JP2009166693A - Vehicular braking device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular braking device capable of simplifying its structure and reducing cost. <P>SOLUTION: The vehicular braking device has a master cylinder 11 which demarcates a cylinder into a front pressure chamber R<SB>1</SB>and a rear pressure chamber R<SB>2</SB>by movably supporting a driving piston 13 in the cylinder 12, and outputting hydraulic pressure in the front pressure chamber R<SB>1</SB>by moving the driving piston 13 by a brake pedal 17. Wheel cylinders 31FR, 31FL are connected to the front pressure chamber R<SB>1</SB>, and wheel cylinders 31RR, 31RL are connected to the rear pressure chamber R<SB>2</SB>, respectively. The front pressure chamber R<SB>1</SB>and the rear pressure chamber R<SB>2</SB>are connected to each other via hydraulic communication piping 58, and a shut-off valve 70 is provided. A pressure control valve 57 is provided which is capable of outputting control pressure to the rear pressure chamber R<SB>2</SB>by moving a driving valve 104 by an electromagnetic force based on target control pressure, and outputting the control pressure to the rear pressure chamber R<SB>2</SB>by moving the driving valve 104 via an external piston 111 by external pressure from the front pressure chamber R<SB>1</SB>. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicular braking apparatus that electronically controls a braking force applied to a vehicle in response to a passenger's braking operation.

  As a vehicle braking device, an electronically controlled braking device that electrically controls a braking force of a braking device, that is, a hydraulic pressure supplied to a wheel cylinder that drives the braking device, with respect to a brake operation amount input from a brake pedal is known. It has been. An example of such a braking device is described in Patent Document 1 below.

  The vehicle braking device described in Patent Document 1 supports an input piston and a pressure piston in a cylinder so as to be movable, and allows the pressure piston to be pressed by the input piston, and a brake pedal is connected to the input piston. The pressure chambers before and after the input piston are communicated with each other through the communication passage, and the control hydraulic pressure corresponding to the operation amount of the brake pedal is regulated by the first and second linear valves to be applied to the wheel cylinder on the rear wheel side, and the second By supplying the pressure chamber to assist the pressure piston, the control hydraulic pressure generated by the movement of the pressure piston is applied to the wheel cylinder on the front wheel side.

JP 2007-038698 A

  In the above-described conventional vehicle braking device, when the occupant depresses the brake pedal when the power supply system is normal, hydraulic pressure is applied from the accumulator to the first pressure chamber and the second pressure chamber according to the pedal stroke or pedaling force. The control hydraulic pressure is generated by supplying and assisting the pressure piston, and the control hydraulic pressure is supplied to each wheel cylinder via the ABS. On the other hand, when the occupant depresses the brake pedal at the time of failure in the power supply system, the input piston presses the pressurizing piston to generate the control oil pressure, and the control oil pressure is supplied to each wheel cylinder through the ABS.

  In this case, it is necessary to secure a braking force by generating a predetermined control hydraulic pressure and supplying the control hydraulic pressure to each wheel cylinder via the ABS even when the power supply system is normal and when the power supply system fails. Therefore, it is necessary to support the input piston and the pressurizing piston in the cylinder so as to be movable, and there is a problem that the structure becomes complicated and the manufacturing cost increases.

  The present invention is intended to solve such a problem, and an object of the present invention is to provide a vehicle braking device that can simplify the structure and reduce the cost.

  In order to solve the above-described problems and achieve the object, a vehicle braking apparatus according to the present invention includes an operation member that is operated by an occupant for braking, and a drive piston that is movably supported in a cylinder so that the front pressure chamber and A master cylinder capable of outputting the hydraulic pressure of the front pressure chamber by moving the drive piston by the operation member while the rear pressure chamber is partitioned, and an operation force input from the operation member to the drive piston Control pressure setting means for setting a target control pressure, a wheel cylinder connected to the front pressure chamber to generate a braking force on the wheels, and adjusting a hydraulic pressure by moving a drive valve based on the target control pressure A pressure control valve capable of outputting to the rear pressure chamber; a communication path communicating the front pressure chamber and the rear pressure chamber; and a blocking mechanism capable of opening and closing the communication path. It is intended to.

  In the vehicle braking device of the present invention, the pressure receiving area in the front pressure chamber and the pressure receiving area in the rear pressure chamber are set to be equal.

  In the vehicle braking device of the present invention, the shut-off mechanism is a normally closed electromagnetic shut-off valve, and is opened when power is supplied.

  In the vehicle braking device of the present invention, an operation member behavior detecting means for detecting the behavior of the operation member is provided, and when the communication path is closed by the electromagnetic shut-off valve, the electromagnetic wave is based on the behavior of the operation member. A control means for determining an operation failure of the type shut-off valve is provided.

  In the vehicle braking device of the present invention, a reaction force chamber for the drive piston is defined in the cylinder, and the shut-off mechanism is a normally closed type mechanical shut-off valve, and is provided with hydraulic pressure acting on the reaction force chamber. It is characterized by opening.

  In the vehicle braking device of the present invention, the drive piston can move independently with respect to the operation member, and a reference position remaining mechanism that biases and supports the operation member to a predetermined reference position is provided. It is a feature.

  In the vehicle braking device of the present invention, a first connection line that connects the idle port of the front pressure chamber and the reservoir chamber is provided, and an opening / closing valve that opens and closes the first connection line is provided in the first connection line. It is characterized by that.

  In the vehicle braking device of the present invention, a reaction force chamber for the drive piston is defined in the cylinder, and a second connection line is provided to connect the idle port and the reaction force chamber. The first connection line that connects the reservoir chamber is provided, the hydraulic fluid flows from the reaction force chamber to the reservoir chamber in the second connection line, and allows the hydraulic oil to flow to the front pressure chamber. A prohibited check valve is provided.

  In the vehicle braking device of the present invention, a first connection line for connecting the idle port of the front pressure chamber and the reservoir chamber is provided, and a third connection line for connecting the idle port and the rear pressure chamber is provided. A check valve is provided in the first connection line to prohibit the flow of hydraulic oil from the front pressure chamber to the reservoir chamber and to permit the flow of hydraulic oil from the reservoir chamber to the front pressure chamber. It is a feature.

  The vehicular braking apparatus according to the present invention is characterized in that a first reservoir chamber for storing hydraulic oil to be regulated by the pressure control valve and a second reservoir chamber for supplying hydraulic oil to the front pressure chamber are provided. .

  In the vehicle braking device of the present invention, an opening mechanism for releasing the hydraulic pressure of the front pressure chamber is provided.

  In the vehicle braking device of the present invention, the wheel cylinder on the front wheel side is connected to the front pressure chamber, and the wheel cylinder on the rear wheel side is connected to the rear pressure chamber.

  According to the vehicle braking device of the present invention, the front piston chamber and the rear pressure chamber are partitioned by the drive piston being movably supported in the cylinder, and the front piston is moved by moving the drive piston by the operating member. A master cylinder that can output the hydraulic pressure is provided, a wheel cylinder that generates braking force on the wheel is connected to the front pressure chamber, and the drive valve is moved based on the target control pressure to adjust the hydraulic pressure from the hydraulic supply source. A pressure control valve that can be pressurized and output to the rear pressure chamber is provided, the front pressure chamber and the rear pressure chamber are communicated with each other through a communication path, and a blocking mechanism that can open and close the communication path is provided.

  Therefore, by supporting only the drive piston in the cylinder so as to be movable, a front pressure chamber and a rear pressure chamber are partitioned inside, and the front pressure chamber and the rear pressure chamber are communicated by a communication path. By providing a shut-off mechanism that can be opened and closed, the structure can be simplified and the cost can be reduced. When the power supply system is normal, the shut-off mechanism allows the front pressure chamber and the rear pressure chamber to be connected via the communication path. By communicating, the pressure control valve can supply the brake hydraulic pressure to the wheel cylinder according to the braking operation of the operation member. On the other hand, when the power supply system fails, the shut-off mechanism is connected to the front pressure chamber and the rear through the communication path. By shutting off the pressure chamber, the brake hydraulic pressure generated by the movement of the drive piston in response to the braking operation of the operating member can be supplied to the wheel cylinder, and appropriate braking force control can always be performed. Can.

  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 device according to a first embodiment of the present invention, and FIG. 2 is a cross-sectional view of a pressure control valve in the vehicle braking device 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 a drive piston 13 is supported in a cylinder 12 so as to be movable in the axial direction. The cylinder 12 has a cylindrical shape in which a base end portion is open and a tip end portion is closed, and a first inner peripheral surface 12a is formed on the tip end side inside thereof, and is larger than the first inner peripheral surface 12a on the base end portion side. A second inner peripheral surface 12b having a diameter is formed, and a step portion 12c between the first inner peripheral surface 12a and the second inner peripheral surface 12b is formed. A cylindrical support member 14 is fixed to the base end portion of the cylinder 12 by press-fitting, and a third inner peripheral surface 12d having a smaller diameter than the first inner peripheral surface 12a is formed inside the support member 14. ing.

  The drive piston 13 has a cylindrical shape, a piston main body 13a fitted to the first inner peripheral surface 12a of the cylinder 12, and a flange larger in diameter than the piston main body 13a and fitted to the second inner peripheral surface 12b of the cylinder 12. It has the support part 13c fitted to the 3rd internal peripheral surface 12d of the support member 14 with a diameter smaller than the part 13b and the piston main body 13a. The drive piston 13 is supported in the cylinder 12 so as to be reciprocally movable. When the flange portion 13b abuts on the step portion 12c of the cylinder 12, the forward movement stroke is restricted, and the flange portion 13b is supported by the support member 14. The movement stroke on the reverse side is regulated by abutting on. A reaction force spring 16 is interposed between the cylinder 12 (support member 14) and the bracket 15 fixed to the support portion 13c of the drive piston 13. The drive piston 13 is attached to the reaction force spring 16. It is urged to the right in FIG. 1 by the urging force, and is urged and supported at a position where the flange portion 13 b abuts on the support member 14.

  Accordingly, the drive piston 13 has its flange 13b abutted against the step 12c of the cylinder 12 on the forward side, while its flange 13b abuts on the support member 14 on the backward side, so that its moving stroke is restricted. Has been. Further, the drive piston 13 is urged and supported at a position where the flange portion 13b abuts on the support member 14 by the urging force of the reaction force spring 16, and the drive piston 13 from the outside to the left in FIG. When the pressing force is applied, the drive piston 13 can move up to a position where the flange portion 13b contacts the step portion 12c against the urging force of the reaction force spring 16.

  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 an occupant is attached to the lower end portion. . 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. An engagement recess 13d is formed in the base end portion of the drive piston 13 along the axial center direction, and the distal end portion of the operation rod 22 is inserted into the engagement recess 13d. Further, the brake pedal 17 is provided with a biasing spring 23 between the mounting bracket of the vehicle body and is biased and supported counterclockwise in FIG. 1 by the biasing force of the biasing spring 23. It is biased and supported at a reference position that abuts against the stopper 24 on the vehicle body side. In this case, when the brake pedal 17 is at the reference position where it abuts against the stopper 24, the drive piston 13 is at a position where the flange portion 13b abuts against the support member 14, and the tip of the operating rod 22 abuts against the engaging recess 13d. It is set to be a touched position. In this case, the biasing spring 23 and the stopper 24 constitute the reference position remaining mechanism of the present invention.

  Accordingly, when the brake pedal 17 rotates clockwise in FIG. 1 when the occupant depresses the pedal 19, the operating force (operation stroke) is transmitted to the drive piston 13 via the operation rod 22, and this drive piston. 13 can move forward against the urging force of the reaction force spring 16. Further, the drive piston 13 can advance independently regardless of the operation of the brake pedal 17 by the occupant by the automatic braking control.

The drive piston 13 is movably disposed in the cylinder 12 in this way, so that the space in the cylinder 12 is a forward pressure chamber R in the forward direction (leftward in FIG. 1) of the drive piston 13 in the piston main body 13a. ₁ and an annular rear pressure chamber R ₂ in the backward direction (rightward in FIG. 1) in the flange portion 13 b of the drive piston 13. Further, the cylinder 12, the reaction force chamber R ₃ is defined between the flange portion 13b of the stepped portion 12c and the driving piston 13 of the cylinder 12. In this case, the drive piston 13 is pressure receiving area A ₂ is set larger from the rear pressure chamber R ₂ from the pressure receiving area A ₁ from the front pressure chamber R _1, the pressure receiving area A ₁ from the front pressure chamber R ₁ is , from the pressure receiving area a ₂ of the large-diameter rear pressure chamber R _2, a pressure receiving area a ₃ of the support portion 13c is set to be equal to that obtained by subtracting. That is, by setting A ₁ = A ₂ −A ₃ , a predetermined atmospheric servo ratio is set.

On the other hand, the front wheels FR and FL and the rear wheels RR and RL are provided with wheel cylinders 31FR, 31FL, 31RR, and 31RL for operating brake devices (braking devices), respectively, and can be operated by an ABS (Antilock Brake System) 32. It has become. That is, one end of the first hydraulic pipe 34 is connected to the first pressure port 33 that communicates with the front pressure chamber R ₁ of the master cylinder 11, and the other end of the first hydraulic pipe 34 has two ends. Branched to hydraulic pressure supply pipes 35a and 35b and connected to wheel cylinders 31FR and 31FL of a brake device disposed on the front wheels FR and FL. In addition, one end of a second hydraulic pipe 37 is connected to the second pressure port 36 communicating with the rear pressure chamber R ₂ of the master cylinder 11, and the other end of the second hydraulic pipe 37 has two Branched to the hydraulic pressure supply pipes 38a and 38b and connected to the wheel cylinders 31RR and 31RL of the brake device disposed on the rear wheels RR and RL.

  In addition, base ends of hydraulic discharge pipes 39a and 39b are connected to the hydraulic supply pipes 35a and 35b branched from the first hydraulic pipe 34, and the hydraulic supply pipes 38a and 39b branched from the second hydraulic pipe 37 are connected. The base end portions of the hydraulic discharge pipes 40a and 40b are connected to 38b. The hydraulic discharge pipes 39 a, 39 b, 40 a, and 40 b are connected to the third hydraulic pipe 41 by gathering leading ends. On the other hand, a pair of one-way seals 42a, 42b is provided on the third inner peripheral surface 12d of the support member 14 between the support piston 13 and the fitting portion of the support piston 13c. The one-way seals 42a, 42b A fourth pressure port 43 and a fifth pressure port 44 are formed between the cylinder 12 and the support member 14. The tip of the third hydraulic pipe 41 is connected to the fourth pressure port 43, and the fifth pressure port 44 and the reservoir tank 45 are connected by a fourth hydraulic pipe 46.

  And, each hydraulic pressure supply pipe 35a, 35b, 38a, 38b has an upstream side (first and second hydraulic pipes 34, 37 side) from the connection part with each hydraulic pressure discharge pipe 39a, 39b, 40a, 40b, respectively. Electromagnetic pressure increasing valves 47a, 47b, 48a and 48b are arranged. In addition, electromagnetic pressure reducing valves 49a, 49b, 50a, 50b are arranged in the hydraulic discharge pipes 39a, 39b, 40a, 40b, respectively. The pressure increasing valves 47a, 47b, 48a, 48b are normally open type on-off valves that are closed when power is supplied. On the other hand, the pressure reducing valves 49a, 49b, 50a, 50b are normally closed type on-off valves that are opened when power is supplied.

  The hydraulic pump 51 can be driven by a motor 52 and is connected to a reservoir tank 45 through a pressure adjusting pipe 53 and is connected to an accumulator 55 through a pipe 54. Therefore, when the motor 52 is driven, the hydraulic pump 51 can supply the hydraulic oil stored in the reservoir tank 45 to the accumulator 55 to increase the pressure, and the accumulator 55 can accumulate a predetermined hydraulic pressure. In the present embodiment, a hydraulic pressure supply source is configured by the hydraulic pump 51, the motor 52, and the accumulator 55.

The accumulator 55 is connected to a pressure control valve 57 via a high pressure supply pipe 56. The pressure control valve 57 can adjust the pressure of the hydraulic oil accumulated in the accumulator 55 by electromagnetic force and output it to the rear pressure chamber R ₂ and the front pressure chamber R ₁ of the master cylinder 11, and each wheel of the ABS 32. Output to the cylinders 31FR, 31FL, 31RR, 31RL is possible. Therefore, the first hydraulic pipe 34 and the second hydraulic pipe 37 are connected via a hydraulic communication pipe 58, and the pressure control valve 57 is connected to the second hydraulic pipe 37 via a control pressure supply pipe 59. The third hydraulic pipe 41 is connected via a decompression supply pipe 60. The pressure control valve 57 is connected to the first hydraulic pipe 34 via the external pressure supply pipe 61.

  That is, in this pressure control valve 57, as shown in FIG. 2, the housing 101 has a cylindrical shape, and a plurality of step portions are formed along the axial direction in the through hole 102 formed therein. Three support holes 103a, 103b, and 103c having a large diameter downward are formed. The drive valve 104 is supported in the through hole 102 so as to be movable in the vertical direction. The drive valve 104 is supported by the support holes 103a, 103b, 103c so as to be movable. , 105b, 105c and a large diameter portion 105d.

  A support case 106 having a U-shaped cross section is fixed to the lower portion of the housing 101, and a return spring 107 is interposed between the drive valve 104 and the support case 106. A solenoid (coil) 108 is disposed on the outer periphery of the support case 106. Accordingly, the drive valve 104 is biased and supported upward in FIG. 2 by the biasing force of the return spring 107, so that the large diameter portion 105 d is biased and supported at a position where the large diameter portion 105 d abuts on the stepped portion 102 a of the housing 101. . Then, when the solenoid 108 is energized, the driving valve 104 is attracted downward in FIG. 2 by the generated electromagnetic force, and the driving valve 104 moves to a position where the large diameter portion 105 d is in contact with the support case 106. be able to.

The housing 101 is formed with a high pressure port P ₁ , a pressure reduction port P ₂ , a control pressure port P _3, and an adjustment pressure port P ₄ . On the other hand, the drive valve 104 is formed with a communication passage 110 configured by intersecting a first through hole 109a along the axial direction and a second through hole 109b along the radial direction.

  A support hole 103d having a smaller diameter than the support hole 103a is formed in the upper portion of the through hole 102 of the housing 101. An external piston 111 is supported in the through-hole 102 in series above the drive valve 104 so as to be movable in the vertical direction. The external piston 111 moves to the support holes 103a and 103d. It has the support parts 112a and 112b supported freely.

The drive valve 104 and the external piston 111 are movably supported in the housing 101, so that the housing 101, the drive valve 104, and the external piston 111 are moved forward (downward in FIG. 2) of the external piston 111. The first pressure chamber R ₁₁ is formed, and the second pressure chamber R ₁₂ is defined by the housing 101 and the external piston 111 at the rear side (upper side in FIG. 2) of the external piston 111. Yes.

The housing 101 is formed with an external pressure port P _{5 at the} top thereof. The high pressure port P ₁ is connected to the high pressure supply pipe 56 and can communicate with the second through hole 109 b of the communication passage 110 in the drive valve 104. The decompression port P ₂ is connected to the decompression supply pipe 60 and can communicate with the second through hole 109 b of the communication passage 110 in the drive valve 104. The control pressure port P ₃ is connected to the control pressure supply pipe 59 and communicates with the first pressure chamber R ₁₁ . Further, the adjustment pressure port P ₄ is communicated with the decompression port P ₂ via the communication pipe 113. The external pressure port P ₅ is connected to an external pressure supply pipe 61.

In this case, the pressure receiving area of the first pressure chamber R ₁₁ partitioned between the external piston 111, the support portion 112a having different outer diameter, has a stepped portion by 112b, the drive valve 104 at the front side a ₁₁ is set larger than the pressure receiving area a _{12 of} the second pressure chamber R ₁₂ on which the hydraulic pressure from the front pressure chamber R ₁ acts on the rear side of the external piston 111. That is, the hydraulic pressure receiving area a ₁₁ to external piston 111 receives from the first pressure chamber R _11, the relationship between the hydraulic pressure receiving area a ₁₂ to external piston 111 receives from the front pressure chamber R ₁ is a a _11> a ₁₂ Thus, the outer diameters of the support portions 112a and 112b in the external piston 111 are set.

Therefore, when not energized solenoid 108, drive valve 104 is positioned upward by the urging force of the return spring 107, under reduced pressure and the control pressure port P ₃ and the first pressure chamber R ₁₁ by communicating path 110 port P ₂ Are communicated, and the high-pressure port P ₁ is shut off. When the solenoid 108 is energized, the drive valve 104 moves downward against the biasing force of the return spring 107 by the electromagnetic force. Then, the high pressure port P ₁ , the first pressure chamber R _11, and the control pressure port P ₃ are communicated with each other through the communication path 110, and the pressure reduction port P ₂ is shut off. Therefore, the pressure acting from the high-pressure supply pipe 56 through the high-pressure port P ₁ , that is, the high-pressure hydraulic fluid flows into the first pressure chamber R ₁₁ through the communication path 110, and the control pressure supply pipe 59 from the control pressure port P _3. It is discharged as a control pressure. In this case, the control pressure discharged to the control pressure supply pipe 59 can be adjusted by controlling the amount of movement of the drive valve 104 by the current value to the solenoid 108.

In this state, when the value of the current supplied to the solenoid 108 is decreased, the generated suction force is reduced and the drive valve 104 is moved upward by the biasing force of the return spring 107. Then, the communication hole 110 of the drive valve 104 is switched from the high pressure port P ₁ to the pressure reducing port P ₂ while communicating with the first pressure chamber R ₁₁ . Therefore, the decompression port P ₂ and the control pressure port P ₃ communicate with each other through the first pressure chamber R ₁₁ and the communication hole 110, while the high pressure port P ₁ and the control pressure port P ₃ are blocked. Therefore, the control pressure discharged from the first pressure chamber R ₁₁ to the control pressure supply pipe 59 through the control pressure port P ₃ , that is, the hydraulic oil, flows from the first pressure chamber R ₁₁ to the decompression chamber R ₁₃ through the communication hole 110. Flow and discharged from the decompression port P ₂ to the decompression supply pipe 60.

In addition, the solenoid 108 is demagnetized, and the control pressure port P ₃ and the pressure reduction port P ₂ are in communication with each other by the first pressure chamber R ₁₁ and the communication path 110, while the high pressure port P ₁ and the control pressure port P ₃ are disconnected. in a state in external pressure to the second pressure chamber R ₁₂ via the external pressure port P ₅ from the external pressure supply pipe 61, that is, when the hydraulic oil is supplied to move the external piston 111 downward, the The external piston 111 moves the drive valve 104 by pressing it downward. Then, the drive valve 104 moves downward against the urging force of the return spring 107, and, as described above, the high pressure port P _{1 while} the communication path 110 of the drive valve 104 is in communication with the first pressure chamber R _11. , The decompression port P ₂ is shut off. Therefore, high-pressure hydraulic oil is supplied from the high-pressure supply pipe 56 through the high-pressure port P ₁ , flows into the first pressure chamber R ₁₁ through the communication path 110, and is discharged as control pressure from the control pressure port P ₃ to the control pressure supply pipe 59. The In this case, by controlling the external pressure acting on the second pressure chamber R ₁₂ via the external pressure port P ₅ from the external pressure supply pipe 61, it is possible to adjust the control pressure for discharging the control pressure supply pipe 59 .

Further, as shown in FIG. 1, one end of a fifth hydraulic pipe 63 is connected to the third pressure port 62 communicating with the reaction force chamber R ₃ of the master cylinder 11, and the other end is connected to the third hydraulic pipe 41. It is connected to. A reaction force control valve 64 is attached to the fifth hydraulic pipe 63. The reaction force control valve 64 is a normally open type on-off valve that is closed when power is supplied. The fifth hydraulic pipe 63 is provided with a stroke simulator 65. The stroke simulator 65, the movable element 65b into the case 65a is configured by being movably supported by the spring 65c, to be the reaction force chamber R ₂₁ partitioned by the movable element 65b, counterclockwise in the fifth hydraulic pipe 63 The reaction force chamber R ₃ side communicates with the force control valve 64, and the pressure control valve 57 side communicates with the decompression chamber R ₂₂ defined by the mover 65 b from the reaction force control valve 64 in the fifth hydraulic pipe 63.

Further, an idle port 66 communicating with the front pressure chamber R ₁ is formed in the cylinder 12 of the master cylinder 11, and this idle port 66 is connected to the reservoir tank 45 through a sixth hydraulic pipe 67. A one-way seal 68a and an O-ring (seal member) 68b are mounted on the inner peripheral surface of the cylinder 12 on both sides of the idle port 66 and fitted to the drive piston 13.

Further, in this embodiment, the cylinder 12, by housing the only driving piston 13 to move by the operation of the brake pedal 17, defines a front pressure chamber R ₁ and the rear pressure chamber R _2, the front pressure chamber R ₁ the first front wheel FR to the pressure port 33 through the first hydraulic pipe 34, FL wheel cylinders 31FR of concatenates 31FL, after the second pressure port 36 of the rear pressure chamber R ₂ through the second hydraulic pipe 37 The wheel cylinders 31RR and 31RL of the wheels RR and RL are connected, the pressure control valve 57 is connected to the second hydraulic pipe 37, and the first hydraulic pipe 34 and the second hydraulic pipe 37, that is, the front pressure chamber R ₁ and the rear The pressure chamber R ₂ is connected by a hydraulic communication pipe (communication path) 58, and a shutoff valve (shutoff mechanism) 70 capable of opening and closing the hydraulic communication pipe 58 is provided in the hydraulic communication pipe 58. The shut-off valve 70 is a normally closed electromagnetic shut-off valve that opens when power is supplied.

In the vehicular braking apparatus of the present embodiment configured as described above, the electronic control unit (ECU) 71 has a target corresponding to the operating force (pedal pedaling force or pedal stroke) input from the brake pedal 17 to the drive piston 13. A control pressure is set (control pressure setting means), and the set target control pressure is applied to the rear pressure chamber R ₂ to move the drive piston 13 slightly, thereby operating the stroke simulator 65 and via the ABS 32. Each wheel cylinder 31FR, 31FL, 31RR, 31RL is operated by applying a braking hydraulic pressure, and the braking force is applied to the front wheels FR, FL and the rear wheels RR, RL.

That is, the brake pedal 17 is provided with a stroke sensor 72 that detects the pedal stroke Sp of the brake pedal 17 and a pedaling force sensor 73 that detects the pedaling force Fp, and outputs each detection result to the ECU 71. . The first hydraulic pipe 34 is provided with a first pressure sensor 74 that detects a control pressure (master cylinder pressure) Pm, and outputs a detection result to the ECU 71. A second pressure sensor 75 for detecting the reaction force hydraulic pressure Pf of the reaction force chamber R ₃ is provided on the third pressure port 62 side of the fifth hydraulic pipe 63 from the reaction force control valve 64, and the detection result is sent to the ECU 71. Output. The high pressure supply pipe 56 is provided with a third pressure sensor 76 that detects the hydraulic pressure Ph supplied from the accumulator 55 to the pressure control valve 57, and outputs the detection result to the ECU 71. The front wheels FR and FL and the rear wheels RR and RL are provided with a wheel speed sensor 77 for detecting the wheel speed V, and the detection result is output to the ECU 71.

  Accordingly, the ECU 71 sets the target control pressure Pt based on the pedal depression force Fp of the brake pedal 17 detected by the pedal force sensor 73 (or the pedal stroke Sp detected by the stroke sensor 72), and the drive valve 104 in the pressure control valve 57 is set. On the other hand, the control pressure Pm detected by the first pressure sensor 74 is fed back, and the target control pressure Pt and the control pressure Pm are controlled to coincide with each other. In this case, the ECU 71 has a map representing the target control pressure Pt with respect to the pedal depression force Fp, and controls the pressure control valve 57 based on this map.

Here, the braking force control by the vehicle braking device of the present embodiment will be specifically described. As shown in FIGS. 1 and 2, when the occupant steps on the brake pedal 17, the driving piston 13 moves forward against the urging force of the reaction spring 16 through the operating rod 22 by the operating force (in FIG. 1). , Move left). At this time, since the fifth hydraulic pipe 63 by the reaction force control valve 64 is closed, although the hydraulic supply and discharge for the reaction force chamber R ₃ is stopped, by the stroke simulator 65 is activated, the drive piston 13 Advance a little.

  When the brake pedal 17 is depressed, the pedal effort sensor 73 detects the pedal effort Fp, and the ECU 71 sets the target control pressure Pt based on the pedal effort Fp. Then, the ECU 71 controls the pressure control valve 57 based on the target control pressure Pt, and outputs a predetermined control pressure.

That is, when the solenoid 108 is energized by the pressure control valve 57 and the drive valve 104 is moved by the generated electromagnetic force, the high pressure port P ₁ communicates with the control pressure port P ₃ via the communication path 110. Therefore, the hydraulic pressure of the accumulator 55 is supplied from the high pressure supply pipe 56 to the high pressure port P ₁ , supplied to the first pressure chamber R ₁₁ through the communication path 110, and second from the control pressure port P ₃ through the control pressure supply pipe 59. It is supplied to the hydraulic pipe 37. Then, since the hydraulic communication pipe 58 is opened by the shutoff valve 70, the hydraulic pressure supplied to the second hydraulic pipe 37 is supplied to the first hydraulic pipe 34 through the hydraulic communication pipe 58.

  Accordingly, control pressure is applied from the first hydraulic pipe 34 to the wheel cylinders 31FR, 31FL of the front wheels FR, FL, and control pressure is applied from the second hydraulic pipe 37 to the wheel cylinders 31RR, 31RL of the rear wheels RR, RL. Thus, the braking force corresponding to the operating force of the occupant's brake pedal 17 can be generated for the front wheels FR, FL and the rear wheels RR, RL.

  In addition, the ECU 71 controls the pressure control valve 57 and the pressure increasing valves 47a, 47b, 48a, 48b and the pressure reducing valves 49a, 49b, 50a, 50b in the ABS 32 regardless of the depression of the brake pedal 17 by the occupant. The braking force is automatically activated.

  That is, the ECU 71 sets the target control pressure Pt in the wheel cylinders 31FR, 31FL of the front wheels FR, FL and the wheel cylinders 31RR, 31RL of the rear wheels RR, RL according to the current running state of the vehicle. The ECU 71 controls the pressure control valve 57 to supply the control hydraulic pressure from the control pressure supply pipe 59 to the second hydraulic pipe 37 and supply it to the first hydraulic pipe 34 through the hydraulic communication pipe 58. Therefore, as described above, control pressure is applied from the first hydraulic pipe 34 to the wheel cylinders 31FR, 31FL of the front wheels FR, FL, and from the second hydraulic pipe 37 to the wheel cylinders 31RR, 31RL of the rear wheels RR, RL. Control pressure is applied, and braking force corresponding to the operating force of the brake pedal 17 of the occupant can be generated for the front wheels FR, FL and the rear wheels RR, RL.

  In this case, the ECU 71 controls each pressure increasing valve 47a, 47b, 48a, 48b and each pressure reducing valve 49a, 49b, 50a, 50b based on the target control pressure Pt of each wheel FR, FL, RR, RL. Then, the hydraulic pressure from each hydraulic pipe 34, 37 is increased or reduced, and output to each wheel cylinder 31FR, 31FL, 31RR, 31RL.

  At this time, the occupant has not stepped on the brake pedal 17, and the brake pedal 17 is left at the reference position in contact with the stopper 24 by the urging force of the urging spring 23, and only the drive piston 13 is moved forward. It will move very little.

On the other hand, when a failure occurs in the power supply system, the solenoid 108 of the pressure control valve 57 cannot be energized to move the drive valve 104, and the wheel cylinders 31FR, 31FL, 31RR, 31RL are moved to. The applied braking oil pressure cannot be controlled to an appropriate oil pressure. However, in this embodiment, the pressure control valve 57 is provided with an external piston 111 that is operated by pressure (external pressure) generated in the front pressure chamber R ₁ of the master cylinder 11, and the drive valve 104 is controlled by this external piston 111. Therefore, an appropriate control pressure can be output. Further, an electromagnetic reaction force control valve 64 is provided in the fifth hydraulic pipe 63 connected to the third pressure port 62 of the reaction force chamber R ₃ , and the fifth hydraulic pipe 63 is opened and the third hydraulic pressure is opened when power is not supplied. It communicates with a reservoir tank 45 through a pipe 41.

Therefore, when the occupant steps on the brake pedal 17 when the power supply system fails, the driving piston 13 moves forward against the urging force of the reaction force spring 16 via the operating rod 22 by the operating force. At this time, since the hydraulic supply and discharge is allowed for the reaction force chamber R ₃ by the reaction force control valve 64, the drive piston 13 is advanceable. Then, the drive piston 13 moves forward, and the forward pressure chamber R ₁ is pressurized by the advance of the drive piston 13, so that the hydraulic pressure in the forward pressure chamber R ₁ is discharged to the first hydraulic pipe 34 as an external pressure, It is discharged to the pressure control valve 57 through the external pressure supply pipe 61.

Then, the external pressure is applied to the second pressure chamber R ₁₂ from the external pressure supply pipe 61 via the external pressure port P ₅ by the pressure control valve 57, and the external piston 111 moves to press the drive valve 104. The high pressure port P ₁ communicates with the control pressure port P ₃ via the communication passage 110. Therefore, the hydraulic pressure remaining in the accumulator 55 is supplied from the high pressure supply pipe 56 to the high pressure port P ₁ , supplied to the first pressure chamber R ₁₁ through the communication path 110, and from the control pressure port P ₃ to the control pressure supply pipe 59. Through the second hydraulic pipe 37.

At this time, since the hydraulic communicating pipe 58 is blocked by the shut-off valve 70, the pressure control valve through an external pressure supply pipe 61 from the first hydraulic pipe 34 the oil pressure of the front pressure chamber R ₁ as an external pressure of the master cylinder 11 57 The control pressure from the pressure control valve 57 can be supplied to the second hydraulic pipe 37 through the control pressure supply pipe 59.

In this case, the external piston 111, since the pressure receiving area a ₁₁ in the first pressure chamber R ₁₁ is set larger than the pressure receiving area a ₁₂ second pressure chamber R _12, pressure control valve 57, the front pressure The driving force that presses the drive valve 104 with respect to the hydraulic pressure acting on the second pressure chamber R ₁₂ from the chamber R ₁ is reduced, and the hydraulic pressure lower than the hydraulic pressure discharged from the front pressure chamber R _{1 is} discharged to the control pressure supply pipe 59. To do. Then, the control pressure from the pressure control valve 57 acts on the rear pressure chamber R ₂ from the second hydraulic pipe 37 to assist the drive piston 13.

Accordingly, the hydraulic pressure in the front pressure chamber R ₁ of the master cylinder 11 is increased and supplied to the front wheel side hydraulic supply pipes 35 a and 35 b through the first hydraulic pipe 34. That is, the braking hydraulic pressure is applied to the wheel cylinders 31FR and 31FL of the front wheels FR and FL, and a braking force corresponding to the operating force of the brake pedal 17 of the occupant can be generated on the front wheels FR and FL.

As described above, in the vehicle braking apparatus of the first embodiment, the drive piston 13 is movably supported in the cylinder 12 to partition the front pressure chamber R ₁ and the rear pressure chamber R ₂ , and the brake pedal 17. Is provided with a master cylinder 11 capable of outputting the hydraulic pressure of the front pressure chamber R ₁ by moving the drive piston 13, wheel cylinders 31 FR and 31 FL are connected to the front pressure chamber R _1, and the wheel cylinder is connected to the rear pressure chamber R _2. 31RR, concatenates 31RL, by a shut-off valve 70 as well as connecting the front pressure chamber R ₁ and the rear pressure chamber R ₂ by a hydraulic communicating pipe 58 is provided to move the driven valve 104 by the electromagnetic force based on the target control pressure controlling the control pressure with possible output to the rear pressure chamber R _2, by moving the drive valve 104 via the external piston 111 outside pressure from the front pressure chamber R ₁ pressure The pressure control valve 57 can output to the rear pressure chamber R ₂ is provided.

Therefore, when the power supply system is normal, the ECU 71 sets the target control pressure Pt corresponding to the pedal depression force Fp, and controls the pressure control valve 57 based on the target control pressure Pt, so that the pressure control valve 57 from the accumulator 55 is set. Thus, an appropriate hydraulic pressure is supplied to the rear pressure chamber R ₂ , an appropriate hydraulic pressure is supplied to the front pressure chamber R ₁ through the hydraulic communication pipe 58, and an appropriate control pressure is supplied to the hydraulic pipes 34 and 37. The control oil is allowed to act on the wheel cylinders 31FR, 31FL, 31RR, 31RL via the ABS 32, so that an appropriate amount of the control oil corresponding to the operating force of the brake pedal 17 of the occupant with respect to the front wheels FR, FL and the rear wheels RR, RL A braking force can be generated.

  Further, during the automatic braking control by the ECU 71, the ECU 71 sets the target control pressure Pt according to the running state of the vehicle, the pressure control valve 57, the pressure increasing valves 47a, 47b, 48a, 48b, and the pressure reducing valves 49a, 49b. , 50a, 50b can generate an appropriate braking force corresponding to the traveling state of the vehicle for each wheel cylinder 31FR, 31FL, 31RR, 31RL. At this time, the occupant has not stepped on the brake pedal 17, and the brake pedal 17 is left at the reference position in contact with the stopper 24 by the urging force of the urging spring 23. Can work without.

On the other hand, when the power supply system fails, the hydraulic communication pipe 58 is shut off by the shut-off valve 70 and the fifth hydraulic pipe 63 is opened by the reaction force control valve 64, so that it is driven according to the operation of the brake pedal 17. front pressure chamber R ₁ is pressurized piston 13 moves, by acting on the pressure control valve 57 as a hydraulic external pressure of the front pressure chamber R _1, the rear pressure chamber R ₂ by a pressure control valve 57 from the accumulator 55 An appropriate hydraulic pressure is supplied to assist the drive piston 13, and an appropriate control pressure can be supplied to the first hydraulic pipe 34. This control oil acts on the wheel cylinders 21FR and 21FL via the ABS 32. Thus, it is possible to generate an appropriate braking force corresponding to the operating force of the occupant's brake pedal 17 with respect to the front wheels FR and FL.

  As described above, in the first embodiment, by applying the pressure control valve 57 that is operated by the electromagnetic force and the external pressure, the control pressure according to the operation of the brake pedal 17 by the occupant is surely generated regardless of the state of the power supply system. 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 the vehicle braking device of the first embodiment, a normally closed electromagnetic shut-off valve 70 is applied as a shut-off mechanism that can open and close the hydraulic communication pipe 58 that connects the front pressure chamber R ₁ and the rear pressure chamber R _2. Thus, with a simple configuration, it is possible to reliably generate a control pressure according to the operation of the brake pedal 17 by the occupant regardless of the state of the power supply system.

  FIG. 3 is a schematic configuration diagram illustrating a vehicle braking device according to a second embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

In the vehicle braking device of the second embodiment, as shown in FIG. 3, the shut-off mechanism of the present invention is a normally-closed mechanical shut-off valve 201 that can be opened by hydraulic pressure acting on the reaction force chamber R _3. And provided integrally with the stroke simulator 65.

That is, one end of the fifth hydraulic pipe 63 is connected to the third pressure port 62 communicating with the reaction force chamber R ₃ of the master cylinder 11, and the other end is connected to the third hydraulic pipe 41. A reaction force control valve 64 is attached to the fifth hydraulic pipe 63. The reaction force control valve 64 is a normally open type on-off valve that is closed when power is supplied. The fifth hydraulic pipe 63 is provided with a stroke simulator 65. The stroke simulator 65, the movable element 65b into the case 65a is configured by being movably supported by the spring 65c, to be the reaction force chamber R ₂₁ partitioned by the movable element 65b, counterclockwise in the fifth hydraulic pipe 63 The reaction force chamber R ₃ side communicates with the force control valve 64, and the pressure control valve 57 side communicates with the decompression chamber R ₂₂ defined by the mover 65 b from the reaction force control valve 64 in the fifth hydraulic pipe 63.

Then, the rear wheels RR from the second pressure port 36 communicating with the rear pressure chamber R ₂ in the master cylinder 11, RL of the wheel cylinders 31RR, the middle portion of the second hydraulic pipe 37 connected to 31RL, the shut-off valve 201 is provided It has been. The shutoff valve 201 is configured such that a valve body 203 is movably supported in a housing 202. The housing 202 includes a first connection port 204a connected to the second pressure port 36 side of the second hydraulic pipe 37, and a second connection port 204b connected to the wheel cylinders 31RR and 31RL side of the second hydraulic pipe 37. A third connection port 204c connected to the external pressure supply pipe 61 is formed. The third connection port 204c is provided with a check ball 206 that is urged and supported in the closing direction by the urging force of the spring 205. On the other hand, the valve body 203 abuts the base end portion against the movable element 65b, and presses the check ball 206 against the urging force of the spring 205 against the distal end portion to open the third connection port 204c. A portion 203a is formed.

In the braking force control by the vehicle braking apparatus of the second embodiment configured as described above, when the power supply system is operating normally, the fifth hydraulic pipe 63 is closed by the reaction force control valve 64, and the reaction force hydraulic supply and discharge is prohibited for the chamber R _3. Therefore, when the occupant steps on the brake pedal 17, the drive piston 13 slightly advances through the operation rod 22 by the operation force. At this time, since the fifth hydraulic pipe 63 by the reaction force control valve 64 is closed, although the hydraulic supply and discharge for the reaction force chamber R ₃ is stopped, the reaction-force oil pressure acts on the stroke simulator 65 operates That is, the mover 65b moves backward (moves downward in FIG. 3) by the reaction force hydraulic pressure of the fifth hydraulic pipe 63. On the other hand, operates also acts in the counter-force oil pressure cutoff valve 201 of the reaction force chamber R _3, that is, the valve body 203 (in FIG. 3, upward movement) forward by the reaction force hydraulic pressure in No. 5 hydraulic pipes 63, When the pressing portion 203a presses the check ball 206, the third connection port 204c is opened. Therefore, the first hydraulic pipe 34 and the second hydraulic pipe 37 is communicated with the shut-off valve 201 and the external pressure supply pipe 61, the front pressure chamber R ₁ and the rear pressure chamber R ₂ is able to communicate.

Accordingly, when the brake pedal 17 is depressed, the pedal effort sensor 73 detects the pedal effort Fp, and the ECU 71 sets the target control pressure Pt based on the pedal effort Fp. Then, the ECU 71 controls the pressure control valve 57 based on the target control pressure Pt, and outputs a predetermined control pressure. That is, when the solenoid 108 is energized by the pressure control valve 57 and the drive valve 104 is moved by the generated electromagnetic force, the high pressure port P ₁ communicates with the control pressure port P ₃ via the communication path 110. Therefore, the hydraulic pressure of the accumulator 55 is supplied from the high pressure supply pipe 56 to the high pressure port P ₁ , supplied to the first pressure chamber R ₁₁ through the communication path 110, and second from the control pressure port P ₃ through the control pressure supply pipe 59. It is supplied to the hydraulic pipe 37. Then, since the hydraulic communication pipe 58 is opened by the shutoff valve 201, the hydraulic pressure supplied to the second hydraulic pipe 37 is supplied to the first hydraulic pipe 34 through the hydraulic communication pipe 58.

  Therefore, control pressure is applied from the first hydraulic pipe 34 to the wheel cylinders 31FR, 31FL of the front wheels FR, FL, and control pressure is applied from the second hydraulic pipe 37 to the wheel cylinders 31RR, 31RL of the rear wheels RR, RL. Thus, the braking force corresponding to the operating force of the occupant's brake pedal 17 can be generated for the front wheels FR, FL and the rear wheels RR, RL.

On the other hand, if a failure in the power supply system is defective occurs, fifth hydraulic pipe 63 by the reaction force control valve 64 is opened, the hydraulic supply and discharge for the reaction force chamber R ₃ is permitted. Therefore, when the occupant steps on the brake pedal 17, the drive piston 13 moves forward via the operation rod 22 by the operation force. At this time, since the fifth hydraulic pipe 63 is opened by the reaction force control valve 64, the reaction force hydraulic pressure in the reaction force chamber R ₃ is discharged to the reservoir tank 45 through the hydraulic pipes 63, 41, 46. Therefore, the stroke simulator 65 does not operate, and the mover 65b stops at the forward position (the upper position in FIG. 3). On the other hand, the shut-off valve 201 does not operate, the valve body 203 stops at the retracted position (downward position in FIG. 3), and the pressing portion 203a does not press the check ball 206. The connection port 204c is closed. Therefore, the first hydraulic pipe 34 and the second hydraulic pipe 37 is blocked by the shut-off valve 201, so that the communication of the front pressure chamber R ₁ and the rear pressure chamber R ₂ is cut off.

Therefore, when the occupant steps on the brake pedal 17, the driving piston 13 moves forward through the operating rod 22 by the operating force, and the forward pressure chamber R ₁ is pressurized by the advancement of the driving piston 13, so that the hydraulic pressure is increased. The external pressure is discharged to the first hydraulic pipe 34 and is discharged to the pressure control valve 57 through the external pressure supply pipe 61. Then, the external pressure is applied to the second pressure chamber R ₁₂ from the external pressure supply pipe 61 via the external pressure port P ₅ by the pressure control valve 57, and the external piston 111 moves to press the drive valve 104. The high pressure port P ₁ communicates with the control pressure port P ₃ via the communication passage 110. Therefore, the hydraulic pressure remaining in the accumulator 55 is supplied from the high pressure supply pipe 56 to the high pressure port P ₁ , supplied to the first pressure chamber R ₁₁ through the communication path 110, and from the control pressure port P ₃ to the control pressure supply pipe 59. Through the second hydraulic pipe 37.

At this time, since the first hydraulic pipe 34 and the second hydraulic pipe 37 is blocked by the shut-off valve 201, an external pressure supplied from the first hydraulic pipe 34 the oil pressure of the front pressure chamber R ₁ in the master cylinder 11 as the external pressure supplied with can be supplied to the pressure control valve 57 through the pipe 61, and supplied to the second hydraulic pipe 37 a control pressure via the control pressure supply pipe 59 from the pressure control valve 57, a proper pressure in the rear pressure chamber R ₂ Thus, the drive piston 13 can be assisted.

Accordingly, the hydraulic pressure in the front pressure chamber R ₁ of the master cylinder 11 is increased and supplied to the front wheel side hydraulic supply pipes 35 a and 35 b through the first hydraulic pipe 34. That is, the braking hydraulic pressure is applied to the wheel cylinders 31FR and 31FL of the front wheels FR and FL, and a braking force corresponding to the operating force of the brake pedal 17 of the occupant can be generated on the front wheels FR and FL.

As described above, in the vehicle brake device of the second embodiment, the normally closed type mechanical shut-off valve 201 is used as the shut-off mechanism for opening and closing the front pressure chamber R ₁ and the rear pressure chamber R _2, and the second hydraulic pipe 37 is used. and provided between the external pressure supply pipe 61, it is openable by oil pressure acting on the reaction force chamber R _3.

Therefore, when the normal power supply system, by the reaction force control valve 64 by the fifth hydraulic pipe 63 is closed, to open the fifth hydraulic pipe 63 acts on the shut-off valve 201 by the hydraulic pressure of the reaction force chamber R ₃ The first hydraulic pipe 34 and the second hydraulic pipe 37 are in communication with each other, and the ECU 71 controls the pressure control valve 57 to supply a predetermined control pressure to the second hydraulic pipe 37 and to pass the second through the shut-off valve 201. Appropriate control pressure is applied to the wheel cylinders 31FR, 31FL of the front wheels FR, FL and the wheel cylinders 31RR, 31RL of the rear wheels RR, RL, and the front wheels FR, FL and the rear wheels RR, RL. On the other hand, it is possible to generate a braking force according to the operating force of the brake pedal 17 of the passenger.

On the other hand, when the failure of the power supply system, by the reaction force control valve 64 by the fifth hydraulic pipe 63 is opened, since the reaction-force oil pressure of the reaction force chamber R ₃ is discharged into the reservoir tank 45, the shutoff valve 201 without actuation, the first hydraulic pipe 34 becomes a second hydraulic pipe 37 is cut-off state, when the driver depresses the brake pedal 17, pressurizes the front pressure chamber R ₁ by driving piston 13 is advanced by the operating force, This hydraulic pressure is discharged as external pressure from the first hydraulic pipe 34 to the pressure control valve 57 through the external pressure supply pipe 61 to operate the pressure control valve 57. For this reason, a predetermined control pressure is supplied from the second hydraulic pipe 37 to the rear pressure chamber R ₂ by the pressure control valve 57 and assists the drive piston 13, whereby the predetermined pressure is supplied from the front pressure chamber R ₁ to the first hydraulic pipe 34. The control pressure is supplied, and appropriate control pressure is applied to the wheel cylinders 31FR, 31FL of the front wheels FR, FL and the wheel cylinders 31RR, 31RL of the rear wheels RR, RL, and the front wheels FR, FL and the rear wheels RR, RL are applied. A braking force corresponding to the operating force of the occupant's brake pedal 17 can be generated.

  FIG. 4 is a schematic configuration diagram illustrating a vehicle braking device according to a third embodiment of the present invention, and FIG. 5 is a flowchart illustrating a failure determination control of the shut-off valve in the vehicle braking device according to the third embodiment. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

In the vehicle braking device of the third embodiment, as shown in FIG. 4, this is opened and closed by a sixth hydraulic pipe 67 as a first connection line that connects the idle port 66 of the front pressure chamber R ₁ and the reservoir tank 45. An opening / closing valve 211 is provided. Further, the ECU (control means) 71 determines an operational failure of the shutoff valve 70 based on the behavior of the brake pedal 17 when the hydraulic communication pipe 58 is closed by the shutoff valve 70. In the present embodiment, the connecting portion 22a of the operating rod 22 is connected to the engaging recess 13e of the drive piston 13, and can be moved integrally.

That is, the cylinder 12 of the master cylinder 11 is formed with an idle port 66 that communicates with the front pressure chamber R ₁ , and this idle port 66 is connected to the reservoir tank 45 via the sixth hydraulic pipe 67. The sixth hydraulic pipe 67 is provided with an on-off valve 211 that opens and closes the sixth hydraulic pipe 67. The on-off valve 211 is a normally open type electromagnetic shut-off valve that closes when power is supplied.

In the braking force control by the vehicle braking apparatus according to the third embodiment configured as described above, when the power supply system is operating normally, the fifth hydraulic pipe 63 is closed by the reaction force control valve 64 and the reaction force is increased. hydraulic supply and discharge is prohibited for the chamber R _3. The hydraulic communication pipe 58 is opened by the shut-off valve 70, the first hydraulic pipe 34 and the second hydraulic pipe 37 communicating with the shut-off valve 70, the front pressure chamber R ₁ and the rear pressure chamber R ₂ communicates.

  Therefore, when the brake pedal 17 is depressed, the ECU 71 controls the pressure control valve 57 based on the target control pressure Pt and outputs a predetermined control pressure. Then, after the hydraulic pressure of the accumulator 55 is adjusted by the pressure control valve 57 from the high-pressure supply pipe 56, the hydraulic pressure is supplied to the second hydraulic pipe 37 through the control pressure supply pipe 59 and is further opened by the shutoff valve 70. The first hydraulic pipe 34 is supplied through 58. Therefore, control pressure is applied from the first hydraulic pipe 34 to the wheel cylinders 31FR, 31FL of the front wheels FR, FL, and control pressure is applied from the second hydraulic pipe 37 to the wheel cylinders 31RR, 31RL of the rear wheels RR, RL. Thus, the braking force corresponding to the operating force of the occupant's brake pedal 17 can be generated for the front wheels FR, FL and the rear wheels RR, RL.

Further, during the automatic braking control by the ECU 71, the ECU 71 sets the target control pressure Pt according to the running state of the vehicle, the pressure control valve 57, the pressure increasing valves 47a, 47b, 48a, 48b, and the pressure reducing valves 49a, 49b. , 50a, 50b, the appropriate braking force corresponding to the traveling state of the vehicle is generated for each wheel cylinder 31FR, 31FL, 31RR, 31RL. At this time, in order to close the sixth hydraulic pipe 67 by opening and closing valves 211, front pressure chamber R ₁ in the master cylinder 11 is communicated are cut off the reservoir tank 45, even if the occupant has a braking operation, the drive The piston 13 does not advance suddenly, and the deterioration of the operation feeling is prevented.

Further, at this time, the ECU 71 determines an operation failure of the shutoff valve 70 based on the behavior of the brake pedal 17. That is, as shown in FIG. 5, in step S11, the ECU 71 determines whether or not the system is operating normally. Here, if it is determined that the system is operating normally, in step S12. Then, it is determined whether the initial check control is ON, that is, whether the ignition switch is turned ON. Here, if it is determined that the initial check control has been turned ON, it is determined in step S13 whether the actuated braking operation is the initial brake. Here, if it is determined that the brake is the initial brake, in step S14, the ECU 71 closes the hydraulic communication pipe 58 by the mechanical backup mode, that is, the shutoff valve 70, and the first hydraulic pipe 34 and the second hydraulic pressure. The pipe 37 is closed, and the front pressure chamber R ₁ and the rear pressure chamber R ₂ are shut off.

  On the other hand, if it is determined in step S11 that the system is not operating normally, the initial check control is not ON in step S12, or if it is determined in step S13 that it is not the initial brake, nothing is done. To exit this routine.

  In step S15, the pedaling force sensor 73 detects the pedaling force Fp by the brake pedal 17, and in step S16, the stroke sensor 72 detects the pedal stroke Sp of the brake pedal 17. In step S17, the change rate of the pedal effort Fp is smaller than a preset reference value (a positive value close to 0), and the change rate of the pedal stroke Sp is a preset reference value (0). It is determined whether it is larger than a sufficiently larger positive value.

If it is determined in step S17 that the rate of change of the pedal effort Fp is smaller than the set reference value and the rate of change of the pedal stroke Sp is greater than the set reference value, the shutoff valve 70 is not closed in step S18. It is determined that the failure has been left open, and a warning lamp (warning lamp) is turned on. That is, although the hydraulic communication pipe 58 is closed by the shut-off valve 70 and the first hydraulic pipe 34 (front pressure chamber R ₁ ) and the second hydraulic pipe 37 (rear pressure chamber R ₂ ) are shut off, the pedal depression force Fp When the pedal stroke Sp tends to increase, the hydraulic oil in the first hydraulic pipe 34 (front pressure chamber R ₁ ) flows through the hydraulic communication pipe 58 to the second hydraulic pipe 37 (rear pressure chamber R ₂ ). Therefore, it is determined that the shutoff valve 70 is not closed and is in a broken state. On the other hand, if it is determined that the rate of change of the pedal effort Fp is not smaller than the set reference value, or if it is determined that the rate of change of the pedal stroke Sp is not greater than the set reference value, the shutoff valve 70 is normally opened and closed. Estimate and exit this routine without doing anything.

On the other hand, if a failure in the power supply system is defective occurs, fifth hydraulic pipe 63 by the reaction force control valve 64 is opened, the hydraulic supply and discharge for the reaction force chamber R ₃ is permitted. The hydraulic communication pipe 58 is closed by the shut-off valve 70, the first hydraulic pipe 34 and the second hydraulic pipe 37 is closed by the shut-off valve 70, the front pressure chamber R ₁ and the rear pressure chamber R ₂ is cut off.

Therefore, when the occupant steps on the brake pedal 17, the driving piston 13 moves forward through the operating rod 22 by the operating force, and the forward pressure chamber R ₁ is pressurized by the advancement of the driving piston 13, so that the hydraulic pressure is increased. The external pressure is discharged to the first hydraulic pipe 34 and is discharged to the pressure control valve 57 through the external pressure supply pipe 61. Then, after the external piston 111 is moved by the pressure control valve 57, the drive valve 104 is pressed and moved, and the hydraulic pressure remaining in the accumulator 55 is adjusted by the pressure control valve 57 from the high pressure supply pipe 56. The second hydraulic piping 37 is supplied through the control pressure supply piping 59. Then, the hydraulic pressure of the second hydraulic pipe 37 is supplied to the rear pressure chamber R ₂ of the master cylinder 11 to assist the drive piston 13, and the hydraulic pressure of the front pressure chamber R ₁ is increased to the first hydraulic pipe 34. Discharged. Therefore, control pressure is applied from the first hydraulic pipe 34 to the wheel cylinders 31FR, 31FL of the front wheels FR, FL, and a braking force corresponding to the operating force of the occupant's brake pedal 17 is generated on the front wheels FR, FL. Can be made.

As described above, in the vehicle brake device according to the third embodiment, the normally open type electromagnetic opening / closing is connected to the sixth hydraulic pipe 67 that connects the idle port 66 of the front pressure chamber R ₁ and the reservoir tank 45 in the master cylinder 11. A valve 211 is provided, and the sixth hydraulic pipe 67 is closed by the on-off valve 211 when the power supply system is normal.

  Therefore, when the power supply system is normal, the hydraulic communication pipe 58 is opened by the shutoff valve 70 so that the first hydraulic pipe 34 and the second hydraulic pipe 37 are in communication with each other, and the ECU 71 controls the pressure control valve 57 to obtain a predetermined value. The control pressure is supplied to the second hydraulic pipe 37 and also to the second hydraulic pipe 37 through the shut-off valve 70. The wheel cylinders 31FR, 31FL for the front wheels FR, FL and the wheel cylinders 31RR, 31RL for the rear wheels RR, RL are supplied. Thus, it is possible to apply an appropriate control pressure to the front wheels FR and FL and the rear wheels RR and RL to generate a braking force corresponding to the operating force of the brake pedal 17 of the occupant.

Further, during the automatic braking control by the ECU 71, the ECU 71 controls the pressure control valve 57, the pressure increasing valves 47a, 47b, 48a, 48b, and the pressure reducing valves 49a, 49b, 50a, 50b according to the running state of the vehicle. The wheel cylinders 31FR, 31FL, 31RR, 31RL are caused to generate an appropriate braking force according to the traveling state of the vehicle. At this time, since the sixth hydraulic pipe 67 is closed by the opening and closing valve 211, front pressure chamber R ₁ in the master cylinder 11 is communicated are cut off the reservoir tank 45, even if the occupant has a braking operation The drive piston 13 does not advance suddenly, and the deterioration of the operation feeling can be prevented.

In the vehicular braking apparatus according to the third embodiment, the ECU 71 determines that the shutoff valve 70 is malfunctioning based on the behavior of the brake pedal 17 when the hydraulic communication pipe 58 is closed by the shutoff valve 70. That is, the pedal depression force Fp is small in a state in which the hydraulic communication pipe 58 is closed by the shutoff valve 70 and the first hydraulic pipe 34 (front pressure chamber R ₁ ) and the second hydraulic pipe 37 (rear pressure chamber R ₂ ) are shut off. When the pedal stroke Sp tends to increase, it is assumed that the hydraulic oil in the first hydraulic pipe 34 flows into the second hydraulic pipe 37 through the hydraulic communication discontinuation 58, and the shutoff valve 70 is not closed but is in an open state. Therefore, it can be determined that a failure has occurred, and safety can be improved.

  FIG. 6 is a schematic configuration diagram illustrating a vehicle braking device according to a fourth embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

In the vehicle braking device of the fourth embodiment, as shown in FIG. 6, the reservoir tank 45 includes a first reservoir chamber 45 a that stores hydraulic oil regulated by the pressure control valve 57, and hydraulic oil in the front pressure chamber R _1. And a second reservoir chamber 45b to be replenished. Further, a sixth hydraulic pipe 67 is provided as a first connection line that connects the idle port 66 of the front pressure chamber R ₁ and the second reservoir chamber 45 b of the reservoir tank 45, and the sixth hydraulic pipe 67 is provided with the front pressure chamber 67. A check valve 221 is provided that prohibits the flow of hydraulic oil from R ₁ to the second reservoir chamber 45 b and permits the flow of hydraulic oil from the second reservoir chamber 45 b to the front pressure chamber R ₁ . In addition, a communication pipe 222 is provided as a third connection line that connects the idle port 66 of the front pressure chamber R ₁ and the rear pressure chamber R ₂ .

That is, the reservoir tank 45 is divided into first, second, and third reservoir chambers 45a, 45b, and 45c. And the base end part of the pressure regulation piping 53 connected with the hydraulic pump 51 is connected with the 1st reservoir chamber 45a. Further, an idle port 66 communicating with the front pressure chamber R ₁ is formed, and this idle port 66 is connected to the second reservoir chamber 45 b via a sixth hydraulic pipe 67. A valve 221 is provided. Further, the fifth pressure port 44 of the cylinder 12 is connected to the third reservoir chamber 45 c via the fourth hydraulic pipe 46. The cylinder 12 is provided with a communication pipe 222 that connects the idle port 66 of the front pressure chamber R ₁ and the second pressure port 36 of the rear pressure chamber R ₂ .

In the braking force control by the vehicle braking apparatus according to the fourth embodiment configured as described above, when the power supply system is operating normally, the fifth hydraulic pipe 63 is closed by the reaction force control valve 64, and the reaction force is increased. hydraulic supply and discharge is prohibited for the chamber R _3. The hydraulic communication pipe 58 is opened by the shut-off valve 70, the first hydraulic pipe 34 and the second hydraulic pipe 37 communicating with the shut-off valve 70, the front pressure chamber R ₁ and the rear pressure chamber R ₂ communicates.

  Therefore, when the brake pedal 17 is depressed, the ECU 71 controls the pressure control valve 57 based on the target control pressure Pt and outputs a predetermined control pressure. Then, after the hydraulic pressure of the accumulator 55 is adjusted by the pressure control valve 57 from the high-pressure supply pipe 56, the hydraulic pressure is supplied to the second hydraulic pipe 37 through the control pressure supply pipe 59 and is further opened by the shutoff valve 70. The first hydraulic pipe 34 is supplied through 58. Therefore, control pressure is applied from the first hydraulic pipe 34 to the wheel cylinders 31FR, 31FL of the front wheels FR, FL, and control pressure is applied from the second hydraulic pipe 37 to the wheel cylinders 31RR, 31RL of the rear wheels RR, RL. Thus, the braking force corresponding to the operating force of the occupant's brake pedal 17 can be generated for the front wheels FR, FL and the rear wheels RR, RL.

On the other hand, if a failure in the power supply system is defective occurs, fifth hydraulic pipe 63 by the reaction force control valve 64 is opened, the hydraulic supply and discharge for the reaction force chamber R ₃ is permitted. The hydraulic communication pipe 58 is closed by the shut-off valve 70, the first hydraulic pipe 34 and the second hydraulic pipe 37 is closed by the shut-off valve 70, the front pressure chamber R ₁ and the rear pressure chamber R ₂ is cut off.

Therefore, when the occupant steps on the brake pedal 17, the driving piston 13 moves forward through the operating rod 22 by the operating force, and the forward pressure chamber R ₁ is pressurized by the advancement of the driving piston 13, so that the hydraulic pressure is increased. The external pressure is discharged to the first hydraulic pipe 34 and is discharged to the pressure control valve 57 through the external pressure supply pipe 61. Then, after the external piston 111 is moved by the pressure control valve 57, the drive valve 104 is pressed and moved, and the hydraulic pressure remaining in the accumulator 55 is adjusted by the pressure control valve 57 from the high pressure supply pipe 56. The second hydraulic piping 37 is supplied through the control pressure supply piping 59. Then, the hydraulic pressure of the second hydraulic pipe 37 is supplied to the rear pressure chamber R ₂ of the master cylinder 11 to assist the drive piston 13, and the hydraulic pressure of the front pressure chamber R ₁ is increased to the first hydraulic pipe 34. Discharged. Therefore, control pressure is applied from the first hydraulic pipe 34 to the wheel cylinders 31FR, 31FL of the front wheels FR, FL, and a braking force corresponding to the operating force of the occupant's brake pedal 17 is generated on the front wheels FR, FL. Can be made.

At this time, with the advance of the drive piston 13, hydraulic oil in the second reservoir chamber 45b passes through the check valve 221 by the sixth hydraulic pipe 67, replenished to the rear pressure chamber R ₂ through the idle port 66 and the communicating pipe 222 Is done. Then, although the hydraulic oil in the second reservoir chamber 45b decreases, the hydraulic oil supplied from the first reservoir chamber 45a to the hydraulic pump 51 through the pressure regulating pipe 53 is separated from the first reservoir chamber 45a. There is no shortage.

It is In the vehicle braking apparatus of the embodiment 4, replenishing the reservoir tank 45, a first reservoir chamber 45a for storing the hydraulic oil pressure regulated by a pressure control valve 57, the hydraulic oil to the front pressure chamber R ₁ coupling a second reservoir chamber 45b, is divided into third reservoir chamber 45c which stores hydraulic oil returning to reflux, the idle port 66 of the front pressure chamber R ₁ and the second reservoir chamber 45b to the sixth hydraulic pipe 67 to Then, the flow of hydraulic oil from the front pressure chamber R ₁ to the second reservoir chamber 45 b is prohibited in the sixth hydraulic pipe 67 to allow the flow of hydraulic oil from the second reservoir chamber 45 b to the front pressure chamber R ₁ . A check valve 221 is provided. The cylinder 12 is provided with a communication pipe 222 that connects the idle port 66 of the front pressure chamber R ₁ and the rear pressure chamber R ₂ .

  Therefore, when the power supply system is normal, the hydraulic communication pipe 58 is opened by the shutoff valve 70 so that the first hydraulic pipe 34 and the second hydraulic pipe 37 are in communication with each other, and the ECU 71 controls the pressure control valve 57 to obtain a predetermined value. The control pressure is supplied to the second hydraulic pipe 37 and also to the second hydraulic pipe 37 through the shut-off valve 70. The wheel cylinders 31FR, 31FL for the front wheels FR, FL and the wheel cylinders 31RR, 31RL for the rear wheels RR, RL are supplied. Thus, it is possible to apply an appropriate control pressure to the front wheels FR and FL and the rear wheels RR and RL to generate a braking force corresponding to the operating force of the brake pedal 17 of the occupant.

On the other hand, when the power supply system fails, the hydraulic communication pipe 58 is closed by the shut-off valve 70, the first hydraulic pipe 34 and the second hydraulic pipe 37 are shut off, and when the occupant steps on the brake pedal 17, the operating force The drive piston 13 advances to pressurize the front pressure chamber R ₁ , and this pressure is discharged from the first hydraulic pipe 34 through the external pressure supply pipe 61 to the pressure control valve 57 as an external pressure to operate the pressure control valve 57. For this reason, a predetermined control pressure is supplied from the second hydraulic pipe 37 to the rear pressure chamber R ₂ by the pressure control valve 57 and assists the drive piston 13, whereby the predetermined pressure is supplied from the front pressure chamber R ₁ to the first hydraulic pipe 34. The control pressure is supplied, and appropriate control pressure is applied to the wheel cylinders 31FR, 31FL of the front wheels FR, FL and the wheel cylinders 31RR, 31RL of the rear wheels RR, RL, and the front wheels FR, FL and the rear wheels RR, RL are applied. A braking force corresponding to the operating force of the occupant's brake pedal 17 can be generated.

At this time, with the advance of the drive piston 13, hydraulic oil in the second reservoir chamber 45b passes through the check valve 221 by the sixth hydraulic pipe 67, replenished to the rear pressure chamber R ₂ through the idle port 66 and the communicating pipe 222 As a result, the self-sufficiency of the master cylinder 11 is increased and the reliability can be improved. When the hydraulic oil in the second reservoir chamber 45b is supplied to the rear pressure chamber R _2, while the hydraulic fluid in the second reservoir chamber 45b is reduced, since it is separated from the first reservoir chamber 45a, the The hydraulic oil supplied from the first reservoir chamber 45a to the hydraulic pump 51 through the pressure adjusting pipe 53 is not insufficient, and the pressure control valve 57 can be appropriately controlled.

  FIG. 7 is a schematic configuration diagram illustrating a vehicle braking device according to a fifth embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

In the vehicle braking device of the fifth embodiment, as shown in FIG. 7, a seventh connection line as a second connection line that connects the idle port 66 of the front pressure chamber R ₁ and the third pressure port 62 of the reaction force chamber R ₃ is provided. A hydraulic pipe 231 is provided, a sixth hydraulic pipe 67 is provided as a first connection line for connecting the seventh hydraulic pipe 231 and the reservoir tank 45, an on-off valve 211 is provided in the sixth hydraulic pipe 67, 7 hydraulic pipes 231 are provided with check valves 232 and 233 that permit the flow of hydraulic fluid from the reaction chamber R ₃ to the reservoir tank 45 and prohibit the flow of hydraulic fluid to the front pressure chamber R ₁ . Further, a bypass pipe 234 that bypasses the on-off valve 211 and the check valves 232 and 233 and connects the sixth hydraulic pipe 67 and the seventh hydraulic pipe 231 is provided. The bypass pipe 234 is connected to the reservoir from the front pressure chamber R _1. A check valve 221 is provided that prohibits the flow of the hydraulic oil in the tank 45 and permits the flow of the hydraulic oil from the reservoir tank 45 to the front pressure chamber R ₁ .

That is, the idle port 66 that communicates with the front pressure chamber R ₁ and the third pressure port 62 that communicates with the reaction force chamber R ₃ are communicated by the seventh hydraulic pipe 231, and the seventh hydraulic pipe 231 and the reservoir tank 45 are connected to each other. Are communicated by a sixth hydraulic pipe 67. The on-off valve 211 is provided on the sixth hydraulic pipe 67, the check valve 232 is provided on the reaction force chamber R ₃ side from the connecting portion of the seventh hydraulic pipe 231 with the sixth hydraulic pipe 67, and the seventh hydraulic pipe 231 is provided. A check valve 233 is provided on the front pressure chamber R ₁ side from the connecting portion with the sixth hydraulic pipe 67 in FIG. In this case, the on-off valve 211 functions as a reaction force control valve, is a normally open type on-off valve, and closes when power is supplied. Further, the on-off valve 211 and the check valves 232 and 233 are bypassed to connect the idle port 66 and the reservoir tank 45, and the check valve 221 is provided here.

In the braking force control by the vehicle braking apparatus according to the fifth embodiment configured as described above, the sixth hydraulic pipe 67 is closed by the on-off valve (reaction force control valve) 211 when the power supply system is operating normally. is, hydraulic supply and discharge is inhibited against the reaction force chamber R _3. The hydraulic communication pipe 58 is opened by the shut-off valve 70, the first hydraulic pipe 34 and the second hydraulic pipe 37 communicating with the shut-off valve 70, the front pressure chamber R ₁ and the rear pressure chamber R ₂ communicates.

  Therefore, when the brake pedal 17 is depressed, the ECU 71 controls the pressure control valve 57 based on the target control pressure Pt and outputs a predetermined control pressure. Then, after the hydraulic pressure of the accumulator 55 is adjusted by the pressure control valve 57 from the high-pressure supply pipe 56, the hydraulic pressure is supplied to the second hydraulic pipe 37 through the control pressure supply pipe 59 and is further opened by the shutoff valve 70. The first hydraulic pipe 34 is supplied through 58. Therefore, control pressure is applied from the first hydraulic pipe 34 to the wheel cylinders 31FR, 31FL of the front wheels FR, FL, and control pressure is applied from the second hydraulic pipe 37 to the wheel cylinders 31RR, 31RL of the rear wheels RR, RL. Thus, the braking force corresponding to the operating force of the occupant's brake pedal 17 can be generated for the front wheels FR, FL and the rear wheels RR, RL.

At this time, in order to close the sixth hydraulic pipe 67 by opening and closing valves 211, front pressure chamber R ₁ in the master cylinder 11 is communicated is interrupted between the reservoir tank 45, it is no operation comfort of the drive piston is moved forward The deterioration of the ring is prevented, and the check valve 232 prevents the hydraulic oil from flowing from the front pressure chamber R ₁ to the reaction force chamber R ₃ .

On the other hand, if a failure in the power supply system is defective occurs, by opening and closing valve (reaction force control valve) 211 sixth hydraulic pipe 67 is opened, it is allowed hydraulic supply and discharge for the reaction force chamber R ₃ . The hydraulic communication pipe 58 is closed by the shut-off valve 70, the first hydraulic pipe 34 and the second hydraulic pipe 37 is closed by the shut-off valve 70, the front pressure chamber R ₁ and the rear pressure chamber R ₂ is cut off.

Therefore, when the occupant steps on the brake pedal 17, the driving piston 13 moves forward through the operating rod 22 by the operating force, and the forward pressure chamber R ₁ is pressurized by the advancement of the driving piston 13, so that the hydraulic pressure is increased. The external pressure is discharged to the first hydraulic pipe 34 and is discharged to the pressure control valve 57 through the external pressure supply pipe 61. Then, after the external piston 111 is moved by the pressure control valve 57, the drive valve 104 is pressed and moved, and the hydraulic pressure remaining in the accumulator 55 is adjusted by the pressure control valve 57 from the high pressure supply pipe 56. The second hydraulic piping 37 is supplied through the control pressure supply piping 59. Then, the hydraulic pressure of the second hydraulic pipe 37 is supplied to the rear pressure chamber R ₂ of the master cylinder 11 to assist the drive piston 13, and the hydraulic pressure of the front pressure chamber R ₁ is increased to the first hydraulic pipe 34. Discharged. Therefore, control pressure is applied from the first hydraulic pipe 34 to the wheel cylinders 31FR, 31FL of the front wheels FR, FL, and a braking force corresponding to the operating force of the occupant's brake pedal 17 is generated on the front wheels FR, FL. Can be made.

At this time, as the drive piston 13 moves forward, the hydraulic oil in the reaction chamber R ₃ passes through the check valve 232 through the seventh hydraulic pipe 231, passes through the on-off valve 211 through the sixth hydraulic pipe 67, and reaches the reservoir tank 45. To be discharged.

As described above, in the vehicle braking device of the fifth embodiment, the front pressure chamber R ₁ and the reaction force chamber R ₃ are connected by the seventh hydraulic pipe 231, and the seventh hydraulic pipe 231 and the reservoir tank 45 are connected. sixth connected by hydraulic pipe 67, the on-off valve 211 provided in the sixth hydraulic pipe 67, the seventh front pressure chamber R to allow flow of the working oil to the hydraulic pipe 231 from the reaction chamber R ₃ to the reservoir tank 45 Check valves 232 and 233 for prohibiting the flow of hydraulic oil to ₁ are provided.

Therefore, when the power supply system is normal, the hydraulic communication pipe 58 is opened by the shutoff valve 70 so that the first hydraulic pipe 34 and the second hydraulic pipe 37 are in communication with each other, and the ECU 71 controls the pressure control valve 57 to obtain a predetermined value. The control pressure is supplied to the second hydraulic pipe 37 and also to the second hydraulic pipe 37 through the shut-off valve 70. The wheel cylinders 31FR, 31FL for the front wheels FR, FL and the wheel cylinders 31RR, 31RL for the rear wheels RR, RL are supplied. Thus, it is possible to apply an appropriate control pressure to the front wheels FR and FL and the rear wheels RR and RL to generate a braking force corresponding to the operating force of the brake pedal 17 of the occupant. At this time, since the sixth hydraulic pipe 67 is closed by the opening and closing valve 211 are blocked front pressure chamber R _1, it is possible to drive piston 13 in order to prevent deterioration of the operational feel rather than be advanced The check valve 232 prevents the hydraulic oil from flowing from the front pressure chamber R ₁ into the reaction force chamber R _3, and can improve reliability.

On the other hand, when the power supply system fails, the hydraulic communication pipe 58 is closed by the shut-off valve 70, the first hydraulic pipe 34 and the second hydraulic pipe 37 are shut off, and when the occupant steps on the brake pedal 17, the operating force The drive piston 13 advances to pressurize the front pressure chamber R ₁ , and this pressure is discharged from the first hydraulic pipe 34 through the external pressure supply pipe 61 to the pressure control valve 57 as an external pressure to operate the pressure control valve 57. For this reason, a predetermined control pressure is supplied from the second hydraulic pipe 37 to the rear pressure chamber R ₂ by the pressure control valve 57 and assists the drive piston 13, whereby the predetermined pressure is supplied from the front pressure chamber R ₁ to the first hydraulic pipe 34. The control pressure is supplied, and appropriate control pressure is applied to the wheel cylinders 31FR, 31FL of the front wheels FR, FL and the wheel cylinders 31RR, 31RL of the rear wheels RR, RL, and the front wheels FR, FL and the rear wheels RR, RL are applied. A braking force corresponding to the operating force of the occupant's brake pedal 17 can be generated.

Further, in the vehicle brake device of the fifth embodiment, the pressure control of the front pressure chamber R _{1 and} the pressure control of the reaction force chamber R ₃ are configured by the common on-off valve 211, so that the device can be simplified. In addition, the cost can be reduced.

  FIG. 8 is a schematic configuration diagram illustrating a vehicle braking device according to a sixth embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

In the vehicle braking device of the sixth embodiment, as shown in FIG. 8, a sixth hydraulic pipe 67 that connects the idle port 66 of the front pressure chamber R ₁ and the reservoir tank 45 is provided. check valve 221 that allows flow of working oil from the reservoir tank 45 into the front pressure chamber R ₁ prohibits the flow of hydraulic fluid from the front pressure chamber R ₁ to the reservoir tank 45 is provided. Furthermore, communication pipe 241 is provided for connecting the second pressure port 36 of the reaction force chamber R ₃ and the rear pressure chamber R _2, a cup 242 is provided in the communicating pipe 241. A one-way seal 68a and an O-ring (seal member) 68b are mounted on the inner peripheral surface of the cylinder 12 on both sides of the idle port 66 and fitted to the drive piston 13. Furthermore, an opening mechanism for releasing the hydraulic pressure in the front pressure chamber R ₁ is provided.

That is, an idle port 66 communicating with the front pressure chamber R ₁ is formed, and this idle port 66 is connected to the reservoir tank 45 via a sixth hydraulic pipe 67, and a check valve 221 is connected to the sixth hydraulic pipe 67. Is provided. Further, the second hydraulic pipe 37 and the fifth hydraulic pipe 63 are connected by a communication pipe 241, and the flow of hydraulic oil from the second hydraulic pipe 37 to the fifth hydraulic pipe 63 is caused to flow into the communication pipe 241. A cup 242 that prohibits and permits the flow of hydraulic oil from the fifth hydraulic pipe 63 to the second hydraulic pipe 37 is provided. Furthermore, as the opening mechanism for opening the hydraulic pressure in the front pressure chamber R _1, the pressure reducing valves 49a, 49b are applied.

In the braking force control by the vehicle braking apparatus according to the sixth embodiment configured as described above, when the power system is operating normally, the hydraulic communication pipe 58 is opened by the shutoff valve 70 and the first hydraulic pipe 34 is operated. When the second hydraulic pipe 37 communicating with the shut-off valve 70, the front pressure chamber R ₁ and the rear pressure chamber R ₂ communicates.

  Therefore, when the brake pedal 17 is depressed, the ECU 71 controls the pressure control valve 57 based on the target control pressure Pt and outputs a predetermined control pressure. Then, after the hydraulic pressure of the accumulator 51 is adjusted from the high pressure supply pipe 56 by the pressure control valve 57, the hydraulic pressure is supplied to the second hydraulic pipe 37 through the control pressure supply pipe 59 and further opened by the shutoff valve 70. The first hydraulic pipe 34 is supplied through 58. Therefore, control pressure is applied from the first hydraulic pipe 34 to the wheel cylinders 31FR, 31FL of the front wheels FR, FL, and control pressure is applied from the second hydraulic pipe 37 to the wheel cylinders 31RR, 31RL of the rear wheels RR, RL. Thus, the braking force corresponding to the operating force of the occupant's brake pedal 17 can be generated for the front wheels FR, FL and the rear wheels RR, RL.

Further, during the automatic braking control by the ECU 71, the ECU 71 controls the pressure control valve 57, the pressure increasing valves 47a, 47b, 48a, 48b, and the pressure reducing valves 49a, 49b, 50a, 50b according to the running state of the vehicle. The wheel cylinders 31FR, 31FL, 31RR, 31RL are caused to generate an appropriate braking force according to the traveling state of the vehicle. At this time, the check valve 221 and the discharge is inhibited in the hydraulic fluid from the front pressure chamber R ₁ in the master cylinder 11 to the reservoir tank 45, the front pressure chamber R ₁ is likely to fall into a high pressure state. Therefore, the ECU 71 discharges the hydraulic oil in the front pressure chamber R ₁ to the reservoir tank 45 through the third hydraulic pipe 41 using the pressure reducing valves 49 a and 49 b based on the control pressure Pm detected by the first pressure sensor 74. In addition, malfunction due to pressure containment can be prevented, and deterioration of the operation feeling when the occupant performs a brake operation can be prevented.

On the other hand, when a failure occurs in the power supply system, the hydraulic communication pipe 58 is closed by the shut-off valve 70, and the first hydraulic pipe 34 and the second hydraulic pipe 37 are closed by the shut-off valve 70. The pressure chamber R ₁ and the rear pressure chamber R ₂ are blocked.

Therefore, when the occupant steps on the brake pedal 17, the driving piston 13 moves forward through the operating rod 22 by the operating force, and the forward pressure chamber R ₁ is pressurized by the advancement of the driving piston 13, so that the hydraulic pressure is increased. The external pressure is discharged to the first hydraulic pipe 34 and is discharged to the pressure control valve 57 through the external pressure supply pipe 61. Then, after the external piston 111 is moved by the pressure control valve 57, the drive valve 104 is pressed and moved, and the hydraulic pressure remaining in the accumulator 55 is adjusted by the pressure control valve 57 from the high pressure supply pipe 56. The second hydraulic piping 37 is supplied through the control pressure supply piping 59. Then, the hydraulic pressure of the second hydraulic pipe 37 is supplied to the rear pressure chamber R ₂ of the master cylinder 11 to assist the drive piston 13, and the hydraulic pressure of the front pressure chamber R ₁ is increased to the first hydraulic pipe 34. Discharged. Therefore, control pressure is applied from the first hydraulic pipe 34 to the wheel cylinders 31FR, 31FL of the front wheels FR, FL, and a braking force corresponding to the operating force of the occupant's brake pedal 17 is generated on the front wheels FR, FL. Can be made.

As described above, in the vehicle braking apparatus of the sixth embodiment, the front pressure chamber R ₁ and the reservoir tank 45 are connected by the sixth hydraulic pipe 67, and the reservoir is connected to the sixth hydraulic pipe 67 from the front pressure chamber R _1. A check valve 221 that prohibits the flow of hydraulic oil to the tank 45 and permits the flow of hydraulic oil from the reservoir tank 45 to the front pressure chamber R ₁ is provided, and the second pressure port 36 of the reaction force chamber R ₃ and the rear pressure The chamber R ₂ is connected by a communication pipe 241, and the flow of hydraulic oil from the second hydraulic pipe 37 to the fifth hydraulic pipe 63 is prohibited in the communication pipe 241 to the fifth hydraulic pipe 63 and the second hydraulic pipe 37. the cup 242 to permit the flow of hydraulic fluid provided as opening mechanism for opening the hydraulic pressure in the front pressure chamber R _1, it is applied the pressure reducing valve 49a, a 49b.

  Therefore, when the power supply system is normal, the hydraulic communication pipe 58 is opened by the shutoff valve 70 so that the first hydraulic pipe 34 and the second hydraulic pipe 37 are in communication with each other, and the ECU 71 controls the pressure control valve 57 to obtain a predetermined value. The control pressure is supplied to the second hydraulic pipe 37 and also to the second hydraulic pipe 37 through the shut-off valve 70. The wheel cylinders 31FR, 31FL for the front wheels FR, FL and the wheel cylinders 31RR, 31RL for the rear wheels RR, RL are supplied. Thus, it is possible to apply an appropriate control pressure to the front wheels FR and FL and the rear wheels RR and RL to generate a braking force corresponding to the operating force of the brake pedal 17 of the occupant.

Further, during the automatic braking control by the ECU 71, the ECU 71 controls the pressure control valve 57, the pressure increasing valves 47a, 47b, 48a, 48b, and the pressure reducing valves 49a, 49b, 50a, 50b according to the running state of the vehicle. The wheel cylinders 31FR, 31FL, 31RR, 31RL are caused to generate an appropriate braking force according to the traveling state of the vehicle. At this time, the ECU 71 opens and closes the pressure reducing valves 49 a and 49 b based on the control pressure Pm detected by the first pressure sensor 74, and discharges the hydraulic oil in the front pressure chamber R ₁ to the reservoir tank 45 through the third hydraulic pipe 41. As a result, it is possible to prevent malfunction due to pressure containment, to prevent deterioration of the operation feeling when the occupant performs a brake operation, and to improve reliability.

  FIG. 9 is a schematic configuration diagram illustrating a vehicle braking device according to a seventh embodiment of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

In the vehicle braking device of the seventh embodiment, as shown in FIG. 9, the master cylinder 311 is configured such that a drive piston 13 is supported in the cylinder 12 so as to be movable in the axial direction. The cylinder 12 has a cylindrical shape with a base end opened and a tip closed, and a support member 14 is fixed to the base end by press-fitting. The drive piston 13 is supported in the cylinder 12 so as to be reciprocally movable, and the flange portion 13b abuts against the step portion 12c of the cylinder 12, so that the forward movement stroke is restricted, and the flange portion 13b contacts the support member 14. By contacting, the moving stroke on the reverse side is regulated. Further, a reaction force spring 16 is interposed between the cylinder 12 and the drive piston 13, and the drive piston 13 is urged rightward in FIG. 13b is biased and supported at a position where it abuts against the support member 14. A driving piston 13 in the cylinder 12 is arranged movably, the front pressure chamber R ₁ and the rear pressure chamber R ₂ and the reaction force chamber R ₃ are defined.

  The brake pedal 17 has an upper end portion rotatably supported on a mounting bracket of the vehicle body by a support shaft 18, and a clevis 21 is attached to an intermediate portion by a connecting shaft 20, and a base end portion of an operation rod 22 is attached to the clevis 21. Connected, the distal end of the operating rod 22 is connected to the proximal end of the drive piston 13.

  A stroke simulator 312 is provided on the tip end side of the cylinder 12. In the stroke simulator 312, a casing 313 is fixed in the cylinder 12 by press fitting, and a movable element 314 is fitted and supported on one side of the casing 313 so as to be movable. A support member 316 is fixed to the other side of the casing 313, and an urging spring 318 is interposed between the mover 314 and the support member 316. The mover 314 is supported by the support member 316. Is biased and supported in a direction away from the head.

In the casing 313 of the cylinder 12, a movable element 314 is movably provided so that a reaction force chamber R ₃₁ and a pressure reduction chamber R ₃₂ are partitioned, and the reaction force chamber R ₃₁ is formed in the cylinder 12. The reaction chamber R ₃ communicates with the reaction force chamber R ₃ through the communication passage 319, and the decompression chamber R ₃₂ communicates with the reservoir tank 45 through the communication passage 320 formed in the cylinder 12.

On the other hand, the front wheels FR and FL and the rear wheels RR and RL are provided with wheel cylinders 31FR, 31FL, 31RR, and 31RL for operating brake devices (braking devices), respectively, and can be operated by the ABS 32. That is, the first pressure port 33 communicating with the front pressure chamber R ₁ in the master cylinder 11, one end of the first hydraulic pipe 34 is connected, the other end oil pressure supply line 35a of the first hydraulic pipe 34, Branched to 35b and connected to the wheel cylinders 31FR, 31FL. The second pressure port 36 communicating with the rear pressure chamber R ₂ in the master cylinder 11, a second end of the hydraulic pipe 37 is connected, the other end oil pressure supply line 38a of the second hydraulic pipe 37, Branched to 38b and connected to the wheel cylinders 31RR and 31RL.

  In addition, base ends of hydraulic discharge pipes 39 a and 39 are connected to the hydraulic supply pipes 35 a and 35 b branched from the first hydraulic pipe 34, and are connected to the hydraulic supply pipes 38 a and 38 b branched from the second hydraulic pipe 37. Are connected to the base ends of the hydraulic discharge pipes 40a, 40b. The hydraulic discharge pipes 39 a, 39 b, 40 a, and 40 b are connected to the third hydraulic pipe 41 by gathering leading ends. The distal end of the third hydraulic pipe 41 is connected to the fourth pressure port 43 of the cylinder 12, and the fifth pressure port 44 and the reservoir tank 45 are connected by a fourth hydraulic pipe 46.

  Electromagnetic pressure increasing valves 47a, 47b, 48a, and 48b are disposed in the respective hydraulic pressure supply pipes 35a, 35b, 38a, and 38b, and electromagnetic pressure reducing valves 49a are disposed in the respective hydraulic pressure discharge pipes 39a, 39b, 40a, and 40b. 49b, 50a, 50b are arranged.

The hydraulic pump 51 can be driven by a motor 52 and is connected to a reservoir tank 45 through a pressure adjusting pipe 53 and is connected to an accumulator 55 through a pipe 54. The accumulator 55 is connected to the pressure control valve 331 via the high pressure supply pipe 56. The pressure control valve 331 can adjust the pressure of the hydraulic oil accumulated in the accumulator 55 by electromagnetic force and output it to the rear pressure chamber R ₂ and the front pressure chamber R ₁ of the master cylinder 311, and each wheel of the ABS 32. Output to the cylinders 31FR, 31FL, 31RR, 31RL is possible. Therefore, the first hydraulic pipe 34 and the second hydraulic pipe 37 are connected via a hydraulic communication pipe 58, and the pressure control valve 57 is connected to the second hydraulic pipe 37 via a control pressure supply pipe 59. The third hydraulic pipe 41 is connected via a decompression supply pipe 60. The pressure control valve 331 is connected to the first hydraulic pipe 34 via the external pressure supply pipe 61.

  That is, in the pressure control valve 331, the housing 332 has a cylindrical shape, and the drive valve 333 is supported in the vertical direction so that the drive valve 333 is urged downward by the return spring 334. On the other hand, when the solenoid (coil) 335 is energized, the drive valve 333 can be moved upward by the generated electromagnetic force. Further, the pressure control valve 336 and the external piston 337 are fitted to the housing 332 so as to be relatively movable in a state where the pressure control valve 336 and the external piston 337 are fitted inside and outside. The pressure control valve 336 is biased downward by the return spring 33, while the external piston 337 is biased upward by the return spring 339.

The housing 332 is formed with a high pressure port P ₁ , a pressure reduction port P ₂ , a control pressure port P ₃ , an adjustment pressure port P _4, and an external pressure port P ₅ . As the drive valve 333 moves, the high pressure port P ₁ and the pressure reducing port P ₂ , or the high pressure port P ₁ and the control pressure port P ₃ can communicate with each other. A high pressure supply pipe 56 is connected to the high pressure port P ₁ , a pressure reduction supply pipe 60 is connected to the pressure reduction port P ₂ , a control pressure supply pipe 59 is connected to the control pressure port P ₃ , and an adjustment pressure port A pressure reducing port P ₂ communicates with P ₄ through a communication pipe 113. Further, the external pressure port P _5, the external pressure supply pipe 61 is connected.

Therefore, when not energized solenoid 335, drive valve 333 is positioned downward by the urging force of the return spring 334, the opened decompression port P and the control pressure port P ₃ by the first sealing portion (not shown) _The high pressure port P ₁ is blocked by a closed second seal portion (not shown). When the solenoid 335 is energized, the drive valve 333 moves upward against the urging force of the return spring 334 by electromagnetic force. Then, the external piston 337 moves upward against the pressure control valve 336 to the urging force of the return spring 338, the second seal portion which is open communication with the high pressure port P ₁ and the control pressure port P ₃ The decompression port P ₂ can be blocked by the closed first seal portion. Therefore, the pressure acting from the high-pressure supply pipe 56 through the high-pressure port P ₁ , that is, high-pressure hydraulic oil is discharged from the control pressure port P ₃ to the control pressure supply pipe 59 as the control pressure through the second seal portion. It becomes.

In this state, when the current value supplied to the solenoid 335 is decreased, the generated suction force is reduced and the drive valve 333 is moved downward by the biasing force of the return spring 334. Then, the high pressure port P ₁ is switched to the decompression port P ₂ to communicate with each other. Therefore, the pressure reducing port P ₂ and the control pressure port P ₃ communicate with each other, while the high pressure port P ₁ and the control pressure port P ₃ are blocked. Therefore, the control pressure discharged to the control pressure supply pipe 59 through the control pressure port P ₃ , that is, the hydraulic oil is discharged from the pressure reduction port P ₂ to the pressure reduction supply pipe 60.

In addition, the solenoid 335 is demagnetized, and the external pressure supply pipe 61 is in a state where the control pressure port P ₃ and the pressure reduction port P ₂ are in communication with each other while the high pressure port P ₁ and the control pressure port P ₃ are in a cutoff state. When external pressure, that is, hydraulic oil is supplied from the external pressure port P ₅ to the external pressure port P ₅ , the external piston 337 moves downward against the urging force of the return spring 339. Then, the movement of the external piston 333 with respect to the pressure control valve 336 causes the high pressure port P ₁ and the control pressure port P ₃ to communicate with each other by the opened second seal portion, and the pressure is reduced by the closed first seal portion, as described above. it can block the port P _2. Therefore, the pressure acting from the high pressure supply pipe 56 through the high pressure port P ₁ , that is, the high pressure hydraulic oil is discharged as a control pressure from the control pressure port P ₃ to the control pressure supply pipe 59 through the second seal portion. In this case, the control pressure discharged to the control pressure supply pipe 59 can be adjusted by controlling the external pressure acting from the external pressure supply pipe 61 via the external pressure port P ₅ .

One end of the fifth hydraulic pipe 63 is connected to the third pressure port 62 communicating with the reaction force chamber R ₃ of the master cylinder 311, and the other end is connected to the third hydraulic pipe 41. The third pressure port 62 is provided with a one-way seal, and the hydraulic oil in the reaction force chamber R ₃ is allowed to flow only to the fifth hydraulic pipe 63 through the third pressure port 62. A reaction force control valve 64 is attached to the fifth hydraulic pipe 63. The reaction force control valve 64 is a normally open type on-off valve that is closed when power is supplied.

Further, an idle port 66 communicating with the front pressure chamber R ₁ is formed in the cylinder 12 of the master cylinder 311, and this idle port 66 is connected to the reservoir tank 45 via a sixth hydraulic pipe 67. A check valve 221 is provided in the sixth hydraulic pipe 67. Further, the idle port 66 is connected to a fifth hydraulic pipe 63 via a cup 351. The cup 351 allows the hydraulic oil in the front pressure chamber R ₁ to flow to the fifth hydraulic pipe 63 through the idle port 66, and the hydraulic oil in the fifth hydraulic pipe 63 passes through the idle port 66 to the front pressure. It prohibits to flow into the chamber R _1.

Further, in this embodiment, the cylinder 12, by housing the only driving piston 13 to move by the operation of the brake pedal 17, defines a front pressure chamber R ₁ and the rear pressure chamber R _2, the front pressure chamber R ₁ the first front wheel FR to the pressure port 33 through the first hydraulic pipe 34, FL wheel cylinders 31FR of concatenates 31FL, after the second pressure port 36 of the rear pressure chamber R ₂ through the second hydraulic pipe 37 The wheel cylinders 31RR and 31RL of the wheels RR and RL are connected, the pressure control valve 331 is connected to the second hydraulic pipe 37, and the first hydraulic pipe 34 and the second hydraulic pipe 37, that is, the front pressure chamber R ₁ and the rear The pressure chamber R ₂ is connected by a hydraulic communication pipe (communication path) 58, and a cutoff valve (shut-off mechanism) 70 that can open and close the hydraulic communication pipe 58 is provided in the hydraulic communication pipe 58. The shut-off valve 70 is a normally closed electromagnetic shut-off valve that opens when power is supplied.

Here, regarding the braking force control by the vehicle braking device of the seventh embodiment, when the occupant steps on the brake pedal 17, the driving piston 13 resists the urging force of the reaction force spring 16 via the operating rod 22 by the operating force. And move forward. At this time, the reaction force control valve 64 from the fifth hydraulic pipe 63 is closed, although the hydraulic supply and discharge for the reaction force chamber R ₃ is stopped, that the stroke simulator 312 is activated, the drive piston 13 Advance a little.

When the brake pedal 17 is depressed, the pedal effort sensor 73 detects the pedal effort Fp, and the ECU 71 sets the target control pressure Pt based on the pedal effort Fp. The ECU 71 controls the pressure control valve 331 based on the target control pressure Pt, and outputs a predetermined control pressure. That is, when the solenoid 335 is energized by the pressure control valve 331 and the drive valve 333 is moved by the generated electromagnetic force, the high pressure port P ₁ communicates with the control pressure port P ₃ . Therefore, the hydraulic pressure of the accumulator 55 is supplied from the high pressure supply pipe 56 to the high pressure port P _1, and is supplied from the control pressure port P ₃ to the second hydraulic pipe 37 through the control pressure supply pipe 59. Then, since the hydraulic communication pipe 58 is opened by the shutoff valve 70, the hydraulic pressure supplied to the second hydraulic pipe 37 is supplied to the first hydraulic pipe 34 through the hydraulic communication pipe 58.

  Accordingly, control pressure is applied from the first hydraulic pipe 34 to the wheel cylinders 31FR, 31FL of the front wheels FR, FL, and control pressure is applied from the second hydraulic pipe 37 to the wheel cylinders 31RR, 31RL of the rear wheels RR, RL. Thus, the braking force corresponding to the operating force of the occupant's brake pedal 17 can be generated for the front wheels FR, FL and the rear wheels RR, RL.

  Further, the ECU 71 controls the pressure control valves 331 and the pressure increasing valves 47a, 47b, 48a and 48b and the pressure reducing valves 49a, 49b, 50a and 50b in the ABS 32 regardless of the depression of the brake pedal 17 by the occupant. The braking force is automatically activated. That is, the ECU 71 sets the target control pressure Pt in the wheel cylinders 31FR, 31FL of the front wheels FR, FL and the wheel cylinders 31RR, 31RL of the rear wheels RR, RL according to the current running state of the vehicle. Then, by controlling the pressure control valve 331, the control hydraulic pressure is supplied from the control pressure supply pipe 59 to the second hydraulic pipe 37 and supplied to the first hydraulic pipe 34 through the hydraulic communication pipe 58. Therefore, as described above, control pressure is applied from the first hydraulic pipe 34 to the wheel cylinders 31FR, 31FL of the front wheels FR, FL, and from the second hydraulic pipe 37 to the wheel cylinders 31RR, 31RL of the rear wheels RR, RL. Control pressure is applied, and braking force corresponding to the operating force of the brake pedal 17 of the occupant can be generated for the front wheels FR, FL and the rear wheels RR, RL.

On the other hand, when a failure occurs in the power supply system, the solenoid 335 of the pressure control valve 331 is energized and the drive valve 333 cannot be moved, and the wheel cylinders 31FR, 31FL, 31RR, 31RL are moved to. The applied braking hydraulic pressure cannot be controlled to an appropriate hydraulic pressure. However, in this embodiment, the pressure control valve 331 is provided with an external piston 337 that is operated by pressure (external pressure) generated in the front pressure chamber R ₁ of the master cylinder 311, and an appropriate control pressure is output by this external piston 337. It is possible. In addition, an electromagnetic reaction force control valve 64 is provided in the fifth hydraulic pipe 63 connected to the third pressure port 62 of the reaction force chamber R ₃ , and the fifth hydraulic pipe 63 is opened and the third hydraulic pressure is opened when power is not supplied. It communicates with the reservoir tank 45 through the pipe 41.

Therefore, when the occupant steps on the brake pedal 17 when the power supply system fails, the driving piston 13 moves forward against the urging force of the reaction force spring 16 via the operating rod 22 by the operating force. At this time, since the hydraulic supply and discharge is allowed for the reaction force chamber R ₃ by the reaction force control valve 64, the drive piston 13 is advanceable. Then, the drive piston 13 moves forward, and the forward pressure chamber R ₁ is pressurized by the advance of the drive piston 13, so that the hydraulic pressure in the forward pressure chamber R ₁ is discharged to the first hydraulic pipe 34 as an external pressure, It is discharged to the pressure control valve 331 through the external pressure supply pipe 61.

Then, the external pressure acts from the external pressure supply pipe 61 via the external pressure port P ₅ at the pressure control valve 331, and the external piston 337 moves, whereby the high pressure port P ₁ communicates with the control pressure port P _3. To do. Therefore, the hydraulic pressure remaining in the accumulator 55 is supplied from the high pressure supply pipe 56 to the high pressure port P _1, and is supplied from the control pressure port P ₃ to the second hydraulic pipe 37 through the control pressure supply pipe 59. At this time, since the hydraulic communicating pipe 58 is blocked by the shut-off valve 70, the pressure control valve through an external pressure supply pipe 61 from the first hydraulic pipe 34 the oil pressure of the front pressure chamber R ₁ as an external pressure of the master cylinder 311 331 The control pressure from the pressure control valve 331 can be supplied to the second hydraulic pipe 37 through the control pressure supply pipe 59.

Accordingly, the hydraulic pressure in the front pressure chamber R ₁ of the master cylinder 311 is increased and supplied to the front-wheel-side hydraulic supply pipes 35 a and 35 b through the first hydraulic pipe 34. That is, the braking hydraulic pressure is applied to the wheel cylinders 31FR and 31FL of the front wheels FR and FL, and a braking force corresponding to the operating force of the brake pedal 17 of the occupant can be generated on the front wheels FR and FL.

As described above, in the vehicle braking device of the seventh embodiment, the drive piston 13 is movably supported in the cylinder 12 to partition the front pressure chamber R ₁ and the rear pressure chamber R ₂ , and the brake pedal 17. Is provided with a master cylinder 311 capable of outputting the hydraulic pressure of the front pressure chamber R ₁ by moving the drive piston 13. The wheel cylinders 31 FR and 31 FL are connected to the front pressure chamber R _1, and the wheel cylinder is connected to the rear pressure chamber R _2. 31RR, concatenates 31RL, by a shut-off valve 70 as well as connecting the front pressure chamber R ₁ and the rear pressure chamber R ₂ by a hydraulic communicating pipe 58 is provided to move the driven valve 333 by the electromagnetic force based on the target control pressure The control pressure can be output to the rear pressure chamber R ₂ , and the control pressure is transferred to the rear pressure chamber R by moving the external piston 337 by the external pressure from the front pressure chamber R _{1. 2} is provided with a pressure control valve 331 capable of outputting.

  Therefore, by applying the pressure control valve 331 operated by electromagnetic force and external pressure, it is possible to reliably generate a control pressure according to the operation of the brake pedal 17 by the occupant regardless of the state of the power supply system. In addition to simplifying the hydraulic path and simplifying the structure, the manufacturing cost can be reduced, while appropriate braking force control can be achieved, improving reliability and safety. be able to.

In the vehicular braking apparatus of the seventh embodiment, a normally closed electromagnetic shut-off valve 70 is applied as a shut-off mechanism that can open and close the hydraulic communication pipe 58 that connects the front pressure chamber R ₁ and the rear pressure chamber R _2. Thus, with a simple configuration, it is possible to reliably generate a control pressure according to the operation of the brake pedal 17 by the occupant regardless of the state of the power supply system.

  Further, in the vehicle braking device of the seventh embodiment, the master cylinder 311 includes the stroke simulator 312 and the check valve 221 and the cup 351, so that the device can be simplified.

  As described above, the vehicular braking apparatus according to the present invention generates an appropriate braking force even when the power supply system fails, thereby improving safety, simplifying the structure, and reducing the cost. It is suitable for use in 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. It is sectional drawing of the pressure control valve in the brake device for vehicles of Example 1. FIG. It is a schematic block diagram showing the vehicle braking device which concerns on Example 2 of this invention. It is a schematic block diagram showing the vehicle braking device which concerns on Example 3 of this invention. 6 is a flowchart illustrating a failure determination control of a shut-off valve in a vehicle brake device according to a third embodiment. It is a schematic block diagram showing the vehicle braking device which concerns on Example 4 of this invention. It is a schematic block diagram showing the vehicle braking device which concerns on Example 5 of this invention. It is a schematic block diagram showing the vehicle braking device which concerns on Example 6 of this invention. It is a schematic block diagram showing the vehicle braking device which concerns on Example 7 of this invention.

Explanation of symbols

11, 311 Master cylinder 12 Cylinder 13 Drive piston 16 Reaction force spring 17 Brake pedal (operation member)
22 Operating rod 23 Biasing spring (reference position remaining mechanism)
24 Stopper (reference position remaining mechanism)
31FR, 31FL, 31RR, 31RL Wheel cylinder 32 ABS
34 1st hydraulic piping 37 2nd hydraulic piping 41 3rd hydraulic piping 45 Reservoir tank (reservoir chamber)
46 4th hydraulic piping 51 Hydraulic pump (hydraulic supply source)
55 Accumulator (Hydraulic supply source)
56 High-pressure supply pipe 57,331 Pressure control valve 58 Hydraulic communication pipe (communication path)
59 Control pressure supply pipe 60 Pressure reduction supply pipe 61 External pressure supply pipe 63 Fifth hydraulic pipe 64 Reaction force control valve 65,312 Stroke simulator 66 Idle port 67 Sixth hydraulic pipe (first connecting line)
70, 201 Shut-off valve (shut-off mechanism)
71 Electronic control unit, ECU (control pressure setting means, control means)
72 Stroke Sensor 73 Treading Force Sensor 74 First Pressure Sensor 75 Second Pressure Sensor 76 Third Pressure Sensor 104 Drive Valve 111 External Piston 211 On-off Valve 221 Check Valve 222 Communication Pipe (Third Connection Line)
231 7th hydraulic piping (2nd connecting line)
232, 233 Check valve 242 Cup R ₁ Front pressure chamber R ₂ Rear pressure chamber R ₃ Reaction force chamber R ₁₁ First pressure chamber R ₁₂ Second pressure chamber P ₁ High pressure port P ₂ Pressure reduction port P ₃ Control pressure port P ₄ adjustment Pressure port
P ₅ external pressure port

Claims (12)

An operating member that the occupant brakes;
A master cylinder capable of outputting a hydraulic pressure of the front pressure chamber by moving the drive piston by the operation member while the front pressure chamber and the rear pressure chamber are partitioned by the drive piston being movably supported in the cylinder When,
Control pressure setting means for setting a target control pressure in accordance with an operation force input from the operation member to the drive piston;
A wheel cylinder connected to the front pressure chamber to generate a braking force on the wheel;
A pressure control valve capable of adjusting the hydraulic pressure by moving the drive valve based on the target control pressure and outputting it to the rear pressure chamber;
A communication path communicating the front pressure chamber and the rear pressure chamber;
A blocking mechanism capable of opening and closing the communication path;
A vehicle braking device comprising:   The vehicular braking apparatus according to claim 1, wherein a pressure receiving area in the front pressure chamber and a pressure receiving area in the rear pressure chamber are set to be equal.   The vehicular braking apparatus according to claim 1 or 2, wherein the shut-off mechanism is a normally closed electromagnetic shut-off valve, and is opened when power is supplied.   An operation member behavior detection means for detecting the behavior of the operation member is provided, and when the communication path is closed by the electromagnetic shut-off valve, an operation failure of the electromagnetic shut-off valve is determined based on the behavior of the operation member. The vehicle braking device according to claim 3, further comprising a control unit.   The reaction force chamber for the drive piston is defined in the cylinder, and the shut-off mechanism is a normally closed type mechanical shut-off valve, and is opened by hydraulic pressure acting on the reaction force chamber. The vehicle braking device according to 1 or 2.   6. The reference position remaining mechanism that allows the drive piston to move independently with respect to the operation member and biases and supports the operation member at a predetermined reference position is provided. The brake device for vehicles as described in any one.   The first connection line for connecting the idle port of the front pressure chamber and the reservoir chamber is provided, and an opening / closing valve for opening and closing the first connection line is provided in the first connection line. The vehicle braking device according to any one of claims 6 to 6.   A reaction force chamber for the drive piston is defined in the cylinder, a second connection line for connecting the idle port and the reaction force chamber is provided, and the first connection line for connecting the second connection line and the reservoir chamber is provided. A connection line is provided, and a check valve is provided in the second connection line to permit the flow of hydraulic oil from the reaction force chamber to the reservoir chamber and prohibit the flow of hydraulic oil to the front pressure chamber. The braking device for a vehicle according to claim 7,   A first connection line that connects the idle port of the front pressure chamber and the reservoir chamber is provided, and a third connection line that connects the idle port and the rear pressure chamber is provided, and the first connection line includes the first connection line. 9. The check valve according to claim 1, further comprising a check valve that prohibits the flow of hydraulic oil from a front pressure chamber to the reservoir chamber and permits the flow of hydraulic oil from the reservoir chamber to the front pressure chamber. The brake device for vehicles as described in any one.   10. A first reservoir chamber for storing hydraulic oil regulated by the pressure control valve, and a second reservoir chamber for supplying hydraulic oil to the front pressure chamber are provided. The braking device for vehicles as described in one.   11. The vehicular braking apparatus according to claim 1, further comprising: an opening mechanism that releases hydraulic pressure in the front pressure chamber.   The vehicle according to any one of claims 1 to 11, wherein the wheel cylinder on the front wheel side is connected to the front pressure chamber, and the wheel cylinder on the rear wheel side is connected to the rear pressure chamber. Braking device.

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