JP2019123308A - Vehicular brake apparatus - Google Patents

Abstract

To provide a vehicular brake apparatus with which an electric brake device brakes a rear wheel, with a hydraulic pressure control means shutting off supply of hydraulic pressure to a rear wheel hydraulic brake device, in the case of braking where a quick response is required, thus braking with higher-than-usual hydraulic pressure applied to a front wheel hydraulic brake device.SOLUTION: In the case of braking where a quick response is required, an ECU 50 causes: an electric brake device 30 to activate an electric wheel brake 30 of rear wheels 10RL, 10RR and causes a hydraulic brake device 20 to shut off supplying of hydraulic pressure to a hydraulic brake 26 of the rear wheels 10RL, 10RR and causes a hydraulic brake 24 of front wheels 10FL, 10FR to apply higher-than-normal hydraulic pressure.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle braking system according to a combination of a hydraulic braking system and an electric braking system.

  As a conventional vehicle brake device, a left and a right pair of hydraulic front wheel brakes which operate according to the action of hydraulic pressure and an electric actuator, and a brake operation by the electric actuators and a pair of left and right electric rear wheels There are wheel brakes, electric wheel brakes are used for left and right rear wheels, and hydraulic wheel brakes are used for left and right front wheels, for which required braking force is smaller than the front wheel side (for example, Patent Document 1).

Japanese Patent Laid-Open No. 2000-255403

  However, in the invention disclosed in Patent Document 1, when the electric wheel brake of the rear wheel can not be used due to a failure of the electric system or the like, braking is performed only by the hydraulic wheel brake of the front wheel. Stability may be reduced.

  Therefore, according to the present invention, at the time of wheel braking requiring quick response and high response, the electric brake device is operated, and the liquid pressure control means is provided with a fluid provided on the wheel side where the electric brake device operates. We propose a vehicle braking system that restricts the supply of hydraulic pressure to a pressure-type brake system and supplies a larger hydraulic pressure than during normal braking to a hydraulic brake system provided on the wheel side where the electric brake system does not operate. The main purpose is

  The braking system for a vehicle according to the present invention adopts the following means in order to achieve the above-mentioned main object.

  The braking system for a vehicle according to the present invention comprises: a hydraulic braking device provided on both the front wheel side and the rear wheel side of the vehicle; an electric braking device provided on the front wheel side or the rear wheel side of the vehicle; A hydraulic pressure control means for controlling the hydraulic pressure of the hydraulic brake device, and a control means for controlling the electric brake device and the hydraulic pressure control means, the control means is required for quick response. Causes the hydraulic brake control unit to restrict the hydraulic pressure supply to the hydraulic brake device provided on the side of the wheel on which the electric brake device operates, and to operate the electric brake device; It is characterized in that the hydraulic brake device provided on the wheel side where the brake device does not operate is supplied with a hydraulic pressure larger than that during normal braking.

  With the above-described configuration, the electric brake device is broken for some reason by braking the four front and rear wheels with the hydraulic brake device, usually without activating the electric brake device. Or, even if it can not be used, the hydraulic brake device can always ensure sufficient wheel braking force for all four wheels, and the consumption of electric energy by the electric brake device can be suppressed, and the braking performance Can be suppressed.

  Also, in an emergency where quick response is required, and in a high response mode, the supply of hydraulic fluid to the rear wheel of the hydraulic brake device is restricted to increase the amount of hydraulic fluid supplied to the front wheel, thereby reducing the fluid in the front wheel. Since the fluid pressure increase time of the pressure type brake system can be shortened, a higher response and stronger braking force can be given to the hydraulic brake system of the front wheel than usual, and at the same time, the rear wheel is made powerful by the electric brake system. A braking force can be applied.

  As a result, a sufficient wheel braking force can be secured for the four wheels regardless of the normal state and the high response state, and a decrease in braking performance can be suppressed.

  Further, the hydraulic brake device and the actuator itself of the electric brake device can use existing ones, and can provide an economically highly responsive vehicle braking device.

BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic diagram of the vehicle by which the damping device for vehicles which concerns on embodiment of this invention was mounted. It is a schematic diagram explaining control by the electronic control unit of the brake device for vehicles which concerns on embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram of the wheel brake which comprises the damping device for vehicles which concerns on embodiment of this invention. FIG. 1 is a view showing a system configuration of a hydraulic brake system of a vehicle brake system according to an embodiment of the present invention. FIG. 1 is a view showing a system configuration of a hydraulic brake system of a vehicle brake system according to an embodiment of the present invention. It is a flowchart explaining the control flow by the electronic control unit in the braking device for vehicles concerning an embodiment of the present invention.

(Schematic configuration of brake system)
Hereinafter, an embodiment of a vehicle braking system according to the present invention will be described using the drawings. FIG. 1 is a schematic view of a vehicle equipped with a vehicle braking system according to an embodiment of the present invention.

  The vehicle mounted with the vehicle braking device according to the present embodiment is, as schematically shown in FIG. 1, a vehicle having front wheels 10FL, 10FR, rear wheels 10RL, 10RR as an example, and two rear wheels 10RL. , 10 RR is a driving wheel. As another example, front wheels 10FL and 10FR may be drive wheels, and both front wheels 10FL and 10FR and rear wheels 10RL and 10RR may be drive wheels. In addition, hereinafter, when it is not necessary to distinguish the wheels and it is apparent in the description, the wheels may be referred to as the front wheel 10, the rear wheel 10 or the wheels 10 as appropriate.

  The vehicle brake system according to the present embodiment mounted on the present vehicle is a hydraulic brake system that applies a braking force to each of the front wheels 10FL and 10FR and the rear wheels 10RL and 10RR, as schematically shown in FIG. 20 and an electric brake device 30 for applying a braking force to each of the two rear wheels 10RL and 10RR.

  In the following description, the electric brake device is described as being provided on the rear wheels 10RL and 10RR as the electric brake device 30, but may be provided on the front wheels 10FL and 10FR as the electric brake device 40. The electric brake device 30 and the electric brake device 40 may both be provided. Moreover, when the electrically driven brake device 30 and the electrically driven brake device 40 are provided, only one may operate, or both may operate.

(Schematic explanation of hydraulic brake)
The overall configuration and outline of the hydraulic brake device 20 will be described below. The hydraulic brake device 20 generally includes a master cylinder 22 connected to a brake pedal 21 as brake operation means, brake actuators 23 and 25, and wheel brakes 24FL, 24FR, 26RL, 26RR. The master cylinder 22 pressurizes the hydraulic fluid and supplies the pressurized hydraulic fluid to each part. Hereinafter, it is not necessary to distinguish between the left and right of the wheel brakes, and when it is apparent in the description, the wheel brakes 24 or 26 may be referred to as appropriate.

  It is assumed that only the hydraulic brake device 20 is activated to brake the wheel 10 during normal operation, normal operation, and driving travel, which do not particularly require an emergency.

  For the front wheels 10FL and 10FR, when the brake pedal 21 is operated, the hydraulic fluid pressurized from the master cylinder 22 is injected into the brake actuator 23 as a pressure regulator, and the hydraulic fluid is regulated based on the pressure of the hydraulic fluid. . The adjusted hydraulic fluid is injected into wheel brakes 24FL and 24FR provided on the front wheels 10FL and 10FR, respectively, and the pressure of the hydraulic fluid (hereinafter referred to as "hydraulic braking force") causes each of the front wheels 10FL and 10FR. Reduce the speed of rotation and stop it.

  For the rear wheels 10RL and 10RR, when the brake pedal 21 is operated, the hydraulic fluid pressurized from the master cylinder 22 is discharged. The discharged hydraulic fluid is injected into the brake actuator 25. The hydraulic fluid adjusted by the brake actuator 25 is injected into the wheel brakes 26RL and 26RR respectively provided on the rear wheels 10RL and 10RR, and the hydraulic braking force decelerates and stops the rotation of the rear wheels 10RL and 10RR. .

  The brake pedal 21 is provided with an accelerator sensor 27 which measures information by outputting a depression amount and a depression force of the brake pedal 21 by the driver or a depression speed and a depression acceleration of the brake pedal 21.

  The master cylinder 22 is provided with a hydraulic pressure sensor 28 which measures the discharge amount of the hydraulic fluid discharged by the master cylinder 22, the discharge pressure, or the discharge speed or discharge acceleration thereof, and outputs information.

  As described above, the hydraulic brake device 20 only operates and the electric brake device 30 described later operates because braking of the wheel 10 does not particularly require emergency, during normal operation, normal operation and driving travel. do not do. However, when the information received from the accelerator sensor 27 or the hydraulic pressure sensor 28 indicates that it is a high response time that the wheel 10 must be braked urgently, the master cylinder 22 is in charge of the hydraulic fluid to the brake actuator 25. In order to limit, stop or shut off the discharge, the operation of the rear wheel brake 26 is limited or stopped. Then, the electric brake device 30 operates to brake the rear wheels 10RL and 10RR.

(Schematic explanation of the electric brake system)
The schematic configuration of the electric brake device 30 will be described below.

  As shown in FIG. 1, the electric brake device 30 is configured to include a pair of wheel brakes 31RL and 31RR for decelerating or stopping the rotation of each of the rear wheels 10RL and 10RR. The wheel brakes 31RL, 31RR are similar in structure to the wheel brakes 24FL, 24FR, 26RL, 26RR of the hydraulic brake device 20 as described later with reference to FIG. 2, and the wheel brakes 24FL, 24FR, 26RL, 26RR operate. The wheel brakes 31RL, 31RR are operated by the force of the electric motor, while they are operated by the pressure of the fluid.

  Further, as the electric brake device, the electric brake device 40 may be provided on the front wheel side, and as shown in FIG. 1, the electric brake device 40 decelerates or stops the rotation of each of the front wheels 10FL and 10FR. And a pair of wheel brakes 41FL and 41FR. The structure is the same as that of the electric brake device 30, and the following description of the electric brake device 30 applies to the electric brake device 40 unless otherwise stated.

  The wheel brakes 31RL and 31RR that make up the electric brake device 30 use a frictional force to reduce or stop the rotation of the rear wheels 10RL and 10RR, that is, a braking force to brake the vehicle ( Hereinafter, it is referred to as “electric braking force”. The electric braking force depends on the pressing force of the brake pedal 21. In order to detect the pressing force, the wheel brakes 31RL and 31RR are provided with a pressing force sensor 32, which is a load cell, between the wheel brakes 31RL and 31RR. A current is supplied to an electric motor described later of each wheel brake 31RL, 31RR from an accessory battery 33 which is a battery different from a battery described later.

  As the electric brake device, the electric brake device 30 for rear wheel braking may not be provided, and the electric brake device 40 for front wheel braking may be provided, and both the electric brake device 30 and the electric brake device 40 are provided. May be

  It is assumed that the electric brake device 30 does not operate during normal operation, normal operation, and driving travel, which does not particularly require an emergency. However, when the information received from the accelerator sensor 27 or the hydraulic pressure sensor 28 indicates that it is a high response time that the wheel 10 must be braked urgently, the actuators of the wheel brakes 31RL and 31RR are activated and the electric Type brake device 30 operates.

(Control of brake system)
Next, an outline of control of the vehicle brake system according to the present embodiment will be described.

  Control of the brake system is performed by an electronic control unit (ECU) 50 as a control device shown in FIGS. 1 and 2.

  FIG. 2 is a schematic view illustrating control by the electronic control unit of the vehicle brake system according to the embodiment of the present invention. In FIG. 2, the ECU 50 is configured to include a computer and a driver (drive circuit) of each device to be controlled. Specifically, the ECU 50 controls the caliper 70 (FIG. 3) of the wheel brakes 31RL and 31RR constituting the master cylinder 22, the brake actuators 23, 25 constituting the hydraulic brake device 20, and the electric brake device 30. Controls the hydraulic braking force and the electric braking force.

  FIG. 2A is a schematic view for explaining the braking control at the time of normal operation, normal operation, and driving without requiring an emergency. The master cylinder 22, which constitutes the hydraulic brake device 20, functions as a hydraulic pressure control means, and functions as a hydraulic pressure control means during normal operation, normal operation, and driving travel, in which emergency is not particularly required. The brake actuators 23 and 25 and the wheel brakes 24 and 26 are controlled, and only the hydraulic brake device 20 is operated. Then, as indicated by the dotted line, the electric brake device 30 is not operated.

  However, as shown in FIG. 2 (b), the ECU 50 detects and determines that it is a high response time that the wheel 10 must be braked urgently based on the information received from the accelerator sensor 27 and the hydraulic pressure sensor 28. In this case, as shown by the dotted line, the wheel brakes 24FL and 24FR are normally controlled by controlling the master cylinder 22 to restrict or interrupt the operation of the brake actuator 25 and restricting or stopping the operation of the wheel brakes 26RL and 26RR. It operates faster than time and exerts a strong braking force. Then, in parallel with this, the actuators of the wheel brakes 31RL and 31RR are operated to operate the electric brake device 30.

  That is, in this case, the ECU 50 functions as a hydraulic pressure control unit and as a control unit that controls both the hydraulic brake device and the electric brake device.

  Further, as another embodiment, the master cylinder 22 and the brake actuator 23 constituting the hydraulic brake device 20 for braking the wheel 10 during normal operation, normal operation, and driving travel do not particularly require an emergency. , 25, control the wheel brakes 24, 26, and operate only the hydraulic brake device 20. However, the driver has already operated the brake pedal 21 and the wheel brakes 26RL, 26RR have already braked the rotation of the wheels 10RL, 10RR, and the driver further depresses the brake pedal 21 strongly. The ECU 50 controls the master cylinder 22 when it detects and determines that it is a high response time that the wheel 10 must be braked urgently based on the information received from the accelerator sensor 27 or the hydraulic pressure sensor 28 by The operation of the brake actuator 25 is restricted, stopped, released or cut off to reduce the braking force of the wheels 10RL and 10RR by the wheel brake 26 or to release the braking, and the actuator of the wheel brake 31 is actuated to operate electrically. The brake device 30 is operated.

  In the present brake system, each single braking force is controlled by a single ECU 50. However, a plurality of ECUs each controlling one of a plurality of braking forces controls the plurality of braking forces. It is also possible to configure the ECU to control each braking force while communicating.

(Configuration of wheel brake)
Hereinafter, the detailed structure of the wheel brake which comprises the damping device for vehicles which concerns on this embodiment is demonstrated. FIG. 3 is a block diagram of a wheel brake constituting the vehicle brake system according to the embodiment of the present invention. FIG. 3A is a block diagram of the wheel brake 24FL that constitutes the hydraulic brake device 20. As shown in FIG. FIG. 3A illustrates the configuration of only the wheel brake 24FL, but the other wheel brakes 24FR, 26RL, and 26RR have the same configuration.

  The illustrated wheel brake 24FL is a disc brake device as schematically shown in FIG. 3 (a). The wheel brake 24FL is configured to include a disk rotor 60 as a rotating body that integrally rotates with the front wheel 10FL, and a caliper 61 movably supported by a carrier that rotatably holds the front wheel 10FL. The caliper 61 incorporates a wheel cylinder 62 whose part is a housing. On the tip end side of the piston 63 of the wheel cylinder 62 and on the opposite side of the portion of the caliper 61 in which the wheel cylinder 62 is built in, a pair of clutch members are engaged and opposed across the disc rotor 60. A brake pad (a kind of friction member) 64 is provided.

  The hydraulic fluid from the brake actuator 23 (FIG. 1) is supplied to the hydraulic fluid chamber 65 of the wheel cylinder 62, and the pair of brake pads 64 clamp the disc rotor 60 by the hydraulic braking force. That is, when the wheel cylinder 62 operates, the brake pad 64 which is a friction member is pressed against the disk rotor 60. In this way, the wheel brake 24FL generates a hydraulic braking force on the front wheel 10FL using the frictional force. The hydraulic braking force has a magnitude corresponding to the pressure of the hydraulic fluid supplied from the brake actuator 23.

  FIG. 3B is a configuration diagram of the wheel brake 31RL that constitutes the electric brake device 30. As shown in FIG. FIG. 3 (b) illustrates the configuration of only the wheel brake 31RL, but the other wheel brakes 31RR, 41FL, and 41FR have the same configuration.

  Specifically, the wheel brake 31RL includes a disk rotor 60 as a rotating body that integrally rotates with the front wheel 10FL, and a caliper 70 movably supported by a carrier that rotatably holds the front wheel 10FL. It is done. The caliper 70 incorporates an electric actuator 71. The electric actuator 71 includes a plunger 72 held to the caliper 70 so as to be able to move back and forth, a screw rod 73 which is held by the caliper 70 non-rotatably and able to move forward and backward and has an external thread formed on the outer periphery, and an external thread of the threaded rod 73 An internal thread is formed, which includes a nut 74 rotatably and non-retractably held by the caliper 70, and an electric motor 75 for rotating the nut 74. The electric motor 75 includes a magnet 76 attached to the outer periphery of the nut 74 and a coil 77 held by the caliper 70.

  A pair of the tip end side of the plunger 72 of the electric actuator 71 and the opposite side of the portion of the caliper 70 where the electric actuator 71 is disposed is engaged with them and is opposed with the disc rotor 60 interposed therebetween. A brake pad (a kind of friction member) 78 is attached. The electric actuator 71 presses the brake pad 78 against the disk rotor 60 by the rotation of the electric motor 75 which is a drive source. That is, the electric actuator 71 has a mechanism including the plunger 72, the screw rod 73, the nut 74, etc., that is, an operation mechanism for operating the friction member by the electric braking force of the electric motor 75.

(System configuration of hydraulic brake system)
Hereinafter, the system configuration of the hydraulic brake device 20 will be described with reference to the drawings.

  FIG. 4 and FIG. 5 are views showing a system configuration of a hydraulic brake system of a vehicle brake system according to an embodiment of the present invention.

  In the following description, the letters indicating the front wheel, R indicating the rear wheel, L indicating the left side, and R indicating the right side are added to the component numbers, but it is not necessary to distinguish them. May be abbreviated. Moreover, about the component already demonstrated by FIGS. 1-3, description is abbreviate | omitted except the case where the further description is required.

  In FIG. 4, the hydraulic brake device 20 includes a master cylinder 22 that generates a fluid pressure corresponding to the amount of depression of the brake pedal 21 by the driver. The master cylinder 22 accommodates a piston and a fluid chamber 22L. The piston and the fluid chamber 22L have a function of discharging the hydraulic fluid in order to brake the rotation of the wheels 10FL and 10RL on the left side of the vehicle. Further, the master cylinder 22 accommodates a piston and a liquid chamber 22R. The piston and the fluid chamber 22R have a function of discharging the hydraulic fluid in order to brake the rotation of the wheels 10FR and 10RR on the right side of the vehicle.

  The reservoir 80 stores hydraulic fluid, and supplies the hydraulic fluid to the master cylinder 22.

  In the master cylinder 22, when the brake pedal 21 is depressed and the piston advances by a predetermined value or more, the communication (the fluid chamber 22L, the fluid chamber 22R, and the reservoir 80) is interrupted by a coupling (not shown) provided on the piston Ru. As a result, a master cylinder pressure corresponding to the operation amount of the brake pedal 21 is generated in the fluid chamber 22R and the fluid chamber 22L of the master cylinder 22, and the hydraulic fluid is delivered.

  The linear control valve 81 is a normally open electromagnetic flow control valve that is open when not energized and can control the amount of energization as needed to adjust the opening degree. By adjusting the opening degree of the linear control valve 81, the hydraulic fluid discharged from the master cylinder 22 is taken into the hydraulic brake device 20, and the hydraulic fluid in the hydraulic brake device 20 is sent back to the reservoir 80.

  The pump 84L pumps up the hydraulic fluid from the internal reservoir 86L and supplies it to the pressure increase valves 82FL and 82RL to increase the hydraulic pressure of the wheel cylinder 24FL of the left front wheel 10FL and the wheel cylinder 26RL of the left rear wheel 10RL (hereinafter referred to as “ The direction in which the hydraulic fluid from the wheel cylinders 24FL and 26RL is accumulated in the internal reservoir 86L via the pressure reducing valves 83FL and 83RL switched to the open state (hereinafter referred to as "accumulation direction") The pump can discharge the hydraulic fluid in two directions.

  In addition, the pump 84R pumps up the hydraulic fluid from the internal reservoir 86R and supplies it to the pressure increasing valves 82FR, 82RR to increase the fluid pressure of the wheel cylinder 24FR of the right front wheel 10FR and the wheel cylinder 26RR of the right rear wheel 10RR , And the direction in which the hydraulic fluid from the wheel cylinders 24FR and 26RR is accumulated in the internal reservoir 86R via the pressure reducing valves 83FR and 83RR switched to the open state (hereinafter referred to as "accumulation direction"). It is a pump capable of discharging hydraulic fluid in two directions. As such a pump capable of discharging in two directions, a gear pump can be exemplified.

  The pump 84 is driven by a motor 85. By rotating the motor 85 in a predetermined first direction, the pump 84 is driven to discharge the hydraulic fluid in the pressure increasing direction (the rotation state of the pump 84 at this time is referred to as “forward rotation”). Further, by rotating the motor 85 in a second direction opposite to the first direction, the pump 84 is driven so as to discharge the hydraulic fluid in the accumulation direction. ")).

  That is, when the motor 85 rotates in the first direction, the pump 84 rotates forward to pump up the hydraulic fluid accumulated in the internal reservoir 86 and discharge it to the wheel cylinders 24, 26 via the pressure increasing valve 82. Further, when the motor 85 rotates in the second direction, the pump 84 rotates in the reverse direction, and the working fluid is pumped up from the wheel cylinders 24 and 26 and accumulated in the internal reservoir 86 via the pressure reducing valve 83.

  When the vehicle in the normal state is not in the emergency state or the emergency state, or when the vehicle in the normal state is braked, the pump 84L rotates forward to pump up the hydraulic fluid from the internal reservoir 86L. The hydraulic fluid is discharged to the pressure increasing valve 82FL, which is a normally open solenoid valve, and the pressure increasing valve 82RL, which is a normally open solenoid valve. Further, the pressure reducing valve 83FL, which is a normally closed solenoid valve, and the pressure reducing valve 83RL, which is a normally closed solenoid valve, are closed. At this time, since the pressure reducing valve 83FL and the pressure reducing valve 83RL are closed, the hydraulic fluid that has passed through the pressure increasing valve 82FL and the pressure increasing valve 82RL is injected into the wheel cylinder 24FL and the wheel cylinder 26RL, respectively, and the hydraulic braking force thereof. Thus, the rotation of the front wheel 10FL and the rear wheel 10RL is braked as described in FIG. 3 (a).

  Similarly, when the vehicle in a normal state is not in an emergency state or an emergency state, or when the vehicle is braking in a normal state of a traveling vehicle, the pump 84R rotates forward, and the working fluid is discharged from the internal reservoir 86R. The hydraulic fluid is pumped and discharged to the pressure increasing valve 82FR, which is a normally open solenoid valve, and the pressure increasing valve 82RR, which is a normally open solenoid valve. Further, the pressure reducing valve 83FR which is a normally closed solenoid valve and the pressure reducing valve 83RR which is a normally closed solenoid valve are closed. At this time, since the pressure reducing valve 83FR and the pressure reducing valve 83RR are closed, the hydraulic fluid that has passed through the pressure increasing valve 82FR and the pressure increasing valve 82RR is injected into the wheel cylinder 24FR and the wheel cylinder 26RR, respectively, and the hydraulic braking force thereof Thus, the rotation of the front wheel 10FR and the rear wheel 10RR is braked as described in FIG. 3 (a).

  Then, when the driver returns the brake pedal 21 and rotation braking of the wheel 10 is finished, the accelerator sensor 21 or the hydraulic pressure sensor 28 detects it, and the ECU 50 closes all the pressure increasing valves 82 and opens all the pressure reducing valves 83. Do. The ECU 50 rotates the motor 85 in the second direction and reversely rotates the pump 84, whereby the hydraulic fluid of the wheel brakes 24, 26 is returned to the internal reservoir 86 via the pressure reducing valve 83.

  At this time, as described in FIG. 2A, the electric brake device 30 does not operate.

  The linear control valve 81, the pressure increasing valve 82, the pressure reducing valve 83, the pump 84, the motor 85, etc. described above operate as an actuator for the hydraulic brake device 20, and the hydraulic brake device 20 is controlled by the ECU 50 functioning as a control unit Be done.

  Next, as described in FIG. 2 (b), when the wheel 10 of the vehicle has to be strongly stopped, or when the wheel 10 of the running vehicle is urgently stopped and braked, at the time of high response Will be described with reference to FIG.

  FIG. 5 is different from FIG. 4 in that the pressure increase valve 82RL and the pressure increase valve 82RR are switched from the open state to the closed state.

  As described above, when the vehicle in the normal state is not in the emergency state or the emergency state, or when the vehicle is braking in the normal state of the traveling vehicle, the pressure increasing valves 82 are all open, and the pressure reducing valve Since all 83 are closed, hydraulic fluid is injected into the wheel cylinder 24 and the wheel cylinder 26, respectively, and the rotation of all the wheels 10 is braked by the hydraulic braking force. At this time, the electric brake device 30 does not operate.

  However, the accelerator sensor 27 detects that the brake pedal 21 has been depressed strongly or quickly by the driver or by a predetermined amount and transmits information, or the brake pedal 21 is strongly depressed, so that the master When the fluid pressure sensor 28 detects that the fluid pressure of the cylinder 22 has rapidly increased and the ECU 50 detects that the information has been transmitted, the ECU 50 must use the information to brake the wheel 10 urgently. It is determined that it is a high response time.

  The ECU 50 brakes or stops the rotation of the rear wheels 10RL and 10RR, as shown by the pressure increasing valve 82RL and the pressure increasing valve 82RR surrounded by dotted lines in FIG. 4 as shown by the pressure increasing valve 82RL and the pressure increasing valve 82RR in FIG. Switch and close.

  As a result, the hydraulic fluid pumped from the pumps 84L and 84R is respectively stopped by the pressure increasing valve 82RL and the pressure increasing valve 82RR, so the hydraulic fluid is supplied to the wheel brake 26RL of the rear wheel 10RL and the wheel brake 26RR of the rear wheel 10RR. And the wheel brake 26RL and the wheel brake 26RR do not operate.

  By this control, all the hydraulic fluid that should have been supplied from the pumps 84L and 84R to the pressure increasing valves 82FL and 82RL and the pressure increasing valves 82FR and 82RR is all supplied to the pressure increasing valve 82FL and the pressure increasing valve 82FR. That is, the amount of hydraulic fluid supplied to wheel brakes 24FL and 24FR corresponding to front wheels 10FL and 10FR, respectively, is greater than normal during normal times as described above, or the speed at which hydraulic fluid is supplied is normal or normal. As it becomes larger, the hydraulic braking force by the wheel brakes 24FL and 24FR at the time of high response of the front wheels 10FL and 10FR becomes stronger at a higher speed than normal time at a speed higher than normal.

  Furthermore, at this time, the ECU 50 actuates the wheel brakes 31RL and 31RR of the electric brake device 30 for braking the rear wheels 10RL and 10RR as described in FIG. 2 (b). That is, as described with reference to FIG. 3B, the electric actuator 71 provided on the caliper 70 is activated to apply a strong braking force to the rear wheels 10RL and 10RR.

  In an emergency, when the rotational braking of the wheel 10 at the time of high response is satisfied, the pressure increase valve 82RL and pressure increase valve 82RR, which have once been closed, are opened. Then, when the driver returns the brake pedal 21 and rotation braking of the wheel 10 is finished, the accelerator sensor 21 or the hydraulic pressure sensor 28 detects it, and the ECU 50 closes all the pressure increasing valves 82 and opens all the pressure reducing valves 83. Do. The ECU 50 rotates the motor 85 in the second direction and reversely rotates the pump 84, whereby the hydraulic fluid of the wheel brakes 24, 26 is returned to the internal reservoir 86 via the pressure reducing valve 83. At the same time, the ECU 50 stops the operation of the electric brake device 30.

  Next, the processing flow of the ECU 50 in the present embodiment will be described. FIG. 6 is a flow chart for explaining the control flow by the electronic control unit in the vehicle brake system according to the embodiment of the present invention.

  In FIG. 6, the accelerator sensor 27 monitors the operation of the brake pedal 21, or the hydraulic pressure sensor 28 monitors the hydraulic pressure of the master cylinder 22 (S10).

  When the accelerator sensor 27 detects that the brake pedal 21 has been depressed strongly or quickly by the driver or by more than a predetermined amount, information is transmitted or the master cylinder 22 is depressed by the brake pedal 21 being depressed strongly. If the ECU 50 detects that the fluid pressure sensor 28 has rapidly increased the fluid pressure and has sent information, the ECU 50 must use the information to brake the wheel 10 urgently. It is determined that a response is required (S11).

  The ECU 50 brakes or stops the rotation of the rear wheels 10RL and 10RR, as shown by the pressure increasing valve 82RL and the pressure increasing valve 82RR surrounded by dotted lines in FIG. 4 as shown by the pressure increasing valve 82RL and the pressure increasing valve 82RR in FIG. Switch and close (S12).

  As a result, the hydraulic fluid pumped by the pumps 84L and 84R is stopped by the pressure increase valve 82RL and the pressure increase valve 82RR, respectively, so that no hydraulic fluid is supplied to the wheel brake 26RL and the wheel brake 26RR, and the wheel brake 26RL and the wheels The brake 26RR is not activated.

  With this control, all the hydraulic fluid that should have been supplied from the pumps 84L and 84R to the pressure increasing valves 82FL and 82RL and the pressure increasing valves 82FR and 82RR respectively is the wheel brakes 24FL and 24FR via the pressure increasing valve 82FL and the pressure increasing valve 82FR. Supplied at high speed.

  Furthermore, at this time, the ECU 50 activates the wheel brakes 31RL, 31RR of the electric brake device 30 for braking the rear wheels 10RL, 10RR (S13).

  The ECU 50 determines whether the rotational braking of the wheel 10 at the time of high response is satisfied in the emergency state or not by the above operation (S14). If not satisfied, the closing of the pressure increase valves 82RL and 82RR, the actuation of the wheel brakes 24FL and 24FR, and the actuation of the electric brake device 30 are further continued.

  When it is determined that the rotation braking of the wheel 10 at the time of high response is satisfied in an emergency, the ECU 50 opens the pressure increase valve 82RL and the pressure increase valve 82RR that have been closed (S15). Finally, the ECU 50 stops the operation of the electric brake device 30 (S16), and ends the wheel braking operation at the time of an emergency or high response (S17).

  As described above, as the first embodiment, the vehicle brake system includes the hydraulic brake device 20 in which the wheel brakes 24FL, 24FR, 26RL, 26RR are provided on all the front wheels 10FL, 10FR and the rear wheels 10RL, 10RR, and the rear wheels 10RL, The electric brake system 30 is provided with wheel brakes 31RL and 31RR only at 10 RR, and during normal operation wheel braking is performed by the hydraulic brake system 20 for all four wheels, and when high response, among the hydraulic brake systems 20 The wheel brakes 26RL and 26RR of the rear wheels 10RL and 10RR are shut off, and only the wheel brakes 24FL and 24FR of the front wheels 10FL and 10FR are operated to produce a large amount of hydraulic fluid at a higher speed than usual. , 24FR, the front wheel 10 is strongly braked and the rear wheel 0RL, 10RR is characterized by strongly braked by the electric brake device 30.

  As a second embodiment, the vehicle brake system includes the hydraulic brake device 20 in which the wheel brakes 24FL, 24FR, 26RL, 26RR are provided on all the front wheels 10FL, 10FR and the rear wheels 10RL, 10RR, and the wheel brakes only on the front wheels 10FL, 10FR. 41FL and 41FR are provided with an electric brake device 40. During normal operation, wheel braking is performed by the hydraulic brake device 20 for all four wheels, and when high response, front wheels 10FL and 10FR of the hydraulic brake device 20 are used. The wheel brakes 24FL and 24FR are shut off, and only the wheel brakes 26RL and 26RR on the rear wheels 10RL and 10RR are operated to supply a large amount of hydraulic fluid to the wheel brakes 26RL and 26RR on the rear wheels 10RL and 10RR faster than usual. Brakes the rear wheel 10 strongly and the front wheels 10FL, 1 FR is characterized by strongly braked by the electric brake device 40.

  As a third embodiment, the vehicle brake system includes the hydraulic brake device 20 in which the wheel brakes 24FL, 24FR, 26RL, 26RR are provided for all the front wheels 10FL, 10FR and the rear wheels 10RL, 10RR, and the wheels only for the rear wheels 10RL, 10RR. The electric brake system 30 is provided with the brakes 31RL and 31RR, and the wheel brake is normally performed by the hydraulic brake system 20 for all four wheels, and it is an emergency time. The wheel brake 26RL for the rear wheels 10RL and 10RR has already been made. , 26RR, and when the brake pedal 21 is further depressed, the wheel brakes 26RL and 26RR of the rear wheels 10RL and 10RR in the hydraulic brake device 20 are released and the front wheels 10FL and 10FR are not operated. Operate only the wheel brakes 24FL and 24FR to produce a large amount of speed faster than usual. The dynamic fluid is supplied to the wheel brakes 24FL and 24FR of the front wheels 10FL and 10FR to strongly brake the front wheels 10, and the rear wheels 10RL and 10RR are strongly braked by the electric brake device 30. .

  As a fourth embodiment, the vehicle brake system includes the hydraulic brake device 20 in which the wheel brakes 24FL, 24FR, 26RL, 26RR are provided on all the front wheels 10FL, 10FR and the rear wheels 10RL, 10RR, and the wheel brakes only on the front wheels 10FL, 10FR. The electric brake system 40 is provided with 41FL and 41FR. Normally, all the four wheels are braked by the hydraulic brake system 20, and in an emergency, the wheel brakes 24FL and 24FR of the front wheels 10FL and 10FR have already been made. When the brake pedal 21 is further depressed while the brake pedal 21 is in operation, the wheel brakes 24FL and 24FR of the front wheels 10FL and 10FR in the hydraulic brake device 20 are released, and the wheel brakes 26RL for the rear wheels 10RL and 10RR, Operate only the 26 RR, and run a large amount of hydraulic fluid faster than usual Rear wheels 10RL, wheel braking device 26RL of 10RR, by being supplied to 26RR, with strongly brake the rear wheel 10, the front wheels 10FL, 10FR is characterized by strongly braked by the electric brake device 40.

  As a fifth embodiment, the vehicle braking system includes a hydraulic brake device 20 provided with wheel brakes 24FL and 24FR for the front wheels 10FL and 10FR and wheel brakes 26RL and 26RR for the rear wheels 10RL and 10RR, and wheels for the front wheels 10FL and 10FR. Electric brake device 30 provided with brakes 31RL and 31RR, and electric brake device 40 provided with wheel brakes 41FL and 41FR on rear wheels 10RL and 10RR. Normally, all four wheels are hydraulic brake devices 20. The wheel brake is performed, and at the time of high response, the ECU 50 detects the road surface condition, the posture condition of the vehicle, etc., and switches the hydraulic brake device 20 to the electric brake device 30 and the electric brake device 40 according to the first embodiment. It is characterized in that control is performed according to the fourth embodiment.

  As described above, by using the wheel braking device according to the present invention, the electric brake is normally operated without using the electric brake device, and the front wheel and the rear wheel are braked by the hydraulic brake device. Even if the device fails or can not be used for any reason, the hydraulic brake device can always ensure sufficient wheel braking power for all four wheels, and reduce the consumption of electric energy by the electric brake device. It is possible to suppress the deterioration of the braking performance.

  Also, at the time of high response, the hydraulic brake device restricts the supply of hydraulic fluid to the rear wheels, and the amount of hydraulic fluid supplied to the front wheels is increased to shorten the fluid pressure increase time of the hydraulic brake device on the front wheels. Therefore, it is possible to apply a stronger braking force to the hydraulic brake system on the front wheels than usual, and at the same time, to the rear wheels can be applied a powerful braking force by the electric brake system. A sufficient wheel braking force can be secured, and a decrease in braking performance can be suppressed.

  Further, the hydraulic brake device and the actuator itself of the electric brake device can use existing ones, and can provide an economically highly responsive vehicle braking device.

  10FL, 10FR front wheel, 10RL, 10RR rear wheel, 20 hydraulic brake device, 21 brake pedal, 22 master cylinder, 22L fluid chamber, 22R fluid chamber, 23 brake actuator, 24FL, 24FR wheel brake, 25 brake actuator, 26RL, 26RR Wheel brake, 27 accelerator sensor, 28 hydraulic pressure sensor, 30 electric brake device, 31RL, 31RR wheel brake, 32 pressing force sensor, 33 auxiliary battery, 40 electric brake device, 41FL, 41FR wheel brake, 42 pressing force sensor , 43 auxiliary battery, 50 electronic control unit (ECU), 60 disc rotor, 61 caliper, 62 wheel cylinder, 63 piston, 64 brake pad, 65 hydraulic fluid chamber, 70 caliper, 71 electric motor Actuator, 72 plunger, 73 screw rod, 74 nut, 75 electric motor, 76 magnet, 77 coil, 78 brake pad, 80 reservoir, 81L, 81R linear control valve, 82 pressure increasing valve, 83 pressure reducing valve, 84L, 84R pump, 85 Motor, 86L, 86R internal reservoir.

Claims (1)

Hydraulic brake devices provided on both the front and rear wheels of the vehicle;
An electric brake device provided on the front wheel side or the rear wheel side of the vehicle;
Hydraulic pressure control means for controlling the hydraulic pressure of the hydraulic brake device;
Control means for controlling the electric brake device and the fluid pressure control means;
Equipped with
The control means operates the electric brake device at the time of braking requiring quick response, and the hydraulic pressure control means is provided with the hydraulic brake provided on the wheel side on which the electric brake device operates. Supplying a hydraulic pressure larger than that during normal braking to the hydraulic brake device provided on the wheel side where the hydraulic brake supply to the device is restricted and the electric brake device does not operate;
A braking device for a vehicle characterized by