to reduce the number of control valves, A control valve arrangement different from those of the embodiments is adopted, and the hydraulic pressures of the two brake cylinders 10 are controlled by the first solenoid valve 310, the second solenoid valve 312, and the third solenoid valve 316, respectively.

  Specifically, for the brake cylinder 10 of the left front wheel FL, the pressure is increased by opening the first solenoid valve 310 and closing both the second solenoid valve 312 and the third solenoid valve 316. The pressure is maintained by closing 310, the first solenoid valve 310 and the third solenoid valve 316 are opened, and the pressure is reduced by closing the second solenoid valve 312. On the other hand, for the brake cylinder 10 of the right rear wheel RR, the pressure is increased by opening the second solenoid valve 312 and closing the third solenoid valve 316 to close the second solenoid valve 312. The pressure is maintained, and the pressure is reduced by opening both the second electromagnetic valve 312 and the third electromagnetic valve 316. Further, in the present embodiment, when the brake cylinder 10 of the left front wheel FL needs to be depressurized, if the second solenoid valve 312 is closed, the brake cylinder 10 is depressurized independently, and the right rear wheel FL is also depressurized. If the first solenoid valve 310 is closed when the pressure of the RR brake cylinder 10 needs to be reduced, the brake cylinder 10 alone is reduced in pressure. As described above, in the present embodiment, although the reservoir passage 314 is shared by the brake cylinder 10 of the left front wheel FL and the brake cylinder 10 of the right rear wheel RR, it is possible to decompress each brake cylinder 10 independently of each other. It is.

  Further, in all the above-described embodiments, even during the anti-lock control, if the effective characteristic control is not performed at the same time, the pressure control valves 22 and 150 cause the flow of the hydraulic fluid from the master cylinder 14 to the brake cylinder 10 to flow. Since the pump 16 is in the allowable state, the pump 16 cannot discharge the hydraulic fluid unless the discharge pressure is higher than the master cylinder hydraulic pressure. On the other hand, in the present embodiment, during the antilock control, the pressure control valve 22 is in a state in which the flow of the hydraulic fluid from the master cylinder 14 to the brake cylinder 10 is blocked, so that the pump 16 The working fluid can be discharged at a discharge pressure of. Therefore, in the present embodiment, the excitation current of the solenoid 74 is controlled so that the valve 70 is seated on the valve seat 72 in the pressure control valve 22 even when the effectiveness control is not performed simultaneously during the antilock control. You.

FIG. 27 shows the electrical configuration of the present embodiment.
In the second embodiment, in order to perform both the antilock control and the effectiveness characteristic control, six solenoid valves are required for each brake system, whereas in the present embodiment, five solenoid valves are used. I need enough. In addition, the two brake cylinders 10 in each brake system can increase, maintain, and reduce the pressure independently of each other. As described above, according to the present embodiment, the brake cylinder hydraulic pressures can be controlled independently of each other by a small number of solenoid valves.

  FIG. 28 is a flowchart showing a routine for controlling the pressure control valve 22 and the inflow control valve 324 among the five solenoid valves described above. The pressure control valve 22 has a function of controlling the effectiveness characteristic and has a function of shutting off the brake cylinder 10 from the master cylinder 14 during the antilock control. Therefore, the routine includes not only a portion related to the effectiveness characteristic control but also a portion that controls the pressure control valve 22 during the antilock control. Further, the routine includes a part for controlling the pump motor 114 during the antilock control. Hereinafter, the contents of this routine will be described, but steps common to those in the second embodiment will be briefly described.

  First, a case where neither the effect characteristic control nor the antilock control is executed will be described.

In this case, first, in S501, the master cylinder fluid pressure signal from the master cylinder pressure sensor 80 is captured, then in S502, the master cylinder pressure P _M represented by the master cylinder hydraulic pressure signal than the reference value P _M0 It is determined whether it is high. Since it is assumed that this time is not high and that the effectiveness characteristic control is not executed, the determination is NO, and in S503, it is determined whether or not the antilock control is being executed. Since it is assumed that it is not being executed this time, the determination is NO, and in S504, a signal to turn off (open) the solenoid is provided to the solenoid of the inflow control valve 324, and the signal is turned off to the pump motor 114. Is output. This completes one execution of this routine.

  Next, a case where the effectiveness characteristic control is executed but the antilock control is not executed will be described.

In this case, S502 the determination is YES, in S505, the target pressure difference ΔP between the master cylinder pressure P _M and the brake cylinder pressure P _B is calculated, then, in S506, the target corresponding to the target differential pressure ΔP The solenoid current value I is calculated, and subsequently, in S507, current control is performed on the solenoid 74 of the pressure control valve 22 based on the target solenoid current value I. Thereafter, in S508, the pump motor 114 is turned on. Subsequently, in S509, it is determined whether or not the antilock control is currently being executed. Since it is assumed that it is not being executed this time, the determination is NO, and in S510, a signal for turning off the solenoid of the inflow control valve 324, that is, a signal for opening the inflow control valve 324 is output. . This completes one execution of this routine.

  Next, a case where both the effectiveness characteristic control and the antilock control are executed will be described.

  In this case, the determination in S502 is YES, and S505 to S509 are executed in the same manner as in the above case. Since it is assumed that the antilock control is being executed this time, the determination in S509 is YES. Thereafter, in S511, the amount of hydraulic fluid that is present as hydraulic fluid to be pumped by the pump 16 in the reservoir 132 is estimated. The estimation of the remaining amount of the reservoir liquid is performed. Subsequently, in S512, it is determined whether or not the estimated remaining reservoir amount is zero. Assuming that the remaining amount of the reservoir is not 0 this time, the determination is NO, and in S513, a signal for turning on the solenoid of the inflow control valve 324, that is, a signal for closing the inflow control valve 324 is output. You. On the other hand, if it is assumed that the remaining amount of the reservoir is 0 this time, the determination in S512 is YES, and in S510, a signal for turning off the solenoid of the inflow control valve 324, that is, a signal for opening the inflow control valve 324, A signal is output. In any case, one cycle of this routine is completed.

  When both the effective characteristic control and the antilock control are performed, the antilock control is performed in a state where the valve 70 is seated on the valve seat 72 in the pressure control valve 22. Discharge can be performed at a discharge pressure equal to or lower than the cylinder hydraulic pressure.

  Next, the case where the effectiveness characteristic control is not executed but the antilock control is executed will be described.

In this case, the determination in S502 is NO, and the determination in S503 is YES, and in S514, a signal to turn it on is output to the pump motor 114. This is because the pressure of each brake cylinder 10 is increased by the pump 16 during the antilock control. Subsequently, in S515, it is determined whether or not a set time has elapsed since the start of the antilock control. If the time has not elapsed, the determination is NO, and in S516, the solenoid 74 of the pressure control valve 22 is excited with the maximum current I _MAX , so that the valve 70 is quickly seated on the valve seat 72 in the pressure control valve 22. Can be On the other hand, if the set time has elapsed since the start of the antilock control, the determination in S515 becomes YES, and in S517, the current supply to the pressure control valve 22 is terminated.

At the beginning of the antilock control, since there is almost no difference between the hydraulic pressure on the master cylinder side and the hydraulic pressure on the brake cylinder side in the valve 70 of the pressure control valve 22, the solenoid 74 is strongly excited and the valve 70 is While it is necessary to quickly press the valve against the valve seat 72, after the start of the anti-lock control and after the pressure of the brake cylinder 10 is reduced, the valve 70 of the pressure control valve 22 on the master cylinder side The hydraulic pressure becomes higher than the hydraulic pressure on the brake cylinder side, and the valve 70 continues to be seated on the valve seat 72 without the magnetic force of the solenoid 74. The valve 70 continues to seat itself on the valve seat 72 based on the pressure difference between the master cylinder 14 and the brake cylinder 10. Therefore, in the present embodiment, during the antilock control, the solenoid 74 of the pressure control valve 22 is not continuously energized, but the solenoid 74 is energized only for a period required to be energized. Save the amount. However, during anti-lock control, the depression of the brake pedal 32 is weakened, if the difference between the master cylinder pressure and the brake cylinder pressure becomes unable to overcome the elastic force F ₃ of the spring 76, valve body 70 is a valve seat At a distance from 72, the brake cylinder 10 is depressurized by the master cylinder 14.

  In any case, thereafter, the process proceeds to S511 and subsequent steps, and the inflow control valve 324 is opened only when there is no hydraulic fluid to be pumped by the pump 16 in the reservoir 132.

  In addition, in this embodiment, the hydraulic fluid from the master cylinder 14 is immediately supplied to the suction side of the pump 16 without passing through the reservoir 132 during the effectiveness characteristic control. And the master cylinder 14 are cut off from each other, and it is not necessary for the pump 16 to overcome the master cylinder hydraulic pressure when returning the hydraulic fluid to the main passage 300, so that the capacity of the pump 16 and the pump motor 114 can be reduced. The effect is obtained.

  In addition, in all the embodiments described above, the effective characteristic control and the BA control are performed on the assumption that the booster is present. However, the effective characteristic control and the BA control may be performed without the booster. It is possible.

  As is apparent from the above description, in the present embodiment, the first to third solenoid valves 310, 312, and 316 correspond to the “electromagnetic fluid pressure control device”, and the first to third solenoid valves 310, 312. , 316, the reservoir 132, and the part of the ECU 260 that executes the antilock control routine correspond to the “automatic hydraulic pressure control device”, and the part of the ECU 260 that executes S503 to S517 of FIG. It corresponds to the "control device."

  FIG. 29 shows an eighth embodiment. This embodiment has the same mechanical configuration as the first embodiment shown in FIGS. 2 to 10, and differs from the first embodiment in the electrical configuration.

  As shown in the drawing, in the present embodiment, unlike the first embodiment, the master cylinder hydraulic pressure sensor 80 is not provided. In the ROM of the computer of the ECU 340, an effect characteristic control routine represented by a flowchart in FIG. 30 is shown. The effect characteristic control executed by this routine controls the pump 16 in association with the vehicle body deceleration G as a brake operation force-related amount.

  Specifically, first, in S551, the vehicle body deceleration G is calculated. In the present embodiment, by executing the antilock control routine, the estimated vehicle speed is calculated based on the wheel speed of each wheel detected by the wheel speed sensor 112. In S551, the estimated vehicle speed is calculated. The vehicle body deceleration G is calculated as a time differential value of the vehicle speed. FIG. 31 is a functional block diagram showing a process from the detection of the wheel speed to the calculation of the vehicle body deceleration G. The output side of the wheel speed sensor 112 of each wheel is connected to the input side of the estimated vehicle speed calculation means 346, and the output side of the estimated vehicle speed calculation means 306 is connected to the input side of the vehicle body deceleration calculation means 348. The part of the ECU 340 that executes S551 corresponds to the vehicle body deceleration calculating means 348.

Next, in S552, it is determined whether or not the booster 30 has reached the assisting limit. Specifically, the vehicle deceleration G is, whether the booster 30 exceeds the reference value G ₀ is expected to take when it reaches the boosting limit is determined. Assuming that it has not exceeded this time, the determination is NO, and in S553, end processing of the pressure increase control is performed. Specifically, as in S3 in FIG. 5, a signal for turning off the solenoid 74 of the pressure control valve 30 is output, and a signal for turning it off is also output to the pump motor 114. In contrast, assuming that the vehicle deceleration G has exceeded the reference value G _0, the determination in S552 is YES, in S554, the pressure increasing control is executed. Specifically, according to the definitive in S4~S7 in Figure 5, the computation of the target differential pressure ΔP based on the vehicle deceleration G (used as a value corresponding to the master cylinder pressure P _M), based on the target differential pressure ΔP solenoid The calculation of the current value I, the control of the solenoid 74 of the pressure control valve 30, and the transition of the pump motor 114 to ON are performed. In any case, one cycle of this routine is completed.

  As is clear from the above description, in the present embodiment, the "brake operation force-related amount sensor" is provided not as dedicated hardware but as software of the vehicle body deceleration calculating means 348. Whether the pressure increase control is necessary is determined based on the pressure increase control.

  Therefore, according to the present embodiment, the pump 16 is controlled in association with the brake operation force without adding a dedicated sensor for detecting the brake operation force related amount. The effect is obtained that the pressure increase control can be executed while avoiding it.

  As is clear from the above description, in the present embodiment, the vehicle body deceleration calculating means 348 corresponds to a “vehicle deceleration sensor” which is an example of the “brake operation force related amount sensor”. The step S552 of Step 30 corresponds to the "hydraulic pressure source control device", the "set operation state control means", the "booster assist limit limit control means", and the "reference value arrival control means", respectively. is there.

  FIG. 32 shows a ninth embodiment. This embodiment has the same mechanical configuration as the first embodiment shown in FIGS. 2 to 10, and differs from the first embodiment in the electrical configuration.

As shown in FIG. 32, in the present embodiment, unlike the first embodiment, a brake switch 350 is added. The brake switch 350 detects the presence / absence of operation of the brake pedal 12 and outputs a brake operation signal specifying the presence / absence of a brake operation. In the present embodiment, an ON signal is output during a brake operation, and an OFF signal is output during a non-brake operation. That is, the brake switch 350 is an example of a “brake operation sensor” that is an example of the “brake operation force-related amount sensor”. In the ROM of the computer of the ECU 352, an effect characteristic control routine represented by a flowchart in FIG. 38 is shown. Effectiveness characteristic control executed by this routine is to control the pump 16 in association with the presence of the master cylinder pressure P _M and the brake operation and the vehicle body deceleration G.

Specifically, first, in S601, it is determined whether or not the master cylinder hydraulic pressure sensor 80 is normal. For example, it is determined whether a disconnection or a short circuit has occurred in the master cylinder hydraulic pressure sensor 80, and if neither has occurred, it is determined that the master cylinder hydraulic pressure sensor 80 is normal. Assuming that the master cylinder hydraulic pressure sensor 80 is normal this time, the determination is YES, and in S602, the master cylinder hydraulic pressure signal is fetched from the master cylinder hydraulic pressure sensor 80. Next, in S603, the booster 30 It is determined whether the assistance limit has been reached. Specifically, determination master cylinder pressure P _M defined by the master cylinder fluid pressure signal, whether the booster 30 exceeds the reference value P _M0 which is expected to take when it reaches the boosting limit is Is done. Assuming that it has not exceeded this time, the determination is NO, and in S604, pressure increase control end processing is performed. In contrast, assuming that the master cylinder pressure P _M has exceeded the reference value P _M0, the determination of S603 YES next, in S605, the pressure increasing control is executed. Specifically, according to the definitive in S4~S7 in FIG 5, the control and the pump motor of the master cylinder fluid calculation of the target differential pressure ΔP based on the pressure P _M, the calculation of the solenoid current value I, the solenoid 74 of the pressure control valve 30 The transition of 114 to ON is performed. In any case, one cycle of this routine is completed.

The case where the master cylinder fluid pressure sensor 80 is normal has been described above. If not, the determination in S601 is NO, and in S606, the vehicle body deceleration G is calculated as in S551 in FIG. . Thereafter, in S607, it is determined whether or not the brake switch 350 is ON, that is, whether or not the brake is being operated. Assuming that the brake switch 350 is not ON this time, the determination is NO, and in S608, the pressure increase control end processing is performed. In contrast, assuming that the brake switch 350 is turned ON, the determination of S607 YES next, in S609, whether or not the vehicle deceleration G has exceeded the reference value G ₀ is determined. In the present embodiment, the reference value G ₀ is set as the vehicle body deceleration G that is expected to be taken when the booster 30 reaches the assisting limit. That is, in the present embodiment, S609 is provided as a substitute for the function of S603 when the master cylinder fluid pressure sensor 80 fails. Assuming this time the vehicle deceleration G does not exceed the reference value G _0, a negative decision (NO) is obtained in S608, the pressure increase control of the termination process is performed, the reference value G ₀ is the vehicle deceleration G This time If so, the determination is YES, and in S610, the pressure increase control is executed in the same manner as in S605. In any case, one cycle of this routine is completed.

As is clear from the above description, in the present embodiment, the master cylinder hydraulic pressure sensor 80, the brake switch 350, and S606 are provided as the "brake operation force-related amount sensors". the normal is judged whether or not the pressure increase control of the basis of the master cylinder pressure P _M, at the time of failure of the master cylinder pressure sensor 80 is necessity pressure increasing control of the basis of the presence and the vehicle deceleration G of the braking operation Is determined.

  Therefore, according to the present embodiment, even when the master cylinder hydraulic pressure sensor 80 fails, the necessity of the pressure increase control is accurately determined, and the effect of improving the reliability of the brake device is obtained.

  As is clear from the above description, in the present embodiment, the parts of S601 to S603, S606 and S609 in FIG. 33 of the ECU 352 correspond to “fail-safe means”, and the vehicle deceleration calculating means 348 is “ It corresponds to the "vehicle deceleration sensor".

  FIG. 34 shows a tenth embodiment. This embodiment is different from the previous embodiment shown in FIGS. 32 and 33 in the effect characteristic control routine. The effect characteristic control routine is stored in the ROM of the computer of the ECU 360.

FIG. 35 is a flowchart showing the effect characteristic control routine. In this routine, first, in S701, a master cylinder hydraulic pressure signal is fetched from the master cylinder hydraulic pressure sensor 80. Next, in S702, the booster 30 is whether the host vehicle has reached the boosting limit, i.e., whether the master cylinder pressure P _M has exceeded the reference value P _M0 is determined. Assuming that it has not exceeded this time, the determination is NO, and in S703, pressure increase control end processing is performed. This completes one execution of this routine.

In contrast, assuming that this time the master cylinder pressure P _M has exceeded the reference value P _M0, YES next determination of S702, in S704, whether the brake switch 350 is normal is determined You. Specifically, the determination is made according to S601 in FIG. Assuming that the brake switch 350 is normal this time, the determination is YES, and in S705, it is determined whether the brake switch 350 is ON. If it is assumed to be OFF this time, the determination is NO, and the process proceeds to S703. If it is assumed to be ON this time, the determination is YES, and in S706, the pressure increase control is executed.

On the other hand, if it is assumed that the brake switch 350 is not normal this time, the determination in S704 is NO, and in S707, the vehicle body deceleration G is calculated in the same manner as in S606 in FIG. Thereafter, in S 708, whether the vehicle deceleration G has exceeded the reference value G ₀ is determined. In the present embodiment, the reference value G ₀ is set as the vehicle deceleration G expected to be taken during the brake operation, and is set to, for example, 0.3G. That is, in the present embodiment, S708 is provided as a substitute for S705 when the brake switch 300 fails. Assuming that does not exceed the reference value G ₀ is the vehicle deceleration G time, the determination is NO, and end processing is performed in S703, assuming that the time is over, judgment is YES at S706 Pressure increase control is executed. In any case, one cycle of this routine is completed.

As is apparent from the above description, in the present embodiment, the master cylinder hydraulic pressure sensor 80, the brake switch 350, and the vehicle body deceleration calculating means 348 are provided as the "brake operation force related amount sensors", and switch 350 is in the normal is judged whether or not the pressure increasing control on the basis of the presence or absence of the master cylinder pressure P _M and the brake operation, at the time of failure of the brake switch 350 based on the master cylinder pressure P _M and the vehicle deceleration G Thus, the necessity of the pressure increase control is determined.

  Therefore, according to the present embodiment, even when the brake switch 350 fails, the necessity of the pressure increase control is accurately determined, so that the effect of improving the reliability of the brake device is obtained.

  As is apparent from the above description, in the present embodiment, the part of the ECU 360 that executes S704, S705, and S708 in FIG. 35 corresponds to “fail-safe means”, and It corresponds to the "vehicle deceleration sensor".

  FIG. 36 shows an eleventh embodiment. This embodiment differs from the first embodiment shown in FIGS. 2 to 10 only in the contents of the effect characteristic control routine. The effect characteristic control routine is stored in the ROM of the ECU 380.

FIG. 37 is a flowchart showing the effect characteristic control routine. First, in S801, a master cylinder hydraulic pressure signal is fetched from the master cylinder hydraulic pressure sensor 80. Next, in S802, the estimated vehicle speed is taken in as the vehicle speed V from the estimated vehicle speed calculation means 346. Thereafter, in S803, it is determined whether the vehicle is in a stopped state. For example, when the vehicle speed V is equal to or lower than a set value (for example, 5 km / h), it is determined that the vehicle is in a stopped state, or when the vehicle speed V is equal to or lower than the set value and the absolute value of the vehicle body deceleration or the vehicle body acceleration is used. When the value is equal to or less than the set value, it is determined that the vehicle is in a stopped state. Here, the vehicle body deceleration or the vehicle body acceleration can be obtained as a time differential value of the vehicle speed V. Assuming that this time the vehicle is not in a stopped state, a negative decision (NO) is obtained in S804, the master reference value P _M0 is cylinder pressure P _M when starting pressure increase control is set to the set value A, which On the other hand, if it is assumed that the vehicle is stopped this time, the determination is YES, and the reference value _PM0 is set to the set value B in S805. Here, the set value A is set equal to the reference value P _M0 in the previous embodiment, and the set value B is set to a value larger than the set value A as shown in the graph of FIG. I have. Therefore, the reference value P _M0 becomes greater than in the non-stop state in the stop state of the vehicle, the master cylinder pressure P _M that will be difficult to exceed, as a result, the pressure-increasing control start is difficult.

In either case, then, in S806, whether or not the master cylinder pressure P _M has exceeded the reference value P _M0 is determined. Assuming this time does not exceed, a negative decision (NO) is obtained in S807, the pressure increase control of the termination process is performed, whereas this time exceeds the reference value P _M0 master cylinder pressure P _M is If so, the determination is YES, and in S808, the pressure increase control is executed. In any case, one cycle of this routine is completed.

  Therefore, according to the present embodiment, it is difficult to start the pressure increase control when the vehicle is stopped, so that the operation sounds of the pump 16, the pump motor 114, and the like are generated in the vehicle stop state where the operation sound is likely to be anxious. Therefore, the effect that the quietness of the vehicle is improved can be obtained.

  Further, in the present embodiment, the pump 16 sucks the hydraulic fluid from the master cylinder 14, and when the pump 16 starts operating, the hydraulic fluid is discharged from the master cylinder 14. Therefore, although the driver keeps the operating force constant and depresses the brake pedal 32, the operation position of the brake pedal 32 tends to be deep. In the present embodiment, the pump 16 is stopped when the vehicle is stopped. Since it becomes difficult to start the operation of the brake pedal, the operation position of the brake pedal 32 is prevented from being deepened, and the effect of preventing the brake operation feeling from being deteriorated is also obtained.

  As is clear from the above description, in the present embodiment, the part of the ECU 380 that executes S802 and S803 in FIG. 37 corresponds to the "stop state detecting means", and selectively executes S804 and S805. This corresponds to “operation start control means” and “reference value setting means”, respectively.

  FIG. 39 shows a twelfth embodiment. This embodiment is provided with a "flow control device and a transformer" that are different from those in all the previous embodiments. In the present embodiment, the other mechanical and electrical configurations are the same as in all the previous embodiments.

  The present embodiment has a solenoid that is provided in the middle of the main passage 18 and generates a magnetic force based on an exciting current, and based on the magnetic force, both the hydraulic fluid between the master cylinder 14 and the brake cylinder 10 A solenoid valve 400 is provided which switches between a first state in which the flow is allowed in the opposite direction and a second state in which the flow of the hydraulic fluid from at least the brake cylinder 10 to the master cylinder 14 is blocked. Further, a control circuit 402 for controlling the exciting current of the solenoid of the solenoid valve 400 is provided. The control circuit 402 controls the exciting current by controlling the distribution ratio of the hydraulic fluid from the pump 16 as a hydraulic pressure source to the master cylinder 14 and the brake cylinder 10 so that the differential pressure between the master cylinder 14 and the brake cylinder 10 Duty control is performed so as to obtain a differential pressure.

  That is, in the present embodiment, the solenoid valve 400 constitutes an example of a “flow control device”, and the control circuit 402 constitutes an example of a “transformer”.

  FIG. 40 shows a thirteenth embodiment. The present embodiment is provided with a “flow control device and a transformer” of another aspect.

  This embodiment includes the above-described solenoid valve 400, and further includes a control circuit 410 for controlling the solenoid valve 400. The control circuit 410 maintains the state in which the flow of the hydraulic fluid from the brake cylinder 10 toward the master cylinder 14 is prevented, and adjusts the supply current to the pump motor 114 to the target pressure difference between the master cylinder 14 and the brake cylinder 10. This is to control the duty so as to obtain the pressure.

  That is, in the present embodiment, the solenoid valve 400 constitutes another example of the “flow control device”, and the control circuit 410 constitutes another example of the “transformer”.

  FIG. 41 shows a fourteenth embodiment. The present embodiment includes a “flow control device and a transformer” according to another aspect.

  This embodiment includes a first solenoid valve 418 similar to the above-described solenoid valve. Further, a solenoid is connected to the suction side of the pump 16 and generates a magnetic force based on the exciting current. The solenoid prevents the flow of the hydraulic fluid from the suction side to the pump 16 based on the magnetic force. A second solenoid valve 420 that switches to the state is provided. Further, a control circuit 422 for controlling the first solenoid valve 418 and the second solenoid valve 420 is provided. The control circuit 422 holds the first solenoid valve 418 in a state where the flow of the hydraulic fluid from the brake cylinder 10 to the master cylinder 14 is blocked, and controls the excitation current of the solenoid of the second solenoid valve 420 by the pump 16 The duty is controlled so that the differential pressure between the master cylinder 14 and the brake cylinder 10 becomes the target differential pressure by controlling the amount and controlling the discharge amount.

  That is, in the present embodiment, the first solenoid valve 418 constitutes another example of the “flow control device”, and the second solenoid valve 420 and the control circuit 422 cooperate with each other to further constitute the “transformation device”. This constitutes an example.

  In addition, in addition, in each of the above embodiments shown in FIGS. 10, 18, 23 and 26, the inflow control valve 138 is used as the above-mentioned second solenoid valve 420 to perform duty control. Similarly to the above, pressure increase control of the brake cylinder 10 can be realized.

  As described above, some embodiments of the present invention have been described in detail with reference to the drawings. In addition to these, various modifications and improvements can be made based on the knowledge of those skilled in the art without departing from the scope of the claims. It is needless to say that the present invention can be carried out in the embodiment.

It is a system diagram showing composition common to brake equipment which is some embodiments of the present invention. FIG. 1 is a system diagram illustrating an antilock brake device according to an embodiment of the present invention. FIG. 3 is a cross-sectional view for explaining a configuration and operation of a pressure control valve 22 in FIG. 2. FIG. 3 is a block diagram illustrating an electrical configuration of the embodiment. 5 is a flowchart illustrating an effect characteristic control routine executed by a computer of ECU 110 in FIG. 4. 6 is a graph for explaining the contents of S4 in FIG. 6 is a graph for explaining the contents of S5 in FIG. 6 is a graph for explaining the contents of S6 in FIG. 6 is a flowchart showing details of S6 in FIG. It is a system diagram showing an antilock type brake device which is another embodiment of the present invention. FIG. 2 is a block diagram illustrating an electrical configuration of the embodiment. 4 is a flowchart illustrating an effect characteristic control routine executed by a computer of an ECU 190 in the embodiment. It is a system diagram showing the antilock type brake device which is another embodiment of the present invention. FIG. 14 is a cross-sectional view for explaining the structure and operation of the pressure control valve 150 in FIG. It is a graph showing a relationship between master cylinder pressure P _M and the brake cylinder pressure P _B with the graph and the brake operating force F and vehicle deceleration G showing the relationship in the embodiment. FIG. 3 is a block diagram illustrating an electrical configuration of the embodiment. 17 is a flowchart illustrating an effect characteristic control routine executed by the computer of the ECU 194 in FIG. 16. It is a system diagram showing the antilock type brake device which is another embodiment of the present invention. It is a system diagram showing the antilock type brake device which is another embodiment of the present invention. FIG. 2 is a block diagram illustrating an electrical configuration of the embodiment. 21 is a flowchart showing an effect characteristic control routine executed by a computer of ECU 210 in FIG. 20. Is a graph showing respective relationships between master cylinder pressure P _M and the target differential pressure ΔP between the time when the booster normally and the booster failure in the embodiment. It is a system diagram showing the antilock type brake device which is another embodiment of the present invention. FIG. 2 is a block diagram illustrating an electrical configuration of the embodiment. 25 is a flowchart showing a BA characteristic control routine executed by the computer of ECU 240 in FIG. 24. It is a system diagram showing the antilock type brake device which is another embodiment of the present invention. FIG. 2 is a block diagram illustrating an electrical configuration of the embodiment. 28 is a flowchart showing an effect characteristic control routine executed by a computer of ECU 260 in FIG. 27. It is a block diagram showing the electric composition of the antilock type brake device which is another embodiment of the present invention. 30 is a flowchart illustrating an effect characteristic control routine executed by the computer of ECU 340 in FIG. 29. It is a functional block diagram for explaining the detection principle of vehicle body deceleration in the above-mentioned embodiment. It is a block diagram showing the electric composition of the antilock type brake device which is another embodiment of the present invention. FIG. 33 is a flowchart showing an effect characteristic control routine executed by a computer of ECU 352 in FIG. 32. It is a block diagram showing the electric composition of the antilock type brake device which is another embodiment of the present invention. 35 is a flowchart showing an effect characteristic control routine executed by the computer of ECU 360 in FIG. 34. It is a block diagram showing the electric composition of the antilock type brake device which is another embodiment of the present invention. FIG. 37 is a flowchart showing an effect characteristic control routine executed by the computer of ECU 380 in FIG. 36. It is a graph showing a relationship between master cylinder pressure P _M and the target differential pressure ΔP in the above embodiment. It is a system diagram showing the antilock type brake device which is another embodiment of the present invention. It is a system diagram showing the antilock type brake device which is another embodiment of the present invention. It is a system diagram showing the antilock type brake device which is another embodiment of the present invention. 5 is a graph for explaining respective contents of an effective characteristic control and a BA characteristic control executed according to some embodiments of the present invention and their relations. FIG. 2 is a block diagram illustrating a general configuration of a brake device. 4 is a graph for explaining general characteristics of a booster. 6 is a graph for explaining how a relationship between a brake operation force F and a vehicle body deceleration G changes depending on a friction coefficient of a brake friction material. 6 is a graph for explaining how the relationship between the brake operation force F and the vehicle body deceleration G changes depending on the servo ratio of the booster.

Explanation of reference numerals

Reference Signs List 10 brake cylinder 12 brake operation member 14 master cylinder 16 pump 18 main passage 20 auxiliary passage 22, 150 pressure control valve 80 master cylinder fluid pressure sensor 110, 190, 194, 210, 240, 260, 340, 352, 360, 380 ECU
200 Vacuum pressure sensor 230 Operating speed sensor 348 Vehicle deceleration calculating means 350 Brake switch

Claims (24)

A brake device that is operated by a driver to brake the vehicle,
A master cylinder that generates a hydraulic pressure at a height corresponding to the operating force of the brake operating member,
A brake to suppress wheel rotation,
A brake cylinder connected to the master cylinder by a main passage and operating the brake;
A booster provided between the brake operation member and the master cylinder, for boosting the operation force of the brake operation member and transmitting the operation force to the master cylinder;
A pressure increasing device that generates a hydraulic pressure higher than the hydraulic pressure of the master cylinder in the brake cylinder,
(a) a first state provided in the middle of the main passage and allowing a bidirectional flow of hydraulic fluid between the master cylinder and the brake cylinder, and at least preventing a flow of hydraulic fluid from the brake cylinder to the master cylinder A flow control device that switches to a plurality of states including a second state,
(b) a hydraulic pressure source connected by an auxiliary passage to a portion of the main passage between the flow control device and the brake cylinder,
(c) when the booster does not perform a boosting action, a hydraulic pressure source control device that supplies hydraulic fluid to the hydraulic pressure source,
(d) a pressure increasing device having: apparatus. A brake device that is operated by a driver to brake the vehicle,
A master cylinder that generates a hydraulic pressure at a height corresponding to the operating force of the brake operating member,
A brake to suppress wheel rotation,
A brake cylinder connected to the master cylinder by a main passage and operating the brake;
A booster provided between the brake operation member and the master cylinder, for assisting an operation force of the brake operation member and transmitting the operation force to the master cylinder;
A pressure increasing device that generates a hydraulic pressure higher than the hydraulic pressure of the master cylinder in the brake cylinder,
(a) a first state provided in the middle of the main passage and allowing a bidirectional flow of hydraulic fluid between the master cylinder and the brake cylinder, and at least preventing a flow of hydraulic fluid from the brake cylinder to the master cylinder A flow control device that switches to a plurality of states including a second state,
(b) a hydraulic pressure source connected by an auxiliary passage to a portion of the main passage between the flow control device and the brake cylinder,
(c) at the boost limit of the booster, a hydraulic pressure source control device including booster boost limit time control means for supplying hydraulic fluid to the hydraulic pressure source,
(d) a pressure increasing device having: apparatus.   After the boosting limit of the booster, the transformer changes the hydraulic pressure of the brake cylinder so that the change gradient of the hydraulic pressure of the brake cylinder with respect to the operating force of the brake operating member is substantially the same as before the boosting limit of the booster. 3. The braking device according to claim 2, further comprising means for changing the braking force. A brake device that is operated by a driver to brake the vehicle,
A master cylinder that generates a hydraulic pressure at a height corresponding to the operating force of the brake operating member,
A brake to suppress wheel rotation,
A brake cylinder connected to the master cylinder by a main passage and operating the brake;
A booster provided between the brake operation member and the master cylinder, for boosting the operation force of the brake operation member and transmitting the operation force to the master cylinder;
A pressure increasing device that generates a hydraulic pressure higher than the hydraulic pressure of the master cylinder in the brake cylinder,
(a) a first state provided in the middle of the main passage and allowing a bidirectional flow of hydraulic fluid between the master cylinder and the brake cylinder, and at least preventing a flow of hydraulic fluid from the brake cylinder to the master cylinder A flow control device that switches to a plurality of states including a second state,
(b) a hydraulic pressure source connected by an auxiliary passage to a portion of the main passage between the flow control device and the brake cylinder,
(c) a hydraulic pressure source control device including a booster booster abnormal time control means for supplying hydraulic fluid to the hydraulic pressure source when boosting by the booster is not normal;
(d) a pressure increasing device having: apparatus.   The flow control device and the pressure change device are pressure control devices provided in the main passage, and in a state in which the hydraulic fluid is supplied from the hydraulic pressure source, the second fluid on the brake cylinder side with respect to the pressure control device. If the pressure is higher than the first hydraulic pressure on the master cylinder side but the difference is equal to or less than the target differential pressure, the state is switched to the second state, and the second hydraulic pressure is higher than the first hydraulic pressure and the difference is equal to the target differential pressure. The pressure control device is configured to switch to the first state if the pressure is to become larger, thereby controlling the second hydraulic pressure to be higher than the first hydraulic pressure and controlling the difference to be the target differential pressure. Item 5. The brake device according to any one of Items 1 to 4.   The pressure control device, (a) a valve element and a valve seat for controlling the flow state of the hydraulic fluid between the master cylinder side and the brake cylinder side in the main passage, and at least one of the valve element and the valve seat, An electromagnetic pressure control valve having magnetic force generating means for generating a magnetic force acting to control the relative movement between the valve element and the valve seat, wherein the target differential pressure changes based on the magnetic force. And (b) a magnetic force control device for controlling the magnetic force.   The hydraulic pressure source includes a pump that sucks hydraulic fluid from a suction side and discharges the hydraulic fluid to a discharge side, the discharge side of which is connected to the main passage by the auxiliary passage. An automatic hydraulic pressure control device for automatically controlling the hydraulic pressure of the brake cylinder, comprising: (a) a reservoir connected to a suction side of the pump by a pump passage and storing hydraulic fluid; and (b) a main passage. A plurality of states, including a state in which the brake cylinder is connected to the discharge side of the pump and a state in which the brake cylinder is connected to the reservoir, are selectively connected to a portion between the connection point with the auxiliary passage and the brake cylinder. And the magnetic force control device is configured such that, when the magnetic force control device is automatically controlled by the automatic hydraulic pressure control device, the valve in the pressure control device remains seated on the valve seat. Brake device according to claim 6 including the automatic control when the magnetic force control device for controlling said magnetic force such that the flow of hydraulic fluid flowing from the pump to the master cylinder is prevented by.   The pressure control device includes: (i) a valve element and a valve seat for controlling a flow state of hydraulic fluid between a master cylinder side and a brake cylinder side in the main passage, and (ii) the first hydraulic pressure has a large diameter. A stepped piston which receives the second hydraulic pressure in the small diameter portion in the opposite direction to each other, wherein at least one of the valve element and the valve seat controls relative movement between the valve element and the valve seat. Pressure control valve for generating a mechanical force acting on the piston, wherein the target differential pressure changes based on the respective pressure receiving areas of the large diameter portion and the small diameter portion of the piston and the first hydraulic pressure. The brake device according to any one of claims 5 to 7, further comprising a pressure control valve device including:   9. The pump according to claim 1, wherein the hydraulic pressure source is a pump that sucks hydraulic fluid from a suction side and discharges the hydraulic fluid to a discharge side, the discharge side of which is connected to the main passage by the auxiliary passage. A brake device according to any one of the preceding claims.   10. The control device according to claim 1, wherein the hydraulic pressure source control device includes a setting operation state control unit that supplies a hydraulic fluid to the hydraulic pressure source when a driver's operation state of the vehicle is a set operation state. 11. The brake device according to item 1.   The hydraulic pressure source includes a pump that sucks hydraulic fluid from a suction side and discharges the hydraulic fluid to a discharge side, the discharge side of which is connected to the main passage by the auxiliary passage. The main passage is connected to an upstream portion between the master cylinder and the flow control device, which is a portion between the master cylinder and the flow control device, and a suction side of the pump, and reduces the hydraulic pressure of the hydraulic fluid in the upstream portion. The brake device according to any one of claims 1 to 10, further comprising a hydraulic fluid introducing device that introduces the hydraulic fluid into the pump without suction.   The pressure increasing device further includes a brake operation force related amount sensor that detects an amount related to an operation force of at least one of the brake operation members, and the hydraulic pressure source control device detects at least one of the detected brake operations. The brake device according to any one of claims 1 to 11, further comprising a reference value reaching control unit that supplies the hydraulic pressure source with hydraulic fluid when each of the force-related quantities reaches a reference value corresponding to the force-related quantity.   13. The brake device according to claim 12, wherein the reference values are each of the at least one brake operation force-related amount that is expected to be taken when the booster reaches an assisting limit.   14. The brake device according to claim 12, wherein the brake operation force-related amount sensor includes a vehicle body deceleration sensor that detects a vehicle body deceleration.   The brake device according to any one of claims 12 to 14, wherein a plurality of the brake operation force related amount sensors are provided.   When the hydraulic pressure source control device determines that at least one predetermined first sensor of the plurality of brake operation force related quantity sensors is normal, the brake pressure related to the brake operation force detected by the first sensor is normal. When the amount reaches the reference value, the hydraulic fluid is supplied with hydraulic fluid, and if the amount is not normal, at least one of the plurality of brake operation force-related amount sensors different from the first sensor is different from the first sensor. The brake device according to claim 15, further comprising fail-safe means for supplying hydraulic fluid to the hydraulic pressure source when a brake operation force-related amount detected by the second sensor reaches the reference value.   The plurality of brake operation force related amount sensors include a master cylinder hydraulic pressure sensor for detecting a hydraulic pressure of the master cylinder, and a vehicle body deceleration sensor for detecting a vehicle body deceleration, wherein the first sensor is 17. The brake device according to claim 16, further comprising a cylinder fluid pressure sensor, wherein the second sensor includes the vehicle body deceleration sensor.   The hydraulic pressure source control device causes the hydraulic pressure source to supply hydraulic fluid when all of the plurality of brake operation force related amounts detected by the plurality of brake operation force related amount sensors reach respective reference values. The brake device according to any one of claims 15 to 17, including a fail-safe means.   The plurality of brake operation force-related amount sensors include a master cylinder hydraulic pressure sensor that detects a hydraulic pressure of the master cylinder, and a brake operation sensor that detects an operation of the brake operation member, wherein the fail-safe means When the master cylinder hydraulic pressure detected by the master cylinder hydraulic pressure sensor reaches the reference value and a brake operation is detected by the brake operation sensor, a first hydraulic fluid is supplied to the hydraulic pressure source. 19. The braking device according to claim 18, including means.   The plurality of brake operation force-related amount sensors further include a vehicle body deceleration sensor for detecting a vehicle body deceleration, and the first means is configured to output the master cylinder hydraulic pressure when the brake operation sensor is normal. When the master cylinder hydraulic pressure detected by the sensor reaches the reference value and a brake operation is detected by the brake operation sensor, the hydraulic fluid is supplied to the hydraulic pressure source, and the brake operation sensor is not normal. In the case, when the master cylinder pressure detected by the master cylinder pressure sensor reaches the reference value, and when the vehicle deceleration detected by the vehicle deceleration sensor reaches the reference value, 20. The brake device according to claim 19, further comprising a second means for supplying the hydraulic fluid to the hydraulic pressure source.   2. The hydraulic pressure source control device includes emergency brake operation control means for supplying hydraulic fluid to the hydraulic pressure source when a driver operates the brake operating member to urgently brake the vehicle. 3. 5. The brake device according to any one of items 4 to 4.   5. The brake device according to claim 1, wherein the hydraulic pressure source control device includes a booster assist limit time control unit that supplies the hydraulic pressure source with hydraulic fluid when the booster assist limit is reached.   (A) a stop state detecting means for detecting a stop state of the vehicle, and (b) making it more difficult to start the operation of the pressure booster than when the stop state of the vehicle is not detected. 23. The brake device according to claim 1, further comprising an operation start control unit.   The pressure increasing device further includes a brake operation force related amount sensor that detects an amount related to an operation force of at least one of the brake operation members, and the hydraulic pressure source control device detects at least one of the detected brake operations. When each of the force-related quantities reaches a reference value corresponding to the force-related quantity, the control means includes a reference value reaching control means for supplying the hydraulic pressure source with hydraulic fluid, and the operation start control means sets the reference value to the reference value. 24. The brake device according to claim 23, further comprising a reference value setting unit configured to set such that it is more difficult to reach a brake operation force-related amount when the vehicle stopped state is detected by the stop state detection unit than when the vehicle is not detected.

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