JP2007022105A - Braking device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a braking device for a vehicle capable of establishing a cooperative work of a regenerative brake with a hydraulic brake while a conventional type hydraulic brake system is made use of unchangedly. <P>SOLUTION: The vehicle 10 of hybrid type vehicle is equipped with a regenerative brake system 19 to generate a regenerative braking force and a hydraulic brake system 50 to generate a frictional braking force. Between a brake pedal 51 and a master cylinder 52, a stroke control mechanism 60 is installed to control the stroke of an output rod 66. Since the frictional braking force can be increased and decreased by the stroke control, the hydraulic brake and the regenerative brake can be put in cooperative work even in the situation in which the regenerative brake is applied in addition to the hydraulic brake. Further, since a conventional type hydraulic system can be utilized unchangedly, a high reliability backed up by the market is assured continuously, and it is possible to suppress the cost of the braking device. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicular braking apparatus including both friction braking means and regenerative braking means.

  As a vehicle braking device mounted on an automobile, there is a hydraulic brake in which a friction braking force is applied to a disk rotor or the like fixed to an axle. This hydraulic brake includes a master cylinder that outputs a brake fluid pressure in conjunction with a brake pedal, and can obtain a friction braking force according to the pedal operation amount of the driver (for example, Patent Documents). 1).

  In addition, in an electric vehicle or a hybrid vehicle having an electric motor as a drive source, not only a hydraulic brake that converts kinetic energy into heat energy and releases it, but also the electric motor is driven to generate electricity to generate kinetic energy. A regenerative brake is provided which is converted into energy for recovery (see, for example, Patent Document 2). By recovering electric energy using such a regenerative brake, it becomes possible to improve the energy efficiency and extend the cruising distance in an electric vehicle, and to improve the energy efficiency and fuel in a hybrid vehicle. It becomes possible to suppress consumption.

By the way, in an electric vehicle or hybrid vehicle equipped with a regenerative brake, in addition to the friction braking force generated by the driver's pedal operation, a regenerative braking force corresponding to the power generation load of the electric motor is generated. A braking force larger than the amount acts, and there is a possibility that the driver who operates the pedal may feel uncomfortable. Therefore, a braking device has been proposed in which a pressure regulating valve is incorporated in a hydraulic pipe that transmits the brake fluid pressure, and the brake fluid pressure is reduced according to the operating state of the regenerative brake (see, for example, Patent Document 3). . According to this braking device, by reducing the brake fluid pressure according to the regenerative brake, it becomes possible to suppress the generation of an excessive braking force by coordinating the regenerative brake and the hydraulic brake.
Japanese Patent Laid-Open No. 9-240455 JP-A-10-271605 JP-A-7-203602

  However, since the brake device described in Patent Document 3 has a structure in which a new pressure regulating valve is incorporated in the hydraulic system of the hydraulic brake, the cost of the hydraulic system is reduced because the hydraulic system is complicated. It was difficult. In addition, changing the structure of the hydraulic system necessitates a circuit structure for ensuring a fail-safe function to be incorporated in the hydraulic system, which greatly increases the development cost of the brake system.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicular braking apparatus in which regenerative braking means and friction braking means are coordinated, by utilizing a conventional hydraulic braking system whose market reliability is sufficiently supported. The aim is to improve the reliability and reduce costs.

  The vehicle braking device of the present invention includes regenerative braking means for braking the vehicle with a regenerative braking force according to the power generation load of the electric motor, and friction braking means for braking the vehicle with a friction braking force according to the brake hydraulic pressure. The brake device for a vehicle, wherein the friction braking means includes a brake pedal operated by a driver, a rod member interlocked with the pedal operation, and a hydraulic pressure that outputs a brake hydraulic pressure according to a stroke amount of the rod member. A stroke control mechanism for changing the stroke amount of the rod member relative to the pedal operation amount is incorporated between the brake pedal and the rod member, and the stroke amount of the rod member is regenerated by the stroke control mechanism. The ratio of the friction braking force to the total braking force is changed by changing the braking force based on the braking force.

  The braking device for a vehicle according to the present invention is characterized in that a pedal force control mechanism for changing a pedal reaction force is attached to the brake pedal.

  The vehicular braking apparatus according to the present invention is characterized in that when the stroke amount of the rod member is decreased using the stroke control mechanism, the pedal reaction force is increased using the pedaling force control mechanism.

  In the vehicle brake device according to the present invention, the stroke control mechanism is sandwiched between the first plate provided on the brake pedal side, the second plate provided on the rod member side facing the first plate, and the plate. A first connecting member; and a second connecting member sandwiched between the plates and having different rigidity with respect to the first connecting member, wherein the stroke control mechanism is slid to move the brake pedal to the first plate. The stroke amount of the rod member with respect to the pedal operation amount is changed by displacing the action point and the action point of the rod member with respect to the second plate.

  In the vehicle braking device of the present invention, the first connecting member and the second connecting member are spring members having different spring constants.

  According to the present invention, since the stroke amount of the rod member relative to the pedal operation amount is changed by incorporating the stroke control mechanism between the brake pedal and the rod member, the pedal operation of the driver is affected. It is possible to increase or decrease the friction braking force. Therefore, even in a braking situation in which the regenerative braking means operates in addition to the friction braking means, the total braking force combined with the regenerative braking force and the friction braking force is controlled by controlling the stroke control mechanism based on the regenerative braking force. Large fluctuations can be avoided, and the regenerative braking means and the friction braking means can be coordinated without giving the driver a sense of incongruity.

  In addition, since the pedal force control mechanism that changes the pedal reaction force is attached to the brake pedal, even if the stroke amount of the rod member is changed by the stroke control mechanism, the effect on the pedal depression feeling is suppressed. Vehicle quality can be improved.

  In addition, since the stroke control mechanism and the pedal force control mechanism are incorporated in the operation system of the friction braking means, the hydraulic system of the friction braking means can be used as it is, greatly increasing the development cost and manufacturing cost of the vehicle braking device. It is possible to pull it down.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram showing a hybrid vehicle 10, and FIG. 2 is a schematic diagram showing a power unit 11 mounted on the hybrid vehicle 10. Note that a hybrid vehicle 10 shown in FIG. 1 is equipped with a vehicle braking device according to an embodiment of the present invention.

  As shown in FIG. 1, a power unit 11 having a plurality of power sources is vertically mounted on a hybrid vehicle 10, and power is transmitted to a front wheel 13 from a front differential mechanism 12 incorporated in the power unit 11. Power is transmitted from the propeller shaft 14 connected to the rear end portion of the rear wheel 11 to the rear wheel 16 via a rear differential mechanism 15 connected thereto. The power unit 11 includes an engine 17 and a motor generator (electric motor) 18 as power sources, and the engine 17 is driven as a main power source for traveling, while the motor generator 18 assists at start-up and acceleration. Driven. Further, when the vehicle is decelerated, the motor generator 18 is driven to generate electricity, so that the vehicle is braked by a regenerative braking force corresponding to the power generation load, and kinetic energy is converted into electric energy and recovered. That is, the illustrated power unit 11 is a parallel power unit including the regenerative braking system 19.

  As shown in FIG. 2, the motor generator 18 disposed on the vehicle rear side of the engine 17 includes a stator 21 fixed to the case 20 and a rotor 23 fixed to the crankshaft 22. The rotor 23 of the motor generator 18 is fixed to the pump shell 25 of the torque converter 24, and the crankshaft 22 and the torque converter 24 are directly connected via the rotor 23. In addition, a pump impeller 26 is fixed to the pump shell 25 of the torque converter 24 and a turbine runner 27 facing the pump impeller 26 is housed. A transmission input shaft 28 is connected to the turbine runner 27. . Further, the torque converter 24 is provided with a lockup clutch 29 that directly connects the crankshaft 22 and the transmission input shaft 28.

  A speed change mechanism 30 including a planetary gear train, a clutch, a brake, and the like is connected to a speed change input shaft 28 to which engine power and motor power are transmitted. By engaging and controlling the clutch and brake in the speed change mechanism 30, it is possible to change speed by switching the power transmission path between the speed change input shaft 28 and the speed change output shaft 31. Further, a compound planetary gear type center differential mechanism 33 that distributes driving torque to the front and rear wheels 13 and 16 is mounted between the transmission output shaft 31 and a rear wheel output shaft 32 provided concentrically therewith. The driving torque is distributed to the front wheel output shaft 34 and the rear wheel output shaft 32 via the center differential mechanism 33.

  The hybrid vehicle 10 is equipped with a battery 40 for supplying electric power to the motor generator 18 and storing electric power generated by the motor generator 18. The battery ECU 41 connected to the battery 40 controls the amount of charge and discharge of the battery 40 by controlling the voltage and current of the battery 40, and the state of charge SOC of the battery 40 based on the voltage, current and cell temperature. (state of charge) is calculated. The state of charge SOC is a criterion for determining whether or not to execute the power generation control of the motor generator 18, and the state of charge SOC is output from the battery ECU 41 to the hybrid ECU 42 that controls the drive of the motor generator 18. ing.

  The hybrid ECU 42 receives not only the state of charge SOC from the battery ECU 41 but also various detections indicating the vehicle state such as the accelerator opening, the throttle opening, the vehicle speed, and the shift range from the engine ECU 43 and various sensors (not shown). A signal is input. Based on these detection signals, the hybrid ECU 42 outputs a target engine torque, a target engine speed, and the like to the engine ECU 43, and the engine ECU 43 outputs a control signal to the throttle valve, injector, igniter, and the like. Further, the hybrid ECU 42 controls a motor torque, a motor rotation speed, a power generation amount, and the like by outputting a control signal to an inverter 44 described later.

  As described above, the inverter 44 is provided between the battery 40 and the motor generator 18 in order to control the driving state of the motor generator 18. By controlling the operating state of the inverter 44 by a control signal output from the hybrid ECU 42, when the motor generator 18 of the AC synchronous motor is driven as an electric motor, the DC current from the battery 40 is converted into an AC current. While being supplied to the motor generator 18, when the motor generator 18 is driven as a generator, the generated alternating current is converted into a direct current and stored in the battery 40. The motor torque (regenerative braking force) and the motor rotation speed of the motor generator 18 are controlled by controlling the current value and frequency of the alternating current flowing through the motor generator 18.

  These ECUs 41 to 43 include a CPU that calculates control signals and the like, and also includes a ROM that stores control programs, arithmetic expressions, map data, and the like, and a RAM that temporarily stores data. The battery ECU 41, the hybrid ECU 42, and the engine ECU 43 are connected to each other via a communication network so as to share a control signal and a detection signal.

  FIG. 3 is a schematic diagram showing a vehicle braking device according to an embodiment of the present invention. In addition, about the member same as the member shown in FIG.1 and FIG.2, the same code | symbol is attached | subjected and the description is abbreviate | omitted. As shown in FIG. 3, the hybrid vehicle 10 is equipped with a hydraulic brake system 50 as friction braking means. The hydraulic brake system 50 and the above-described regenerative braking system 19 as regenerative braking means correspond to the vehicle state. Are coordinated and controlled.

  The hydraulic brake system 50 includes a master cylinder 52 as a hydraulic pressure generating mechanism that generates a brake hydraulic pressure in response to the driver's depression of the brake pedal 51, and a brake pad (not shown) according to the brake hydraulic pressure. Calipers 53b to 56b that press against the rotors 53a to 56a. The calipers 53b to 56b and the master cylinder 52 are connected via pressure pipes 57 and 58, and the brake hydraulic pressure supplied via the pressure pipes 57 and 58 causes a friction braking force in each of the calipers 53b to 56b. It has come to occur. Further, a booster mechanism 59 that is operated by vacuum pressure or hydraulic pressure is attached to the master cylinder 52, and the depression force of the brake pedal 51 by the driver is amplified via the booster mechanism 59. In the illustrated case, the pressure pipe 57 is connected to the calipers 53b and 54b on the front wheel 13 side, and the pressure pipe 58 is connected to the calipers 55b and 56b on the rear wheel 16 side, but the pressure pipe 57 is connected to the right front wheel. And the left rear wheel calipers 53b and 56b, and the pressure pipe 58 may be connected to the left front wheel and right rear wheel calipers 54b and 55b.

  Further, a stroke control mechanism 60 described later is provided between the brake pedal 51 and the master cylinder 52, and the operating state of the master cylinder 52 with respect to the pedal operation is adjusted via the stroke control mechanism 60. Further, a pedaling force control mechanism 62 described later is provided between the brake pedal 51 and the vehicle body 61, and the pedaling force of the brake pedal 51 is appropriately adjusted by the pedaling force control mechanism 62. The stroke control mechanism 60 and the pedal force control mechanism 62 are controlled based on a control signal output from the brake pedal ECU 63. The brake pedal ECU 63 also includes a CPU that calculates control signals and the like, as well as the ECUs 41 to 43 described above, and a ROM that stores control programs, arithmetic expressions, map data, and the like, and temporarily stores data. RAM is provided.

  FIG. 4A is a schematic diagram showing the structure of the stroke control mechanism 60, and FIG. 4B is a schematic diagram showing the structure of the pedal force control mechanism 62. As shown in FIG. 4A, a stroke control mechanism 60 is provided between an input rod 65 assembled to the brake pedal 51 and an output rod (rod member) 66 that drives a piston (not shown) in the master cylinder 52. It is assembled. The stroke control mechanism 60 includes an input plate (first plate) 67 that contacts a roller 65a attached to the end of the input rod 65, and an output plate (contacted to a roller 66a attached to the end of the output rod 66). A second plate) 68, and between the facing input plate 67 and the output plate 68, there are two types of spring members (first connection member, second connection member) 69, 70 having different spring constants. It is assembled. A ball nut 71 is fixed to the output plate 68, and a ball screw 73 that is rotationally driven by a servo motor 72 is guided to the ball nut 71.

  By driving the servo motor 72 based on a control signal from the brake pedal ECU 63, the stroke control mechanism 60 can be slid in the vertical direction with respect to the input rod 65 and the output rod 66. That is, by moving the stroke control mechanism 60 downward toward the low-rigidity position, the operating points of the rods 65 and 66 with respect to the plates 67 and 68 can be brought closer to the spring member 69 having a small spring constant. Is moved upward toward the highly rigid position, so that the action points of the rods 65 and 66 with respect to the plates 67 and 68 can be brought close to the spring member 70 having a large spring constant.

  Also, as shown in FIG. 4B, a pedal force control mechanism 62 is assembled between a reaction rod 75 assembled to the brake pedal 51 and a support rod 76 that is rotatably attached to the vehicle body 61. Yes. The pedaling force control mechanism 62 includes a reaction force plate 77 that comes into contact with the roller 75a attached to the end of the reaction rod 75, and a support plate 78 that comes into contact with the roller 76a attached to the end of the support rod 76. Two types of spring members 79 and 80 having different spring constants are assembled between the reaction force plate 77 and the support plate 78 facing each other. A ball nut 81 is fixed to the support plate 78, and a ball screw 83 that is rotationally driven by a servo motor 82 is guided to the ball nut 81.

  Then, by driving the servo motor 82 based on a control signal from the brake pedal ECU 63, the pedal force control mechanism 62 can be slid in the vertical direction with respect to the reaction force rod 75 and the support rod 76. In other words, by lowering the pedal force control mechanism 62 toward the low rigidity position, the operating points of the rods 75 and 76 with respect to the plates 77 and 78 can be brought closer to the spring member 79 having a small spring constant, and the pedal force control mechanism 62 Is moved upward toward the high-rigidity position, the operating points of the rods 75 and 76 with respect to the plates 77 and 78 can be brought close to the spring member 80 having a large spring constant.

  FIGS. 5A to 5C are explanatory views showing the operating state of the stroke control mechanism 60 arranged at the low rigidity position, and FIGS. 6A to 6C are stroke control arranged at the high rigidity position. FIG. 6 is an explanatory diagram showing an operating state of a mechanism 60.

  As shown in FIG. 5A, a spring member 69 having a small spring constant is disposed between the input rod 65 and the output rod 66 under the state where the stroke control mechanism 60 is disposed at the low rigidity position. In this state, the rigidity of the stroke control mechanism 60 is lowered, that is, the input plate 67 and the output plate 68 are likely to approach each other. Therefore, as shown in FIG. 5B, when the brake pedal 51 is depressed, the spring member 69 is first compressed by the inclined input plate 67, and when the pedal operation amount reaches PS1, the spring member is started. 69 is completely compressed. At this time, the stroke amount RS1 of the output rod 66 is substantially zero, and the master cylinder 52 is in a stopped state where no brake fluid pressure is output. Then, as shown in FIG. 5C, when the brake pedal 51 is depressed toward the pedal operation amount PS2, the output rod 66 is pushed in through the closely contacting spring member 69, and the stroke amount RS2 of the output rod 66 is obtained. Accordingly, the brake fluid pressure corresponding to is output from the master cylinder 52. That is, the stroke start point of the output rod 66 is delayed by the pedal operation amount PS1 as compared with the case where the stroke control mechanism 60 is not attached. In the illustrated case, the output rod 66 hardly moves until the spring member 69 is completely compressed, but the spring constant of the spring member 69 may be set so that the output rod 66 starts to move before compression. good.

  On the other hand, as shown in FIG. 6 (A), a spring member 70 having a large spring constant is provided between the input rod 65 and the output rod 66 under the state where the stroke control mechanism 60 is disposed at the high rigidity position. Therefore, the rigidity of the stroke control mechanism 60 is increased, that is, the input plate 67 and the output plate 68 are hardly accessible. Therefore, as shown in FIG. 6B, when the brake pedal 51 is depressed, the push of the output rod 66 is started via the spring member 70 before the pedal operation amount reaches PS1, and the pedal operation amount is reduced. When PS1 is reached, the output rod 66 is pushed in with the stroke amount RS3 (RS3> RS1), so that the brake fluid pressure corresponding to the stroke amount RS3 is output from the master cylinder 52. Then, as shown in FIG. 6C, when the brake pedal 51 is depressed toward the pedal operation amount PS2, the output rod 66 is pushed by the stroke amount RS4 (RS4> RS2). The brake hydraulic pressure corresponding to the amount RS4 is output from the master cylinder 52.

  As described above, the stroke amount of the output rod 66 relative to the pedal operation amount of the brake pedal 51 can be changed by the stroke control mechanism 60 that slides between the high-rigidity position and the low-rigidity position. That is, even when the brake pedal 51 is depressed by the driver with the same pedal operation amount PS2, as shown in FIG. 5C, when the stroke control mechanism 60 is slid to the low rigidity position, the stroke amount While the output rod 66 is pushed in at RS2, as shown in FIG. 6C, when the stroke control mechanism 60 is slid to the high rigidity position, the output is output at a stroke amount RS4 larger than the stroke amount RS2. The rod 66 is pushed. Therefore, even if the driver's pedal operation amount is the same, the brake hydraulic pressure output from the master cylinder 52 increases or decreases according to the control position of the stroke control mechanism 60.

  Here, FIG. 7 is a diagram showing an output characteristic of the brake fluid pressure with respect to the pedal operation amount. As shown in the output characteristics (solid line) when the stroke control mechanism 60 is arranged at the low rigidity position and the output characteristics (dashed line) when the stroke control mechanism 60 is arranged at the high rigidity position, the same pedal operation amount PS Even when the brake pedal 51 is depressed, a pressure difference ΔP is generated in the brake fluid pressure output from the master cylinder 52. That is, by sliding the stroke control mechanism 60 between the high rigidity position and the low rigidity position, the friction braking force can be increased or decreased within the range of the pressure difference ΔP of the brake hydraulic pressure. Therefore, even in a braking situation in which the regenerative brake is activated in addition to the hydraulic brake, the driver feels uncomfortable by lowering the ratio of the friction braking force to the total braking force using the stroke control mechanism 60. As a result, the hydraulic brake and the regenerative brake can be coordinated.

  Further, when the stroke control mechanism 60 is slid toward the low rigidity position, the pedal reaction corresponding to the pressure difference ΔP of the brake hydraulic pressure is compared with the case where the stroke control mechanism 60 is disposed at the high rigidity position. Since the force is reduced, the driver may feel uncomfortable with a light pedal effort. Therefore, the brake pedal ECU 63 increases the pedal reaction force by the pedal force control mechanism 62 by outputting a control signal to the pedal force control mechanism 62. That is, when the stroke control mechanism 60 moves toward the low rigidity position, the pedaling force control mechanism 62 is controlled toward the high rigidity position so as to increase the pedal reaction force, while the stroke control mechanism 60 has a high rigidity. When moving toward the position, the pedal force control mechanism 62 is controlled toward the low rigidity position so as to reduce the pedal reaction force. The brake pedal ECU 63 controls the amount of pedal reaction force generated by the pedaling force control mechanism 62 so that the pedaling force felt by the driver converges to the target pedaling force indicated by a two-dotted line in FIG.

  7 indicates a state in which the spring member 69 is completely compressed under the state where the stroke control mechanism 60 is disposed at the low rigidity position, and a point B in FIG. The state in which the spring member 70 is completely compressed under the state of being disposed at the high rigidity position is shown. As described above, the output characteristics of the brake fluid pressure and the fluctuation characteristics of the pedal depression force change at the boundary of complete compression of the spring members 69 and 70. In order to moderate this change, the input plate 67 and the output plate 68 are changed. A shock-absorbing member such as a rubber bush may be attached to the opposite surface. Further, when the output characteristic when the stroke control mechanism 60 is moved to the low rigidity position (solid line) and the output characteristic when the stroke control mechanism 60 is moved to the high rigidity position (broken line) are compared, it moves to the high rigidity position. In this case, the output characteristic has a gentle slope because the spring member 70 is compressed in addition to the return spring in the master cylinder 52. Therefore, the output characteristics of the spring member 70 and the point B after the point are completely compressed coincide with each other.

  Next, the execution procedure of the slide control for the stroke control mechanism 60 and the pedal force control mechanism 62 will be described. FIG. 8 is a block diagram showing a control system of the stroke control mechanism 60 and the pedal force control mechanism 62, and FIGS. 9 to 12 are diagrams showing various maps referred to when the slide control is executed.

  First, as shown in FIG. 8, the hybrid ECU 42 calculates the regenerative torque Tmax of the motor generator 18 by referring to the torque map of FIG. 9 based on the vehicle speed input from the ABS • ECU 85. The regenerative torque Tmax is the maximum torque that the motor generator 18 can regenerate under the current traveling state. Note that the regenerative torque Tmax may be corrected based on the state of charge SOC of the battery.

  Next, the hybrid ECU 42 calculates the regeneration set torque Tset of the motor generator 18 by referring to the torque map of FIG. 10 based on the calculated regenerative possible torque Tmax and the pedal operation amount from the stroke sensor 86. The regenerative set torque Tset is a regenerative torque at which the motor generator 18 is actually controlled by the hybrid ECU 42. As shown in FIG. 10, a plurality of torque maps are provided as torque maps for setting the regeneration setting torque Tset, but the hybrid ECU 42 determines the torque map to be referenced based on the magnitude of the regenerative torque Tmax. Will be selected.

For example, as shown in FIG. 9, when T ₁ is calculated as the regenerative torque Tmax because the vehicle speed is V ₁ , a torque map M ₁ with a maximum torque of T ₁ is obtained as shown in FIG. Will be selected. Further, when the vehicle speed is T ₂ is calculated as the regenerative torque Tmax since it is V _2, the torque map M ₂ of the maximum torque T ₂ is selected, regenerative torque because the vehicle speed is V ₃ If _{the T 3} is calculated as Tmax would maximum torque torque map _{M 3} of _{T 3} is selected.

  Subsequently, the brake pedal ECU 63 calculates the target slide position of the stroke control mechanism 60 by referring to the control map of FIG. 11 based on the regeneration setting torque Tset calculated by the hybrid ECU 42. As shown in FIG. 11, when the regenerative set torque Tset is calculated to be large, that is, when the regenerative braking force of the motor generator 18 is largely controlled, the total braking force combined with the regenerative braking force and the friction braking force is calculated. In order to suppress a large increase, the target slide position is brought close to the low rigidity position to reduce the friction braking force.

  Further, if the stroke control mechanism 60 is slid toward the low-rigidity position, the driver may feel uncomfortable as the pedal effort decreases. Therefore, the brake pedal ECU 63 refers to the control map of FIG. 12 based on the target slide position of the stroke control mechanism 60, thereby calculating the target slide position of the pedal force control mechanism 62 necessary to compensate for the decrease in the pedal force. . As shown in FIG. 12, when it is necessary to supplement the pedal depression force by moving the stroke control mechanism 60 toward the low rigidity position, the target slide is moved so as to move the pedal force control mechanism 62 toward the high rigidity position. When the position is set and the pedal control force does not need to be compensated by the movement of the stroke control mechanism 60 toward the highly rigid position, the target slide is moved so as to move the pedal force control mechanism 62 toward the low rigidity position. The position will be set.

  As shown in FIG. 8, the position signals of the stroke control mechanism 60 and the pedal force control mechanism 62 are input to the brake pedal ECU 63 from position sensors 87 and 88 configured by a potentiometer or the like. Based on this position signal, the brake pedal ECU 63 feedback controls the stroke control mechanism 60 and the pedal force control mechanism 62.

  As described above, since the stroke control mechanism 60 is incorporated between the brake pedal 51 and the output rod 66, the stroke amount of the output rod 66 with respect to the pedal operation amount is changed. It is possible to increase or decrease the friction braking force without affecting the. Therefore, even in a braking situation where the regenerative brake is activated in addition to the hydraulic brake, the total braking force combined with the regenerative braking force and the friction braking force is large by controlling the stroke control mechanism 60 based on the regenerative braking force. The fluctuation can be avoided, and the hydraulic brake and the regenerative brake can be coordinated without giving the driver a sense of incongruity.

  In addition, since the pedal force control mechanism 62 for changing the pedal reaction force is attached to the brake pedal 51, even when the stroke amount of the output rod 66 is changed by the stroke control mechanism 60, the pedal operation feels depressed. The influence which it has can be suppressed and vehicle quality can be improved.

  In addition, since the stroke control mechanism 60 and the pedal force control mechanism 62 are incorporated in the input system of the hydraulic brake system 50, the hydraulic system from the master cylinder 52 to each of the calipers 53b to 56b can be used as it is. A regenerative function can be added on a conventional brake system supported by reliability, and the development cost and manufacturing cost of a vehicle braking device can be greatly reduced.

  In the above description, the friction braking force is reduced in accordance with the increase of the regenerative braking force. However, when the brake pedal 51 is fully depressed, such as during sudden braking, the driver feels uncomfortable. Therefore, the total braking force may be increased without reducing the frictional braking force. By executing such brake control, not only can the vehicle be surely decelerated, but also energy efficiency can be improved.

  Hereinafter, the structure of the vehicle braking device according to another embodiment of the present invention will be described. FIGS. 13A and 13B are schematic views showing a part of stroke control mechanisms 90 and 91 incorporated in a vehicle braking apparatus according to another embodiment of the present invention. The input rod 65 and the output rod 66 described above are separated from each other, but as shown in FIG. 13A, the input rod 92 is extended toward the output rod 93 and the input rod 92 is also extended. An accommodation hole 93 a for accommodating the distal end of the output rod 93 may be formed in the output rod 93. In this way, by fitting the input rod 92 and the output rod 93, the operating points for the input plate 94 and the output plate 95 can always be opposed, and the stroke control mechanism 90 can be operated smoothly. Become. Furthermore, the mechanical strength of the stroke control mechanism 90 can be increased, and the reliability of the stroke control mechanism 90 can be improved. 13A, the input rod 92 is connected to the output rod 93 through the through holes 94a and 95a formed in the input plate 94 and the output plate 95. As shown in FIG. 13B, the input rod 98 and the output rod 99 are bifurcated without forming through holes in the input plate 96 and the output plate 97, as shown in FIG. The input rod 98 and the output rod 99 may be fitted with each other.

  FIGS. 14A to 14C are schematic views showing stroke control mechanisms 100 to 102 incorporated in a vehicle braking apparatus according to another embodiment of the present invention. Note that the same members as those illustrated in FIG. 4A are denoted by the same reference numerals and description thereof is omitted.

  First, as shown in FIG. 14A, guide plates 104 may be provided at the upper and lower ends of the output plate 103, and guide rollers 105 that move along the guide plate 104 may be attached to the input plate 67. By providing the guide plate 104 and the guide roller 105 as described above, the twist of the input plate 67 with respect to the output plate 103 can be suppressed, and the operation state of the stroke control mechanism 100 can be stabilized. As described above, the input plate 67 is inclined as the brake pedal 51 is depressed. However, since the guide roller 105 is attached to the input plate 67 via the spring member 106, the guide roller 105 is attached to the guide plate 104. The operation state of the stroke control mechanism 100 can be stabilized.

  In the case shown in FIG. 14A, a guide plate 104 having a smooth guide surface is provided. However, in order to surely prevent the input plate 67 from being twisted with respect to the output plate 103, it corresponds to the guide roller 105. The guide groove may be formed on the guide surface, a guide rail may be provided on the guide plate 104, and a flange along the guide rail may be formed on the guide roller 105. Further, a rack may be provided on the guide plate 104, and a pinion that meshes with the rack may be provided on the input plate 67 instead of the guide roller 105.

  14B, guide rods 107 and 108 for holding the spring members 69 and 70 are provided on the output plate 68, and guide flanges for holding one end of the spring members 69 and 70 on the guide rods 107 and 108 are provided. 109 and 110 may be attached. Two guide rods 107 and 108 are arranged side by side in the width direction, and a pair of guide flanges 109 arranged in the width direction are connected via a connecting rod 111, and a pair of guide flanges arranged in the width direction. 110 is connected via a connecting rod 112. The two connecting rods 111 and 112 that are stretched are engaged with the input plate 113 formed with a wide groove. The input plate 113 pushes the guide flanges 109 and 110 while It moves toward the output plate 68. Providing such guide rods 107 and 108 can also increase the mechanical strength of the stroke control mechanism 101 and stabilize the operating state of the stroke control mechanism 101.

  Further, as shown in FIG. 14C, instead of the spring member 70 incorporated between the input plate 67 and the output plate 68, the connecting rod 114 is rotated with respect to the input plate 67 and the output plate 68. You may make it attach freely. By providing such a connecting rod 114, the stroke control mechanism 102 can be simplified, and further cost reduction of the vehicle braking device can be achieved.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, in the illustrated case, the present invention is applied to the parallel-type hybrid vehicle 10, but the present invention is not limited to this, and the present invention is applied to the series-type or series-parallel type hybrid vehicle 10. You may do it. Further, the present invention may be applied to an electric vehicle or a fuel cell vehicle that includes only an electric motor as a drive source.

  In the stroke control mechanism 60 and the pedal force control mechanism 62, the ball screw is slid in the vertical direction by rotating the ball screw. However, the present invention is not limited to this. The stroke control mechanism 60 and the pedaling force control mechanism 62 may be slid by moving a rack mounted on the plate 78 and driving a pinion meshing with the rack by a servo motor.

  Furthermore, in the pedal force control mechanism 62 described above, the pedal reaction force is changed using the spring force from the spring members 79 and 80, but the present invention is not limited to this, and the restraining torque of the electric motor is not limited thereto. A structure may be used in which the pedal reaction force is changed. In this case, since the electric motor is used in a restrained state, it is necessary to use the current value sufficiently limited with respect to the motor rating. In addition, you may make it switch the electric motor which generates a restraint torque by incorporating a some electric motor.

It is the schematic which shows a hybrid vehicle. It is the schematic which shows the power unit mounted in a hybrid vehicle. 1 is a schematic diagram showing a vehicle braking device according to an embodiment of the present invention. (A) is a schematic diagram showing the structure of the stroke control mechanism, and (B) is a schematic diagram showing the structure of the pedaling force control mechanism. (A)-(C) are explanatory drawings which show the operating state of the stroke control mechanism arrange | positioned in a low-rigidity position. (A)-(C) are explanatory drawings which show the operating state of the stroke control mechanism arrange | positioned in a highly rigid position. It is a diagram which shows the output characteristic of the brake fluid pressure with respect to the pedal operation amount. It is a block diagram which shows the control system of a stroke control mechanism and a pedal effort control mechanism. It is a diagram which shows the torque map referred when performing slide control. It is a diagram which shows the torque map referred when performing slide control. It is a diagram which shows the control map referred when performing slide control. It is a diagram which shows the control map referred when performing slide control. (A) And (B) is the schematic which shows a part of stroke control mechanism integrated in the braking device for vehicles which is other embodiment of this invention. (A)-(C) are the schematic which shows the stroke control mechanism integrated in the braking device for vehicles which is other embodiment of this invention.

Explanation of symbols

10 Hybrid vehicle (vehicle)
18 Motor generator (electric motor)
19 Regenerative braking system (regenerative braking means)
50 Hydraulic brake system (friction braking means)
51 Brake pedal 52 Master cylinder (hydraulic pressure generating mechanism)
60 Stroke Control Mechanism 62 Treading Force Control Mechanism 66 Output Rod (Rod Member)
67 Input plate (first plate)
68 Output plate (second plate)
69 Spring member (first connecting member)
70 Spring member (second connecting member)
90, 91 Stroke control mechanism 93 Output rod (rod member)
94 Input plate (first plate)
95 Output plate (second plate)
96 Input plate (first plate)
97 Output plate (second plate)
99 Output rod (rod member)
100 to 102 Stroke control mechanism 103 Output plate (second plate)
113 Input plate (first plate)
114 Connecting rod (second connecting member)

Claims (5)

A vehicular braking apparatus comprising: a regenerative braking unit that brakes a vehicle with a regenerative braking force according to a power generation load of an electric motor; and a friction braking unit that brakes the vehicle with a friction braking force according to a brake fluid pressure.
The friction braking means includes a brake pedal operated by a driver, a rod member interlocked with the pedal operation, and a hydraulic pressure generating mechanism that outputs a brake hydraulic pressure according to a stroke amount of the rod member,
A stroke control mechanism for changing the stroke amount of the rod member with respect to the pedal operation amount is incorporated between the brake pedal and the rod member,
A vehicular braking apparatus, wherein a ratio of friction braking force to total braking force is changed by changing a stroke amount of the rod member based on a regenerative braking force by the stroke control mechanism.   2. The vehicle braking device according to claim 1, wherein a pedal force control mechanism for changing a pedal reaction force is attached to the brake pedal.   3. The vehicle braking device according to claim 2, wherein when the stroke amount of the rod member is decreased using the stroke control mechanism, the pedal reaction force is increased using the pedaling force control mechanism. Braking device. The vehicle braking device according to any one of claims 1 to 3,
The stroke control mechanism includes: a first plate provided on the brake pedal side; a second plate facing the first plate and provided on the rod member side; a first connecting member sandwiched between the plates; A second connecting member sandwiched between the first connecting member and the second connecting member having a different rigidity with respect to the first connecting member,
The stroke amount of the rod member with respect to the pedal operation amount is obtained by slidably moving the stroke control mechanism to displace the action point of the brake pedal with respect to the first plate and the action point of the rod member with respect to the second plate. Vehicular braking device characterized by changing   5. The vehicle braking device according to claim 4, wherein the first connecting member and the second connecting member are spring members having different spring constants.

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