JP3521609B2 - Vehicle brake system - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle brake device.

[0002]

2. Description of the Related Art A vehicle is braked by depressing a brake pedal by a driver to generate brake fluid pressure to brake wheels. If the driver wants to stop a little earlier in an emergency, he tries to apply a large braking force to the wheels by strongly depressing the brake pedal.

[0003]

However, since strong braking by the driver steps on the brake pedal with his / her own foot in this way, there is a limit to the speed of depression, and the braking force may not rise rapidly. . Even if a booster is provided, the force of depression is only amplified,
After all, there was a limit to the speed of depression.

SUMMARY OF THE INVENTION It is an object of the present invention to solve the above-mentioned problems and to provide a vehicle brake device for quickly increasing the braking force to enhance the braking performance without burdening the driver when the driver strongly brakes. And

[0005]

The vehicle braking device of the present invention controls the braking force on the wheel to be increased when the deceleration of the vehicle or the wheel or the deceleration change amount is large during vehicle braking .

When the driver wants to obtain a large deceleration and stop early, the braking operation becomes strong in response to the desire to stop early, and the deceleration or the deceleration change amount of the vehicle or the wheel becomes large. In this way, when the vehicle or wheel deceleration or the amount of deceleration change is large during vehicle braking,
By increasing the braking force on the wheels, the braking force can be increased at a speed exceeding the braking operation of the driver without imposing a burden on the driver.

Therefore, the braking performance can be enhanced by rapidly increasing the braking force during strong braking. In particular, when the amount of deceleration change is captured, the driver's desire to stop early is more clearly identified, and the braking force is increased at a speed that exceeds the braking operation of the driver without further burdening the driver. You can

Further, the vehicle brake device is operated by an occupant.
Brake that generates brake fluid pressure according to the braking operation state
Hydraulic pressure generating means and the brake hydraulic pressure provided for each wheel
Braking force is applied to each wheel by receiving the brake fluid pressure from the generator.
Wheel braking force generating means to generate, and the brake fluid pressure generation
A piping system that connects the generating means and the wheel braking force generating means, respectively.
And braking time detection means for detecting when the vehicle is being braked, and
Or deceleration detecting means for detecting the deceleration of the wheels or the vehicle
Deceleration change amount detection that detects the deceleration change amount of both or wheels
Detecting that braking is being performed by the output means and the braking detection means
And the deceleration detecting means or the deceleration change amount.
The deceleration or the amount of change in deceleration detected by the detection means is
If the value is above a certain value, the wheel braking force generation means
Braking force control means for increasing the brake fluid pressure depending on the deviation
It has and.

Further , the braking force control means is configured to
Take the brake fluid from the fluid pressure generation means side and
The brake fluid is discharged to the wheel braking force generating means side,
The brake fluid pressure applied to this wheel braking force generation means
Discharge that increases the brake fluid pressure by the fluid pressure generation means
Equipped with means. As a result, brake fluid pressure is generated.
The brake fluid pressure on the means side is reduced, and the braking operation by the driver is reduced.
The reaction force against the work is also reduced, and the braking operation becomes easier.

Further , the braking force control means is arranged outside the piping system extending from the brake fluid pressure generating means to the wheel braking force generating means, and a storing means for storing a predetermined amount of brake fluid, and a storing means side. Brake fluid is sucked from the vehicle and discharged to one of the wheel braking force generating means sides to increase the brake fluid pressure applied to the corresponding wheel braking force generating means more than the brake fluid pressure generated by the brake fluid pressure generating means. Ejection means may be provided.

As a result , the brake fluid in the accommodating means such as the reservoir can be effectively utilized, and the braking performance can be improved without causing a shortage of the brake fluid on the brake fluid pressure generating means side .

The vehicle brake device also comprises a holding means for holding the pressure increase by the discharge means , and the holding means holds the brake fluid pressure in the piping system from the brake fluid discharge side of the discharge means to the wheel braking force generating means. And the pressure difference between the brake fluid pressure generating means and the brake fluid pressure is maintained at a predetermined ratio .

Further , the holding means is arranged in a pipe system and a first control state in which the pipe system is in a communicating state, a brake fluid pressure on the wheel braking force generating means side, and a brake fluid pressure on the brake fluid pressure generating means side. It is a control valve that can be in a second control state that allows a predetermined differential pressure with respect to the brake fluid pressure, and the brake fluid discharge position of the discharge means is such that the control valve of the piping system and the wheel braking force generation means are the same. The control valve may be controlled to the second control state when the discharge of the brake fluid is performed by the discharge means .

Alternatively, the vehicle brake device may also be
Holding means for holding the pressure increase by the discharging means,
In addition, a pressure increasing control valve is provided for each wheel in the piping system that connects the piping system during non-adjustment and pressure increasing adjustment and shuts off during pressure reducing adjustment, and each wheel in the pressure reducing conduit from the piping system to the storage means. And a pressure reducing control valve that communicates with the pressure reducing pipeline during decompression adjustment and shuts off during pressure increasing adjustment and non-adjustment.The pressure increasing control valve and the pressure reducing valve are set to optimally adjust the braking state of each wheel. And a brake fluid pressure adjusting means (for example, an anti-skid control device) for controlling the control valve to adjust the brake fluid pressure applied to the corresponding wheel braking force generating means corresponding to the road surface limit in the braking state of each wheel. With
The discharge means discharges the brake fluid to the piping system between the pressure increase control valve and the holding means .

The brake fluid pressure may be increased in the same manner for all wheels by the braking force control means, but for each wheel,
A difference may be provided in the degree of increase in brake fluid pressure. For example, the degree of increase in brake fluid pressure on the rear wheels may be set to be larger than the degree of increase in brake fluid pressure on the front wheels.

Further, the discharge means uses the brake fluid discharged from the corresponding wheel side when the brake fluid pressure adjusting means is operated to perform pressure reduction adjustment on any of the wheel sides. It may be used to increase the brake fluid pressure on the other wheel side where the fluid pressure adjusting means is not operating, and the discharged brake fluid can be circulated and effectively used.

The wheels may be drive wheels only, but may include both drive wheels and driven wheels.
The vehicle may have two wheels, three wheels, or four or more wheels.

[0018]

DETAILED DESCRIPTION OF THE INVENTION

[First Embodiment] FIGS. 1 and 2 are brake piping model diagrams showing a first embodiment of the present invention. 1 shows the right front wheel FR-left rear wheel RL side, and FIG. 2 shows the left front wheel FL-right rear wheel RR side. In the first embodiment, in a front-wheel-drive four-wheel vehicle, the vehicle brake device according to the present invention is applied to a vehicle provided with each of the right front wheel FR-the left rear wheel RL and the left front wheel FL-the right rear wheel RR. An example will be described.

In FIG. 1, a brake pedal 1 that is depressed by an occupant when applying a braking force to a vehicle is connected to a booster device 2, and the pedaling force and pedal stroke applied to the brake pedal 1 are the booster device 2. Be transmitted to. The booster 2 has at least two chambers, a first chamber and a second chamber. For example, the first chamber can be an atmospheric pressure chamber and the second chamber can be a negative pressure chamber. As the pressure, for example, the intake manifold negative pressure of the engine or the negative pressure due to the vacuum pump is used. The booster 2 directly boosts the pedal effort or pedal stroke of the occupant with the pressure difference between the atmospheric pressure chamber and the negative pressure chamber. The booster 2 has a push rod or the like for transmitting the boosted pedaling force or pedal stroke to the master cylinder 3 (corresponding to brake fluid pressure generating means). The master cylinder pressure PU is generated by pressing the arranged master piston. The master cylinder 3 is provided with its own master reservoir 3a (corresponding to accommodating means) that supplies brake fluid to the master cylinder 3 and stores excess brake fluid in the master cylinder 3.

This master cylinder pressure PU is held by the holding means 1.
It is transmitted to the wheel cylinders 4 and 5 (corresponding to wheel braking force generating means) for the right front wheel FR and the left rear wheel RL via 02. A proportional control valve 6 is arranged immediately before the wheel cylinder 5 for the left rear wheel RL.

The proportional control valve 6 has the function of transmitting the base pressure of the brake fluid to the downstream side with a predetermined damping ratio when the brake fluid flows in the positive direction. this is,
This is because the brake fluid pressure of the rear wheels is slightly reduced during braking as compared with the front wheels, so that the front wheels are prevented from locking ahead during braking operation and the vehicle body is stabilized.

The holding means 102 has a pump 101.
(Corresponding to the discharge means) are arranged in parallel, and the brake fluid is pumped out from the first pipeline portion A1 which is the master cylinder 3 side and the brake fluid is pumped to the second pipeline portion A2 which is the wheel cylinders 4 and 5 side. Can be discharged.

The holding means 102 is, for example, as shown in FIG.
As shown in (a), the proportional control valve 109 is connected in reverse. Like the proportional control valve 6, the proportional control valve 109 has a function of transmitting the base pressure of the brake fluid to the downstream side with a predetermined damping ratio when the brake fluid flows in the positive direction. Is. Here, the proportional control valve 109 is reversely connected, the wheel cylinders 4, 5 side is the base pressure side, and the master cylinder 3 side is the downstream side. This pressure relationship is shown in FIG. The base pressure PL is shown on the vertical axis, and the master cylinder pressure PU is shown on the horizontal axis. Also,
When the pressure becomes equal to or lower than the break point pressure P1, the master cylinder pressure PU becomes equal to the base pressure PL.

The left front wheel FL-right rear wheel RR side is the same as the right front wheel FR-left rear wheel RL side, as shown in FIG. Therefore, the same reference numerals are given to the same components, and detailed description thereof will be omitted. The electronic control unit ECU 50 controls the states of the pumps 101 and 101 'described above. Braking force control by the electronic control unit ECU50 will be described based on the flowchart of FIG.

When the braking force control process shown in FIG. 3 is started, the electronic control unit ECU 50 first inputs the presence / absence of depression of the brake pedal 1 from the stop switch 51 provided in the brake pedal 1, and the electronic control unit ECU 50 is provided for each wheel. The wheel speed of each wheel is input from the wheel speed sensors 50a, 50b, 50c, 50d, and the deceleration of each wheel is calculated from the wheel speed (S1000). Next, stop switch 5
It is determined whether 1 is on, that is, whether the brake pedal 1 is depressed, that is, whether braking is being performed (S2000). If the vehicle is stepped on (“YES” in S2000), then it is determined whether the deceleration of the wheels is equal to or more than a predetermined value (S3000).

The determination of the deceleration may be made on the average value of the decelerations of all the wheels, the determination of the largest deceleration of all the wheels, or conversely the smallest of the decelerations of all the wheels. May be used, or an average value larger or smaller than the maximum and minimum decelerations may be used.

If the deceleration is equal to or higher than a predetermined value (S3000
"YES"), the all-wheel pressure increase control process is started (S4).
000). In this all-wheel pressure increase control process, first, the pump 1
By driving 01, 101 ', the brake fluid is discharged from the first conduit portions A1, A1' to the second conduit portions A2, A2 '. Since the proportional control valve 109 exists between the second conduit portions A2, A2 'and the first conduit portions A1, A1', as shown in FIG. The second conduit portion A2, A2 'is at a higher pressure than the third side.
Can be held.

As described above, the brake fluid pressure, which is made higher than that on the master cylinder 3 side, is applied to the wheel cylinders 4 and 4'on the front wheels FL and FR sides, and the front wheels FL and FR.
The braking force on the rises rapidly. The rear wheels RL, RR are applied to the wheel cylinders 5, 5'via the proportional control valves 6, 6 ', and the braking force on the rear wheels RL, RR rapidly increases.

That is, as shown in the timing chart of FIG. 4, when the deceleration exceeds a predetermined value at time t1,
Since the pumps 101, 101 'are driven to move the brake fluid from the master cylinder 3 side to the wheel cylinders 4, 4', 5, 5'side, as shown by the solid line, the driver operates the brake pedal 1 or more. Then, the brake fluid pressure on the wheel cylinders 4, 4 ', 5, 5'side starts to rise rapidly, and the deceleration G of the vehicle rises rapidly. The broken line is the pump 10
The state in the conventional case where there is no driving of 1, 101 'is shown.

Therefore, when the driver wants to stop early, the brake pedal 1 is strongly depressed, so the deceleration of the wheels becomes larger than a predetermined value. At this time, the electronic control unit ECU 50 causes the wheel cylinders 4, 4 ′, 5, 5 ′ to increase the pressure higher than that by the depression of the brake pedal 1.
Do to the side. Therefore, the braking force can be increased at a speed exceeding the braking operation of the driver without imposing a burden on the driver, and the braking force can be rapidly increased during strong braking to enhance the braking performance.

Since this brake fluid pressure increase is executed for all the wheels, a high braking performance can be exhibited without causing the rear wheel preceding lock. Also, pump 1
Since 01 and 101 'pump out the brake fluid on the master cylinder 3 side, the brake fluid pressure on the master cylinder 3 side decreases, the reaction force to the braking operation by the driver also decreases, and the braking operation becomes easier.

If the stop switch is not turned on in step S2000 ("N" in step S2000).
O ”), or if the deceleration is not greater than or equal to the predetermined value in step S3000 (“ NO ”in S3000),
The all-wheel pressure increase control process started in step S4000 is stopped (S5000). Note that step S4000
In order to prevent hunting between the processing of step S5000 and step S5000,
Hysteresis is provided.

Further, when the occupant's depression of the brake pedal 1 is weakened, the master cylinder pressure PU is reduced. At this time, the master cylinder pressure PU is reduced by the second valve through the proportional control valve 109 as the master cylinder pressure PU is reduced. Brake fluid pressure PL
Since it also decreases, it is possible to obtain a braking action that respects the intention of the occupant. As can be seen from FIG. 5B, the second brake fluid pressure PL is proportional to the second brake fluid pressure PL when the second brake fluid pressure PL is smaller than the break point pressure P1 of the proportional control valve 109. Since the valve is opened to the first conduit portion A1 side through the control valve 109, PL = PU and no differential pressure is provided. Further, since the second brake fluid pressure PL is adjusted to a pressure corresponding to the master cylinder pressure PU, even when the master cylinder pressure PU is smaller than the break point pressure P1, the master cylinder pressure PU
There is no differential pressure between the second brake fluid pressure PL and the second brake fluid pressure PL. That is, when the master cylinder pressure PU or the second brake fluid pressure PL is lower than the break point pressure P1, the master cylinder pressure PU and the second cylinder pressure PU in FIG.
Has a one-to-one relationship with the brake fluid pressure PL.

Therefore, when the breaking point pressure P1 of the proportional control valve 109 is set to a somewhat high pressure, a high braking force is required, the brake pedal 1 is strongly depressed, and the master cylinder pressure PU is made extremely high. For the first time, the second brake hydraulic pressure PL applied to the wheel cylinders 4, 4 ′, 5, 5 ′ is the master cylinder pressure PU.
The pressure can be increased compared to.

Further, when the break point pressure P1 is set to 0, when the brake fluid is moved by the pumps 101 and 101 ', it is always second to the master cylinder pressure PU.
The brake fluid pressure PL is increased and the differential pressure is ensured so that the second brake fluid pressure becomes higher than the master cylinder pressure PU.

In the first embodiment, since the differential pressure is provided above the break point pressure P1, the pump 10
Even if the brake fluid is discharged by 1, 101 ', the brake fluid does not flow back to the master cylinder 3 side unless the pressure difference exceeds the pressure difference. However, if the braking operation ends and step S5000 is executed. The pressure in the master cylinder 3 is reduced, the pumps 101 and 101 'are stopped, and the differential pressure is almost eliminated, so that the brake fluid can be returned to the master cylinder 3 without any trouble.

When the brake fluid flows in the opposite direction to the proportional control valve 109, the brake fluid pressure similar to the base pressure is transmitted to the downstream side without the damping action of the brake fluid pressure. The base pressure side of the proportional control valve 109 in the first embodiment is the first conduit portion A1 side, and the downstream side is the second conduit portion A2 side. That is, the case where the brake fluid flows from the master cylinder 3 side to the wheel cylinders 4, 4 ', 5, 5'side. Therefore, as in the first embodiment,
When the proportional control valve 109 is reversely connected as shown in FIG. 5A, the master cylinder pressure PU can be increased to the second brake hydraulic pressure PL even if the pumps 101 and 101 'are not driven properly. Even if a situation occurs that cannot be done, the master cylinder pressure PU can be applied to at least the wheel cylinders 4, 4 ', 5, 5'.

A known load sensing proportioning valve may be used for the proportional control valve 109. At this time, the effect of amplifying the brake fluid pressure can be changed in accordance with the vehicle weight that changes according to the loaded load or the like. Step S1000 corresponds to the processing as the braking time detection means and the deceleration detection means, and steps S2000, S3000 and S4000 correspond to the processing as the braking force control means.

[Second Embodiment] The holding means 102, 1
02 ', the master cut valve 110 shown in FIG.
The same effect can be obtained by using a combination of (corresponding to a control valve) and the additional valve 111.

The master cut valve 110 has a port having a differential pressure valve and a port for realizing a communication state, and is normally in a communication state (corresponding to the first control state), but a drive signal from the electronic control unit ECU 50. To the differential pressure valve (corresponding to the second control state) by the first pipe portion A1 and the second
6B, it is possible to provide a differential pressure PRV such that the second conduit portion A2 has a higher pressure than the second conduit portion A2.

Details of the master cut valve 110, as shown in FIG. 7, include a shaft 110a that slides in the directions of arrows U and D.
And a guide 110b into which this shaft 110a is inserted
And a coil 110c connected to the rear end of the shaft 110a.
A plunger 110d that is driven by the excitation force of the shaft 110a to move the shaft 110a, and a ball 110e that is provided at the tip of the shaft 110a and that connects and disconnects the conduit A.
A seat 110f having a small-diameter opening 110f1 on which the ball 110e is seated and a spring 110i for urging the shaft 110a in the arrow U direction are mainly provided.
Then, the master cylinder 3 side and the wheel cylinder (W /
C) 4, 4 ', 5, 5'side is a hydraulic path through the master cylinder side communication hole 110g, the gap formed by the ball 110e and the seat 110f, and the wheel cylinder side communication hole 110h which communicates with the opening 110f1. They are connected by (indicated by the dotted line).

In the master cut valve 110, the shaft 110a is usually the spring 110i.
When the coil 110c is energized, the shaft 110a resists the urging force of the spring 110i and moves in the direction of the arrow D by moving the coil 110c.
Moves in the direction and sits down, closing the hydraulic path.

The step-up valve 111 arranged in parallel with the master cut valve 110 moves from the master cylinder 3 side to the wheel cylinders 4, 4 ', 5, 5'side when the driver further depresses it. Brake fluid is allowed to flow in. With this configuration, even if the second brake fluid pressure PL is increased by the pumps 101, 101 'with respect to the master cylinder pressure PU, if the pressure increase is within the differential pressure PRV. The second brake hydraulic pressure PL is maintained. Further, since the step-up valve 111 is connected, even if the master cut valve 110 is held at the valve position of the differential pressure valve, the pump 101, 101 '(corresponding to the discharging means) may occur.
Even if a drive failure occurs in the wheel cylinder 4,
It can be ensured that at least master cylinder pressure PU is applied to 4 ', 5, 5'.

Since the master cut valve 110 is the same as a normal cut valve by setting the differential pressure PRV to a sufficiently large value, the master cut valve 110 is replaced by a switching valve 601, 601 'which will be described later. It may be configured as a two-position valve for only communicating and shutting off. Even if the brake fluid is completely shut off, if the braking operation is completed and step S5000 is executed, the master cut valve 110 is brought into the communicating state, so that the brake fluid can return to the master cylinder 3 side, and There is no problem with the liquid reflux.

[Third Embodiment] FIG. 8 is a brake piping model diagram showing a third embodiment of the present invention. In the third embodiment, the vehicle brake device according to the present invention is applied to a front-wheel-drive four-wheel vehicle including a right front wheel FR, a left rear wheel RL, a left front wheel FL and a right rear wheel RR. An example will be described.

The left front wheel FL and the right rear wheel RR side are the same as the right front wheel FR-the left rear wheel RL side, and therefore, the same reference numerals are attached to the same reference numerals. In addition, the brake pedals 501 and 501 ', the booster 50
2, 502 ', master cylinders 503, 503', master reservoirs 503a, 503a ', proportional control valves 506,
506 ', wheel cylinders 504, 504', 50
5, 505 ', wheel speed sensors 550a, 550b, 5
50b and 550b and a stop switch 551 are the brake pedal 1, booster 2, master cylinder 3, and master reservoir 3 in the first and second embodiments, respectively.
a, the proportional control valve 6, the wheel cylinders 4, 5, the wheel speed sensors 50a, 50b, 50b, 50b, and the stop switch 51, which are the same as those in FIG.

The third embodiment differs from the first and second embodiments in that, first of all, the conduit A is provided with switching valves 601 and 601 'as holding means. Each of the switching valves 601 and 601 'has a port that realizes a communication state and a port that realizes a cutoff state, and is normally in a communication state, but can be switched to a cutoff state by a drive signal from the electronic control unit ECU 550.

The second embodiment is different from the first and second embodiments.
The point is that the pumps 602 and 602 'are not arranged in parallel with the switching valves 601 and 601' as holding means, but the brake fluid is pumped out from the master reservoir 503a, and the switching valves 601 and 601 'and the wheel cylinders. Fifty
4, 504 'and 505' and 505 'are arranged so as to discharge.

The braking force control process by the electronic control unit ECU 550 in the configuration of the third embodiment is basically the same as the braking force control process shown in FIG.
The contents of the all-wheel pressure increase control process performed in 4000 are different. That is, in the all-wheel pressure increase control process of step S4000, first, the switching valves 601 and 601 'are switched to the closed state. Then, by driving the pumps 602 and 602 ', the brake fluid is pumped out from the master reservoir 503a and discharged to the second pipeline portions A2 and A2'. Since the switching valves 601 and 601 'are in the cutoff state between the second conduit portions A2 and A2' and the first conduit portions A1 and A1 ', the first conduit portions A1 and A1 are closed. The second pipe line portions A2, A2 'side (wheel cylinders 504, 504' 505, 505 'side) are higher in pressure than the' side (master cylinder 3 side).

As described above, the brake fluid pressure, which is made higher than that on the master cylinder 3 side, is applied to the wheel cylinders 504 and 504 'on the front wheels FL and FR sides, and the front wheels F and 504'.
The braking force on L and FR increases rapidly. Rear wheel RL,
On the RR side, the wheel cylinders 505 and 505 'are engaged via the proportional control valves 506 and 506', and the rear wheels R
The braking force for L and RR increases rapidly.

If it is determined to be "NO" in either step S2000 or step S3000, the pumps 602, 602 'are determined in step S5000.
Is stopped, and the switching valves 601 and 601 'are returned to the communicating state. Therefore, as in the first and second embodiments, the braking force can be increased at a speed higher than the braking operation of the driver without imposing a burden on the driver, and the braking force can be quickly increased during strong braking. The braking performance can be enhanced, and since the brake fluid pressure increase is executed for all the wheels, high braking performance can be exerted without inviting the rear wheel preceding lock.

Since the pumps 602 and 602 'pump out brake fluid from the master reservoir 503a, there is an effect that it is difficult to cause a shortage of brake fluid in the master cylinder 503. [Others] Each of the above-described embodiments is an example of an X-piping vehicle including front-wheel-drive four-wheeled vehicles including right front wheel-left rear wheel and left front wheel-right rear wheel. The present invention can be applied to a drive system, a two-wheeled vehicle, another two-system braking system (for example, a front-rear two-system system, etc.) or a piping system independent of each wheel.

As the deceleration, the wheel deceleration is used in each of the above embodiments, but the deceleration of the vehicle may be directly detected by the deceleration sensor (G sensor). When the configuration of the anti-skid system is incorporated to execute the anti-skid control, the deceleration may be estimated and used based on the vehicle speed estimated from the wheel speed in the anti-skid control.

In each of the above-mentioned embodiments, the braking force of all the wheels is increased, but it is also possible to use only the front wheels or only the rear wheels. When increasing the braking force of a plurality of wheels, the degree of increase may be changed according to the wheels. Further, in S3000, the deceleration change amount may be determined instead of the deceleration, and the driver's desire to stop early can be more clearly identified, and the speed exceeding the braking operation of the driver can be achieved without further burdening the driver. Therefore, the braking force can be increased.

[Brief description of drawings]

FIG. 1 shows a right front wheel FR-a left rear wheel RL showing a first embodiment.
It is a brake piping model figure of the side.

FIG. 2 shows the left front wheel FL-the right rear wheel RR showing the first embodiment.
It is a brake piping model figure of the side.

FIG. 3 is a flowchart of a braking force control process performed by the electronic control unit ECU according to the first embodiment.

FIG. 4 is a timing chart of wheel speed, brake fluid pressure, and vehicle deceleration G during braking in the first embodiment.

FIG. 5 is an explanatory diagram of a configuration and a function of the proportional control valve according to the first embodiment.

FIG. 6 is an explanatory diagram of a configuration and a function of a master cut valve according to the second embodiment.

FIG. 7 is a detailed configuration diagram of a master cut valve according to the second embodiment.

FIG. 8 is a brake piping model diagram of all wheels showing the third embodiment.

[Explanation of symbols]

1 ... Brake pedal 2 ... Booster device 3 ... Master cylinder 3a ... Master reservoir 4, 4 ', 5, 5' ... Wheel cylinder 6, 6 '... Proportional control valve 50 ... Electronic control unit ECU 50a, 50b, 50c, 50d ... Wheel speed sensor 51 ... Stop switch 101, 101 '... Pump
102 ... Holding means 109 ... Proportional control valve 110 ... Master cut valve 111
... Step-up valve 501 ... Brake pedal 502 ... Booster 503 ...
Master cylinder 503a ... Master reservoirs 504, 504 '505, 505' ... Wheel cylinders 506, 506 '... Proportional control valve 550 ... Electronic control unit ECU 601, 601' ... Switching valve 602, 602 '... Pump

─────────────────────────────────────────────────── ─── Continuation of the front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) B60T 13/66 B60T 8/32

Claims (14)

(57) [Claims] 1. A brake fluid pressure generation means for generating a brake fluid pressure according to a braking operation state by an occupant, and brake fluid pressure from each brake fluid pressure generation means provided for each wheel to control each wheel. Wheel braking force generating means for generating power, a piping system for communicating the brake fluid pressure generating means with each wheel braking force generating means, a braking time detecting means for detecting a vehicle braking time, a vehicle or wheel reduction If the deceleration detected by the deceleration detection means for detecting the speed and the braking time detection means, and the deceleration detected by the deceleration detection means is a predetermined value or more, the wheel Bei a braking force control means for pressurizing increase the brake fluid pressure to one of the braking force generating means
And the braking force control means controls the brake fluid pressure generation means.
Brake fluid is sucked from the step side to brake one of the wheels.
Brake fluid is discharged to the force generation means side to apply the braking force to the corresponding wheel.
The brake fluid pressure applied to the generation means is
Equipped with discharge means for increasing the brake fluid pressure by the step, and holding means for holding the increased pressure by the discharge means.
The holding means is the brake fluid discharge side of the discharge means.
From the brake system to the wheel braking force generating means in the piping system.
Hydraulic pressure and brake in the brake hydraulic pressure generation means
A vehicle brake device, characterized in that the differential pressure from the hydraulic pressure is maintained at a predetermined ratio . 2. A brake fluid pressure generating means for generating a brake fluid pressure according to a braking operation state by an occupant, and a brake fluid pressure from the brake fluid pressure generating means provided for each wheel to control each wheel. Wheel braking force generating means for generating power, a piping system for communicating the brake fluid pressure generating means with each wheel braking force generating means, a braking time detecting means for detecting a vehicle braking time, a vehicle or wheel reduction If the deceleration detected by the deceleration detection means for detecting the speed and the braking time detection means, and the deceleration detected by the deceleration detection means is a predetermined value or more, the wheel Bei a braking force control means for pressurizing increase the brake fluid pressure to one of the braking force generating means
And the braking force control means controls the brake fluid pressure generation means.
Outside the piping system from the stage to the wheel braking force generating means
Is placed in the housing and contains a predetermined amount of brake fluid.
Step, and suck the brake fluid from the storage means side,
Brake fluid is discharged to the wheel braking force generating means side.
The brake fluid pressure applied to the corresponding wheel braking force generation means,
Increase the brake fluid pressure by the brake fluid pressure generation means.
A that discharge means, Bei holding means for holding the pressure increase due to the discharge means
The holding means is the brake fluid discharge side of the discharge means.
From the brake system to the wheel braking force generating means in the piping system.
Hydraulic pressure and brake in the brake hydraulic pressure generation means
A vehicle brake device, characterized in that the differential pressure from the hydraulic pressure is maintained at a predetermined ratio . 3. A brake fluid pressure generating means for generating a brake fluid pressure according to a braking operation state by an occupant, and a brake fluid pressure from the brake fluid pressure generating means provided for each wheel to control each wheel. Wheel braking force generating means for generating power, a piping system for communicating the brake fluid pressure generating means with each wheel braking force generating means, a braking time detecting means for detecting a vehicle braking time, a vehicle or wheel reduction A deceleration change amount detecting means for detecting a speed change amount; and a deceleration change amount detected by the braking time detecting means as being in braking and detected by the deceleration change amount detecting means is a predetermined value or more. And a braking force control means for increasing the brake fluid pressure to any one of the wheel braking force generation means , and the braking force control means is the brake fluid pressure generation means.
Brake fluid is sucked from the step side to brake one of the wheels.
Brake fluid is discharged to the force generation means side to apply the braking force to the corresponding wheel.
The brake fluid pressure applied to the generation means is
Equipped with discharge means for increasing the brake fluid pressure by the step, and holding means for holding the increased pressure by the discharge means.
The holding means is the brake fluid discharge side of the discharge means.
From the brake system to the wheel braking force generating means in the piping system.
Hydraulic pressure and brake in the brake hydraulic pressure generation means
A vehicle brake device, characterized in that the differential pressure from the hydraulic pressure is maintained at a predetermined ratio . 4. A brake fluid pressure generating means for generating a brake fluid pressure according to a braking operation state by an occupant, and a brake fluid pressure from the brake fluid pressure generating means provided for each wheel to control each wheel. Wheel braking force generating means for generating power, a piping system for communicating the brake fluid pressure generating means with each wheel braking force generating means, a braking time detecting means for detecting a vehicle braking time, a vehicle or wheel reduction A deceleration change amount detecting means for detecting a speed change amount; and a deceleration change amount detected by the braking time detecting means as being in braking and detected by the deceleration change amount detecting means is a predetermined value or more. And a braking force control means for increasing the brake fluid pressure to any one of the wheel braking force generation means , and the braking force control means is the brake fluid pressure generation means.
Outside the piping system from the stage to the wheel braking force generating means
Is placed in the housing and contains a predetermined amount of brake fluid.
Step, and suck the brake fluid from the storage means side,
Brake fluid is discharged to the wheel braking force generating means side.
The brake fluid pressure applied to the corresponding wheel braking force generation means,
Increase the brake fluid pressure by the brake fluid pressure generation means.
A that discharge means, Bei holding means for holding the pressure increase due to the discharge means
The holding means is the brake fluid discharge side of the discharge means.
From the brake system to the wheel braking force generating means in the piping system.
Hydraulic pressure and brake in the brake hydraulic pressure generation means
A vehicle brake device, characterized in that the differential pressure from the hydraulic pressure is maintained at a predetermined ratio . 5. A brake fluid pressure generating means for generating a brake fluid pressure according to a braking operation state by an occupant, and a brake fluid pressure generated from the brake fluid pressure generating means provided for each wheel to control each wheel. Wheel braking force generating means for generating power, a piping system for communicating the brake fluid pressure generating means with each wheel braking force generating means, a braking time detecting means for detecting a vehicle braking time, a vehicle or wheel reduction If the deceleration detected by the deceleration detection means for detecting the speed and the braking time detection means, and the deceleration detected by the deceleration detection means is a predetermined value or more, the wheel Bei a braking force control means for pressurizing increase the brake fluid pressure to one of the braking force generating means
And the braking force control means controls the brake fluid pressure generation means.
Brake fluid is sucked from the step side to brake one of the wheels.
Brake fluid is discharged to the force generation means side to apply the braking force to the corresponding wheel.
The brake fluid pressure applied to the generation means is
Equipped with discharge means for increasing the brake fluid pressure by the step, and holding means for holding the increased pressure by the discharge means.
The holding means is arranged in the piping system and
A first control state in which the pipe system is in a communication state, and the wheel control
Brake fluid pressure on the power generation means side and the brake fluid pressure generation
Second for allowing a predetermined differential pressure with respect to the brake fluid pressure on the means side
Is a control valve that can be in the control state of, the brake fluid discharge position of the discharge means,
Between the control valve and the wheel braking force generating means
In the meantime, the brake fluid is discharged by the discharge means.
In the case of the above, the control device controls the control valve to the second control state . 6. A brake fluid pressure generating means for generating a brake fluid pressure according to a braking operation state by an occupant, and a brake fluid pressure from the brake fluid pressure generating means provided for each wheel to control each wheel. Wheel braking force generating means for generating power, a piping system for communicating the brake fluid pressure generating means with each wheel braking force generating means, a braking time detecting means for detecting a vehicle braking time, a vehicle or wheel reduction If the deceleration detected by the deceleration detection means for detecting the speed and the braking time detection means, and the deceleration detected by the deceleration detection means is a predetermined value or more, the wheel Bei a braking force control means for pressurizing increase the brake fluid pressure to one of the braking force generating means
And the braking force control means controls the brake fluid pressure generation means.
Outside the piping system from the stage to the wheel braking force generating means
Is placed in the housing and contains a predetermined amount of brake fluid.
Step, and suck the brake fluid from the storage means side,
Brake fluid is discharged to the wheel braking force generating means side.
The brake fluid pressure applied to the corresponding wheel braking force generation means,
Increase the brake fluid pressure by the brake fluid pressure generation means.
A that discharge means, Bei holding means for holding the pressure increase due to the discharge means
The holding means is arranged in the piping system and
A first control state in which the pipe system is in a communication state, and the wheel control
Brake fluid pressure on the power generation means side and the brake fluid pressure generation
Second for allowing a predetermined differential pressure with respect to the brake fluid pressure on the means side
Is a control valve that can be in the control state of, the brake fluid discharge position of the discharge means,
Between the control valve and the wheel braking force generating means
In the meantime, the brake fluid is discharged by the discharge means.
In the case of the above, the control device controls the control valve to the second control state . 7. A brake fluid pressure generating means for generating a brake fluid pressure according to a braking operation state by an occupant, and a brake fluid pressure from the brake fluid pressure generating means provided for each wheel to control each wheel. Wheel braking force generating means for generating power, a piping system for communicating the brake fluid pressure generating means with each wheel braking force generating means, a braking time detecting means for detecting a vehicle braking time, a vehicle or wheel reduction A deceleration change amount detecting means for detecting a speed change amount; and a deceleration change amount detected by the braking time detecting means as being in braking and detected by the deceleration change amount detecting means is a predetermined value or more. And a braking force control means for increasing the brake fluid pressure to any one of the wheel braking force generation means , and the braking force control means is the brake fluid pressure generation means.
Brake fluid is sucked from the step side to brake one of the wheels.
Brake fluid is discharged to the force generation means side to apply the braking force to the corresponding wheel.
The brake fluid pressure applied to the generation means is
Equipped with discharge means for increasing the brake fluid pressure by the step, and holding means for holding the increased pressure by the discharge means.
The holding means is arranged in the piping system and
A first control state in which the pipe system is in a communication state, and the wheel control
Brake fluid pressure on the power generation means side and the brake fluid pressure generation
Second for allowing a predetermined differential pressure with respect to the brake fluid pressure on the means side
Is a control valve that can be in the control state of, the brake fluid discharge position of the discharge means,
Between the control valve and the wheel braking force generating means
In the meantime, the brake fluid is discharged by the discharge means.
In the case of the above, the control device controls the control valve to the second control state . 8. A brake fluid pressure generating means for generating a brake fluid pressure according to a braking operation state by an occupant, and a brake fluid pressure from the brake fluid pressure generating means provided for each wheel to control each wheel. Wheel braking force generating means for generating power, a piping system for communicating the brake fluid pressure generating means with each wheel braking force generating means, a braking time detecting means for detecting a vehicle braking time, a vehicle or wheel reduction A deceleration change amount detecting means for detecting a speed change amount; and a deceleration change amount detected by the braking time detecting means as being in braking and detected by the deceleration change amount detecting means is a predetermined value or more. And a braking force control means for increasing the brake fluid pressure to any one of the wheel braking force generation means , and the braking force control means is the brake fluid pressure generation means.
The pipe system outside extending from stage to said each wheel braking force generating hand stage
Is placed in the housing and contains a predetermined amount of brake fluid.
Step, and suck the brake fluid from the storage means side,
Brake fluid is discharged to the wheel braking force generating means side.
The brake fluid pressure applied to the corresponding wheel braking force generation means,
Increase the brake fluid pressure by the brake fluid pressure generation means.
A that discharge means, Bei holding means for holding the pressure increase due to the discharge means
The holding means is arranged in the piping system and
A first control state in which the pipe system is in a communication state, and the wheel control
Brake fluid pressure on the power generation means side and the brake fluid pressure generation
Second for allowing a predetermined differential pressure with respect to the brake fluid pressure on the means side
Is a control valve that can be in the control state of, the brake fluid discharge position of the discharge means,
Between the control valve and the wheel braking force generating means
In the meantime, the brake fluid is discharged by the discharge means.
In the case of the above, the control device controls the control valve to the second control state . 9. A brake fluid pressure generating means for generating a brake fluid pressure according to a braking operation state by an occupant, and a brake fluid pressure from the brake fluid pressure generating means provided for each wheel to control each wheel. Wheel braking force generating means for generating power, a piping system for communicating the brake fluid pressure generating means with each wheel braking force generating means, a braking time detecting means for detecting a vehicle braking time, a vehicle or wheel reduction If the deceleration detected by the deceleration detection means for detecting the speed and the braking time detection means, and the deceleration detected by the deceleration detection means is a predetermined value or more, the wheel Bei a braking force control means for pressurizing increase the brake fluid pressure to one of the braking force generating means
And the braking force control means controls the brake fluid pressure generation means.
Outside the piping system from the stage to the wheel braking force generating means
Is placed in the housing and contains a predetermined amount of brake fluid.
Step, and suck the brake fluid from the storage means side,
Brake fluid is discharged to the wheel braking force generating means side.
The brake fluid pressure applied to the corresponding wheel braking force generation means,
Increase the brake fluid pressure by the brake fluid pressure generation means.
A that discharge means, Bei holding means for holding the pressure increase due to the discharge means
In addition, the above-mentioned piping system is provided for each wheel and
And when adjusting pressure increase
A pressure increasing control valve for shutting off and the accommodating means from the piping system.
It is provided for each wheel in the decompression pipe to
The pressure reducing pipe is connected to block the pressure increase adjustment and non-adjustment.
It has a pressure reducing control valve that disconnects the
To control the pressure increase control valve and the pressure reduction control valve appropriately.
In response to the road surface limit in the braking state of each wheel
Adjust the brake fluid pressure applied to the corresponding wheel braking force generation means.
A brake fluid pressure adjusting means for adjusting the pressure, and the discharging means is provided between the pressure increasing control valve and the holding means.
A brake device for a vehicle, characterized in that the brake fluid is discharged to the pipe system . 10. A brake fluid pressure generating means for generating a brake fluid pressure according to a braking operation state by an occupant, and a brake fluid pressure from the brake fluid pressure generating means provided for each wheel to control each wheel. Wheel braking force generating means for generating power, a piping system for communicating the brake fluid pressure generating means with each wheel braking force generating means, a braking time detecting means for detecting a vehicle braking time, a vehicle or wheel reduction A deceleration change amount detecting means for detecting a speed change amount; and a deceleration change amount detected by the braking time detecting means as being in braking and detected by the deceleration change amount detecting means is a predetermined value or more. And a braking force control means for increasing the brake fluid pressure to any one of the wheel braking force generation means , and the braking force control means is the brake fluid pressure generation means.
Outside the piping system from the stage to the wheel braking force generating means
Is placed in the housing and contains a predetermined amount of brake fluid.
Step, and suck the brake fluid from the storage means side,
Brake fluid is discharged to the wheel braking force generating means side.
The brake fluid pressure applied to the corresponding wheel braking force generation means,
Increase the brake fluid pressure by the brake fluid pressure generation means.
A that discharge means, Bei holding means for holding the pressure increase due to the discharge means
In addition, the above-mentioned piping system is provided for each wheel and
And when adjusting pressure increase
A pressure increasing control valve for shutting off and the accommodating means from the piping system.
It is provided for each wheel in the decompression pipe to
The pressure reducing pipe is connected to block the pressure increase adjustment and non-adjustment.
It has a pressure reducing control valve that disconnects the
To control the pressure increase control valve and the pressure reduction control valve appropriately.
In response to the road surface limit in the braking state of each wheel
Adjust the brake fluid pressure applied to the corresponding wheel braking force generation means.
A brake fluid pressure adjusting means for adjusting the pressure, and the discharging means is provided between the pressure increasing control valve and the holding means.
A brake device for a vehicle, characterized in that the brake fluid is discharged to the pipe system . 11. A pressure increasing control valve which is provided for each wheel in the pipe system and which communicates the pipe system during non-adjustment and pressure increase adjustment and shuts off during pressure reduction adjustment, and from the pipe system to the accommodating means. A pressure reducing control valve is provided for each wheel in the pressure reducing pipeline and communicates the pressure reducing pipeline during decompression adjustment and shuts off during pressure increase adjustment and non-adjustment to optimize the braking state of each wheel. Brake fluid pressure adjustment for controlling the pressure increase control valve and the pressure reduction control valve for adjustment to adjust the brake fluid pressure applied to the corresponding wheel braking force generating means in accordance with the road surface limit in the braking state of each wheel. provided with a means, the discharge means, according to claim 2, characterized in that for discharging the brake fluid to said piping system between said holding means and the pressure increase control valves, according to claim 4, claim 6, wherein vehicle according to any one of claim 8 Brake system. 12. The method of claim 11, wherein the braking force control means, for each wheel, a vehicle brake system according to any one of claims 1 to 11, characterized in that is provided with a gap to the degree of pressure increase of the brake fluid pressure. Wherein said braking force control means, the degree of pressure increase in the rear wheel brake fluid pressure, characterized in that it is set larger than the degree of pressure increase in the front wheel brake fluid pressure according
Item 12. A vehicle brake device according to item 12 . 14. The discharge means uses the brake fluid discharged from the corresponding wheel side when the brake fluid pressure adjusting means is operated to perform pressure reduction adjustment on any wheel side, The vehicle brake device according to claim 9 or 10, wherein the brake fluid pressure adjusting means is used for increasing the brake fluid pressure on the other wheel side which is not operating.