JP2008120126A - Vehicular braking device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To simplify structure and reduce manufacturing cost in a vehicular braking device. <P>SOLUTION: A relief valve 86 is movably supported in a chamber 81 in an input piston 13, thereby dividing a first suction chamber R<SB>11</SB>, a second suction chamber R<SB>12</SB>, and a restraint chamber R<SB>13</SB>. A pressurizing chamber R<SB>5</SB>is communicated to the second suction R<SB>12</SB>through a communicating hole 83. A first discharging port 41 is communicated to the first suction chamber R<SB>11</SB>through a suction port 84. A supplying port 37 is communicated to the restraint chamber R<SB>13</SB>through the communicating hole 85. The relief valve 86 is energized by an energizing in a direction closing the communicating hole 83 and supported, and the communicating hole 83 can be opened by suction force from the suction port 84 to the first suction chamber R<SB>11</SB>. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle braking device that electronically controls a braking force applied to a vehicle in response to a braking operation of an occupant.

  As a vehicle braking device, the braking force of the braking device, that is, the braking hydraulic pressure supplied to the wheel cylinder that drives the braking device is electrically controlled with respect to the brake operation amount (or operating force) input from the brake pedal. Electronically controlled braking devices are known. An example of such a braking device is described in Patent Document 1 below.

  In the vehicle brake control device described in Patent Document 1, when the driver operates the brake pedal, the master cylinder generates hydraulic pressure corresponding to the operation amount, and part of the hydraulic fluid flows into the stroke simulator. While the brake pedal operating force is adjusted according to the pedal effort of the brake pedal, the target deceleration of the vehicle is set according to the pedal stroke detected by the brake ECU, the braking force distribution to be applied to each wheel is determined, A predetermined hydraulic pressure is applied to the wheel cylinder.

Japanese Patent Laid-Open No. 2004-243983

  In the above-described conventional vehicle brake control device, a stroke for adjusting the operating force of the brake pedal by flowing a part of the hydraulic oil into the master cylinder that generates the hydraulic pressure corresponding to the operating amount of the brake pedal. In addition to providing a simulator, each system is provided with a pressurizing mechanism that pressurizes hydraulic oil supplied to the four wheel cylinders via a master cut valve. Therefore, there is a problem in that the connecting system of hydraulic piping for connecting an accumulator, a master cylinder, a stroke simulator, and the like becomes complicated and the manufacturing cost increases.

  Further, since the master cylinder is capable of generating a hydraulic pressure corresponding to the operation amount of the brake pedal, it is necessary to fill the inside with hydraulic oil without a gap. Therefore, after the assembly work of the master cylinder is completed, the air remaining in each chamber is sucked to be in a vacuum state, and each chamber in the vacuum state is filled with working oil without any gap. However, since the master cylinder has a complicated configuration, it is difficult to suck all the air remaining in each chamber through the hydraulic path, and the structure becomes complicated by providing a suction path therefor.

  The present invention is intended to solve such problems, and an object of the present invention is to provide a vehicle braking device that simplifies the structure and reduces the manufacturing cost.

  In order to solve the above-described problems and achieve the object, a vehicle braking device according to the present invention includes an operation member that is operated by a passenger to be braked, and is supported in a cylinder so as to be movable in the axial direction and the operation member. A drive piston which can be moved forward by the cylinder, a first pressure chamber and a second pressure chamber which are partitioned in front and rear of the drive piston by the drive piston being movably supported in the cylinder, and the operation member. A hydraulic pressure supply means capable of outputting a control hydraulic pressure according to an operation to the drive piston, and a brake hydraulic pressure from the first pressure chamber by supplying the control hydraulic pressure output from the hydraulic pressure supply means to the second pressure chamber. A hydraulic pressure supply path to be generated, a hydraulic pressure discharge path for discharging the hydraulic pressure of the second pressure chamber to a reservoir, and a front side provided in the cylinder via the drive piston according to the advance of the drive piston. A reaction force chamber that applies an operation reaction force to the operation member, a communication path that communicates the reaction force chamber and the hydraulic pressure discharge path, and a biasing support in a direction to close the communication path and the hydraulic pressure discharge And a relief valve capable of opening the communication path by depressurizing the path.

  In the vehicle brake device according to the present invention, the communication path is communicated with the hydraulic pressure supply path, and the relief valve restraining means suppresses the movement of the relief valve by the control hydraulic pressure supplied from the hydraulic pressure supply path to the second pressure chamber. Is provided, and when the control hydraulic pressure is not supplied from the hydraulic pressure supply path to the second pressure chamber, the relief valve can be moved by decompression of the hydraulic pressure discharge path to open the communication path.

  In the vehicle braking device of the present invention, the communication path includes a chamber formed in the drive piston, a first communication path communicating the chamber and the reaction force chamber, the chamber, the hydraulic pressure supply path, A relief passage that is urged and supported in a direction to close the first communication passage, and is moved by a control oil pressure that acts from the second communication passage. On the other hand, when the control hydraulic pressure does not act from the second communication path, the first communication path is opened by depressurization of the hydraulic pressure discharge path.

  In the vehicle braking device of the present invention, an operation reaction force can be applied to the operation member via the drive piston by being deformed according to a decrease in the volume of the reaction force chamber provided in the drive piston. It is characterized by providing reaction force application means.

  In the vehicle braking device of the present invention, the reaction force chamber is formed in an annular shape between the cylinder and the drive piston, and the reaction force applying means is movably supported in the drive piston. Thus, the reaction force piston that divides the pressurizing chamber, the communication passage that communicates the reaction force chamber and the pressurizing chamber, and the pressurizing chamber that is pressurized by biasing the reaction force piston to one side. And the communication path communicates the pressurizing chamber and the hydraulic pressure discharge path.

  In the vehicle braking device of the present invention, the drive piston has an input piston and a pressure piston arranged in series in a cylinder, and the operation force of the operation member can be input to the input piston, The first pressure chamber is partitioned in front of the pressurizing piston, the second pressure chamber is partitioned between the pressurizing piston and the input piston, and a third pressure chamber is partitioned behind the input piston, The second pressure chamber and the second pressure chamber are communicated by a communication path.

  According to the vehicle braking device of the present invention, the first and second pressure chambers are partitioned by supporting the drive piston, which can be moved forward by the operating member, in the cylinder, and the control hydraulic pressure supply means controls the control hydraulic pressure. Is caused to act on the second pressure chamber by the hydraulic pressure supply path, so that the braking hydraulic pressure can be generated from the first pressure chamber, and the reaction force chamber that applies the operation reaction force to the operation member in accordance with the advance of the drive piston in the cylinder. And a hydraulic pressure discharge path for discharging the hydraulic pressure of the second pressure chamber to the reservoir, and a communication path for communicating the reaction force chamber and the hydraulic pressure discharge path are provided and are urged and supported in a direction to close the communication path. At the same time, a relief valve is provided that can open the communication path by reducing the pressure of the hydraulic pressure discharge path.If the pressure of the hydraulic pressure discharge path is reduced, the relief valve moves by the pressure reducing force to open the communication path, including the reaction force chamber. The air inside the cylinder can be easily sucked from the communication path and hydraulic discharge path to make the inside vacuum, and the hydraulic oil can be properly filled in the vacuumed cylinder. Can be simplified, and the manufacturing cost can be reduced.

  Hereinafter, embodiments of a vehicle braking device according to the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this Example.

  FIG. 1 is a schematic configuration diagram illustrating a vehicle braking apparatus according to a first embodiment of the present invention, and FIG. 2 is a cross-sectional view illustrating a relief valve support structure according to the first embodiment.

  In the vehicular braking apparatus according to the first embodiment, as shown in FIG. 1, the master cylinder 11 is configured such that an input piston 13 and a pressure piston 14 as drive pistons are supported in a cylinder 12 so as to be movable in the axial direction. ing. The cylinder 12 is fixed by screwing (or press-fitting) the lid member 15 to the distal end portion, while the support member 16 is screwed (or press-fitted) and fixed to the base end portion. It is closed and has a cylindrical shape with an open base end, and an input piston 13 and a pressurizing piston 14 are coaxially arranged in series and supported so as to be movable in the axial direction.

  Further, the brake pedal 17 as an operation member is supported at its upper end portion by a support shaft 18 so as to be rotatable by a mounting bracket of a vehicle body (not shown), and a pedal 19 that can be depressed by the driver is attached to the lower end portion. Yes. The brake pedal 17 has a clevis 21 attached to an intermediate portion by a connecting shaft 20, and a base end portion of an operation rod 22 is connected to the clevis 21. And as for the input piston 13 arrange | positioned at the base end part side of the cylinder 12, the front-end | tip part of the operating rod 22 of the brake pedal 17 is connected with the base end part.

  The input piston 13 has an outer peripheral surface movably supported by the small diameter portion 12 a of the cylinder 12 and the inner peripheral surface of the support member 16, and a disk-shaped flange portion 23 is an inner peripheral surface of the large diameter portion 12 b of the cylinder 12. It is supported to move freely. The input piston 13 has its flange 23 abutted against the first stepped portion 12 c of the cylinder 12 and the end surface of the support member 16, so that the movement stroke is restricted, and the bracket 24 of the support member 16 and the brake pedal 17. The flange portion 23 is urged and supported at a position where the flange portion 23 abuts against the support member 16 by a reaction force spring 25 stretched therebetween.

The pressurizing piston 14 disposed on the tip end side of the cylinder 12 has a U-shaped cross section, and the outer peripheral surface is movably supported on the inner peripheral surface of the small diameter portion 12 a of the cylinder 12. The pressurizing piston 14 is stretched between the lid member 15 while the flange portion 26 abuts against the lid member 15 and the second stepped portion 12d of the cylinder 12 to restrict the movement stroke. The pressure piston 14 is urged and supported by the urging spring 27 at a position where it abuts against the second stepped portion 12d. In this case, the distal end face and the proximal end face of the pressure piston 14 of the input piston 13, is held in a state of being separated at a predetermined interval (stroke) S _0.

Accordingly, when the driver depresses the pedal 19 and the brake pedal 17 rotates, the operating force is transmitted to the input piston 13 via the operating rod 22, and the input piston 13 resists the urging force of the reaction force spring 25. When the input piston 13 moves forward by a predetermined stroke S _0, it can be pressed against the pressure piston 14 and can move forward against the biasing force of the biasing spring 27. It has become.

In this way, the input piston 13 and the pressurizing piston 14 are disposed coaxially in the cylinder 12 so that the first pressure chamber R ₁ is moved forward in the pressurizing piston 14 (leftward in FIG. 1). The pressure piston 14 moves backward (rightward in FIG. 1), that is, the second pressure chamber R ₂ is partitioned between the input piston 13 and the pressure piston 14, and the input piston 13 moves backward. That is, the third pressure chamber R ₃ is defined between the input piston 13 and the support member 16 (right side in FIG. 1). The second pressure chamber R ₂ and the third pressure chamber R ₃ are communicated with each other through a communication passage 28 formed in the cylinder 12.

  The hydraulic pump 31 can be driven by a motor (not shown), and is connected to a reservoir tank 33 through a pipe 32 and is connected to an accumulator 35 through a pipe 34. Therefore, when the motor is driven, the hydraulic pump 31 can raise the pressure by supplying the hydraulic oil stored in the reservoir tank 33 to the accumulator 35 via the pipes 32 and 34, and the accumulator 35 has a predetermined hydraulic pressure. Can be accumulated.

The accumulator 35 is connected to one end of a hydraulic supply pipe 36, and the other end of the hydraulic supply pipe 36 is supplied to the cylinder 12 so as to communicate with the third pressure chamber R ₃ of the master cylinder 11. It is connected to the port 37. The hydraulic supply pipe 36 is provided with a normally closed first flow controllable linear valve 38, which opens the flow path of the hydraulic supply pipe 36 when electric power is supplied. Operates on. The input piston 13 in the master cylinder 11 is formed with a hydraulic pressure discharge passage 39 along the longitudinal direction. One end of the hydraulic pressure discharge passage 39 opens to the outside of the cylinder 12 and the cylinder 12. And the first discharge ports 40 and 41 that penetrate the support member 16 and open to the outer peripheral surface of the input piston 13, while the other end communicates with the second discharge port 42 that opens to the outside of the cylinder 12. ing. The first hydraulic discharge pipe 43 has one end connected to the first supply port 37 side of the first linear valve 38 in the hydraulic supply pipe 36 and the other end connected to the first discharge port 40. . The first hydraulic discharge pipe 43 is equipped with a normally open type flow-controllable second linear valve 44. When the electric power is supplied, the second linear valve 44 closes the hydraulic discharge pipe 43. Operate. The second hydraulic discharge pipe 45 has one end connected to the reservoir tank 33 and the other end connected to the second discharge port 42.

The first pressure chamber R ₁ of the master cylinder 11 has communication ports 46 and 47 penetrating the cylinder 12 and the pressurizing piston 14. The auxiliary port communication ports 46 and 47 are connected to the hydraulic communication pipe 48. It is connected to the reservoir tank 33 via

In the present embodiment, the hydraulic pump 32, the accumulator 35, the linear valves 38, 44, and the like function as the hydraulic pressure supply means of the present invention that can output the control hydraulic pressure according to the operation from the brake pedal 17 to the input piston 13. Further, the hydraulic pressure supply is provided as the hydraulic pressure supply path of the present invention in which the control hydraulic pressure output from the hydraulic pressure supply means is supplied to the second pressure chamber R ₂ of the master cylinder 11 to generate the braking hydraulic pressure from the first pressure chamber R _1. pipe 36 and the supply port 37 functions as a hydraulic discharge path for discharging the second pressure chamber R ₂ hydraulic pressure to the reservoir tank 33, oil pressure supply line 36, a first oil pressure discharge line 43 and the first discharge port 40, hydraulic pressure exhaust The passage 39, the second discharge port 42, the second hydraulic discharge pipe 45, etc. function.

In addition, a reaction force chamber R ₄ is formed between the cylinder 12 and the input piston 13 because the input piston 13 is movably supported in the cylinder 12. This reaction force chamber R ₄ is formed in an annular shape on the outer peripheral side of the input piston 13, and its volume decreases as the input piston 13 moves forward (moves leftward in FIG. 1). In the input piston 13, an operation reaction force can be applied to the brake pedal 17 via the reaction force chamber R ₄ and the input piston 13 by being deformed in accordance with the volume reduction of the reaction force chamber R _4. A reaction force application mechanism (reaction force application means) 51 is provided.

In the reaction force applying mechanism 51, the input piston 13 is formed in a hollow shape by integrally forming a cylindrical portion 13a on the tip end side and fitting a lid member 52 to the end of the cylindrical portion 13a. A ring-shaped rubber member 53 having a through-hole 53a at the center is disposed adjacent to the lid member 52, and passes through the center of the central protrusion 54a adjacent to the rubber member 53. A support bracket 54 having a hole 54b and having a ring shape is disposed. The reaction force piston 55 has a disk shape, and a support rod 55a extending toward the support bracket 54 is integrally formed at the center thereof, and the tip of the support rod 55a passes through the through hole 54b of the support bracket 54. It penetrates and is locked by the locking portion 55b. The reaction force piston 55 is movably supported in the input piston 13 by fitting the outer peripheral portion thereof to the inner peripheral surface of the cylindrical portion 13 a of the input piston 13, and the pressure chamber R is supported by the reaction force piston 55. ₅ and the decompression chamber R ₆ are partitioned, and the reaction force chamber R ₄ and the pressurization chamber R ₅ are communicated with each other through a communication path 56 formed in the cylindrical portion 13a. In the decompression chamber R ₆ , a biasing spring (biasing member) 57 is adjusted between the support bracket 54 and the reaction force piston 55, and the reaction force piston 55 is adjusted by the biasing spring 57. Meanwhile it is biased in the direction to act the compression chamber R ₅ to pressurize.

Further, a discharge path 58 having an L-shaped cross section is formed through the lid member 52 and the cylindrical portion 13a of the input piston 13. The decompression chamber R ₆ and the reservoir tank 33 are connected by a support bracket through hole 54 b, a through hole 53 a in the rubber member 53, the discharge path 58, the second discharge port 42, and the second hydraulic discharge pipe 45. .

Therefore, by incorporating a stroke simulator as a reaction force applying mechanism 51 capable of applying an operation reaction force in the input piston 13, a pedal stroke corresponding to the amount of operation of the brake pedal 17 by the driver is generated and the reaction force is generated. By pressurizing the chamber R ₄ , an operation reaction force can be applied to the driver via the brake pedal 17. That is, when the driver steps on the brake pedal 17, the operating force is transmitted to the input piston 13 via the operating rod 22, and the input piston 13 moves forward. Then, the input piston reaction force chamber volume of R ₄ Advancement of 13 is reduced, the hydraulic oil in the counterforce chamber R ₄ flows into the compression chamber R ₅ through the communicating path 56, the reaction piston 55 is biased spring 57 And the volume of the decompression chamber R ₆ is reduced, so that the internal hydraulic oil is stored in the reservoir through the through holes 54b and 53a, the discharge path 58, the second discharge port 42, and the second hydraulic discharge pipe 45. It is discharged into the tank 33. At this time, the hydraulic fluid in the reaction force chamber R ₄ , the communication path 56, and the pressurizing chamber R ₅ is pressurized by the urging force of the urging spring 57 that contracts and the urging force is increased, so that the input piston 13 Therefore, a force resisting the forward movement acts, and an operation reaction force can be applied to the brake pedal 17.

The front wheels FR, FL and the rear wheels RR, RL are provided with wheel cylinders 61FR, 61FL, 61RR, 61RL for operating brake devices (not shown), respectively, and can be operated by an ABS (Antilock Brake System) 62. Yes. Then, in the master cylinder 11, the first discharge port 63 communicating with the first pressure chamber R ₁ is connected the first hydraulic-pressure delivery pipe 64, the first oil pressure delivery line 64 is connected to ABS62, front wheels FR, Brake hydraulic pressure can be supplied to the wheel cylinders 61FR and 61FL on the FL side. Further, a second discharge hydraulic pipe 66 is connected to the second discharge port 65 communicating with the second pressure chamber R _2, and the second discharge hydraulic pipe 66 is connected to the ABS 62, and the wheel cylinders on the rear wheels RR and RL side are connected. The brake hydraulic pressure can be supplied to 61RR and 61RL.

A one-way seal 67 that seals against the sliding surface with the input piston 13 is mounted on the support member 16 so as to be positioned in front of and behind the first discharge port 41 to prevent hydraulic pressure leakage. A one-way seal 68 that seals against the sliding surface with the pressurizing piston 14 is mounted on the cylinder 12 so as to be positioned in front of and behind the second discharge port 46 to prevent hydraulic leakage. The reaction piston 55, one-way seal 69 that seals are mounted to the sliding surface of the cylindrical portion 13a of the input piston 13, preventing leakage of hydraulic pressure to the reduced pressure chamber R ₆ from the pressurizing chamber R ₅ is doing.

  The lid member 15 and the support member 16 are provided with O-rings 70 and 71 that seal against the fitting surface with the cylinder 12 to prevent hydraulic pressure leakage. The cylindrical portion 13a and the flange portion 23 of the input piston 13 are mounted with O-rings 72 and 73 that seal against the sliding surface with the cylinder 12, and the cylinder 12 has a sliding surface with the input piston 13. An O-ring 74 that seals against this is mounted, and the O-rings 72 and 74 are provided at positions that sandwich the discharge path 58 and the second discharge port 42 to prevent hydraulic pressure leakage. The lid member 52 is provided with an O-ring 75 that seals against a fitting surface with the input pressure piston 13 to prevent leakage of hydraulic pressure.

By the way, in this embodiment, the input piston 13, the pressurizing piston 14, the reaction force piston 55, etc. in the master cylinder 11 are operated by hydraulic pressure, so that each chamber R ₁ , R ₂ , R ₃ , R ₄ , R ₅ , R ₆ need to be filled with hydraulic oil. Therefore, after assembling the master cylinder 11, it is filled without gaps hydraulic oil from a vacuum state by sucking the air remaining in each room _{R 1, R 2, R 3} , R 4, R 5, R 6 Yes. Therefore, in particular, in order to surely suck the air remaining in the reaction force chamber R ₄ , the communication passage connecting the reaction force chamber R ₄ to the reservoir tank 33 (hydraulic discharge passage) and the communication route in normal times are closed. However, a relief valve is provided that can open the communication path when the reservoir tank 33 (hydraulic discharge path) is depressurized.

That is, as shown in FIGS. 1 and 2, the input piston 13 is formed with a cylindrical chamber 81, and the chamber 81 has a partition wall 82 that is partitioned from the pressurizing chamber R _{5 at} one end. In addition, a communication hole (first communication path) 83 is formed in the partition wall 82. Further, the input piston 13 is formed with a suction port 84 that allows the other end of the chamber 81 and the first discharge port 41 to communicate with each other, and a communication hole (first port) that communicates the side surface of the chamber 81 and the supply port 37. Two communication paths) 85 are formed. A relief valve 86 having a U-shaped cross section is movably supported in the chamber 81. The relief valve 86 has a flange portion 86a formed at the tip portion, and a spool 86b is formed integrally with the tip surface of the flange portion 86a, and the communication hole 83 can be closed by the spool 86b. The spool 86 b is urged and supported in a direction in which the spool 86 b closes the communication hole 83 by an urging spring 87 disposed between the wall of the chamber 81. In addition, the relief valve 86 is mounted with O-rings 88 and 89 that seal against the sliding surface with the chamber 81 on the outer peripheral portion thereof so as to prevent hydraulic pressure leakage. .

In this case, the relief valve 86 is movably supported in the chamber 81 so that the first suction chamber R ₁₁ defined by the O-ring 89, the second suction chamber R ₁₂ defined by the O-ring 88, A restraint chamber R ₁₃ defined by O-rings 88 and 89 is formed. Then, at the position where the suction port 84 communicates with the first suction chamber R ₁₁ , the communication hole 83 communicates with the second suction chamber R ₁₂ , and the relief valve 86 closes the communication hole 83, the communication hole 85 is connected to the restraint chamber R. ₁₃ while communicating with, at the position where the relief valve 86 is moved against the urging force of the urging spring 87, the communication hole 85 is adapted to communicate with the first suction chamber R _11.

The communication path of the present invention that communicates the reaction force chamber R ₄ with the hydraulic pressure supply path and the hydraulic pressure discharge path includes a chamber 81, a communication path hole 83, and a communication hole 85. Further, the relief valve restraining means of the present invention that suppresses the movement of the relief valve 86 by the control hydraulic pressure supplied from the hydraulic pressure supply path to the second pressure chamber R ₂ via the third pressure chamber R ₃ includes the communication hole 85 and the restraint. It is constituted by the chamber R _13.

Accordingly, when suction force (reduced pressure) is applied from the reservoir tank 33 in a state where the input cylinder 13, the pressure piston 14, the reaction force piston 55, etc. are assembled in the cylinder 12 to constitute the master cylinder 11, The force acts on the first suction chamber R ₁₁ of the chamber 81 via the second hydraulic pressure discharge pipe 45, the second discharge port 42, the hydraulic pressure discharge path 39, the first hydraulic pressure discharge ports 40 and 41, and the suction port 84. When the suction force acts on the first suction chamber R ₁₁ , the relief valve 86 moves against the biasing force of the biasing spring 87, so that the spool 86 b is separated from the communication hole 83 and opened. Then, the suction force from the reservoir tank 33 is changed from the first hydraulic pressure discharge ports 40, 41 to the first hydraulic pressure discharge pipe 43, the hydraulic pressure supply pipe 36, the hydraulic pressure supply port 37, the communication hole 85, the second suction chamber R ₁₂ of the chamber 81, It acts on the reaction force chamber R ₄ through the communication hole 83, the pressurizing chamber R ₅ , and the communication passage 56, and the vacuum remaining can be secured by sucking the air remaining in the reaction force chamber R _4. it can.

Subsequently, after the inside of the cylinder 12 is evacuated, similarly, when hydraulic oil is supplied from the reservoir tank 33, the hydraulic oil is supplied to the second hydraulic pressure discharge pipe 45, the second discharge port 42, the hydraulic pressure discharge path 39, First hydraulic discharge ports 40 and 41, first hydraulic discharge piping 43, hydraulic supply piping 36, hydraulic supply port 37, communication hole 85, second suction chamber R _{12 of} chamber 81, communication hole 83, pressurization chamber R ₅ , The oil flows into the reaction force chamber R ₄ through the communication passage 56 and flows into the first suction chamber R ₁₁ of the chamber 81 from the first hydraulic pressure discharge ports 40 and 41 through the suction port 84, and into the cylinder 12. Can be filled.

In a state where the cylinder 12 is filled with hydraulic oil and the linear valves 38 and 44 are electromagnetically driven, the hydraulic pressure from the accumulator 35 is regulated by the linear valves 38 and 44, and then the hydraulic pressure supply pipe 36. And the third pressure chamber R ₃ through the supply port 37 and the restraint chamber R ₁₃ through the communication hole 85. Therefore, the relief valve 86, in addition to the biasing force of the biasing spring 87, the spool 86b becomes to be held in a position to close the communication hole 83 by the control pressure, the counterforce chamber R ₄ of the oil pressure passage 56, There is no flow from the pressurizing chamber R ₅ to the second suction chamber R ₁₂ through the communication hole 83.

On the other hand, even if the cylinder 12 is filled with hydraulic oil, the hydraulic pressure supply pipe 36 is closed by the first linear valve 38 in a state where the linear valves 38 and 44 are demagnetized, so that the control hydraulic pressure is restricted. It does not act to the chamber R _13. Therefore, the relief valve 86, the spool 86b becomes to be held in a position for closing the communicating hole 83 by only the urging force of the urging spring 87, the hydraulic pressure passage 56 of the counterforce chamber R _4, compression chamber R ₅ When the reaction hydraulic pressure becomes greater than a predetermined value by acting on the spool 86b of the communication hole 83, the relief valve 86 is moved via the spool 86b and the communication hole 83 is opened. Then, acting on the communicating hole 83 through the communicating hole 83 hydraulic pressure of the reaction force chamber R ₄ is communicating hole 56, from the pressure chamber R _5, reaction-force oil pressure flows into the second suction chamber R _12, the communication hole 85, the oil pressure supply It is discharged to the reservoir tank 33 through the port 37, the hydraulic pressure supply pipe 36, the first hydraulic pressure discharge pipe 43, the first hydraulic pressure discharge ports 40 and 41, the hydraulic pressure discharge path 39, the second discharge port 42, and the second discharge pipe 45. .

In the vehicle braking apparatus of the present embodiment configured as described above, the electronic control unit (ECU) 91 sets the target control hydraulic pressure corresponding to the operation force (pedal depression force) input from the brake pedal 17 to the input piston 13. By setting and controlling the first linear valve 38 and the second linear valve 44 based on the set target control hydraulic pressure, the control hydraulic pressure is applied to the third pressure chamber R ₃ and the communication path 28 is used. By applying a control oil pressure to the second pressure chamber R ₂ , the pressure piston 14 is assisted, and from the front pressure chamber R ₁ and the second pressure chamber R ₂ to the wheel cylinders 61 FR, 61 FL, 61 RR, 61 RL via the ABS 62. A braking hydraulic pressure is applied so that a braking force is applied to the front wheels FR and FL and the rear wheels RR and RL.

That is, the brake pedal 17 is provided with a stroke sensor 92 that detects the pedal stroke Sp of the brake pedal 17 and a pedaling force sensor 93 that detects the pedaling force Fp, and outputs each detection result to the ECU 91. Further, the first hydraulic pressure discharge pipe 64 is provided with a first pressure sensor 94 for detecting the braking hydraulic pressure, and the first pressure sensor 94 is braked supplied to the wheel cylinders 61FR and 61FL of the front wheels FR and FL. detecting the oil pressure P _M, and outputs the detection result to the ECU 91. Further, a second pressure sensor 95 is provided closer to the supply port 37 than the first linear valve 38 in the hydraulic pressure supply pipe 36. The second pressure sensor 95 supplies the hydraulic pressure from the accumulator 35 to the first linear valve. It detects regulated by pressure control hydraulic pressure P _a in 38, and outputs the detection result to the ECU 91. Further, the reaction chamber in R _4, the third pressure sensor 96 is provided, the third pressure sensor 96 detects a reaction-force oil pressure P _R of the counterforce chamber R _4, it outputs the detection result to the ECU91 is doing. The front wheels FR and FL and the rear wheels RR and RL are respectively provided with wheel speed sensors 97, and the detected wheel speeds are output to the ECU 91.

Accordingly, ECU 91 can pedal stroke Sp of the brake pedal 17 by the stroke sensor 92 has detected, or sets the target control hydraulic-pressure P _MT based on the pedal effort Fp of the brake pedal 17 the pedal pressure sensor 83 detects, first, and adjusts the openings of the second linear valves 38 and 44, the brake hydraulic pressure P _M by the first pressure sensor 94 detects feedback, are controlled such that the the target control hydraulic-pressure P _MT and the braking pressure P _M matches . In this case, ECU 91 can pedal stroke Sp or, has a map of the target control hydraulic-pressure P _MT with respect to the pedal depressing force Fp, and controls each of the linear valves 38 and 44 based on this map. Further, the reaction force P _R to be applied to the brake pedal 17 is the sum of the reaction-force oil pressure P _V that acts on the spring force and the counterforce chamber R ₄ due to the reaction force spring 25, the spring force is determined by the specifications of the spring The reaction force hydraulic pressure P _V acting on the reaction force chamber R ₄ is set by the reaction force applying mechanism 51.

The braking force control by the vehicle braking device of the present embodiment configured as described above will be specifically described. When a driver depresses the brake pedal 17, the input piston 13 moves forward by the operation amount or operating force, the pressure piston 14 while a predetermined stroke S ₀ is maintained advances, the second pressure chamber R ₂ hydraulic pressure becomes to flow through the communicating path 28 to the third pressure chamber R _3, is input piston 13 is in a free state, the second pressure chamber R ₂ hydraulic acts as a reaction force to the brake pedal 17 via the input piston 13 There is nothing.

The stroke sensor 92 detects the pedal stroke Sp, depression sensor 93 detects the pedal effort Fp, ECU 91 sets the target control hydraulic-pressure P _MT based on the pedal stroke Sp or the pedal effort Fp. Then, ECU 91 is first based on the target control pressure P _MT, and controls the second linear valves 38 and 44, front wheels FR, FL and rear wheels RR, each of the wheel cylinders 61FR to RL, 61FL, 61RR, the 61RL Control the braking oil pressure.

That is, when the power system is working normally, ECU 91 includes first, by controlling the second linear valves 38 and 44 based on the target control pressure P _MT, the hydraulic pressure from the accumulator 35 the pressure increasing or The pressure is reduced, and a predetermined control oil pressure is applied to the third pressure chamber R ₃ from the oil pressure supply pipe 36 through the supply port 37. Then, the control hydraulic pressure as well as acting on the second pressure chamber R ₂ through the communicating passage 28 from the third pressure chamber R _3, a predetermined braking hydraulic pressure P _M in the second hydraulic-pressure delivery pipe 66 from the second discharge port 65 is with acts, predetermined braking hydraulic pressure P _a in the third pressure chamber R ₃ second hydraulic-pressure delivery pipe 66 is to act. Further, since the control oil pressure of the third pressure chamber R ₃ acts on the second pressure chamber R ₂ through the communication path 28, the pressurizing piston 14 is assisted, so that the first discharge oil pressure from the first pressure chamber R ₁ . predetermined braking hydraulic pressure P _M in the pipe 64 is to act. At this time, and feeds back the braking hydraulic pressure P _M by the first pressure sensor 94 has detected, ECU 91, as a the target control hydraulic-pressure P _MT and the braking pressure P _M is matched, the first and the second linear valves 38, The opening of 44 is corrected. Therefore, the braking pressure P _M, the wheel cylinders 61FR via the P _A is ABS62, 61FL, 61RR, it will act to 61RL, the operation of the occupant of the brake pedal 17 relative to the front wheels FR, FL and rear wheels RR, RL A braking force corresponding to the force can be generated.

When the driver depresses the brake pedal 17 in the reaction force applying mechanism 51 when the power supply system is operating normally, the input piston 13 moves forward and the volume of the reaction chamber R ₄ decreases. with the hydraulic oil in the counterforce chamber R ₄ flows into the compression chamber R ₅ through the communicating path 56, moves the reaction piston 55 against the biasing force of the biasing spring 87, the volume of the decompression chamber R ₆ decreases Then, the internal hydraulic oil is discharged to the reservoir tank 33 through the through holes 54b and 53a, the discharge path 58, the second discharge port 42, and the second hydraulic pressure discharge pipe 45. Accordingly, the hydraulic oil in the reaction force chamber R ₄ , the communication path 56, and the pressurizing chamber R ₅ is pressurized by the urging force of the urging spring 57 that contracts and the urging force rises, thereby A force resisting forward movement acts, and an operation reaction force can be applied to the brake pedal 17.

At this time, since the hydraulic pressure from the accumulator 35 acts on the restraint chamber R ₁₃ from the hydraulic pressure supply pipe 36 via the supply port 37 and the communication hole 83, the relief valve 86 is added to the biasing force of the biasing spring 87. are held in a position where the spool 86b to close the communication hole 83 by the control pressure, also increases the reaction-force oil pressure acting on the counterforce chamber R _4, counterforce chamber R ₄ of the oil pressure passage 56, pressurized The pressure chamber R ₅ does not flow to the second suction chamber R ₁₂ through the communication hole 83, maintains an appropriate reaction force hydraulic pressure in the reaction force chamber R ₄ , and applies an appropriate operation reaction force to the brake pedal 17. be able to.

On the other hand, when a failure occurs in the power supply system, the first and second linear valves 38 and 44 are electrically controlled to brake the wheel cylinders 61FR, 61FL, 61RR, and 61RL. The hydraulic pressure cannot be controlled to an appropriate hydraulic pressure. However, in the present embodiment, the first pressure chamber R ₁ of the master cylinder 11 and the wheel cylinders 61 FR, FL of the front wheels FR, FL are directly connected by the first hydraulic discharge pipe 64.

Therefore, when the occupant steps on the brake pedal 17 when the power supply system fails, when the input piston 13 moves forward by a predetermined stroke S ₀ by the operating force, the two pistons 13 and 14 come into contact with the pressurizing piston 14. Move forward together. Then, the first pressure chamber R ₁ is pressurized, so that the hydraulic pressure in the first pressure chamber R ₁ is discharged to the first hydraulic pressure discharge pipe 64. Then, the hydraulic pressure discharged to the first hydraulic pressure discharge pipe 64 is applied as braking hydraulic pressure to the wheel cylinders 61FR, FL of the front wheels FR, FL, and the operating force of the brake pedal 17 of the occupant on the front wheels FR, FL. It is possible to generate a braking force according to the above.

Further, when the power system is defective, in the counterforce giving mechanism 51, when the driver depresses the brake pedal 17, the volume of the forward input piston 13 reaction chamber R ₄ decreases, the reaction The hydraulic pressure in the power chamber R ₄ increases. The reaction force hydraulic pressure in the reaction force chamber R ₄ acts on the spool 86 b that closes the communication hole 83 from the communication hole 56 and the pressurizing chamber R ₅ . At this time, since the hydraulic pressure supply pipe 36 is closed by the first linear valve 38, the control hydraulic pressure does not act on the restraining chamber R ₁₃ , and the relief valve 86 has only the urging force of the urging spring 87 and the spool 86 b. Closes the communication hole 83. Therefore, when the reaction-force oil pressure becomes equal to or higher than a predetermined value, and moves to press the relief valve 86 via the spool 86b, for opening the communication hole 83, communicating with the hydraulic pressure of the counterforce chamber R ₄ hole 56 and the pressure chamber The flow from R ₅ to the second suction chamber R ₁₂ through the communication hole 83, the communication hole 85, the hydraulic pressure supply port 37, the hydraulic pressure supply pipe 36, the first hydraulic pressure discharge pipe 43, the first hydraulic pressure discharge ports 40 and 41, and the hydraulic pressure discharge path 39. Then, it is discharged to the reservoir tank 33 through the second discharge port 42 and the second discharge pipe 45, so that the brake pedal 17 is not disabled and the operation force is not increased more than necessary.

As described above, in the vehicle braking apparatus of the first embodiment, the first pressure chamber R ₁ and the second pressure chamber R are supported by the input piston 13 and the pressurizing piston 14 being movably supported in series in the cylinder 12. ₂ and the third pressure chamber R ₃ , and the second pressure chamber R ₂ and the third pressure chamber R ₃ are communicated by the communication passage 28, and the ECU 91 adjusts the pressure of the first and second linear valves 38 and 44. By applying the controlled hydraulic pressure to the second pressure chamber R ₂ from the third pressure chamber R ₃ , the pressure piston 14 can be assisted to output the braking hydraulic pressure from the first pressure chamber R ₁ and input into the cylinder 11. with volume according to advance of the piston 13 is provided with a reaction force chamber R ₄ to decrease, the brake pedal 17 via the input piston 13 by deforming in accordance with a volume reduction of the reaction force chamber R ₄ in the input piston 13 A reaction force application mechanism 51 that can apply an operation reaction force is provided. To have.

In the vehicular braking apparatus according to the first embodiment, the relief valve 86 is movably supported in the chamber 81 within the input piston 13, so that the first suction chamber R ₁₁ , the second suction chamber R _12, and the restraint chamber R ₁₃ are supported. The pressure chamber R ₅ is communicated with the second suction chamber R ₁₂ via the communication hole 83, the first discharge port 41 is communicated with the first suction chamber R ₁₁ via the suction port 84, and restrained. The chamber R ₁₃ communicates with the supply port 37 through the communication hole 85, and the relief valve 86 is urged and supported in a direction to close the communication hole 83 by the urging spring 87, and from the suction port 84 to the first suction chamber R _11. The communication hole 83 can be opened by the suction force.

Therefore, when the suction force is applied from the reservoir tank 33 in a state where the input cylinder 13, the pressure piston 14, the reaction force piston 55, etc. are assembled in the cylinder 12 and the master cylinder 11 is configured, this suction force 2 The relief valve 86 moves by acting on the first suction chamber R ₁₁ of the chamber 81 via the hydraulic discharge pipe 45, the second discharge port 42, the hydraulic discharge path 39, the first hydraulic discharge ports 40 and 41, and the suction port 84. Then, the closing of the communication hole 83 by the spool 86b is released, the suction force from the reservoir tank 33, the first hydraulic pressure discharge port 40, 41 to the first hydraulic pressure discharge pipe 43, the hydraulic pressure supply pipe 36, the hydraulic pressure supply port 37, the communication hole. 85, the second suction chamber R ₁₂ of the chamber 81, the communication holes 83, compression chamber R _5, by exerting the reaction force chamber R ₄ via the communication passage 56, remaining in the reaction force chamber R ₄ It is possible to secure a vacuum state by being air by suction. As a result, when the hydraulic oil is supplied from the reservoir tank 33 after the inside of the cylinder 12 is evacuated, the hydraulic oil can be easily filled into the cylinder 12.

Then, when the normal power supply system, ECU 91 is first based on the target control pressure P _MT, by controlling the second linear valves 38 and 44, the third pressure chamber R ₃ by applying a hydraulic pressure from the accumulator 35 tone action with the action, the pressurizing piston 14 by the action of the second pressure chamber R ₂ assisted through the communication passage 28, the brake hydraulic pressure P _M from the first pressure chamber R ₁ to the first hydraulic-pressure delivery pipe 64 to the together is, braking hydraulic pressure P _a becomes possible to act on the second pressure chamber R ₂ second hydraulic pressure discharge pipe 66, the action of the braking pressure P _M and the brake hydraulic pressure P _a respective wheel cylinders 61FR, 61FL, 61RR, to 61RL By doing so, it is possible to generate a braking force corresponding to the operating force of the brake pedal 17 of the occupant on the front wheels FR, FL and the rear wheels RR, RL.

At this time, the reaction force applying mechanism 51 reduces the volume of the reaction force chamber R ₄ due to the advance of the input piston 13, and hydraulic oil flows into the pressurizing chamber R ₅ through the communication path 56, and the reaction force piston 55 is energized. by moving against the urging force of the spring 57, it becomes possible to counterforce chamber R _4, the communicating path 56 and the hydraulic oil in the compression chamber R ₅ is pressurized, a force to resist forward movement of the input piston 13 Therefore, an appropriate operation reaction force according to the operation force of the occupant can be applied to the brake pedal 17. Further, when the input piston 13 moves forward and the volume of the reaction force chamber R ₄ decreases and the hydraulic fluid flows into the pressurizing chamber R ₅ through the communication path 56, the volume of the decompression chamber R ₆ decreases and the internal hydraulic fluid is reduced. Is discharged to the reservoir tank 33 through the through holes 54b and 53a, the first discharge path 58, the second discharge port 42, and the second hydraulic pressure discharge pipe 45, and by filling the decompression chamber R ₆ with the hydraulic oil, Mixing of foreign matter into the reaction force applying mechanism 51 is suppressed, and occurrence of failure can be suppressed.

In addition, since the hydraulic pressure from the accumulator 35 acts on the restraint chamber R ₁₃ from the hydraulic pressure supply pipe 36 via the supply port 37 and the communication hole 83, the relief valve 86 is in addition to the biasing force of the biasing spring 87. control hydraulic spool 86b is held in a position for closing the communicating hole 83, even increased the reaction-force oil pressure acting on the counterforce chamber R _4, counterforce chamber R ₄ of the oil pressure passage 56, the pressure The flow from the chamber R ₅ to the second suction chamber R ₁₂ through the communication hole 83 does not flow, the proper reaction force hydraulic pressure in the reaction force chamber R ₄ is maintained, and an appropriate operation reaction force is applied to the brake pedal 17. Can do.

On the other hand, when the failure of the power supply system, the pressurizing piston 14 is moved forward the input piston 13 by the operation force of the brake pedal 17 abuts both pistons 13 and 14 by advancing integrally, the first pressure chamber R ₁ pressurized, will be the action of the braking hydraulic pressure P _M from the first pressure chamber R ₁ to the first hydraulic pressure discharge pipe 64, the brake hydraulic pressure P _M and the wheel cylinders 61FR, that to act on 61FL, the front wheels FR On the other hand, it is possible to generate a braking force corresponding to the operating force of the brake pedal 17 of the occupant.

At this time, since the hydraulic pressure supply pipe 36 is closed by the first linear valve 38 and the control hydraulic pressure does not act on the restraining chamber R ₁₃ , the reaction force applying mechanism 51 advances the input piston 13 and the reaction force chamber R. When ₄ volume decreases, the reaction force chamber oil pressure in R ₄ is increased to open the communication hole 83 by moving the relief valve 86 via the spool 86b, the communication hole is the hydraulic pressure of the reaction force chamber R ₄ will be from 83 is discharged into the reservoir tank 33 flows into the second suction chamber R _12, or the brake pedal 17 becomes inoperative, not that the operation force may become heavier than necessary, thereby improving the operability be able to.

Thus, in this embodiment, the power supply system at the time of normal, first, by controlling the second linear valves 38 and 44 based on the target control pressure P _MT, brake hydraulic pressure corresponding to the operation of the brake pedal 17 by the driver Can be reliably generated and the reaction force applying mechanism 51 can reliably generate the reaction force hydraulic pressure. On the other hand, when the power supply system fails, the static pressure of the master cylinder 11 is directly applied to the wheel cylinders 61FR and 61FL. By acting, the hydraulic pressure according to the operation of the brake pedal 17 by the occupant can be reliably generated. As a result, the hydraulic path can be simplified to simplify the structure, and the manufacturing cost can be reduced. On the other hand, appropriate braking force control can be achieved, and reliability and safety can be improved.

  In each of the above-described embodiments, the master cylinder 11 is configured by movably supporting the input piston 13 and the pressurizing piston 14 as drive pistons in the cylinder 12, but one drive piston is provided in the cylinder. It may be configured to be movably supported. In this case, the first pressure chamber and the second pressure chamber are partitioned in the cylinder before and after the moving direction of the drive piston.

  As described above, the vehicular braking apparatus according to the present invention simplifies the structure and reduces the manufacturing cost by reliably sucking the remaining air in the cylinder and easily filling the hydraulic oil. It is intended and can be used for any type of braking device.

1 is a schematic configuration diagram illustrating a vehicle braking device according to a first embodiment of the present invention. 2 is a cross-sectional view illustrating a relief valve support structure in Embodiment 1. FIG.

Explanation of symbols

11 Master cylinder 12 Cylinder 13 Input piston 14 Pressure piston 17 Brake pedal (operation member)
22 Operation rod 25 Reaction force spring 27 Energizing spring 28 Communication path 31 Hydraulic pump (control hydraulic pressure supply means)
33 reservoir tank 35 accumulator (control hydraulic pressure supply means)
36 Hydraulic supply piping (hydraulic supply route)
38 1st linear valve 43 1st hydraulic discharge piping 44 1st linear valve 45 2nd hydraulic discharge piping (hydraulic discharge path)
51 Reaction force application mechanism (reaction force application means)
55 Reaction Force Piston 56 Communication Path 57 Biasing Spring 61FR, 61FL, 61RR, 61RL Wheel Cylinder 62 ABS
64 1st hydraulic discharge piping 66 2nd hydraulic discharge piping 81 Chamber 83 Communication hole (1st communication path)
84 Suction port 85 Communication hole (second communication path)
86 Relief valve (Relief valve restraining means)
86b Spool 87 Biasing spring 91 Electronic control unit, ECU
92 Stroke sensor 93 Tread force sensor 94 First pressure sensor 95 Second pressure sensor 96 Third pressure sensor R ₁ First pressure chamber R ₂ Second pressure chamber R ₃ Third pressure chamber R ₄ Reaction force chamber R ₅ Pressure chamber R ₆ decompression chamber R ₁₁ first suction chamber R ₁₂ second suction chamber R ₁₃ restraining chamber (relief valve restraining means)

Claims (6)

  An operating member that the occupant brakes, a driving piston that is supported in the cylinder so as to be movable in the axial direction, and that can be advanced by the operating member, and that the driving piston is supported in the cylinder so as to be movable. A first pressure chamber and a second pressure chamber partitioned forward and rearward of the drive piston, hydraulic pressure supply means capable of outputting a control hydraulic pressure according to an operation from the operation member to the drive piston, and the hydraulic pressure supply A hydraulic pressure supply path for generating a brake hydraulic pressure from the first pressure chamber by supplying a control hydraulic pressure output from the means to the second pressure chamber; and a hydraulic pressure discharge path for discharging the hydraulic pressure of the second pressure chamber to a reservoir; A reaction force chamber that is provided in the cylinder and applies an operation reaction force to the operation member via the drive piston in accordance with the advancement of the drive piston; the reaction force chamber; And a relief valve that is urged and supported in a direction to close the communication path and that can open the communication path by reducing the pressure of the hydraulic pressure discharge path. apparatus.   2. The vehicle braking device according to claim 1, wherein the communication path is in communication with the hydraulic pressure supply path, and the relief valve suppresses movement of the relief valve by a control hydraulic pressure supplied from the hydraulic pressure supply path to the second pressure chamber. A valve restraining means is provided, and when the control hydraulic pressure is not supplied from the hydraulic pressure supply path to the second pressure chamber, the relief valve can be moved by decompression of the hydraulic pressure discharge path to open the communication path. A vehicle braking device.   3. The vehicular braking apparatus according to claim 2, wherein the communication path includes a chamber formed in the drive piston, a first communication path that connects the chamber and the reaction force chamber, the chamber, and the hydraulic pressure. A control hydraulic pressure that is urged and supported in a direction to close the first communication path, and that acts from the second communication path, the second communication path communicating with the supply path and the hydraulic pressure discharge path. While the movement is suppressed by the above, the vehicular braking apparatus is characterized in that when the control hydraulic pressure does not act from the second communication path, the first communication path is opened by depressurization of the hydraulic pressure discharge path.   4. The vehicular braking apparatus according to claim 1, wherein the operation member is provided in the drive piston and is deformed in accordance with a decrease in the volume of the reaction force chamber, so that the operation member is interposed via the drive piston. A braking device for a vehicle, comprising reaction force applying means capable of applying an operation reaction force to the vehicle.   5. The vehicular braking apparatus according to claim 4, wherein the reaction force chamber is formed in an annular shape between the cylinder and the drive piston, and the reaction force applying means is movable in the drive piston. The reaction force piston that partitions the pressurization chamber by being supported, the communication passage that communicates the reaction force chamber and the pressurization chamber, and the pressurization chamber by energizing the reaction force piston to one side. And a biasing member for pressurization, wherein the communication path communicates the pressurizing chamber and the hydraulic pressure discharge path.   6. The vehicular braking apparatus according to claim 1, wherein the drive piston includes an input piston and a pressurizing piston arranged in series in a cylinder, and the operation member is provided on the input piston. The first pressure chamber is partitioned in front of the pressurizing piston, the second pressure chamber is partitioned between the pressurizing piston and the input piston, and the input piston A vehicular braking device characterized in that a third pressure chamber is partitioned rearward, and the second pressure chamber and the second pressure chamber communicate with each other through a communication path.

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