JP2013043489A - Brake device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a brake device capable of restraining a brake response delay in response to regenerative cooperation.SOLUTION: This brake device includes: a control hydraulic pressure generating part 15b for generating control hydraulic pressure being brake liquid pressure corresponding to regenerative torque acquired by a regenerative torque acquiring part; a reaction hydraulic pressure generating part 12 for generating reaction hydraulic pressure being the brake liquid pressure corresponding to an operation quantity of a brake pedal 11; and a mechanical regulator 15c for forming a reaction hydraulic pressure input chamber 20a connected to the reaction hydraulic pressure generating part 12, a control hydraulic pressure input chamber 20c connected to the control hydraulic pressure generating part 15b, and a servo-hydraulic pressure output chamber 20b connected to a servo-chamber 13e and generating servo-hydraulic pressure corresponding to hydraulic pressure of subtracting the control hydraulic pressure from the reaction hydraulic pressure, in the servo-hydraulic pressure output chamber 20b.

Description

  The present invention relates to a brake device for a vehicle.

  As a type of vehicle brake device, one disclosed in Patent Document 1 is known. As shown in FIG. 1 of Patent Document 1, in a vehicle brake device, during normal braking control in which regenerative braking is not performed, the required braking force (according to the amount of operation of the brake pedal) is set. A corresponding control hydraulic pressure is generated. On the other hand, during regenerative cooperative control in which regenerative braking is also performed, the control hydraulic pressure is generated by reducing the regenerative braking force, that is, the required control is based on the sum of the regenerative braking force and the hydraulic braking force by the control hydraulic pressure. Power is given.

JP 2010-167915 A

  In the regenerative cooperative control of the brake device described in Patent Document 1 described above, the operation amount of the brake pedal 24 is detected by the stroke sensor 25, and the pressure increasing linear control valve or the like is controlled based on the detected operation amount. A braking force corresponding to the operation amount of the brake pedal 24 is generated. Therefore, it can be considered that the generation of the braking force is delayed with respect to the operation of the brake pedal 24 (brake response delay). In order to cope with this, it is conceivable to install (or add) a large-capacity pump or accumulator, but this leads to an increase in the size and cost of the apparatus itself.

  Therefore, the present invention has been made to solve the above-described problems, and an object of the present invention is to provide a brake device that can cope with regenerative cooperation and suppress a brake response delay.

  In order to solve the above-mentioned problem, the structural feature of the invention according to claim 1 is that in the master cylinder in a brake device for a vehicle that generates brake fluid pressure in the master cylinder in response to an operation of the brake operation member. A master chamber and a servo chamber are formed, driven by the servo fluid pressure that is the brake fluid pressure of the servo chamber, and configured to be able to slide in the master cylinder regardless of the operation of the brake operation member. The master piston section to be generated, the regenerative torque acquisition section for acquiring the regenerative torque, the control hydraulic pressure generation section for generating the control hydraulic pressure according to the regenerative torque acquired by the regenerative torque acquisition section, and the operation amount of the brake operation member A reaction force hydraulic pressure generation unit that mechanically generates a reaction force hydraulic pressure corresponding to a brake hydraulic pressure, a reaction force hydraulic pressure input chamber connected to the reaction force hydraulic pressure generation unit, and a control hydraulic pressure generation A servo fluid input chamber connected to the control section and a servo fluid pressure output chamber connected to the servo chamber are formed, and the servo fluid corresponding to the force obtained by subtracting the control fluid pressure from the reaction force fluid pressure And a mechanical regulator that mechanically generates pressure in the servo hydraulic pressure output chamber.

  According to the first aspect of the present invention, for example, in a vehicle brake device that generates brake fluid pressure in a master cylinder in response to an operation of a brake operation member, a servo chamber is formed in the master cylinder. A reaction force chamber is formed in the master cylinder by the operation of the master piston that is driven by the servo fluid pressure, which is the brake fluid pressure, and slides in the master cylinder, the output rod fixed to the master piston, and the brake operation member. However, depending on the amount of operation of the brake operation member (hereinafter referred to as “brake operation amount”), it slides in the master cylinder without coming into contact with the output rod, or is integrated with the output rod in the master cylinder. The input piston that slides, the regenerative torque acquisition unit that acquires the regenerative torque, and the regenerative torque that is acquired by the regenerative torque acquisition unit A control fluid pressure generating unit that generates a control fluid pressure that is a rake fluid pressure, and a reaction force fluid pressure that is connected to the reaction force chamber and generates a reaction force fluid pressure that is a brake fluid pressure corresponding to an operation amount of a brake operation member. A generating portion, a reaction force hydraulic pressure input chamber connected to the reaction force hydraulic pressure generating portion, a control hydraulic pressure input chamber connected to the control hydraulic pressure generating portion, a servo hydraulic pressure output chamber connected to the servo chamber, , And a mechanical regulator that generates in the servo hydraulic pressure output chamber a servo hydraulic pressure corresponding to the hydraulic pressure obtained by subtracting the control hydraulic pressure from the reaction hydraulic pressure.

  The structural feature of the invention according to claim 2 is that, in claim 1, the reaction force hydraulic pressure input chamber is connected to the control hydraulic pressure generating portion, and the control hydraulic pressure generating portion and the reaction force hydraulic pressure input chamber are connected to each other. A control hydraulic pressure input control valve provided between the control hydraulic pressure generating unit and controlling the flow of the brake fluid from the reactive hydraulic pressure input chamber to the reaction force hydraulic pressure input chamber; and the reaction force hydraulic pressure generating unit and the reaction force hydraulic pressure input chamber A reaction force hydraulic pressure input control valve that is provided between the reaction force hydraulic pressure generator and the reaction force hydraulic pressure input chamber to control the flow of brake fluid, a vehicle state detection unit that detects a vehicle state, and a control fluid The pressure input control valve is opened and the reaction force hydraulic pressure input control valve is closed, and the control hydraulic pressure is generated by the control hydraulic pressure generating unit according to the vehicle state detected by the vehicle state detecting means, Automatic pressurization control means for automatically pressurizing the reaction force hydraulic pressure input chamber regardless of the operation amount of the operation member. It is that you are.

  The structural feature of the invention according to claim 3 is that, in claim 2, the control hydraulic pressure input control valve is a normally closed solenoid valve, and the reaction force hydraulic pressure input control valve is a normally open solenoid valve. That is.

  A structural feature of the invention according to claim 4 is that, according to any one of claims 1 to 3, a regeneration abnormality detection means for detecting a regeneration abnormality that cannot generate a regeneration torque, and a regeneration abnormality detection means. When a regenerative abnormality is detected, the control hydraulic pressure generated by the control hydraulic pressure generation unit is set to atmospheric pressure, the atmospheric pressure is supplied to the control hydraulic pressure input chamber, and the reaction force generated by the reaction force hydraulic pressure generation unit is And regenerative abnormality detection control means for supplying the hydraulic pressure to the reaction force hydraulic pressure input chamber.

  According to a fifth aspect of the present invention, there is provided a structural feature according to any one of the first to fourth aspects between the reservoir for storing the brake fluid at atmospheric pressure, the reaction force hydraulic pressure generating unit, and the reservoir. A brake fluid flow between the reaction force hydraulic pressure generation unit and the reservoir, the reaction force hydraulic pressure control valve provided to control the flow of the brake fluid between the reaction force hydraulic pressure generation unit and the reservoir In the state where is opened, the reaction force hydraulic pressure becomes atmospheric pressure regardless of the operation amount of the brake operation member.

  The structural feature of the invention according to claim 6 is that, in claim 5, the reaction force hydraulic pressure control valve is a normally open solenoid valve.

  According to a seventh aspect of the present invention, in any one of the first to sixth aspects, the control fluid pressure generating unit includes an accumulator that accumulates brake fluid, a control fluid pressure input chamber, an accumulator, A pressure-increasing control valve for controlling the flow of brake fluid from the accumulator to the control fluid pressure input chamber, a reservoir for storing brake fluid at atmospheric pressure, A hydraulic pressure reducing path that connects the control hydraulic pressure input chamber and the reservoir, and a pressure reducing control valve that is provided in the hydraulic pressure reducing path and controls the flow of the brake fluid from the control hydraulic pressure input chamber to the reservoir. The pressure reducing control valve is a normally open type electromagnetic valve, and the pressure increasing control valve is a normally closed type electromagnetic valve.

  According to an eighth aspect of the present invention, in any one of the first to seventh aspects, the control fluid pressure generating unit includes an accumulator that accumulates brake fluid, a control fluid pressure input chamber, an accumulator, A pressure-increasing control valve for controlling the flow of brake fluid from the accumulator to the control fluid pressure input chamber, a reservoir for storing brake fluid at atmospheric pressure, A hydraulic pressure reducing path that connects the control hydraulic pressure input chamber and the reservoir, and a pressure reducing control valve that is provided in the hydraulic pressure reducing path and controls the flow of the brake fluid from the control hydraulic pressure input chamber to the reservoir. The control fluid pressure generating part abnormality detecting means configured to detect abnormality in either the pressure increasing control valve or the pressure reducing control valve, and the pressure increasing control valve or the pressure reducing control valve by the control fluid pressure generating part abnormality detecting means Check that there is an abnormality If it is, then closing the pressure increase control valve is that it is and a control fluid pressure generating portion abnormality detection time control means for opening the pressure reducing valve.

  In the invention according to claim 1 configured as described above, when the brake operation member is operated, the reaction force hydraulic pressure is a brake hydraulic pressure corresponding to the operation amount of the brake operation member by the reaction force hydraulic pressure generator. Is generated mechanically. The generated reaction force hydraulic pressure is supplied to the reaction force hydraulic pressure input chamber of the mechanical regulator. As a result, servo pressure is generated in the servo hydraulic pressure output chamber of the mechanical regulator, the servo pressure is supplied to the servo chamber of the master cylinder, and brake hydraulic pressure corresponding to the brake operation amount is generated in the master chamber.

  On the other hand, the control hydraulic pressure generating unit generates a control hydraulic pressure that is a brake hydraulic pressure corresponding to the regenerative torque acquired by the regenerative torque acquiring unit that acquires the regenerative torque. When the generated control fluid pressure is supplied to the control fluid pressure input chamber of the mechanical regulator, the mechanical fluid regulator uses the control fluid pressure from the reaction force fluid pressure supplied to the reaction force fluid pressure input chamber. Servo hydraulic pressure corresponding to the hydraulic pressure obtained by subtracting the control hydraulic pressure supplied to the input chamber is generated in the servo hydraulic pressure output chamber.

  The generated servo hydraulic pressure is supplied to the servo chamber in the master cylinder. Thus, the master piston portion is driven by the servo hydraulic pressure corresponding to the operation of the brake operating member, and the brake hydraulic pressure corresponding to the brake operation amount is generated in the master chamber in the master cylinder.

  In this way, the brake fluid pressure corresponding to the brake operation amount is mechanically generated in the master chamber in the master cylinder, and the brake fluid pressure corresponding to the regenerative torque is subtracted to correspond to regenerative cooperation. Compared with a conventional brake device provided with a detection device for detecting the stroke of the brake operation member, the brake response delay can be suppressed.

  When the regenerative torque is 0, that is, when the brake operation member is operated but regenerative braking is not performed, the control hydraulic pressure is not generated, so the servo hydraulic pressure, and hence the brake hydraulic pressure in the master chamber, is the reaction fluid. The fluid pressure corresponds to the pressure. On the other hand, when the regenerative torque is not 0, that is, when the brake operation member is operated and the regenerative braking is performed, the control hydraulic pressure is generated. Therefore, the hydraulic pressure corresponds to the hydraulic pressure obtained by subtracting the control hydraulic pressure from the hydraulic pressure.

  In the second aspect of the present invention, the control hydraulic pressure input control valve is opened and the reaction force hydraulic pressure input control valve is closed by the automatic pressurizing control means, and the control hydraulic pressure generating unit responds to the vehicle state. When the control fluid pressure is generated, the control fluid pressure is supplied to the reaction force fluid pressure input chamber of the mechanical regulator, and the reaction force fluid pressure of the reaction force fluid pressure generating unit is supplied to the reaction force fluid pressure input chamber. Never happen. As a result, a servo pressure corresponding to the vehicle state is generated in the servo hydraulic pressure output chamber regardless of the amount of brake operation, the servo pressure is supplied to the servo chamber in the master cylinder, and the brake corresponding to the vehicle state is supplied to the master chamber. Hydraulic pressure is generated. Therefore, it is possible to perform automatic pressurization control according to the vehicle state. For example, it is conceivable to execute automatic pressurization control according to the vehicle state in a state where automatic pressurization control is necessary. Specifically, automatic pressurization control according to the yaw rate as the vehicle state is automatically executed in a state where ESC control is necessary, or automatically according to the idling of the wheel as the vehicle state in a state where traction control is necessary. Pressurization control is executed automatically. It is also conceivable to execute the automatic pressurization control on condition that the switch to the execution mode of the automatic pressurization control is turned on.

  In the invention described in claim 3, since the control hydraulic pressure input control valve is a normally closed solenoid valve and the reaction force hydraulic pressure input control valve is a normally open solenoid valve, the control hydraulic pressure input is performed when the power supply fails. The control valve closes and the reaction force hydraulic pressure input control valve opens. As a result, the flow of brake fluid from the reaction force hydraulic pressure generation unit to the reaction force hydraulic pressure input chamber of the mechanical regulator is released, and the flow of brake fluid from the control hydraulic pressure generation unit to the reaction force hydraulic pressure input chamber is blocked. Is done. Thus, when the power supply fails, the automatic pressurization control can be automatically terminated, and the braking force corresponding to the brake operation amount can be secured by the mechanically generated reaction force hydraulic pressure.

  In the invention described in claim 4, when the regenerative abnormality is detected, the control hydraulic pressure is set to atmospheric pressure by the control hydraulic pressure generating unit, the atmospheric pressure is supplied to the control hydraulic pressure input chamber of the mechanical regulator, and the reaction force hydraulic pressure input The reaction force hydraulic pressure of the reaction force hydraulic pressure generator is supplied to the chamber. As a result, a servo hydraulic pressure corresponding to the reaction hydraulic pressure is generated in the servo hydraulic pressure output chamber, the servo hydraulic pressure is supplied to the servo chamber of the master cylinder, and the brake hydraulic pressure corresponding to the brake operation amount is supplied to the master chamber. Occur. In this way, when the regeneration is abnormal, the hydraulic pressure corresponding to the regenerative torque can be supplemented with good responsiveness by the reaction force hydraulic pressure generated mechanically.

  According to the fifth aspect of the present invention, when the flow of the brake fluid between the reaction force chamber and the reservoir is released by controlling the reaction force hydraulic pressure control valve, the brake operation member is interlocked with the operation of the brake operation member. Even if the member (12c) slides, the reaction force hydraulic pressure and thus the servo hydraulic pressure is not generated, and the master piston portion is not driven by the servo hydraulic pressure. Therefore, the master piston portion slides integrally with a member interlocked with the brake operation member in response to the brake operation. Thereby, the operation force of the brake operation member is transmitted to the master piston portion, and the reaction force hydraulic pressure does not act on the brake operation member. Thus, although the operation force of the brake operation member is not boosted, the braking force by only the operation force can be ensured reliably.

  The state where the braking force only by the operation force should be ensured in this way is a case where the control hydraulic pressure generation unit is abnormal. For example, the control hydraulic pressure generation unit is abnormal. When the unit is configured to include an accumulator, a pump that accumulates brake fluid in the accumulator, and an electric motor that drives the pump, the fluid pressure in the accumulator is below a predetermined threshold It is also possible that the pump has an abnormality or the electric motor has an abnormality.

  In the invention described in claim 6, in claim 5, the reaction force hydraulic pressure control valve is a normally open type electromagnetic valve. Thereby, even if the electric system becomes abnormal, the reaction force hydraulic pressure control valve is opened, so that it is possible to ensure the braking force only by the operation force of the brake operation member.

  According to the seventh aspect of the present invention, when the power supply fails, the normally closed pressure increasing control valve is closed in the control fluid pressure generating unit, and the accumulator is connected to the control fluid pressure input chamber via the fluid pressure increasing path. While the flow of the brake fluid is interrupted, the normally open pressure reducing control valve is opened to release the flow of the brake fluid from the control fluid pressure input chamber to the reservoir via the fluid pressure reducing path. In addition, the reaction force hydraulic pressure generated by the reaction force hydraulic pressure generator is supplied to the reaction force hydraulic pressure input chamber of the mechanical regulator. As a result, in the mechanical regulator, the hydraulic pressure in the control hydraulic pressure input chamber becomes atmospheric pressure, and the hydraulic pressure in the reaction force hydraulic pressure input chamber becomes a hydraulic pressure corresponding to the reaction force hydraulic pressure. Servo pressure corresponding to the reaction force hydraulic pressure is generated. Thus, when the power supply fails, the hydraulic pressure corresponding to the regenerative torque can be replenished with good responsiveness by the reaction force hydraulic pressure generated mechanically.

  In the invention according to claim 8, when the control hydraulic pressure generating unit detects that either the pressure increasing control valve or the pressure reducing control valve is abnormal, the pressure increasing control valve is closed and the accumulator is operated. While the flow of the brake fluid to the control hydraulic pressure input chamber via the hydraulic pressure increasing path is interrupted, the pressure reducing control valve is opened so that the brake fluid is supplied from the control hydraulic pressure input chamber to the reservoir via the hydraulic pressure reducing path. The flow is released. In addition, the reaction force hydraulic pressure generated by the reaction force hydraulic pressure generator is supplied to the reaction force hydraulic pressure input chamber of the mechanical regulator. As a result, in the mechanical regulator, the hydraulic pressure in the control hydraulic pressure input chamber becomes atmospheric pressure, and the hydraulic pressure in the reaction force hydraulic pressure input chamber becomes a hydraulic pressure corresponding to the reaction force hydraulic pressure. Servo pressure corresponding to the reaction force hydraulic pressure is generated. As described above, when there is an abnormality in either the pressure increase control valve or the pressure reduction control valve of the control hydraulic pressure generation unit, that is, when the regenerative cooperative control is impossible, the regeneration is caused by the mechanically generated reaction force hydraulic pressure. The hydraulic pressure for torque can be replenished with good responsiveness.

1 is a schematic diagram showing a first embodiment to which a brake device according to the present invention is applied. It is a schematic diagram which shows the brake device shown in FIG. FIG. 2 is a schematic diagram showing a state where a reaction force hydraulic pressure control valve is turned on in the brake device shown in FIG. 1. FIG. 2 is a schematic diagram showing a state where a brake pedal is depressed in the brake device shown in FIG. 1. In the brake device shown in FIG. 1, it is a schematic diagram which shows the state in which the brake pedal is depressed and the control hydraulic pressure corresponding to the regenerative torque is supplied. It is a flowchart which shows the control program performed by brake ECU shown in FIG. It is a map which shows correlation with a vehicle speed and the amount of regenerative torque. It is a map which shows correlation with the amount of regeneration torque, and target control hydraulic pressure. It is a map which shows correlation with the differential pressure | voltage of an accumulator pressure and a target control hydraulic pressure, and the duty drive value of a pressure increase control valve. It is a map which shows correlation with a target control hydraulic pressure and the duty drive value of a pressure-reduction control valve. It is a time chart which shows the action | operation of the brake device by this invention. The vehicle speed, total braking force, regenerative torque, and wheel cylinder pressure (W / C pressure) are shown in order from the top. It is a schematic diagram which shows 2nd Embodiment to which the brake device by this invention is applied. It is a flowchart which shows the control program performed with brake ECU shown in FIG. It is a schematic diagram which shows the modification of a mechanical regulator in the brake device by this invention.

1) First Embodiment Hereinafter, a first embodiment in which a vehicle brake device according to the present invention is applied to a hybrid vehicle will be described with reference to the drawings. FIG. 1 is a schematic diagram showing the configuration of the hybrid vehicle, and FIG. 2 is a schematic diagram showing the configuration of the brake device. The vehicle brake device generates a brake fluid pressure in the master cylinder 13 in response to an operation of a brake pedal 11 that is a brake operation member.

  As shown in FIG. 1, the hybrid vehicle is a vehicle that drives driving wheels, for example, left and right front wheels Wfl and Wfr by a hybrid system. The hybrid vehicle includes an engine 1 and a motor 2. The driving force of the engine 1 is transmitted to the driving wheels via the power split mechanism 3 and the power transmission mechanism 4, and the driving force of the motor 2 is transmitted to the driving wheels via the power transmission mechanism 4. It has become so.

  The hybrid vehicle includes an inverter 6. The inverter 6 converts a voltage between the motor 2 and the generator 5 and a battery 7 as a DC power source. The engine ECU 8 adjusts the rotational speed of the engine 1 based on a command from the hybrid ECU 9. The hybrid ECU 9 controls the motor 2 and the generator 5 through the inverter 6. The hybrid ECU 9 is connected to a battery 7 and monitors a charging state, a charging current, and the like of the battery 7.

  A regenerative braking device A is composed of the motor 2, the inverter 6 and the battery 7 described above. The regenerative braking device A generates a regenerative braking force based on the vehicle speed on the left and right front wheels Wfl, Wfr driven by the motor 2. In addition, the brake pedal 11, the reaction force hydraulic pressure generating unit 12, the master cylinder 13, the reservoir 14, the servo hydraulic pressure adjusting device 15, the brake hydraulic pressure adjusting device 16, the brake ECU 17, and the wheel cylinder WCfl, which are the brake operation members described above. Brake device B is composed of WCfr, WCrl, and WCrr. The brake device B brakes the vehicle by directly applying a hydraulic braking force to the wheels Wfl, Wfr, Wrl, Wrr.

  As shown in FIG. 1, the brake ECU 17 is connected to the hybrid ECU 9 so as to be communicable with each other, and the regenerative brake and the hydraulic brake performed by the motor 2 so that the total braking force of the vehicle is equivalent to that of the vehicle having only the hydraulic brake. Control (regenerative cooperative control) is performed. Specifically, the brake ECU 17 adjusts the brake fluid pressure corresponding to the driver's braking request, that is, the braking operation state by obtaining the target value of the regenerative braking device A, that is, the target regenerative braking force, from the hybrid ECU 9. Further, the brake ECU 17 outputs an upper limit value of the regenerative braking force to the hybrid ECU 9 when performing regenerative braking exceeding the braking request of the driver. The driver's braking request may be derived based on the stroke (or master cylinder pressure) of the brake pedal 11. The description of the upper limit value process for deriving the upper limit value of the regenerative braking force is omitted.

  As shown in FIG. 2, in the vicinity of the brake pedal 11, a brake for detecting whether the brake pedal 11 is depressed (whether the brake pedal 11 is being operated), that is, whether braking is being performed. A switch 11a is provided. The brake switch 11 a is connected to the brake ECU 17, and a detection signal is output to the brake ECU 17.

  The brake pedal 11 is connected to the reaction force hydraulic pressure generator 12 via a push rod 18. The reaction force hydraulic pressure generating unit 12 includes a body 12a, an input piston 12c that can slide in a liquid-tight manner in the body 12a, and an output that can move relative to the input piston 12c in a fluid-tight manner in the input piston 12c. A rod 12d and a stroke simulator 12g are provided.

  The body 12 a of the reaction force hydraulic pressure generation unit 12 is integrally formed with the body 13 a of the master cylinder 13. A space (a hole 12b described later) in the body 12a and a body 13a (a cylinder hole 13b described later) are separated by a partition wall 12a1. A hole 12b extending along the sliding direction (axial direction) of the input piston 12c is formed in the body 12a. The input piston 12c is disposed in the hole 12b of the body 12a. As a result, as described above, the input piston 12c can slide in the body 12a in a liquid-tight manner. A push rod 18 is connected to one end side of the input piston 12c. A flange member 18 a is fixed to the push rod 18. A biasing member 18b (for example, a spring) is interposed between the flange member 18a and the body 12a. The urging member 18b urges the flange member 18a in a direction away from the body 12a. Although not shown in the drawing, the input piston 12c is prevented from coming out of the hole 12b. When the brake pedal 11 is not depressed, the input piston 12c is positioned at a predetermined position (initial position) while receiving the urging force of the urging member 18b in the right direction in the figure.

  The input piston 12c has a bottomed cylindrical shape, and a hole 12c1 extending along the axial direction opens to the side opposite to the push rod 18 in the sliding direction of the input piston 12c.

  The portion of the output rod 12d on the input piston 12c side is disposed in the hole 12c1 of the input piston 12c. Thus, as described above, the output rod 12d can slide relative to the input piston 12c in a liquid-tight manner in the input piston 12c. A separation chamber 12e is formed in the hole 12c1 of the input piston 12c and the output rod 12d, and a reaction force chamber is formed in the hole 12b of the body 12a between the input piston 12c, the output rod 12d and the partition wall 12a1. 12f is formed.

  The output rod 12d is supported by the partition wall 12a1. Specifically, the output rod 12d passes through the partition wall 12a1 and is fixed to the first piston 13c on the side opposite to the input piston 12c.

  The input piston 12c is formed with a port 12c2 that opens into the separation chamber 12e. The body 12a is formed with a communication groove 12a2 that is open in the sliding direction of the input piston 12c and is formed in the communication groove 12a2 and the reservoir 14. An opening port 12a3 is formed. Thereby, the separation chamber 12e communicates with the reservoir 14 via the port 12c2, the communication groove 12a2, and the port 12a3.

  The reaction force chamber 12f communicates with the reservoir 14 through the port 12a4 and is connected to the stroke simulator 12g through a hydraulic oil passage 12h connected to the port 12a5. The port 12a4 is placed in a state where the reaction force chamber 12f and the reservoir 14 are communicated with each other when the brake pedal 11 is not depressed, and is closed by the input piston 12c when the brake pedal 11 is depressed. Yes.

  The stroke simulator 12g is generally well known and causes the brake pedal 11 to generate a stroke having a magnitude corresponding to the operation state of the brake pedal 11. The stroke simulator 12g includes a piston 12g2 that slides fluidly in the housing 12g1, a hydraulic chamber 12g3 formed between the housing 12g1 and the piston 12g2, and a direction in which the piston 12g2 reduces the volume of the hydraulic chamber 12g3. A spring 12g4 for biasing is provided.

  When the brake pedal 11 is depressed, the port 12a4 is closed by the input piston 12c, so that the brake fluid in the reaction force chamber 12f is sent to the stroke simulator 12g, and the reaction force hydraulic pressure corresponding to the operation amount of the brake pedal 11 is stroked. It is generated in the simulator 12g.

  The master cylinder 13 forms a hydraulic pressure (master cylinder pressure) according to the operating force of the brake pedal 11 that is a brake operating member by the driver and supplies it to the wheel cylinder WC **. It is a device that can generate a hydraulic braking force.

  The master cylinder 13 is a tandem master cylinder and includes a body 13a. A cylinder hole 13b is formed in the body 13a. In the cylinder hole 13b, first and second pistons 13c and 13d are arranged side by side so as to be slidable in a liquid-tight manner. The master piston portion described in the claims includes a first piston 13c and an output rod 12d.

  In the cylinder hole 13b of the body 13a, a servo chamber 13e is formed between the first piston 13c and the partition wall 12a1. The master piston 13c is driven by the servo hydraulic pressure that is the brake hydraulic pressure in the servo chamber 13e, and slides in the body 13a. In addition, each contact surface which the 1st piston 13c and partition 12a1 contact is comprised so that the volume of the servo chamber 13e can be ensured even if both members contact.

  In the cylinder hole 13b of the body 13a, a first hydraulic chamber (master chamber) 13f is formed between the first piston 13c and the second piston 13d, and between the second piston 13d and the bottom wall 13a1. A second hydraulic chamber (master chamber) 13g is formed. In the first hydraulic chamber 13f, there is a biasing member 13h (for example, a spring) that is interposed between the first piston 13c and the second piston 13d and biases the first hydraulic chamber 13f in the direction of expanding. It is arranged. In the second hydraulic pressure chamber 13g, an urging member 13i (for example, a spring) is disposed between the second piston 13d and the bottom wall 13a1 and urges the second hydraulic pressure chamber 13g in the direction of expanding. It is installed.

  When the hydraulic pressure is not supplied to the servo chamber 13e (for example, when the brake pedal 11 is not depressed), the first piston 13c is urged by the urging member 13h and is in a predetermined position, and the second piston 13d is attached. It is biased by the biasing member 13i and is in a predetermined position (see FIG. 2). The predetermined position of the first piston 13c is a position where the first piston 13c is positioned in contact with the partition wall 12a1, and is a position immediately before the first piston 13c closes the port 13k. The predetermined position of the second piston 13d is a position where the second piston 13d is positioned and fixed at a position immediately before the second piston 13d closes the port 13l.

  The body 13a of the master cylinder 13 has a port 13j for communicating the servo chamber 13e and the mechanical regulator 15c, a port 13k for communicating the first hydraulic chamber 13f and the reservoir 14, and a second hydraulic pressure. A port 13l for communicating the chamber 13g and the reservoir 14, a port 13m for communicating the first hydraulic chamber 13f and the wheel cylinder WC ** via the brake hydraulic pressure adjusting device 16, and a second hydraulic pressure A port 13n for communicating the chamber 13g and the wheel cylinder ** via the brake fluid pressure adjusting device 16 is provided.

  The servo hydraulic pressure adjusting device 15 includes a pressure supply device 15a, a control hydraulic pressure generation unit 15b, and a mechanical regulator 15c, and an operation amount of the brake pedal 11 by the mechanical regulator 15c receiving the pressure from the pressure supply device 15a. Servo hydraulic pressure corresponding to the above is formed and supplied to the servo chamber 13e of the master cylinder 13.

  The pressure supply device 15a includes an accumulator 15a1 that is a high pressure source for accumulating brake fluid at a relatively high pressure, a reservoir 14 that stores brake fluid at atmospheric pressure, and a brake fluid in the reservoir 14 that is sucked into the accumulator 15a1. A pump 15a2 for pumping and an electric motor 15a3 for driving the pump 15a2 are provided. The pressure supply device 15a controls the accumulator pressure by detecting the fluid pressure (accumulator pressure) of the brake fluid accumulated in the accumulator 15a1 by the pressure sensor 15a4. The brake fluid stored in the reservoir 14 may be approximately atmospheric pressure, and not strictly atmospheric pressure.

  The control hydraulic pressure generator 15b generates a control hydraulic pressure according to the actual regeneration execution value, the vehicle state, and the stroke amount of the brake pedal 11. The control hydraulic pressure generating unit 15b is provided in the reservoir 14, the accumulator 15a1, the hydraulic pressure increasing path 15b1 connecting the control hydraulic pressure input chamber 20c and the accumulator 15a1, and the hydraulic pressure increasing path 15b1, and is controlled from the accumulator 15a1. A pressure increase control valve 15b2 that controls the flow of brake fluid to the hydraulic pressure input chamber 20c, a hydraulic pressure reducing path 15b3 that connects the control hydraulic pressure input chamber 20c and the reservoir 14, and a hydraulic pressure reducing path 15b3 are provided and controlled. And a pressure reducing control valve 15b4 for controlling the flow of the brake fluid from the hydraulic pressure input chamber 20c to the reservoir 14.

  The pressure increase control valve 15b2 and the pressure decrease control valve 15b4 are electromagnetic valves that operate in response to a command from the brake ECU 17. The pressure increase control valve 15b2 is a normally closed linear electromagnetic valve, and the pressure reduction control valve 15b4 is a normally open linear electromagnetic valve.

  The control hydraulic pressure generator 15b adjusts the hydraulic pressure supplied from the accumulator 15a1 to the control hydraulic pressure input chamber 20c by the pressure increase control valve 15b2, and discharges the brake fluid to the reservoir 14 (control hydraulic pressure input chamber 20c). Is adjusted by the pressure-reducing control valve 15b4 to generate a control hydraulic pressure. A pressure sensor for detecting the hydraulic pressure in the control hydraulic pressure input chamber 20c and the servo chamber 13e, which will be described later, is provided, and a detection signal from the pressure sensor is output to the brake ECU 17, and the control hydraulic pressure is fed back in the control hydraulic pressure generator 15b. You may make it control.

  The mechanical regulator 15c is connected to the reaction force hydraulic pressure generation unit 12, the control hydraulic pressure generation unit 15b, and the master cylinder 13, and corresponds to the force obtained by subtracting the force due to the control hydraulic pressure from the force due to the reaction force hydraulic pressure. Servo pressure that is hydraulic pressure is generated. The mechanical regulator 15 c includes a housing 21, a pressure regulating piston 22, a spring 23, a cylinder member 24, an annular member 25, a valve body 26, and a spring 27.

  A cylinder hole 21a is formed in the housing 21 of the mechanical regulator 15c, and a high pressure input port 21b, a drain port 21c, a reaction force hydraulic pressure input port 21d, an output port 21e, and a control hydraulic pressure input port 21f are formed. Yes.

  The high-pressure input port 21b is connected to the accumulator 15a1 through the hydraulic oil passage 31. The drain port 21 c is connected to the reservoir 14 through a hydraulic oil passage 32. The reaction force hydraulic pressure input port 21d is connected to the reaction force chamber 12f of the reaction force hydraulic pressure generation unit 12 and the stroke simulator 12g via a hydraulic pressure oil passage 33 connected to the hydraulic pressure oil passage 12h. The output port 21e is connected to the servo chamber 13e of the master cylinder 13 through a hydraulic oil passage 34.

  The control hydraulic pressure input port 21f is connected to the control hydraulic pressure generator 15b. That is, the control hydraulic pressure input port 21f is connected to the accumulator 15a1 via the hydraulic pressure increasing path 15b1, and is connected to the reservoir 14 via the hydraulic pressure reducing path 15b3. In this embodiment, the hydraulic pressure increasing path 15b1 and the hydraulic pressure reducing path 15b3 are combined and connected to the control hydraulic pressure input port 21f. However, the hydraulic pressure increasing path 15b1 and the hydraulic pressure reducing path 15b3 are controlled. It may be individually connected to the hydraulic pressure input port 21f.

  A pressure adjusting piston 22 is slidably disposed in the cylinder hole 21a. The pressure regulating piston 22 is integrally formed with a large-diameter portion 22a, a small-diameter portion 22b having a smaller diameter than the large-diameter portion 22a, and a projecting portion 22c having a smaller diameter than the small-diameter portion 22b and projecting from the small-diameter portion 22b. It is configured to be. Each of the one end of the large-diameter portion 22a of the pressure adjusting piston 22 (the end surface on the side where the small-diameter portion 22b is not formed) and the other end of the small-diameter portion 22b (the end surface on the side where the projecting portion 22c is formed). The area is such that the hydraulic regulator 15c can output from the output port 21e a hydraulic pressure corresponding to the pressure applied to the reaction force hydraulic pressure input port 21d by the hydraulic pressure applied to the high pressure input port 21b. Is set.

  The cylinder member 24 is formed in a bottomed cylindrical shape having a hole 24b. The cylinder member 24 is fixed in the cylinder hole 21a with its bottom (partition wall) 24a facing the pressure regulating piston 22 side. A through hole 24a1 is formed in the partition wall 24a. In the cylinder hole 21 a, a reaction force hydraulic pressure input chamber 20 a is formed between one side end (the right end in the drawing) of the large diameter portion 22 a of the pressure regulating piston 22 and the right closed end of the housing 21. Further, a servo hydraulic pressure output chamber 20 b is formed between the other side end (the left end side in the drawing) of the small diameter portion 22 b of the pressure adjusting piston 22 and the cylinder member 24. A high pressure input chamber 20 d is formed between the cylinder member 24 and the left closed end of the housing 21. The reaction force hydraulic pressure input chamber 20a communicates with the reaction force hydraulic pressure input port 21d, the servo hydraulic pressure output chamber 20b communicates with the output port 21e, and the high pressure input chamber 20d communicates with the input port 21b. The servo hydraulic pressure output chamber 20b and the high pressure input chamber 20d communicate with each other through a through hole 24a1 of the partition wall portion 24a. The pressure regulating piston 22 is formed with a communication path 22d that communicates with the drain port 21c. The communication path 22d is configured to communicate from the tip of the projecting portion 22c to the communication groove 22a1 formed on the peripheral side surface of the large diameter portion 22a. The communication groove 22a1 formed in an annular shape is disposed facing the drain port 21c, and communication with the drain port 21c is ensured even if the pressure regulating piston 22 reciprocates.

  Between the peripheral side surface of the small diameter portion 22b of the pressure regulating piston 22 and the inner peripheral side surface of the cylinder hole 21a, an annular member 25 is disposed that can slide between the members 22b and 21a in a liquid-tight manner. . A control fluid pressure input chamber 20 c is formed between the other end (the left end in the drawing) of the large diameter portion 22 a of the pressure adjusting piston 22 and the one end of the annular member 25. The control hydraulic pressure input chamber 20c communicates with the control hydraulic pressure input port 21f via a communication groove 25a formed on the outer peripheral side surface of the annular member 25. The communication groove 25a formed in an annular shape is disposed so as to face the control hydraulic pressure input port 21f, and communication with the control hydraulic pressure input port 21f is ensured even when the annular member 25 reciprocates. ing.

  A spring 23 is disposed between the cylinder member 24 and the annular member 25 in the servo hydraulic pressure output chamber 20b. The spring 23 urges the annular member 25 in a direction away from the cylinder member 24, and thus urges the pressure regulating piston 22 in a direction to increase the volume of the servo hydraulic pressure output chamber 20b.

  When no hydraulic pressure is applied to the reaction force hydraulic pressure input chamber 20a (for example, when the brake pedal 11 is not operated), the pressure adjusting piston 22 is urged to the right in the figure by the urging force of the spring 23. One side end (right end) is in contact with the right closed end of the cylinder hole 21a and is positioned and fixed. At this time, since a pressure reducing valve to be described later is opened, the output port 21e communicates with the drain port 21c via the servo hydraulic pressure output chamber 20b and the communication path 22d.

  A ball-shaped valve body 26 is movably disposed in the hole 24 b of the cylinder member 24, and a pressure control valve is configured including the cylinder member 24 and the valve body 26. Specifically, a valve seat 24a2 is formed around the through hole 24a1 which is a valve hole on the valve body 26 side of the partition wall 24a of the cylinder member 24, and the valve body 26 can be attached to and detached from the valve seat 24a2. Yes. The through hole 24a1 is formed so that the projecting portion 22c of the pressure regulating piston 22 can advance and retreat, and the inner diameter of the through hole 24a1 is set larger than the outer diameter of the projecting portion 22c. A valve seat 22d1 of the valve body 26 is formed around the communication hole 22d at the opening end of the communication hole 22d of the projecting portion 22c of the pressure regulating piston 22. A spring 27 is disposed between the left closed end of the housing 21 and the valve body 26, and the valve body 26 is biased toward the valve seat 24 a 2 by the spring 27. Accordingly, in a normal state, the valve body 26 is seated on the valve seat 24a2, and the valve body is in a state in which the pressure regulating piston 22 slides a predetermined distance in a direction (left direction in the drawing) in which the volume of the servo hydraulic pressure output chamber 20b is decreased. 26 is seated on the valve seat 24a2 and the valve seat 22d1, and in a state where the projecting portion 22c of the pressure regulating piston 22 is further slid in the left direction in the drawing, the valve body 26 seated on the valve seat 22d1 is projecting portion 22c. So that the valve seat 24a2 is released. Further, the pressure regulating piston 22 in a state where the valve body 26 is detached from the valve seat 24a2 and the valve body 26 is seated on the valve seat 22d1, slides in a direction (right direction in the drawing) to increase the volume of the servo hydraulic pressure output chamber 20b. Then, the valve body 26 is seated on the valve seat 24a2, and the valve seat 22d1 is detached from the valve body 26 when the pressure regulating piston 22 further slides in the right direction in the figure.

  As described above, the valve body 26, the valve seat 24a2 and the spring 27 constitute a pressure increasing valve, which communicates or blocks between the servo hydraulic pressure output chamber 20b and the high pressure input chamber 20d, and in the servo hydraulic pressure output chamber 20b. Increase the hydraulic pressure (servo hydraulic pressure). Further, the valve body 26 and the valve seat 22d1 constitute a pressure reducing valve, which communicates or blocks between the servo hydraulic pressure output chamber 20b and the communication passage 22d (reservoir 14), and the hydraulic pressure in the servo hydraulic pressure output chamber 20b ( Reduce servo fluid pressure.

The operation of the mechanical regulator 15c configured as described above will be described with reference to FIGS.
(Pressure adjustment by reaction force hydraulic pressure)
The reaction force hydraulic pressure input chamber 20 a is increased, and a force (= pressure × area) acting on one side end of the large diameter portion 22 a of the pressure adjusting piston 22 opposite to the small diameter portion 22 b is applied to the pressure adjusting piston 22. If the sum of the force (= pressure × area) acting on the other end of the small-diameter portion 22b opposite to the large-diameter portion 22a and the urging force of the spring 23 becomes larger, the pressure-regulating piston 22 moves leftward. Start. Further, when the pressure regulating piston 22 is moved leftward, the valve seat 22d1 comes into contact with the valve body 26, and the pressure reducing valve is closed. Further, when the pressure regulating piston 22 is moved to the left and the pressure regulating piston 22 is moved to the left against the biasing force of the spring 27, the valve body 26 is detached from the valve seat 24a2. Thus, the pressure increasing valve is opened (see FIG. 4).

  When the pressure increasing valve is opened, the high hydraulic pressure from the accumulator 15a1 is supplied to the servo hydraulic output chamber 20b through the high-pressure input port 21b, the high-pressure input chamber 20d, and the through hole 24a1. The hydraulic pressure in the servo hydraulic pressure output chamber 20b rises, and the force acting on one end of the large diameter portion 22a is applied by the force acting on the other end of the small diameter portion 22b of the pressure regulating piston 22 and the spring 23. If it becomes smaller than the sum total of power, the pressure regulation piston 22 will start to move rightward. Thereafter, the valve body 26 is seated on the valve seat 24a2, the pressure increasing valve is closed, and the target brake fluid pressure is obtained. On the other hand, when the brake operation amount decreases, the valve seat 22d1 is detached from the valve body 26 and the pressure reducing valve is opened. As a result, the servo hydraulic pressure output chamber 20b communicates with the drain port 21c (reservoir 14) via the communication path 22d, so that the hydraulic pressure in the servo hydraulic pressure output chamber 20b decreases.

  Then, the hydraulic pressure in the servo hydraulic pressure output chamber 20 b decreases, and the force acting on one side end of the large diameter portion 22 a of the pressure regulating piston 22 acts on the other side end of the small diameter portion 22 b of the pressure regulating piston 22. When the sum of the force to be applied and the urging force by the spring 23 becomes larger, the pressure regulating piston 22 starts to move leftward again. By such movement of the pressure adjusting piston 22 in the left-right direction, the mechanical regulator 15c outputs a hydraulic pressure corresponding to the hydraulic pressure supplied to the reaction force hydraulic pressure input chamber 20a by the pressure applied to the high pressure input port 21b. It can be output from the port 21e.

(Pressure adjustment by control fluid pressure)
When the regenerative torque becomes necessary, the control hydraulic pressure generating unit 15b generates a brake hydraulic pressure (control hydraulic pressure) corresponding to the regenerative torque, and the control hydraulic pressure is supplied via the control hydraulic pressure input port 21f. It is made to supply to the control hydraulic pressure input chamber 20c. As a result, the annular member 25 abuts on the cylinder member 24, and a force that moves the pressure regulating piston 22 to the right with respect to the annular member 25 acts. The force acting on one side end of the large diameter portion 22a causes the servo hydraulic pressure output chamber 20b to generate a servo hydraulic pressure corresponding to the hydraulic pressure obtained by subtracting the control hydraulic pressure and the urging force of the spring 23.

  The vehicle brake device includes a hydraulic oil passage 35 that connects the hydraulic oil passage 12 h and the hydraulic oil passage 32. The hydraulic oil passage 35 is for connecting the reaction force chamber 12 f and the stroke simulator 12 g to the reservoir 14. In the hydraulic oil passage 35, a reaction force hydraulic pressure control valve 35a for controlling the flow of brake fluid between the reaction force chamber 12f and the stroke simulator 12g and the reservoir 14 is disposed. The reaction force hydraulic pressure control valve 35a is a normally open type electromagnetic valve, and is controlled in accordance with a command from the brake ECU 17.

  The brake fluid pressure adjusting device 16 is generally well known, and includes a master cylinder cut valve (which communicates and blocks between the master cylinder and the holding valve and the pressure reducing valve), a holding valve, a pressure reducing valve, and a reservoir. A tank, a pump, and an electric motor are included. The brake fluid pressure adjusting device 16 receives a command from the brake ECU 17 and is supplied with the brake fluid pressure from the master cylinder 13 regardless of whether the brake pedal 11 is operated or not, and applies the brake fluid to each wheel cylinder WC **. ESC control (Electronic Stability Control; control to prevent skidding) is performed to independently adjust the pressure, that is, the brake fluid pressure applied to the wheel W **. The brake fluid pressure adjusting device 16 can execute not only ESC control but also ABS control (anti-lock brake control), traction control control, and the like.

  Next, the operation of the vehicle brake device configured as described above will be described with reference to the flowchart of FIG. The brake ECU 17 executes a program corresponding to the above flowchart every predetermined short time when, for example, an ignition switch (not shown) of the vehicle is in an on state. The brake ECU 17 detects the accumulator pressure (Acc pressure) by the pressure sensor 15a4 while executing the drive control of the pump by the motor so that the accumulator pressure is maintained, and whether or not the accumulator pressure is greater than 0 MPa (that is, It is determined whether or not the pressure supply device 15a is operating normally (step 102). Instead of step 102 or together with step 102, it may be determined whether pump 15a2 or motor 15a3 is abnormal.

  When the accumulator pressure is 0 MPa (atmospheric pressure) or less, the brake ECU 17 determines “NO” in step 102, and determines all control valves (solenoid; pressure increase control valve 15 b 2, pressure reduction control valve 15 b 4, reaction force fluid). The pressure control valve 35a, the control hydraulic pressure input control valve 36a, and the reaction force hydraulic pressure input control valve 33a) are turned off (non-energized) (step 104), and the hybrid ECU 9 ("HV" in FIG. 6) is described. .) Is instructed that no regeneration is required (step 106). The hybrid ECU 9 does not execute control (regenerative control) for generating regenerative braking in response to no regeneration request. As a result, the regenerative braking force is not applied to the vehicle, and only the hydraulic braking force is applied.

  If the accumulator pressure is greater than 0 MPa0, the brake ECU 17 determines “YES” in step 102 and executes the processing from step 108 onward. In step 108, it is determined whether each control valve is abnormal based on the energization monitoring state of each control valve.

  If the brake ECU 17 determines that each control valve is abnormal, it determines “NO” in step 110, and determines all control valves (solenoid; pressure increase control valve 15 b 2, pressure reduction control valve 15 b 4, reaction force hydraulic pressure). The control valve 35a, the control hydraulic pressure input control valve 36a, and the reaction force hydraulic pressure input control valve 33a) are turned off (non-energized) (step 104), and the hybrid ECU 9 is instructed that no regeneration is required (step 106). Thus, when the control valve is abnormal, that is, when normal control cannot be performed, inappropriate execution of brake control can be prevented.

  When it is determined that each control valve is normal, the brake ECU 17 determines “YES” in step 110 and executes the processing from step 112 onward. In step 112, the brake ECU 17 turns on (energizes) the reaction force hydraulic pressure control valve 35a (see FIG. 3). As a result, the reaction force hydraulic pressure control valve 35a is energized to be in a closed state, so that the reaction force hydraulic pressure corresponding to the operation amount of the brake pedal 11 can be generated by the stroke simulator 12g.

  2 and 3 are views showing a state where the brake pedal 11 is not operated (non-braking state; initial state). In the initial state, the input piston 12c is in the initial position (position shown in FIGS. 2 and 3). Since no reaction force hydraulic pressure is generated, the pressure regulating piston 22 of the mechanical regulator 15c is in the initial position (position shown in FIGS. 2 and 3). Since the servo hydraulic pressure output chamber 20b communicates with the reservoir 14 through the communication path 22d, the drain port 21c, and the hydraulic oil passage 32, the servo hydraulic pressure is equal to the atmospheric pressure. Therefore, the first piston (master piston portion) 13c and the second piston 13d are also in the initial positions (positions shown in FIGS. 2 and 3). The brake fluid pressure from the master cylinder 13 is not applied to the wheel cylinder WC **.

  In step 114, the brake ECU 17 determines whether or not the vehicle is being braked. Whether or not the vehicle is being braked is determined based on a detection signal from the brake switch 11a. If the brake switch 11a is an ON signal, it can be determined that braking is being performed because the brake pedal 11 is depressed.

  If the brake ECU 17 determines that braking is not being performed, the brake ECU 17 determines “NO” in step 114 and instructs the hybrid ECU 9 not to request regeneration as in step 106 (step 116). Thereby, it can be prohibited that the regenerative braking force is applied to the vehicle. Further, in step 118, the brake ECU 17 turns off (non-energized) the pressure increase control valve 15b2 and the pressure decrease control valve 15b4 of the control hydraulic pressure generation unit 15b (step 118), so that the pressure increase control valve 15b2 is closed. The decompression control valve 15b4 is opened. Thereby, it is possible to reliably prevent the control fluid pressure from being supplied from the control fluid pressure generator 15b.

  On the other hand, if it is determined that braking is in progress, the brake ECU 17 determines “YES” in step 114 and instructs the hybrid ECU 9 to indicate that there is a regeneration request (step 120). Since there is a regeneration request, the hybrid ECU 9 executes control (regeneration control) for generating regenerative braking. At this time, the regenerative torque amount is determined by the hybrid ECU 9 based on a map (shown in FIG. 7) showing the correlation between the regenerative torque amount and the vehicle speed and the detected vehicle speed. In this map, when the vehicle speed is less than a predetermined speed Vb (for example, 5 km / h), the amount of regenerative torque increases as the vehicle speed increases, and the vehicle speed is equal to or higher than the predetermined speed Vb and less than the predetermined speed Va (for example, 20 km / h). When the vehicle speed is, the regenerative torque amount is constant, and when the vehicle speed is equal to or higher than the predetermined speed Va, the regenerative torque amount is set to decrease as the vehicle speed increases. In step 120, the stroke amount (brake operation amount) may be detected, a regeneration upper limit value may be calculated based on the detected value, and the regeneration upper limit value may be instructed to the hybrid ECU 9. As a result, the regenerative efficiency of the hybrid ECU 9 is maximized without changing the total braking force. When the battery 7 is in a fully charged state or the like, the regenerative control is not executed when the regenerative control cannot be performed any more. That is, the regenerative torque amount becomes zero.

  Furthermore, the brake ECU 17 acquires (receives) the amount of regenerative torque determined from the hybrid ECU 9 in step 122. The brake ECU 17 determines whether or not the acquired regenerative torque amount is 0 (whether or not there is a regenerative torque amount from the hybrid ECU 9) based on the regenerative torque amount acquired from the hybrid ECU 9. If the acquired amount of regenerative torque is 0, the brake ECU 17 makes a “NO” determination at step 124 and turns off the pressure increase control valve 15b2 and the pressure reduction control valve 15b4 of the control hydraulic pressure generation unit 15b at step 118 ( Do not energize). Thereby, only the hydraulic braking force is applied to the vehicle without applying the regenerative braking force. When the input regenerative torque amount is 0, the regenerative control cannot be performed as described above, for example, the battery 7 is fully charged.

  At this time, as shown in FIG. 4, when the brake pedal 11 is stepped on, a reaction force hydraulic pressure corresponding to the operation amount of the brake pedal 11 is generated by the stroke simulator 12g. This reaction force hydraulic pressure is supplied to the reaction force hydraulic pressure input chamber 20a of the mechanical regulator 15c. Since the volume of the reaction force hydraulic pressure input chamber 20a is expanded, the pressure adjusting piston 22 is moved leftward, and the valve seat 22d1 is seated on the valve body 26, whereby the pressure reducing valve is closed and the valve body 26 is further closed. The booster valve is opened by leaving the valve. The accumulator pressure from the accumulator 15a1 is introduced into the servo hydraulic pressure output chamber 20b through the hydraulic oil passage 31, the high pressure input port 21b, the high pressure input chamber 20d, and the through hole 24a1. As a result, the force applied to both ends of the pressure adjusting piston 22 is balanced, so that the servo fluid pressure corresponding to the reaction force fluid pressure supplied to the reaction force fluid pressure input chamber 20a is changed to the servo fluid pressure output chamber 20b and the servo chamber. The brake fluid pressure is generated in the master cylinder 13 according to the operation of the brake pedal 11.

  On the other hand, when the input regenerative torque amount is not 0 (when there is a regenerative torque amount), the brake ECU 17 determines “YES” in step 124 and drives the pressure increase control valve 15b2 and the pressure decrease control valve 15b4. Then, a control hydraulic pressure is generated in accordance with the acquired amount of regenerative torque. That is, the brake ECU 17 derives the target control hydraulic pressure corresponding to the amount of regenerative torque from the map (step 126), and drives the pressure increase control valve 15b2 and the pressure reduction control valve 15b4 according to the derived target control hydraulic pressure ( Step 128).

  Specifically, in step 126, the brake ECU 17 sets the target control hydraulic pressure as a map (shown in FIG. 8) showing the correlation between the target control hydraulic pressure and the regenerative torque amount and the regenerative torque amount input from the hybrid ECU 9. Derived based on and. For example, in the map shown in FIG. 8, the target control hydraulic pressure is set to increase as the amount of regenerative torque increases.

  In Step 128, first, the brake ECU 17 derives the duty drive values (Duty drive values) of the pressure increase control valve 15b2 and the pressure reduction control valve 15b4. The duty drive value of the pressure increase control valve 15b2 is a map (shown in FIG. 9) showing the correlation between the differential pressure between the accumulator pressure and the target control hydraulic pressure and the duty drive value of the pressure increase control valve 15b2, and the accumulator pressure and the target It is derived based on the differential pressure from the control hydraulic pressure. In this map, when the target control hydraulic pressure is zero, the differential pressure is the same as the accumulator pressure, and when the target control hydraulic pressure is the accumulator pressure, the differential pressure is zero. Therefore, the duty drive value is set so as to decrease as the differential pressure increases. That is, as the differential pressure is smaller, the drive current is increased to increase the opening of the pressure increase control valve.

  Further, the duty drive value of the pressure reduction control valve 15b4 is derived based on the map (shown in FIG. 10) showing the correlation between the target control hydraulic pressure and the duty drive value of the pressure reduction control valve 15b4 and the target control hydraulic pressure. For example, in the map shown in FIG. 10, the duty drive value is set to increase as the differential pressure increases. That is, as the differential pressure increases, the drive current is increased to reduce the opening of the pressure reducing control valve.

  Next, the brake ECU 17 controls the pressure increase control valve 15b2 with the duty drive value of the pressure increase control valve 15b2 previously derived, and controls the pressure decrease control valve 15b4 with the duty drive value of the pressure decrease control valve 15b4 previously derived. To do.

  At this time, regeneration cooperative control is performed as shown in FIG. When the regenerative torque is required, the hydraulic braking force reduces the braking force corresponding to the regenerative torque and supplies it to the wheel cylinder WC **, thereby achieving the total braking force corresponding to the brake pedal 11. Therefore, the brake fluid pressure (control fluid pressure) corresponding to the regenerative torque is supplied from the control fluid pressure generating unit 15b via the control fluid pressure input port 21f to reduce the brake fluid pressure corresponding to the regeneration torque. It is supplied to the pressure input chamber 20c. That is, the pressure-increasing control valve 15b2 and the pressure-reducing control valve 15b4 are energized to a position where linear control is performed, and the desired control hydraulic pressure is adjusted to the control hydraulic pressure input chamber 20c by adjusting the output pressure according to the energized current. To be supplied.

  As a result, a force (= annular area × control hydraulic pressure) due to the control hydraulic pressure acts on the small diameter portion 22b side (one end side) end of the pressure regulating piston 22 and the pressure regulating piston 22 moves rightward. Thereby, in the mechanical regulator 15c, the servo hydraulic pressure corresponding to the hydraulic pressure corresponding to the force obtained by subtracting the force due to the control hydraulic pressure from the force due to the reaction hydraulic pressure is generated in the servo hydraulic pressure output chamber 20b. Thus, a brake fluid pressure is generated in the master cylinder 13 by reducing the braking force corresponding to the regenerative torque from the total braking force.

  When a stroke sensor that detects the stroke of the brake pedal 11 and a pedaling force sensor that detects the operating force of the brake pedal 11 are provided, the regenerative torque may be derived according to the detected stroke or pedaling force. .

  Further, description will be made with reference to the time chart shown in FIG. In a traveling vehicle, when the brake pedal 11 is depressed by the driver at time t1, a total braking force corresponding to the amount of operation of the brake pedal 11 is applied to the vehicle until the depression is released. The total braking force is a total braking force of the regenerative torque and the hydraulic braking force. In FIG. 11, the total braking force is constant, the regenerative torque increases at a predetermined ratio during the period from time t1 to time t2, and the regenerative torque decreases at the predetermined ratio during the period from time t4 to time t5. It shall be.

  Time t1 is a timing at which braking is started, and time t2 is a timing at which the regenerative torque derived at the predetermined ratio is the same as the regenerative torque derived from the map and vehicle speed shown in FIG. Between time t2 and time t4, the regenerative torque is derived from the map and vehicle speed shown in FIG. After the time t5 and while the brake pedal 11 is depressed, the vehicle is stopped, so that regenerative torque cannot be generated.

  As described in the processing of steps 126 and 128, the control hydraulic pressure corresponding to the regenerative torque is generated by the control hydraulic pressure generator 15b. The mechanical regulator 15c generates a servo hydraulic pressure in the servo hydraulic pressure output chamber 20b according to the hydraulic pressure obtained by subtracting the control hydraulic pressure from the reaction force hydraulic pressure. Therefore, a brake fluid pressure obtained by subtracting the braking force corresponding to the regenerative torque from the total braking force is generated in the master cylinder 13 and supplied to the wheel cylinder WC ** as shown in FIG. 11 after time t1.

  Note that the processing in steps 102, 108, and 110 described above is regenerative abnormality detecting means for detecting a regenerative abnormality that cannot generate regenerative torque, and the processing in step 104 described above is a regenerative abnormality by the regenerative abnormality detecting means. This is a regenerative abnormality detection time control means for generating an atmospheric pressure as a control hydraulic pressure by the control hydraulic pressure generator 15b when it is detected.

  Further, the processing in steps 108 and 110 described above is a control hydraulic pressure generation unit abnormality detecting unit that detects an abnormality in either the pressure increase control valve 15b2 or the pressure reduction control valve 15b4. When it is detected by the hydraulic pressure generation unit abnormality detection means that either the pressure increase control valve 15b2 or the pressure decrease control valve 15b4 is abnormal, the pressure increase control valve 15b2 is closed and the pressure decrease control valve 15b4 is opened. It is a control means at the time of the abnormality detection of the control hydraulic pressure generation part to be performed.

  According to the present embodiment described above, when the brake pedal 11 is operated, the reaction force hydraulic pressure generation unit 12 mechanically generates a reaction force hydraulic pressure that is a brake hydraulic pressure corresponding to the operation amount of the brake pedal 11. Is done. The generated reaction force hydraulic pressure is supplied to the reaction force hydraulic pressure input chamber 20a of the mechanical regulator 15c. As a result, servo pressure is generated in the servo hydraulic pressure output chamber 20b of the mechanical regulator 15c, the servo pressure is supplied to the servo chamber 13e of the master cylinder 13, and the brake fluid corresponding to the brake operation amount is supplied to the master chambers 13f and 13g. Pressure is generated.

  On the other hand, the control hydraulic pressure generating unit 15b generates a control hydraulic pressure that is a brake hydraulic pressure corresponding to the regenerative torque acquired by the regenerative torque acquiring unit (step 122) that acquires the regenerative torque. When the generated control fluid pressure is supplied to the control fluid pressure input chamber 20c of the mechanical regulator 15c, the mechanical regulator 15c is driven by the reaction force fluid pressure supplied to the reaction force fluid pressure input chamber 20a. Servo hydraulic pressure corresponding to the hydraulic pressure corresponding to the force obtained by subtracting the force due to the control hydraulic pressure supplied to the control hydraulic pressure input chamber 20c from the force is generated in the servo hydraulic pressure output chamber 20b.

  The generated servo hydraulic pressure is supplied to the servo chamber 13e in the master cylinder 13. Thereby, the master piston portions 13c and 12d are driven by the servo hydraulic pressure corresponding to the operation of the brake pedal 11, and the brake hydraulic pressure corresponding to the brake operation amount is generated in the master chambers 13g and 13f in the master cylinder 13.

  As described above, the brake fluid pressure corresponding to the brake operation amount is mechanically generated in the master chambers 13g and 13f in the master cylinder 13, and the brake fluid pressure corresponding to the regenerative torque is subtracted to support regenerative cooperation. Therefore, the brake response delay can be suppressed as compared with a conventional brake device provided with a detection device for detecting the stroke of the brake pedal 11 and the like.

  When the regenerative torque is 0, that is, when the brake pedal 11 is operated but the regenerative braking is not performed, the control hydraulic pressure is not generated. Therefore, the servo hydraulic pressure and thus the brake hydraulic pressure in the master chambers 13f and 13g are The hydraulic pressure corresponds to the reaction force hydraulic pressure. On the other hand, when the regenerative torque is not 0, that is, when the brake pedal 11 is operated and regenerative braking is performed, the control hydraulic pressure is generated, so that the servo hydraulic pressure and thus the brake hydraulic pressure in the master chambers 13g and 13f are counter to each other. The hydraulic pressure corresponds to the hydraulic pressure obtained by subtracting the control hydraulic pressure from the hydraulic pressure.

  In addition, in order to adjust the pressure after the braking force is secured and the regenerative torque is acquired by the mechanical regulator 15c, a detection device that detects the stroke of the brake pedal 11 and the like is provided to create a brake fluid pressure for regenerative cooperation, and suddenly Compared with the conventional configuration in which switching is performed by detecting braking, the responsiveness of the operation can be ensured when the brake pedal 11 is operated.

  Further, during regenerative cooperative control, the control hydraulic pressure corresponding to the regenerative braking force is applied to the control hydraulic pressure input chamber 20c of the mechanical regulator 15c, so that the brake hydraulic pressure generated in the master cylinder 13 is reduced to the regenerative braking force. It is decreasing. If the regenerative braking force is lost during the regenerative cooperative control, the lost amount can be replenished by reducing the applied hydraulic pressure. At this time, the decreasing method can be performed quickly without installing a large-capacity pump or accumulator as compared with the conventional increasing method. Therefore, even if the regenerative braking force is lost, the required braking force is secured with high responsiveness without increasing the size and cost of the device itself and without increasing the control fluid pressure. The brake device which can be provided can be provided.

  Further, when a regenerative abnormality detecting means (steps 102, 108, 110) for detecting a regenerative abnormality that cannot generate regenerative torque and the regenerative abnormality detecting means detects a regenerative abnormality, a control hydraulic pressure is generated. And a regenerative abnormality detection control means (step 104) for generating an atmospheric pressure as a control hydraulic pressure by the unit 15b. Therefore, when the regeneration abnormality is detected, the control hydraulic pressure is set to atmospheric pressure by the control hydraulic pressure generating unit 15b, the atmospheric pressure is supplied to the control hydraulic pressure input chamber 20c of the mechanical regulator 15c, and the reaction force hydraulic pressure input chamber 20a is counteracted. The reaction force hydraulic pressure of the force hydraulic pressure generator 12 is supplied. As a result, a servo hydraulic pressure corresponding to the reaction hydraulic pressure is generated in the servo hydraulic pressure output chamber 20b, the servo hydraulic pressure is supplied to the servo chamber 13e of the master cylinder 13, and the brake operation amount is supplied to the master chambers 13f and 13g. A corresponding brake fluid pressure is generated. In this way, when the regeneration is abnormal, the hydraulic pressure corresponding to the regenerative torque can be supplemented with good responsiveness without change in the brake pedal feeling (stroke vs. pedaling force characteristics) due to the mechanically generated reaction force hydraulic pressure.

  The control hydraulic pressure generator 15b includes an accumulator 15a1 for accumulating brake fluid, a hydraulic pressure increasing path 15b1 for connecting the control hydraulic pressure input chamber 20c and the accumulator 15a1, and an accumulator provided in the hydraulic pressure increasing path 15b1. A pressure increase control valve 15b2 that controls the flow of brake fluid from 15a1 to the control fluid pressure input chamber 20c, a reservoir 14 that stores atmospheric brake fluid, and a fluid that connects the control fluid pressure input chamber 20c and the reservoir 14 A pressure reducing passage 15b3 and a pressure reducing control valve 15b4 that is provided in the fluid pressure reducing passage 15b3 and controls the flow of the brake fluid from the control fluid pressure input chamber 20c to the reservoir 14, and is configured to have a pressure increasing control valve 15b2. And a control fluid pressure generating part abnormality detecting means (steps 108 and 110) for detecting an abnormality in any of the pressure reducing valve 15b4 and the control fluid pressure Control in which the pressure increase control valve 15b2 is closed and the pressure decrease control valve 15b4 is opened when any abnormality is detected in either the pressure increase control valve 15b2 or the pressure decrease control valve 15b4 by the living part abnormality detection means Fluid pressure generating part abnormality detection control means (step 104).

  Therefore, when the control hydraulic pressure generation unit 15b detects that either the pressure increase control valve 15b2 or the pressure reduction control valve 15b4 is abnormal, the pressure increase control valve 15b2 is closed and the hydraulic pressure from the accumulator 15a1 is increased. While the flow of the brake fluid to the control hydraulic pressure input chamber 20c via the pressure increasing path 15b1 is interrupted, the pressure reducing control valve 15b4 is opened and from the control hydraulic pressure input chamber 20c to the reservoir 14 via the hydraulic pressure reducing path 15b3. The brake fluid flow is released. The reaction force hydraulic pressure generated by the reaction force hydraulic pressure generation unit 12 is supplied to the reaction force hydraulic pressure input chamber 20a of the mechanical regulator 15c. Thereby, in the mechanical regulator 15c, the hydraulic pressure in the control hydraulic pressure input chamber 20c becomes atmospheric pressure, and the hydraulic pressure in the reaction force hydraulic pressure input chamber 20a becomes a hydraulic pressure corresponding to the reaction force hydraulic pressure. Servo pressure corresponding to the reaction force hydraulic pressure is generated in the output chamber 20b. As described above, when any of the pressure increase control valve 15b2 and the pressure reduction control valve 15b4 of the control hydraulic pressure generation unit 15b is abnormal, that is, when the regenerative cooperative control is impossible, the reaction force liquid generated mechanically. The hydraulic pressure corresponding to the regenerative torque can be replenished with good response by the pressure.

  When the reaction fluid pressure control valve 35 a is controlled to release the flow of the brake fluid between the reaction force chamber 12 f and the reservoir 14, the input piston 12 c that is a member interlocked with the brake pedal 11 as the brake pedal 11 is operated. Even if it slides, the reaction force hydraulic pressure and thus the servo hydraulic pressure is not generated, and the master piston portions 13c and 12d are not driven by the servo hydraulic pressure. Therefore, the master piston portions 13c and 12d slide integrally with the input piston 12c interlocked with the brake pedal 11 according to the brake operation. Thereby, the operating force of the brake pedal 11 is transmitted to the master piston portions 13c and 12d, and the reaction force hydraulic pressure does not act on the brake pedal 11. Thus, although the operating force of the brake pedal 11 is not boosted, the braking force by only the operating force can be ensured reliably.

  The state where the braking force only by the operation force should be ensured in this way is a case where the control hydraulic pressure generation unit 15b is abnormal, and the state where the control hydraulic pressure generation unit 15b is abnormal is, for example, the control liquid When the pressure generator 15b is configured to include an accumulator 15a1, a pump 15a2 for accumulating brake fluid in the accumulator 15a1, and an electric motor 15a3 for driving the pump 15a2, the hydraulic pressure in the accumulator 15a1 is It is conceivable that the state is below a predetermined threshold, the pump 15a2 is abnormal, or the electric motor 15a3 is abnormal.

  The reaction force chamber 12f is connected to the reservoir 14 and is provided between the reaction force chamber 12f and the reservoir 14 to control the flow of brake fluid between the reaction force chamber 12f and the reservoir 14. The hydraulic pressure control valve 35a and the motor 15a3 of the pump 15a2 that accumulates the accumulator 15a1 are further provided. When the accumulator 15a1 is at a low pressure, or the pump 15a2 or the motor 15a3 is abnormal, the reaction force hydraulic pressure The control valve 35a is opened to allow the reaction force chamber 12f and the reservoir 14 to communicate with each other. As a result, when the accumulator 15a1 is at a low pressure or the pump 15a2 or the motor 15a3 is abnormal, it is possible to ensure the braking force only by the operating force of the brake pedal 11.

  The reaction force hydraulic pressure control valve 35a is a normally open type electromagnetic valve. Thereby, even if the electric system becomes abnormal, the reaction force hydraulic pressure control valve 35a is opened, so that a braking force only by the operation force of the brake pedal 11 can be reliably ensured.

  The pressure reduction control valve 15b4 is a normally open linear solenoid valve, and the pressure increase control valve 15b2 is a normally closed linear solenoid valve. Therefore, at the time of power failure, the control hydraulic pressure generating unit 15b closes the normally closed pressure increasing control valve 15b2, and brake fluid from the accumulator 15a1 to the control hydraulic pressure input chamber 20c via the hydraulic pressure increasing path 15b1. However, the normally open pressure reducing control valve 15b4 is opened to release the brake fluid flow from the control fluid pressure input chamber 20c to the reservoir 14 via the fluid pressure reducing path 15b3. The reaction force hydraulic pressure generated by the reaction force hydraulic pressure generation unit 12 is supplied to the reaction force hydraulic pressure input chamber 20a of the mechanical regulator 15c. Thereby, in the mechanical regulator 15c, the hydraulic pressure in the control hydraulic pressure input chamber 20c becomes atmospheric pressure, and the hydraulic pressure in the reaction force hydraulic pressure input chamber 20a becomes a hydraulic pressure corresponding to the reaction force hydraulic pressure. Servo pressure corresponding to the reaction force hydraulic pressure is generated in the output chamber 20b. Thus, when the power supply fails, the hydraulic pressure corresponding to the regenerative torque can be replenished with good responsiveness by the reaction force hydraulic pressure generated mechanically.

2) Second Embodiment Next, a second embodiment of the brake device according to the present invention will be described with reference to FIG. FIG. 12 is a schematic diagram showing the configuration of the brake device. In the second embodiment, an automatic pressurizing function is added to the brake device of the first embodiment. About the same structure, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  In the brake device, a reaction force hydraulic pressure input control valve 33 a is provided in the hydraulic pressure oil passage 33. The reaction force hydraulic pressure input control valve 33a is provided between the reaction force chamber 12f and the reaction force hydraulic pressure input chamber 20a, and controls the flow of brake fluid from the reaction force chamber 12f to the reaction force hydraulic pressure input chamber 20a. . The reaction force hydraulic pressure input control valve 33a is a normally open type electromagnetic valve.

  The reaction force hydraulic pressure input chamber 20a is connected to the control hydraulic pressure input chamber 20c via a hydraulic oil passage 36. The hydraulic oil passage 36 is provided with a control hydraulic pressure input control valve 36a. The control hydraulic pressure input control valve 36a is provided between the control hydraulic pressure input chamber 20c and the reaction force hydraulic pressure input chamber 20a, and the flow of brake fluid from the control hydraulic pressure input chamber 20c to the reaction force hydraulic pressure input chamber 20a. To control. That is, the accumulator 15a1 is connected to the reaction force hydraulic pressure input chamber 20a via the control hydraulic pressure input control valve 36a.

  The brake device is provided with a brake fluid pressure adjusting device 19 in place of the brake fluid pressure adjusting device 16 described above. The brake fluid pressure adjusting device 19 is generally well known and includes a holding valve, a pressure reducing valve, a reservoir tank, a pump, an electric motor, and the like. Upon receiving a command from the brake ECU 17, the brake fluid pressure adjusting device 19 is supplied with the brake fluid pressure from the master cylinder 13 and applies the brake fluid pressure to each wheel cylinder WC **, that is, the brake fluid applied to the wheel W **. Execute ABS control (anti-lock brake control) to adjust pressure. The brake fluid pressure adjusting device 19 is also provided with a wheel speed sensor S **.

  The operation of the vehicular brake device configured as described above will be described with reference to the flowchart of FIG. The brake ECU 17 executes a program corresponding to the above flowchart every predetermined short time when, for example, an ignition switch (not shown) of the vehicle is in an on state. The brake ECU 17 detects the vehicle state (step 202). For example, the vehicle state is an understeer state or an oversteer state of the vehicle. Specifically, an actual yaw rate is detected, a deviation (yaw rate deviation) from the steering angle yaw rate is calculated, and a neutral steer state is determined based on the yaw rate deviation, whether it is an understeer state or an oversteer state. The vehicle state includes a slip state of the drive wheels. In this case, the wheel speed of the drive wheel is detected by the wheel speed sensor S **.

  The brake ECU 17 determines whether or not automatic pressurization control is necessary based on the detection result of the vehicle state (step 204). If the brake ECU 17 determines that the automatic pressurization control is not necessary, the brake ECU 17 determines “NO” in step 204 and performs normal control in step 206. In the normal control, the reaction force hydraulic pressure input control valve 33a is turned off (de-energized) and opened, and the control hydraulic pressure input control valve 36a is also turned off (de-energized) and closed. At this time, similarly to the first embodiment described above, in the mechanical regulator 15c, the control hydraulic pressure input chamber 20c is derived from the reaction force hydraulic pressure supplied from the reaction force chamber 12f to the reaction force hydraulic pressure input chamber 20a. Servo hydraulic pressure corresponding to the hydraulic pressure obtained by subtracting the control hydraulic pressure supplied to the servo hydraulic pressure output chamber 20b is generated. More specifically, when the regenerative torque is 0, that is, when the brake pedal 11 is operated but the regenerative braking is not performed, the control hydraulic pressure is not generated because the control hydraulic pressure is not generated. The hydraulic pressure becomes high. On the other hand, when the regenerative torque is not 0, that is, when the brake pedal 11 is operated and regenerative braking is performed, the control hydraulic pressure is generated, so the servo hydraulic pressure subtracts the control hydraulic pressure from the reaction force hydraulic pressure. The fluid pressure corresponds to the fluid pressure.

  If the brake ECU 17 determines that automatic pressurization control is necessary, the brake ECU 17 determines “YES” in step 204, and performs automatic pressurization control in step 208. In the automatic pressurization control, the reaction force hydraulic pressure input control valve 33a is turned on (energized) and closed, and the control hydraulic pressure input control valve 36a is also turned on (energized) and opened. Thereby, even if the control hydraulic pressure is supplied from the control hydraulic pressure generating unit 15b to the reaction force hydraulic pressure input chamber 20a, the supplied control hydraulic pressure is not discharged to the reaction force chamber 12f.

  The control hydraulic pressure from the control hydraulic pressure generation unit 15b is supplied to both input chambers of the reaction force hydraulic pressure input chamber 20a and the control hydraulic pressure input chamber 20c, but the pressure receiving area is the direction of the reaction force hydraulic pressure input chamber 20a. Therefore, the pressure adjustment piston 22 is balanced at the position where the servo hydraulic pressure corresponding to the automatic pressurization control is generated, and the servo hydraulic pressure is maintained.

  Further, the control hydraulic pressure from the control hydraulic pressure generator 15b is set to a desired hydraulic pressure necessary for ESC control and traction control control. The pressure-increasing control valve 15b2 and the pressure-reducing control valve 15b4 are controlled to generate a set desired hydraulic pressure.

  According to the second embodiment described above, the reaction force hydraulic pressure input chamber 20a is connected to the control hydraulic pressure generation unit 15b, and is provided between the control hydraulic pressure generation unit 15b and the reaction force hydraulic pressure input chamber 20a. The control hydraulic pressure input control valve 36a for controlling the flow of brake fluid from the control hydraulic pressure generating unit 15b to the reaction force hydraulic pressure input chamber 20a, the reaction force hydraulic pressure generating unit 12, and the reaction force hydraulic pressure input chamber 20a. And a reaction force hydraulic pressure input control valve 33a for controlling the flow of brake fluid from the reaction force hydraulic pressure generating unit 12 to the reaction force hydraulic pressure input chamber 20a, and a vehicle state detection for detecting a vehicle state. Means (step 202), the control hydraulic pressure input control valve 36a is opened and the reaction force hydraulic pressure input control valve 33a is closed, and the vehicle state detected by the vehicle state detecting means (step 202) is determined. Control fluid pressure is generated by the control fluid pressure generator 15b So it includes automatic pressurization control means for automatically pressurizing the reaction force fluid pressure input chamber 20a regardless of the operation amount of the brake pedal 11 (step 208), the.

  Therefore, the automatic pressurization control means (step 208) opens the control hydraulic pressure input control valve 36a and closes the reaction force hydraulic pressure input control valve 33a, and the control hydraulic pressure generator 15b responds to the vehicle state. When the control hydraulic pressure is generated, the control hydraulic pressure is supplied to the reaction force hydraulic pressure input chamber 20a of the mechanical regulator 15c, and the reaction force hydraulic pressure of the reaction force hydraulic pressure generation unit 12 is changed to the reaction force hydraulic pressure input chamber. It is not supplied to 20a. As a result, a servo pressure corresponding to the vehicle state is generated in the servo hydraulic pressure output chamber 20b regardless of the amount of brake operation, and the servo pressure is supplied to the servo chamber 13e in the master cylinder 13 to the master chambers 13f and 13g. Brake fluid pressure is generated according to the vehicle condition. Therefore, it is possible to perform automatic pressurization control according to the vehicle state. For example, it is conceivable to execute automatic pressurization control according to the vehicle state in a state where automatic pressurization control is necessary. Specifically, the brake fluid pressure adjusting device 19 automatically executes automatic pressurization control according to the yaw rate as the vehicle state in a state where ESC control is necessary, or the vehicle state in a state where traction control is necessary. Automatic pressurization control according to the idling of the wheel as a. It is also conceivable to execute the automatic pressurization control on condition that the switch to the execution mode of the automatic pressurization control is turned on.

  Further, since the control hydraulic pressure input control valve 36a is a normally closed solenoid valve and the reaction force hydraulic pressure input control valve 33a is a normally open solenoid valve, the control hydraulic pressure input control valve 36a is closed when the power supply fails. Then, the reaction force hydraulic pressure input control valve 33a is opened. As a result, the flow of the brake fluid from the reaction force hydraulic pressure generation unit 12 to the reaction force hydraulic pressure input chamber 20a of the mechanical regulator 15c is released, and the brake from the control hydraulic pressure generation unit 15b to the reaction force hydraulic pressure input chamber 20a is released. The liquid flow is interrupted. Thus, when the power supply fails, the automatic pressurization control can be automatically terminated, and the braking force corresponding to the brake operation amount can be secured by the mechanically generated reaction force hydraulic pressure.

3) Modified Example In the above-described first and second embodiments, a modified example of the mechanical regulator 15c will be described with reference to FIG. The mechanical regulator 115c shown in FIG. 14 has a point in which the annular member 25 is removed, a point in which the pressure adjusting piston 122 has a main piston 122a and a sub piston 122f, and a point in which a cylinder hole 21h is formed. Is different from the mechanical regulator 15c. The same components as those of the mechanical regulator 15c are denoted by the same reference numerals and description thereof is omitted.

  The housing 21 is formed with a cylinder hole 21a and a cylinder hole 21h partitioned by a partition wall 21i. The main piston 122a of the pressure adjusting piston 122 is disposed in the cylinder hole 21a so as to be liquid-tight and slidable. A sub piston 122f of the pressure regulating piston 122 is disposed in the cylinder hole 21h so as to be liquid-tight and slidable. A connecting portion 122e for connecting the main piston 122a and the sub piston 122f is provided in the partition wall 21i so as to be liquid-tight and slidable.

  A reaction force hydraulic pressure input chamber 20a is formed between one side end (right end) of the main piston 122a and the partition wall 21i. A protruding portion 22c protrudes from the other end (left end) of the main piston 122a. A communication groove 22a1 is formed on the peripheral side surface of the main piston 122a.

  A control hydraulic pressure input chamber 20c is formed between the other side end (left end) of the sub piston 122f and the partition wall 21i. An atmospheric pressure chamber 20e connected to the reservoir 14 via a port 21g is formed between one side end (right end) of the sub piston 122f and the right closed end of the cylinder hole 21h.

  The operation of the mechanical regulator 115c configured as described above will be described. If the reaction force hydraulic pressure input chamber 20a is increased and the force acting on one side end of the main piston 122a becomes larger than the sum of the force acting on the other side end of the main piston 122a and the urging force of the spring 23, the adjustment is performed. The pressure piston 122 starts moving in the left direction. Further, when the pressure regulating piston 122 is moved leftward, the valve seat 22d1 comes into contact with the valve body 26, and the pressure reducing valve is closed. Further, when the pressure regulating piston 122 is moved to the left and the pressure regulating piston 122 is moved to the left against the biasing force of the spring 27, the valve body 26 is detached from the valve seat 24a2. Thus, the pressure increasing valve is opened.

  When the pressure increasing valve is opened, a high hydraulic pressure from the accumulator 15a1 is supplied to the servo hydraulic pressure output chamber 20b. As the hydraulic pressure in the servo hydraulic pressure output chamber 20b rises, the force acting on one end of the main piston 122a is equal to the sum of the force acting on the other end of the main piston 122a and the urging force of the spring 23. If it becomes, the pressure regulation piston 122 will start the movement to the right direction. Thereafter, the valve body 26 is seated on the valve seat 24a2, the pressure increasing valve is closed, and the increased servo fluid pressure is maintained. Further, when the hydraulic pressure in the reaction force hydraulic pressure input chamber 20a decreases, the valve seat 22d1 is detached from the valve body 26 and the pressure reducing valve is opened. As a result, the servo hydraulic pressure output chamber 20b communicates with the drain port 21c (reservoir 14) via the communication path 22d, so that the hydraulic pressure in the servo hydraulic pressure output chamber 20b decreases.

Then, the hydraulic pressure in the servo hydraulic pressure output chamber 20b decreases, and the force acting on one side end of the main piston 122a is the sum of the force acting on the other side end of the main piston 122a and the urging force of the spring 23. If it becomes larger, the pressure adjusting piston 22 starts to move leftward again. By repeating the movement of the pressure adjusting piston 22 in the left-right direction, the mechanical regulator 115c is fluid pressure corresponding to the fluid pressure supplied to the reaction force fluid pressure input chamber 20a by the pressure applied to the high pressure input port 21b. Can be output from the output port 21e.
Since the pressure reducing control valve 15b4 is a normally open type electromagnetic valve, when the pressure reducing control valve 15b4 is not energized, the control hydraulic pressure input chamber 20c is connected to the reservoir 14, so the control hydraulic pressure input chamber 20c is also At atmospheric pressure, the sub piston 122f moves smoothly.

  Further, when the regenerative torque is required, the brake hydraulic pressure (control hydraulic pressure) corresponding to the regenerative torque generated by the control hydraulic pressure generator 15b is controlled via the control hydraulic pressure input port 21f. It is supplied to the input chamber 20c. As a result, when a force (annular area × control fluid pressure) due to the control fluid pressure in the control fluid pressure input chamber 20c acts on the pressure regulation piston 122, the pressure regulation piston 122 moves to the right. The force acting on one side end of the main piston 122a is the force acting on the other side end of the main piston 122a, the urging force of the spring 23, and the force acting on the other side end of the sub piston 122h (= annular area × control hydraulic pressure). The pressure regulating piston 22 is positioned in a balanced manner at a position equal to the total sum of). At this time, the mechanical regulator 15c generates servo hydraulic pressure in the servo hydraulic pressure output chamber 20b according to the force obtained by subtracting the force due to the control hydraulic pressure from the force due to the reaction hydraulic pressure.

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Motor, 3 ... Power split mechanism, 4 ... Power transmission mechanism, 5 ... Generator, 6 ... Inverter, 7 ... Battery, 8 ... Engine ECU, 9 ... Hybrid ECU, 11 ... Brake pedal (brake operation Member), 11a ... brake switch, 12 ... reaction force hydraulic pressure generating part, 12c ... input piston, 12d ... output rod (master piston part), 12f ... reaction force chamber, 12g ... stroke simulator, 13 ... master cylinder, 13c ... First piston (master piston portion), 13e ... servo chamber, 13f, 13g ... first and second hydraulic chambers (master chamber), 14 ... reservoir, 15 ... servo hydraulic pressure adjusting device, 15a ... pressure supply device, 15a1 ... Accumulator, 15a2 ... Pump, 15a3 ... Electric motor, 15b ... Control hydraulic pressure generator, 15b2 ... Pressure increase control valve, 15b4 ... Pressure control valve, 15c, 115c ... mechanical regulator, 16 ... brake hydraulic pressure adjusting device, 17 ... brake ECU (regenerative torque acquisition unit, vehicle state detection means, automatic pressurization control means, regenerative abnormality detection means, regenerative abnormality detection time Control means, control fluid pressure generation part abnormality detection means, control fluid pressure generation part abnormality detection control means), 20a ... reaction force hydraulic pressure input chamber, 20b ... servo hydraulic pressure output chamber, 20c ... control hydraulic pressure input chamber, A ... regenerative brake device, B ... brake device.

Claims (8)

In a vehicle brake device that generates brake fluid pressure in a master cylinder (13) in response to an operation of a brake operation member (11),
A master chamber (13f, 13g) and a servo chamber (13e) are formed in the master cylinder, and the master cylinder is driven by a servo fluid pressure that is a brake fluid pressure in the servo chamber to operate the brake operation member. Regardless of being configured to be slidable, a master piston portion (13c, 12d) that generates brake fluid pressure in the master chamber;
A regenerative torque acquisition unit (17, step 122) for acquiring regenerative torque;
A control hydraulic pressure generating unit (15b) for generating a control hydraulic pressure according to the regenerative torque acquired by the regenerative torque acquiring unit;
A reaction force hydraulic pressure generator (12) that mechanically generates a reaction force hydraulic pressure that is a brake hydraulic pressure corresponding to an operation amount of the brake operation member;
A reaction force hydraulic pressure input chamber (20a) connected to the reaction force hydraulic pressure generating portion, a control hydraulic pressure input chamber (20c) connected to the control hydraulic pressure generating portion, and a servo connected to the servo chamber. A hydraulic pressure output chamber (20b) is formed, and the servo hydraulic pressure is mechanically generated in the servo hydraulic pressure output chamber according to the force obtained by subtracting the force due to the control hydraulic pressure from the force due to the reaction force hydraulic pressure. A mechanical regulator (15c),
A brake device for a vehicle, comprising: In Claim 1, the reaction force hydraulic pressure input chamber is connected to the control hydraulic pressure generating unit,
A control hydraulic pressure input control valve that is provided between the control hydraulic pressure generation unit and the reaction force hydraulic pressure input chamber and controls the flow of brake fluid from the control hydraulic pressure generation unit to the reaction force hydraulic pressure input chamber (36a)
A reaction force hydraulic pressure that is provided between the reaction force hydraulic pressure generation unit and the reaction force hydraulic pressure input chamber and controls the flow of brake fluid from the reaction force hydraulic pressure generation unit to the reaction force hydraulic pressure input chamber. An input control valve (33a);
Vehicle state detection means (17, step 202) for detecting the vehicle state;
The control hydraulic pressure input control valve is opened and the reaction force hydraulic pressure input control valve is closed, and the control hydraulic pressure generator generates a control hydraulic pressure corresponding to the vehicle state detected by the vehicle state detection means. An automatic pressurization control means (17, step 208) that automatically pressurizes the reaction force hydraulic pressure input chamber regardless of the operation amount of the brake operation member.
A brake device for a vehicle, comprising: In claim 2,
The vehicle brake device, wherein the control hydraulic pressure input control valve is a normally closed solenoid valve, and the reaction force hydraulic pressure input control valve is a normally open solenoid valve. In any one of Claims 1 to 3,
Regenerative abnormality detection means (17, steps 102, 108, 110) for detecting a regenerative abnormality that cannot generate regenerative torque;
When the regenerative abnormality detecting means detects the regenerative abnormality, the control hydraulic pressure generated by the control hydraulic pressure generating unit is set to atmospheric pressure and the atmospheric pressure is supplied to the control hydraulic pressure input chamber. Regenerative abnormality detection control means (17, step 104) for supplying the reaction force hydraulic pressure by the reaction force hydraulic pressure generating unit to the reaction force hydraulic pressure input chamber;
A brake device for a vehicle, comprising: In any one of Claims 1 thru | or 4,
A reservoir for storing brake fluid at atmospheric pressure;
A reaction force hydraulic pressure control valve (35a) provided between the reaction force hydraulic pressure generation unit and the reservoir and for controlling the flow of brake fluid between the reaction force hydraulic pressure generation unit and the reservoir; The reaction force hydraulic pressure becomes atmospheric pressure regardless of the operation amount of the brake operation member in a state where the flow of the brake fluid between the reaction force hydraulic pressure generation unit and the reservoir is released. Brake device for vehicles. In claim 5,
The vehicular brake device, wherein the reaction force hydraulic pressure control valve is a normally open solenoid valve. In any one of Claims 1 thru | or 6,
The control hydraulic pressure generating unit is provided in an accumulator (15a1) for accumulating brake fluid, a hydraulic pressure increasing path (15b1) for connecting the control hydraulic pressure input chamber and the accumulator, and the hydraulic pressure increasing path. A pressure increase control valve (15b2) for controlling the flow of brake fluid from the accumulator to the control fluid pressure input chamber, a reservoir (14) for storing brake fluid at atmospheric pressure, the control fluid pressure input chamber, A hydraulic pressure reduction path (15b3) for connecting the reservoir, and a pressure reduction control valve (15b4) provided in the hydraulic pressure reduction path for controlling the flow of brake fluid from the control hydraulic pressure input chamber to the reservoir. Configured,
The vehicular brake device, wherein the pressure reducing control valve is a normally open type electromagnetic valve, and the pressure increasing control valve is a normally closed type electromagnetic valve. In any one of Claims 1 thru | or 7,
The control hydraulic pressure generating unit is provided in an accumulator (15a1) for accumulating brake fluid, a hydraulic pressure increasing path (15b1) for connecting the control hydraulic pressure input chamber and the accumulator, and the hydraulic pressure increasing path. A pressure increase control valve (15b2) for controlling the flow of brake fluid from the accumulator to the control fluid pressure input chamber, a reservoir (14) for storing brake fluid at atmospheric pressure, the control fluid pressure input chamber, A hydraulic pressure reduction path (15b3) for connecting the reservoir, and a pressure reduction control valve (15b4) provided in the hydraulic pressure reduction path for controlling the flow of brake fluid from the control hydraulic pressure input chamber to the reservoir. Configured,
Control fluid pressure generation unit abnormality detection means (17, steps 108, 110) for detecting an abnormality in either the pressure increase control valve or the pressure reduction control valve;
When it is detected by the control fluid pressure generation unit abnormality detection means that there is an abnormality in either the pressure increase control valve or the pressure reduction control valve, the pressure increase control valve is closed, and the pressure reduction control valve is A control fluid pressure generating part abnormality detection control means (17, step 104) for opening the valve;
A brake device for a vehicle, comprising:

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