JP4003784B2 - Brake device for vehicle - Google Patents

Description

  The present invention relates to a brake device for a vehicle, and in particular, when it is desired to obtain a high braking force on a high μ road or the like, a brake fluid pressure higher than a master cylinder pressure generated by, for example, a master cylinder or the like is applied. The present invention relates to a brake device that can be applied to a wheel cylinder and can exhibit a high braking force.

  As a brake device that increases the brake fluid pressure applied to the wheel cylinder in order to obtain an optimum braking force, for example, an automobile brake pressure increasing device described in Japanese Patent Application Laid-Open No. 7-89432 can be cited. In this brake device, in a panic braking situation where the occupant hesitates to step on the pedal with the maximum force, the boosting action by the brake pressure booster is increased so that the wheel cylinder pressure applied to the wheel cylinder at normal pedal depression force is exceeded. A large wheel cylinder pressure is achieved to ensure a high braking force.

  Conventionally, however, the pedal depression force is not variable, but the increase in the boosting action of the brake pressure booster only increases the wheel cylinder pressure when a constant pedal depression force is exerted. However, it is not considered to reduce the reaction force applied to the pedal before and after the increase of the boosting action. Therefore, the burden on the passenger's stepping on the pedal is not reduced before and after the increase of the boosting action.

  Accordingly, the present invention amplifies the brake fluid pressure generated at a predetermined brake fluid pressure generation source during braking of the vehicle to ensure a high braking force and generates the brake fluid pressure at the brake fluid pressure generation source. It is an object of the present invention to provide a vehicular brake device that can reduce a load at the time.

In order to solve the above-mentioned problem , in the first aspect of the present invention, first brake fluid pressure is generated in the first pipeline by the brake fluid pressure generating means, and the first brake fluid pressure is generated. Is transmitted from the power source to the wheel braking force generating means. When the first pipeline has the first brake fluid pressure in this way, the pressure amplifying means reduces the amount of brake fluid in the first pipeline portion, and the brake for the reduced amount. Move the liquid to the second conduit site. At this time, in the first pipeline, the brake fluid pressure in the first pipeline portion is higher than the first brake fluid pressure that is the brake fluid pressure in the first pipeline before the pressure amplification means acts. Lower third brake fluid pressure. Further, the brake fluid pressure in the second pipeline portion is increased to the second brake fluid pressure as the brake fluid moves. When the amount of brake fluid in the first pipeline portion is reduced to the third brake fluid pressure by the pressure amplification means, the first brake fluid pressure generated by the brake fluid pressure generation source is also reduced. As a result, it becomes equivalent to the third brake fluid pressure. In other words, the third brake fluid pressure in the first pipeline portion is equivalent to the first brake fluid pressure generated by the brake fluid pressure generating means.

Incidentally, when applied to a brake device comprising a blanking Rekipedaru and master cylinder of the first aspect of the present invention, the pressure amplifying means, it is possible to suppress the pressure increase in the master cylinder pressure by the master cylinder is generated, therefore the master cylinder pressure The pedal reaction force due to is also reduced. Therefore, it is possible to reduce the burden of the occupant's stepping force when the pedal is depressed to generate the master cylinder pressure. At the same time, the brake fluid pressure in the second pipe line portion is set to a second brake fluid pressure that is higher than the master cylinder pressure, so that a sufficient braking force can be secured.

In the first aspect of the invention, the pressure amplifying means causes the third and second brake fluid pressures in the first and second pipeline portions in the first pipeline. Although a pressure difference is provided, this pressure difference biases the amount of brake fluid that originally generated the first brake fluid pressure in the first pipeline to the first pipeline portion and the second pipeline portion. The total amount of brake fluid in the first pipe does not change before and after the pressure difference is provided, as viewed from the entire first pipe.

The pressure amplifying means may include the holding means according to claims 1 and 7 . Specifically, the holding means can employ the configurations described in claims 2 to 6 . When the proportional control valve according to claim 2 is used, the function according to claim 1 , that is, the second brake hydraulic pressure of the second pipeline part is attenuated to the first pipeline part. Flowing can be realized mechanically. Further, the second brake fluid pressure corresponding to the first brake fluid pressure ratio can be mechanically realized by using a proportional control valve. The holding according to the damping flow and the pressure ratio described in claim 1 and the like is realized not only by a mechanical action by a proportional control valve but also by a communication / cutoff control of a two-position valve having a shutoff valve port, for example. Alternatively, it can be realized by performing electrical drive control or the like when executing the brake fluid moving means.

As a means for maintaining the second brake fluid pressure in the second pipeline part, for example, the brake fluid is moved until the differential pressure is provided between the first brake fluid pressure and the second brake fluid pressure. You may make it hold | maintain a 2nd brake hydraulic pressure by interrupting | blocking the distribution | circulation between the 1 pipeline part and the 2nd pipeline part. In this case, the differential pressure valve according to claim 5 can be employed. That is, the second brake fluid pressure can be kept higher than the first brake fluid pressure by the differential pressure value set in the differential pressure valve. In addition, in order to maintain the differential pressure between the first pipeline portion and the second pipeline portion, a throttle can also be employed. That is, while the brake fluid has dynamic characteristics, that is, when the brake fluid is being flowed by a pump or the like that constitutes the brake fluid moving means, the pressure in the second conduit portion can be increased. .

Further, as described in claims 8 and 9 , when the pressure amplifying means is provided with the first guarantee means, for example, the holding means or the brake fluid moving means provided in the pressure amplifying means may break down. However, at least the first brake fluid pressure can be applied to the wheel braking force generating means, and a minimum braking force can be ensured. Specifically, a simple configuration in which a check valve is connected in parallel to the holding means as described in claim 9 can be adopted.

According to the tenth to twelfth aspects of the present invention, the first brake fluid pressure generated by the brake fluid pressure generating means is reduced to a predetermined value or less, and it is not necessary to apply a high braking force to the vehicle. In this case, the difference between the increased second brake fluid pressure and the first brake fluid pressure is reduced or kept within a predetermined range to reduce the brake fluid pressure applied to the wheel braking force generating means. Can do.

Further, as described in claim 14 and claim 15 , the brake fluid moving means detects the operation state of the brake pedal by the occupant or the vehicle behavior, and from the first conduit portion to the second conduit portion. It may be possible to determine the start timing of the brake fluid movement. In this case, for example, when the pedal force applied to the brake pedal by the occupant increases, the time when the occupant's load on the pedal force is desired to be reduced is detected, the first brake fluid pressure is reduced, and the second brake fluid pressure is increased. Can be increased.

Also, as described in claim 16, it may be mounted antiskid system to a brake device according to the present invention. In this case, the pump in the anti-skid system and the pump constituting the brake fluid moving means can be integrated. In this case, the pump is provided with a switching means for selecting and switching between sucking the brake fluid from the reservoir configured in the anti-skid system or sucking the brake fluid from the first conduit portion. Also good. That is, in the anti-skid system, the brake fluid accumulated in the reservoir by the decompression means is discharged toward the wheel braking force generation means by a wheel cylinder or the like, or the brake fluid present in the reservoir at the end of the anti-skid control. Is returned to the source of the brake fluid pressure to drive the pump. That is, when the pump is driven in the anti-skid system, the brake fluid is accumulated in the reservoir. In addition, when anti-skid control is executed and the brake fluid is stored in the reservoir, there is a desire to recover the wheel locking tendency. Therefore, the brake fluid pressure applied to the wheel cylinder is increased by the pressure amplifying means. the pressure increase in the second brake fluid pressure is not an unwanted.

  Embodiments of a brake device according to the present invention will be described below with reference to the drawings. FIG. 1 is a brake piping model diagram showing a first embodiment of the present invention. In this embodiment, a description will be given of an example in which the brake device according to the present invention is applied to an X-pipe vehicle having a right front wheel-left rear wheel and a left front wheel-right rear wheel piping system in a front-wheel drive four-wheel vehicle.

  In FIG. 1, a pedal 1 that is depressed by an occupant when a braking force is applied to a vehicle is connected to a booster 2, and a pedaling force and a pedal stroke applied to the pedal 1 are transmitted to the booster 2. 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, an intake manifold negative pressure of an engine or a negative pressure by a vacuum pump is used. The booster 2 directly boosts the occupant's pedal effort or pedal stroke with a pressure difference between the atmospheric pressure chamber and the negative pressure chamber. The booster 2 has a push rod or the like that transmits the stepping force or the pedal stroke thus boosted to the master cylinder 3, and this push rod presses the master piston disposed in the master cylinder 3. As a result, the master cylinder pressure PU is generated. The master cylinder 3 includes a unique master reservoir 3a that supplies brake fluid into the master cylinder 3 and stores excess brake fluid from the master cylinder 3.

  As described above, the normal vehicle is provided with the brake pedal 1, the booster 2, the master cylinder 3, and the like as brake fluid generating means for applying a braking force to the vehicle body. The master cylinder pressure PU generated in the master cylinder 3 is distributed to the first wheel cylinder 4 and the master cylinder 3 and the left rear wheel RL which are disposed on the master cylinder 3 and the right front wheel FR and apply braking force to the wheel. The brake fluid is transmitted to the brake fluid in the first piping system A that connects the second wheel cylinder 5 that is provided and applies a braking force to the wheel. Similarly, the master cylinder pressure PU is also transmitted to the second piping system connecting the wheel cylinders arranged on the left front wheel and the right rear wheel and the master cylinder 3, but is the same as the first piping system A. Since this configuration can be adopted, it will not be described in detail.

  The first piping system A is composed of two parts separated by the pressure amplifying means 100 disposed in the first piping system A. That is, the first piping system A includes the first pipe line part A1 that receives the master cylinder pressure PU between the master cylinder 3 and the pressure amplifying means 100, and the pressure amplifying means 100 to each of the wheel cylinders 4 and 5. And a second conduit portion A2.

  When the pedal 1 is depressed and the master cylinder pressure PU is generated in the first piping system A, the pressure amplifying means 100 supplies the brake fluid in the first pipeline part A1 to the second pipeline part A2. To maintain the pressure of the second pipeline part A2 at the second brake fluid pressure PL. In the first embodiment, the pressure amplifying means 100 is constituted by a holding means 102 and a pump 101 which will be described later. In the configuration of the first piping system A, the first pipe part A1 is formed between the holding means 102 and the pump 101 and the master cylinder 3, and the second pipe part A2 is formed by each wheel cylinder 4. 5 and the holding means 102 and the pump 101. Note that, in the second pipe portion A2, on the left rear wheel RL side, the brake fluid pressure applied to the second wheel cylinder 5 is made smaller than the brake fluid pressure applied to the first wheel cylinder 4, that is, the master cylinder pressure PU. A well-known proportional control valve 6 is arranged which acts on. This proportional control valve 6 is provided in order to avoid as much as possible that the rear wheel falls into a locked state when load movement or the like occurs during vehicle braking, but it can also be eliminated.

  The pump 101 is connected in parallel to the holding means 102 in the first piping system A, and when the master cylinder pressure PU is generated, the pump 101 sucks the brake fluid from the first pipeline part A1 and the second pipeline part. Discharge to A2. That is, it is configured as an example of a brake fluid moving means for moving the brake fluid in the first pipeline part A1 to the second pipeline part A2 when the master cylinder pressure PU is generated. That is, the pump 101 may employ a plunger pump that is normally used for an anti-skid control device or the like, or may employ a compressor or the like. The pump 101 may be driven at all times when the master cylinder pressure PU is generated, or may be driven according to the pedal depression force, the pedal stroke, or the master cylinder pressure PU, for example. The pump 101 may be driven by a motor (not shown) that is normally used in an anti-skid control device or the like.

  The holding means 102 moves the brake fluid in the first pipeline part A1 to the second pipeline part A2 by the pump 101, and the brake fluid pressure in the second pipeline part A2 is larger than the master cylinder pressure PU. When the brake fluid pressure PL is 2, the pressure difference (PL-PU) is maintained. When the occupant's foot leaves the brake pedal 1 and the master cylinder pressure PU is released, the brake fluid that has applied the second brake fluid pressure PL to the wheel cylinders 4 and 5 is moved to the master cylinder 3 side. It is desirable to be returned. At this time, it is returned through the holding means 102 or, based on the output of the brake switch or the like, it is detected that the pedal 1 is in a non-depressed state, and, for example, two positions connected in parallel to the holding means 102 You may make it return brake fluid by making a valve etc. into a communication state from the interruption | blocking state.

  As described above, the pressure amplifying means 100 including the pump 101 and the holding means 102 supplies the brake fluid in the first pipeline part A1 that has become a predetermined master cylinder pressure as the pedal 1 is depressed to the second pipeline part. Moving to A2, the brake fluid pressure in the first pipeline part A1, that is, the master cylinder pressure is reduced to the master cylinder pressure PU, and at the same time the amplified second brake in the second pipeline part A2 The pressure amplification is performed by maintaining the differential pressure between the hydraulic pressure PL and the master cylinder pressure PU by the holding means 102.

  The second brake fluid pressure PL, which is higher than the master cylinder pressure PU, is applied to the wheel cylinders 4 and 5 to ensure a high braking force. The effect in the brake device comprised as mentioned above is demonstrated below. As described above, the pump 101 is driven when the master cylinder pressure is generated during vehicle braking, and moves the brake fluid in the first pipeline part A1 to the second pipeline part A2. As a result, the master cylinder pressure is reduced, and an increase in the master cylinder pressure is suppressed even when the occupant depresses the pedal 1 more strongly. Therefore, the reaction force transmitted to the occupant through the pedal 1 is reduced because the master cylinder pressure PU does not increase too much. Therefore, the burden on the master cylinder pressure generated by the occupant can be reduced, and the load on the master cylinder 3 and the like can be reduced. As described above, the generation of the master cylinder pressure PU is suppressed, but at the same time, the brake fluid pressure applied to the wheel cylinder is increased by the holding means 102 and the pressure amplifying means 100 as the brake fluid moving means. Sufficient power can be secured.

  In addition, since the pressure amplification of the second pipe part A2 is performed using the brake fluid in the first pipe part A1, the master cylinder 3 is removed from the first pipe system A when the occupant releases the pedal 1. The amount of brake fluid that is returned to is originally equal to the amount of brake fluid introduced from the master cylinder 3 into the first piping system A. Therefore, the return of the brake fluid to the master cylinder 3 can also be realized without imposing a burden on the master cylinder 3.

  Next, various specific configurations and operations of the above-described holding means 102 will be described with reference to FIGS. FIG. 2 is an example in which a proportional control valve 110 (P valve) is adopted as the configuration of the holding means 102. As shown in FIG. 2A, the proportional control valve 110 is reversely connected to the portion of the holding means 102 in FIG. The proportional control valve 110 normally has an action 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 forward direction. Therefore, when the proportional control valve 110 is reversely connected as shown in FIG. 2A, when the brake fluid flows in the positive direction with respect to the proportional control valve 110, the second line portion A2 side becomes the above-mentioned base pressure. The first pipeline part A1 side is the downstream side. Therefore, as shown in FIG. 2B, the brake fluid pressure PL in the second pipeline part A2 is proportional to the proportional control valve as the brake fluid amount in the second pipeline part A2 is increased by the pump 101. When the pressure exceeds the break point pressure P1 set to 110, the second brake fluid pressure PL in the second pipe section A2 is the first pipe according to the slope of the straight line, that is, a predetermined damping ratio. It is transmitted to the road part A1. Therefore, when the master cylinder pressure PU in the first pipe line part A1 is taken as a reference, the second brake fluid pressure PL increased by the discharge of the pump 101 by the proportional control valve 110 is the predetermined attenuation described above. It will be held in an amplified state due to the reciprocal of the ratio. In addition, since a predetermined brake fluid pressure is secured in the first pipeline portion A1 according to the brake fluid pressure of the second pipeline portion A2, that is, the second brake fluid pressure PL, the pump 101 Even if it is driven excessively, an appropriate master cylinder pressure PU can be secured. Therefore, it is possible to prevent as much as possible that the brake fluid pressure of the first pipe portion A1, that is, the master cylinder pressure PU, is abnormally reduced, and that an abnormal increase in the stroke of the pedal 1 and a no-load state of the pedal reaction force occur.

  Further, when the depression of the pedal 1 by the occupant is weakened, the master cylinder pressure PU decreases. At this time, the second brake hydraulic pressure is passed through the proportional control valve 110 as the master cylinder pressure PU decreases. Since PL also decreases, it is possible to obtain a braking action that respects the occupant's intention. As can be seen from FIG. 2B, in the state where the second brake fluid pressure PL has a brake fluid pressure smaller than the breakpoint pressure P1 of the proportional control valve, the second brake fluid pressure PL is proportionally controlled. Since the valve is opened to the first pipeline part A1 side through the valve, no differential pressure is provided between the first pipeline part A1 and the second pipeline part A2. Further, since the second brake fluid pressure PL is adjusted to a pressure corresponding to the master cylinder pressure PU, the master cylinder pressure PU and the second brake are also applied even when the master cylinder pressure PU is smaller than the breakpoint pressure P1. No differential pressure is provided for the hydraulic pressure PL. That is, when the master cylinder pressure PU or the second brake fluid pressure PL is a pressure smaller than the breakpoint pressure P1, the relationship between the master cylinder pressure PU and the second brake fluid pressure PL in FIG. Is along a straight line indicating one-to-one.

  Therefore, by setting the breakpoint pressure P1 of the proportional control valve 110 to a relatively high pressure, the wheel is not turned on when the brake pedal 1 is strongly depressed and the master cylinder pressure PU is extremely increased by requiring a high braking force. The second brake fluid pressure PL applied to the cylinders 4 and 5 can be increased as compared with the master cylinder pressure PU.

  Further, when the breakpoint pressure P1 is set to 0, the second brake fluid pressure PL is always increased with respect to the master cylinder pressure PU when the brake fluid is moved by the pump 101, and the second The differential pressure is ensured so that the brake fluid pressure becomes higher than the master cylinder pressure PU. When the brake fluid flows in the reverse direction with respect to the proportional control valve 110, the brake fluid pressure similar to the base pressure is transmitted to the downstream side without performing the damping operation of the brake fluid pressure. In the present embodiment, the base pressure side of the proportional control valve 110 is the first pipeline site A1 side, and the downstream side is the second pipeline site A2 side. That is, the brake fluid flows from the master cylinder 3 side to the wheel cylinders 4 and 5 side. Therefore, as in this embodiment, when the proportional control valve 110 is reversely connected as shown in FIG. 2A, the master cylinder pressure PU is reduced to the second brake fluid pressure PL even if the pump 101 is not driven properly. Even if a situation occurs because the pressure cannot be increased, the master cylinder pressure PU can be applied to at least the wheel cylinders 4 and 5.

  Thus, when the proportional control valve 110 is employed as the holding means, not only can the pressure amplification action of the brake hydraulic pressure applied to each wheel cylinder be realized by a mechanical configuration, but also as a mechanical design matter. Since the breakpoint pressure P1 can be set, a pressure amplifying action in accordance with the occupant's intention can be realized with little electrical control. For example, even if the pump drive is started as the brake pedal is depressed and the pump is always driven during vehicle braking, the pressure amplifying action is not realized if the master cylinder pressure PU is equal to or less than the break pressure P1. That is, if the set value of the breakpoint pressure is set to the master cylinder pressure PU at which the brake pedal is strongly depressed and it can be estimated that the occupant needs a high braking force, the master cylinder pressure PU exceeds the breakpoint pressure. When the pressure is increased, the pressure amplifying action is executed without electrical control, and the brake assist can be realized. In addition, it is sufficient to use a brake switch or the like already provided in a normal vehicle for determining whether to perform pump driving, and there is an advantage that an increase in sensor parts and complicated control are not required.

  As the proportional control valve 110, a well-known load sensing proportioning valve may be used. In this case, it is possible to vary the second brake fluid pressure amplification effect, that is, the breakpoint pressure P1, in accordance with the vehicle weight that changes in accordance with the loaded load or the like. Next, with reference to FIG. 3, a description will be given of the operation and effect when the two-position valve 110a having the port having the differential pressure valve and the port realizing the communication state is adopted as the specific configuration of the holding means 102 of FIG. To do.

  When the brake pedal 1 is depressed and the master cylinder pressure PU is generated, if the valve body of the two-position valve 110a is in the position shown in FIG. The flow of the brake fluid to the pipe part A2 is prohibited, and the flow of the brake fluid in the reverse direction is caused by the second brake fluid pressure PL and the first pipe in the second pipe part A2. It is allowed when the differential pressure with respect to the master cylinder pressure PU at the part A1 becomes a predetermined pressure or more. Therefore, when the pump 101 is driven, as shown in FIG. 3B, the second brake hydraulic pressure PL in the second pipeline part A2 and the master cylinder pressure PU in the first pipeline part A1 are obtained. The predetermined differential pressure is maintained, and the second brake hydraulic pressure PL, which is higher than the master cylinder pressure PU by this differential pressure, is applied to the wheel cylinders 4 and 5.

  When the braking operation by the occupant is completed, the two-position valve 110a is switched to the communication state, and the second brake hydraulic pressure PL is released to the master cylinder 3 side. A check valve 110b is connected in parallel to the two-position valve 110a. This check valve 110b permits only the flow of brake fluid from the first pipe line part A1 to the second pipe line part A2. Therefore, even when the second brake fluid pressure PL is increased with respect to the master cylinder pressure PU, the second brake fluid pressure PL is maintained. In addition, since the check valve 110b is connected in this manner, even if the two-position valve 110a has a problem of being held at the valve position of the differential pressure valve, or the pump 101 is poorly driven, the wheel cylinder 4 5, it can be ensured that at least the master cylinder pressure PU is applied.

  Next, as shown in FIG. 4, the operation and effect when the diaphragm 110 c is employed as the holding unit 102 will be described. If the throttle 110c is provided in the first piping system A, the pipe area is increased when the brake fluid in the first pipeline part A1 is moved to the second pipeline part A2 by the pump 101. Due to the flow resistance accompanying the ratio, the brake fluid pressure in the second pipeline part A2 is made higher than the master cylinder pressure PU in the first pipeline part A1, that is, the second brake fluid pressure. it can.

  At this time, it is possible to increase the second brake fluid pressure PL at a certain ratio with respect to the master cylinder pressure PU as shown by the straight line in FIG. . That is, if the pump 101 is driven with a constant discharge capacity, a linear characteristic can be exhibited. Further, if the pump 101 is not driven until the brake fluid pressure of either the master cylinder pressure PU or the second brake fluid pressure PL reaches the predetermined pressure P2, and the pump 101 is driven after the pressure becomes equal to or higher than the predetermined pressure P2, A straight line characteristic can be obtained. At this time, by changing the discharge capacity of the pump 101, it is possible to obtain a linear characteristic or a linear characteristic.

  Next, as shown in FIG. 5, a case where a two-position valve 110d that simply has two positions for blocking and communication is employed as the holding means 102 will be described. When the pump 101 is driven after the generation of the master cylinder pressure PU, the difference between the second brake fluid pressure PL and the master cylinder pressure PU is ensured by the two-position valve 110d by the first pipe part A1. This is realized by blocking the flow of the brake fluid between the first pipe portion A2 and the second pipe portion A2. At this time, the pump 101 may be driven so as to maintain a constant discharge capacity. In this case, when the valve position of the two-position valve 110d is variably controlled between a shut-off state and a communication state at a predetermined duty ratio, the second brake hydraulic pressure PL and the master cylinder are shown as shown by a straight line in FIG. The inclination in relation to the pressure PU can be varied. It should be noted that the duty control of the two-position valve 110d may be started in accordance with the master cylinder pressure or the second brake fluid pressure PL. In this case, the master cylinder pressure PU and the second brake fluid, such as a straight line, may be started. Until the pressure PL reaches a predetermined pressure P3, the master cylinder pressure PU and the second brake fluid pressure PL are in a one-to-one relationship. Further, when the master cylinder pressure PU and the second brake fluid pressure PL are equal to or higher than the predetermined pressure P3, the communication / blocking state of the two-position valve 110d is variably controlled, so that the master cylinder pressure is changed to a straight line. The second brake fluid pressure PL is increased with respect to the PU.

  Further, when the pump 101 is driven at a constant discharge capacity, if the communication / blocking control of the two-position valve 110d is started at a constant duty ratio in synchronization with the generation of the master cylinder pressure PU, As shown by the straight line 5 (b), an approximate linear pressure ratio characteristic having a predetermined slope can be obtained. Up to this point, in the relationship between the master cylinder pressure PU and the second brake fluid pressure PL, the characteristics such as a straight line are controlled by the variable duty control of the two-position valve 110d under the pump drive of the constant discharge capacity. Had gained by. However, it is also possible to obtain characteristics such as a straight line by driving the communication / cutoff control of the two-position valve 110d with a constant duty ratio and varying the discharge capacity of the pump 101. Further, in order to control the pump discharge capacity to be constant or variable, the discharge capacity may be secured by monitoring the temperature of the brake fluid or the voltage value for driving the pump.

  Next, a second embodiment in which an anti-skid system 400 is further added to the brake device according to the present invention will be described with reference to FIG. Note that the same configuration and operational effects as those of the first embodiment will not be described in detail. The anti-skid system 400 (ABS system) has the following configuration. First, in the second pipe section A2, the first pressure increase control valve 300 that controls the increase of the brake hydraulic pressure to the first wheel cylinder 4 and the brake hydraulic pressure to the second wheel cylinder 5 are controlled. And a second pressure increase control valve 301 that controls pressure increase. These first and second pressure increase control valves 300 and 301 are constituted by two-position valves capable of controlling the communication / blocking state. When the two-position valve is controlled to be in communication, the master cylinder pressure or the brake fluid pressure generated by discharging the brake fluid from the pump 101 can be applied to the wheel cylinders 4 and 5. Note that, during normal braking in which anti-skid control (ABS control) is not being executed, the first and second pressure-increasing control valves 300 and 301 are constantly controlled.

  A pipe connecting the above-described first and second pressure-increasing control valves 300 and 301 and the second pipe portion A2 between the wheel cylinders 4 and 5 and a second reservoir hole 200B of the reservoir 200 described later. A first pressure-reducing control valve 302 and a second pressure-reducing control valve 303 are disposed on the road. These first and second pressure reduction control valves 302 and 303 are always cut off in the normal brake state. The communication / blocking control of the first and second pressure reduction control valves 302 and 303 is performed when the anti-skid control is started and the first and second pressure increase control valves 300 and 301 are switched off. Executed. That is, when the first or second pressure reduction control valve 302, 303 is shut off, the current wheel cylinder pressure in the corresponding wheel cylinder is maintained. When the wheel lock state is detected, the first or second pressure reduction control valves 302 and 303 are brought into communication, and the wheel cylinder pressure of the corresponding wheel cylinder is reduced. At this time, the brake fluid that has been applied to the wheel cylinder through the first or second pressure reduction control valves 302 and 303 passes through the second reservoir hole 202B and is stored in the reservoir chamber 200C. Thereby, each wheel cylinder pressure can be reduced.

  Further, when it is desired to increase the wheel cylinder pressure after the wheel locking tendency has subsided, the wheel cylinder pressure is increased using the brake fluid stored in the reservoir chamber 200C. That is, the brake fluid is sucked from the second reservoir hole 200B by the pump 101, and the brake fluid pressure is applied to the wheel cylinder through the first or second pressure-increasing control valves 300 and 301 that are in communication.

  Thus, when the brake fluid is stored in the reservoir 200 during the anti-skid control, the pump 101 sucks the brake fluid from the second reservoir hole 202B and applies the brake fluid applied to the wheel cylinders 4 and 5. Increase pressure. The reservoir 200 is configured so that the flow of the brake fluid between the reservoir 200 and the first conduit portion A1 is blocked when the brake fluid is stored in the reservoir 200. .

  The configuration of the reservoir 200 will be described below. As shown in FIG. 6, the reservoir 200 is connected between the first pipe line part A <b> 1 and the brake fluid suction side of the pump 101. The reservoir 200 has a first reservoir hole 200A that is connected between the master cylinder 3 and the proportional control valve 110 and receives a flow of brake fluid from a pipe having a pressure equivalent to the master cylinder pressure PU. A ball valve 201 is disposed inside the reservoir 200 from the reservoir hole 200A. A rod 203 having a predetermined stroke is provided below the ball valve 201 to move the ball valve 201 up and down. A piston 204 that interlocks with the rod 203 is provided in the reservoir chamber 200C. The piston 204 slides downward when the brake fluid flows from the second reservoir hole 200B, and stores the brake fluid in the reservoir chamber 200C. Further, when the brake fluid is stored in this way, the piston 204 moves downward. Along with this, the rod 203 also moves downward, and the ball valve 201 contacts the valve seat 202. Therefore, when the brake fluid is stored in the reservoir chamber 200C for more than the stroke of the rod 203, the ball valve 201 and the valve seat 202 are used to connect the suction side of the pump 101 and the first conduit portion A1. Brake fluid flow is blocked. The ball valve 201, the rod 203, and the valve seat 202 perform the same operation even in a normal brake state before the anti-skid control is executed. That is, in the normal brake state, when the master cylinder pressure is generated, the brake fluid flows into the reservoir 200 through the first pipe portion A1, but the brake fluid is contained in the reservoir 200 by the stroke of the rod 203. Is accumulated, the ball valve 201 and the valve seat 202 block the flow of the brake fluid. Therefore, in the normal brake, the reservoir 200 is not filled with the brake stroke, and the brake fluid can be stored in the reservoir 200 at the time of pressure reduction in the anti-skid control.

  In addition, if the ball valve 201 and the rod 203 are provided separately, it is possible to earn a capacity in the reservoir during decompression in the anti-skid control without making the stroke of the rod 203 so long. Further, when the brake fluid in the reservoir chamber 200c is consumed by the suction of the pump 101 during the pressure increase in the anti-skid control, the piston 204 moves upward, and the rod 203 moves the ball valve 201 upward along with this. Move to. Therefore, the ball valve 201 is separated from the valve seat 202, and the suction side of the pump 101 and the first pipe line part A1 are communicated. Then, when communicated in this way, the pump 101 performs the action of the pressure control means 100 described above, which sucks the brake fluid from the first pipe part A1 and increases the wheel cylinder pressure. To do. Therefore, for example, even when the vehicle shifts from the low μ road to the high μ road and the optimum braking force cannot be obtained only by the amount of brake fluid in the reservoir 200, the operation immediately proceeds to the operation by the pressure amplifying means 100. High braking force can be obtained.

  The reservoir 200 incorporates a spring 205 that generates a force that pushes the piston 204 upward to push out the brake fluid in the reservoir chamber. When the anti-skid control is completed, the brake fluid in the reservoir 200 may be returned to the master cylinder side through the proportional control valve 110 by the pump 101 so as to empty the reservoir 200. In this way, when the anti-skid control is executed next time and the wheel cylinder pressure is reduced, the brake fluid can be sufficiently stored in the reservoir 200. If the spring force of the aforementioned spring 205 is set to a predetermined value or more, the brake fluid can be returned from the first reservoir hole 200A by this spring force.

  By using the reservoir 200 configured in this way, the brake fluid in the first pipeline part A1 is supplied to the second pipe in order to increase the brake fluid pressure in the second pipeline part A2 to the second brake fluid pressure PL. The pump 101 that moves to the road part A2 and the pump that is driven when increasing the pressure of each wheel cylinder or returning the brake fluid in the reservoir 200 to the master cylinder side in the anti-skid system can be shared. it can.

  Further, if such a reservoir 200 is used, the brake fluid pressure applied to the suction side (inlet port) of the pump 101 can be suppressed. That is, when the reservoir 200 does not exist, the master cylinder pressure PU is pressurized as it is to the pump suction side, and it is expected that an excessive burden is placed on the seal portion of the pump. The master cylinder pressure PU is reduced in the reservoir chamber 200c by the chamber 200c and the like, and is sucked into the pump 101. Therefore, even in this system in which the master cylinder pressure PU is applied to the pump suction side, the load applied to the pump 101 is reduced.

  Further, as described above, the pump suction destination is also connected to the first pipe part A1 through the reservoir 200 in the brake fluid suction passage from the first pipe part A1 of the pump 101 that performs the pressure amplification action. If the means for selecting the reservoir chamber 200C is provided, the brake fluid is stored in the reservoir 200 at a predetermined level or more during anti-skid control during normal braking or when the pressure amplifying means 100 is operated. There is no impossibility or limitation of decompression time.

  Next, a third embodiment of the present invention will be described with reference to FIGS. The third embodiment relates to a brake device that constitutes an oil amount amplifying means 500 in addition to the pressure amplifying means 101 described in the first embodiment. The oil amount amplifying means 500 will be described based on FIG. The oil amount amplifying means 500 includes a unique reservoir 501 and an oil amount amplifying pump 502 that is supplied with brake fluid from the reservoir 501 and forms a second pressure chamber 522 in the pressure proportional cylinder 520.

  The pressure proportional cylinder 520 includes a first pressure chamber 521 into which the master cylinder pressure PU is introduced from the first pipe line part A1, the second pressure chamber 522, and a third pressure chamber 523, and A piston 524 that forms the chambers 521, 522, and 523 is provided. The aforementioned reservoir 501 is in communication with the second pressure chamber 522. When the brake pedal 1 is depressed and a predetermined pressure is generated in the master cylinder 3, the piston 524 moves to the left in the drawing. As a result, the reservoir 501 and the second pressure chamber 522 are shut off. As the piston 524 moves, the discharge port of the oil amount amplifying pump 502 and the second pressure chamber communicate with each other, and the brake fluid pressure in the second pressure chamber 522 is increased. If the depression of the brake pedal 1 is weakened so that the master cylinder pressure PU becomes a predetermined value or less, and the piston 524 communicates with the unique reservoir 501 and the second pressure chamber 522 as shown in FIG. The brake fluid pressure in the second pressure chamber 522 is released to the reservoir 501 side and is reduced. Further, until the piston 524 moves to the left in the drawing, the discharge port of the oil amount amplifying pump 502 is blocked by the piston 524.

  The third pressure chamber 523 and the second pressure chamber 522 are communicated with each other via the second proportional control valve 503. The second proportional control valve 503 attenuates the brake fluid pressure from the second pressure chamber 522 at a predetermined ratio and transmits the brake fluid pressure to the third pressure chamber 523. A brake that acts on the third pressure chamber 523 through the oil amount amplification proportional control valve 503 when the brake fluid pressure in the second pressure chamber 522 is increased by the discharge of the brake fluid by the oil amount amplification pump 502. The relationship between the hydraulic pressure and the brake hydraulic pressure in the second pressure chamber 522 is determined by the damping ratio set in the oil amount amplification proportional control valve 503. Also, the piston 524 moves to the left and right due to the master cylinder pressure, permitting / prohibiting discharge from the oil amount amplifying pump 502 into the second pressure chamber 522, and connecting the reservoir 501 and the second pressure chamber 522 to each other. The brake fluid pressure in the second pressure chamber is influenced by communication and disconnection. Therefore, the brake fluid pressure in the second pressure chamber 522 is controlled to a pressure ratio corresponding to the master cylinder pressure PU according to the damping ratio set in the oil amount amplification proportional control valve 503.

  The brake fluid in the second pressure chamber 522 controlled in this way is controlled by the control valve 504 to communicate and block with the second pipe line part A2. The control valve 504 is normally in a shut-off state, but is controlled to be in a communication state in accordance with vehicle behavior such as a wheel slip state. When the control valve 504 is in communication, high-pressure brake fluid whose pressure is controlled as described above flows to the wheel cylinders 4 and 5 through the control valve 504. The control valve 504 is not limited to being controlled according to the vehicle behavior, and is controlled to be in a communication state when a predetermined time elapses after the brake pedal is depressed, for example, according to the state of the brake pedal 1. Also good.

  Thus, in the brake device having the oil amount amplifying means 500, it is possible to realize a brake fluid pressure that is higher than the second brake fluid pressure PL in the second pipeline part A2 increased by the pressure amplifying means 100. . Further, since the brake fluid from the unique reservoir 501 is supplied to the second pipeline site A2, the amount of brake fluid is amplified with respect to the second pipeline site A2. If the execution of the oil amount amplifying means 500 is started after the execution of the pressure amplifying means 100, for example, the reduced state of the pedaling force by the pressure amplifying means 100 is maintained, and the occupant is left with only a light burden and the oil The amount amplifying means 500 can secure a further braking force. At this time, when the execution of the pressure amplifying means 100 is finished, no further reduction in the pedaling force is performed, and an appropriate reaction force can be left in the pedal feeling. Further, if the pressure amplifying means 100 is switched to the oil amount amplifying means 500, the pressure amplifying means 100 reduces the brake fluid amount in the first pipeline part A1, that is, the brake fluid in the first pipeline part A1. After the pressure reduction is completed, the pressure in the second pipe part A2 is increased by the oil amount amplification, so that it is possible to prevent the pedal stroke from becoming extremely long and to secure the braking force. is there. Note that the amount of brake fluid for the second pipe line A2 is amplified by the oil amount amplifying means 500, and the brake fluid is moved from the pipe line part A1 of the second pipe line to the second pipe part by the pressure amplifier means 100. The pressure amplifying means 100 can reduce the pedaling force and amplify the pressure applied to the wheel cylinder, and the oil amount amplifying means can reduce the pedaling force. It is possible to suppress an extreme reduction and give an appropriate reaction force to the occupant. If the breakpoint pressure set in the oil amount amplification proportional control valve 503 is increased, the oil amount amplification pump 502 can discharge the oil into the second pressure chamber 522 only when the master cylinder pressure PU becomes high, Even if the control valve 504 is eliminated, it is possible to realize the amplification of the brake fluid amount for the second pipeline part A2 only when the master cylinder pressure becomes higher than a predetermined value.

  Next, a modified example of the third embodiment will be described with reference to FIG. FIG. 8 shows an oil amount amplifying means 550 that can replace the oil amount amplifying means 500 in FIG. The oil amount amplifying means 550 is provided with a unique reservoir 501 and an oil amount amplifying pump 502 capable of sucking brake fluid from the reservoir 501 and discharging it under high pressure, as in the third embodiment. The discharge destination of the oil amount amplifying pump 502 is connected to the second pipeline part A2 via the control valve 504. When high-pressure brake fluid from the oil amount amplifying pump 501 passes through a pipeline extending from the discharge side of the oil amount amplifying pump 502 and the control valve 504, the brake fluid pressure is attenuated at a predetermined damping ratio. An oil amount amplification proportional control valve 503 is connected. A check valve 530 is disposed in a pipeline connecting the oil amount amplification proportional control valve 503 and the first pipeline site A1. The check valve 530 makes the master cylinder pressure PU from the first pipe line part A1 side the same as the pressure of the brake fluid existing between the aforementioned oil amount amplification proportional control valve 503 and the check valve 502. Acts as follows. That is, the check valve 530 acts so that the master cylinder pressure PU and the brake fluid pressure attenuated by the oil amount amplification proportional control valve 503 in the brake fluid discharged by the oil amount amplification pump 502 become the same pressure. . At this time, when the brake fluid pressure between the oil amount amplification proportional control valve 503 and the check valve 530 becomes higher than the master cylinder pressure PU, the check valve 530 has a fluid chamber 531 in the check valve 530. And the reservoir 501 communicate with each other, and the brake fluid is returned to the reservoir 501 until the brake fluid pressure is equal to the master cylinder pressure PU. Therefore, the brake fluid pressure in the pipe line up to the second control valve 504, which is increased by the brake fluid discharged from the oil amount amplifying pump 502, increases or decreases at a predetermined ratio with the master cylinder pressure PU. That is, when the master cylinder pressure PU is equal to or higher than the break point pressure of the oil amount amplification proportional control valve 503, the brake of the pipeline to the second control valve 504, which is increased by the brake fluid discharged from the oil amount amplification pump 502, The hydraulic pressure is increased to a reciprocal number times the damping ratio set in the oil amount amplification proportional control valve 502 with reference to the master cylinder pressure PU. If the set value of the damping ratio set in the oil amount amplification proportional control valve 502 is constant, the second value that is increased by the brake fluid discharged from the oil amount amplification pump 502 as the master cylinder pressure PU increases or decreases. The brake fluid pressure in the pipe line up to the control valve 504 is increased or decreased in proportion to the reciprocal of the damping ratio set in the second control valve 504.

  As described above, the brake fluid having a high brake fluid pressure according to the master cylinder pressure PU flows to the second pipe portion A2 by the communication of the second control valve 504, and the second pipe. The amount of brake fluid in the road part A2 is amplified. By amplifying the brake fluid amount in this way, the same effect as that of the third embodiment described with reference to FIG. 7 can be obtained.

  Note that the check valve 530 has the same master cylinder pressure PU from the first pipe line part A1 side as the brake fluid pressure existing between the oil amount amplification proportional control valve 503 and the check valve 502. Instead of using the above, it may act to have a predetermined ratio. The second control valve 504 can be omitted. In this case, the pressure amplification by the pressure amplifying means 100 and the amount of brake fluid by the oil amount amplifying means are applied to the second conduit portion A2. Are simultaneously performed in accordance with the master cylinder pressure PU. In this case, stepping force reduction and pressure increase due to the movement of the brake fluid from the first pipe line part A1 to the second pipe line part A2 executed by the pressure amplifying unit 100, and the second oil pressure amplifying unit 530 perform the second operation. It is possible to achieve both an increase in pressure due to an increase in the amount of brake fluid with respect to the pipeline part A2 and prevention of an excessive increase in pedal stroke.

  Further, the throttle 104 constituting the pressure amplifying means 100 in FIG. 7 may be replaced with the proportional control valve 110 detailed in the first embodiment. At this time, the break point pressure in the proportional control valve 110 and the break point pressure in the second control valve 503 may be set to different values. For example, if the break point pressure in the oil amount amplification proportional control valve 503 is set higher than the break point pressure in the proportional control valve 110, the second brake fluid pressure PL in the second pipe portion A2 is controlled by the proportional control described above. When it becomes larger than the break point pressure set in the valve 110 and larger than the break point pressure set in the oil amount amplification proportional control valve 503, the pressure is amplified for the first time.

Next, a fourth embodiment will be described with reference to FIG. In addition, about the structure which has the effect similar to the above-mentioned Example, the code | symbol similar to the above is attached | subjected, and description is abbreviate | omitted. A characteristic part of this embodiment is that a proportional control valve 110 as a holding means and a pump 101 as a brake fluid moving means are built in the wheel cylinders 4 and 5 that generate braking force on the wheels. That is, the proportional control valve 110 and the pump 101 are disposed in the components of the wheel cylinders 4 and 5, and the proportional control valve 110 communicates with the pump 101 and the wheel piston 603 that actually generates the wheel braking force. A pipeline configuration is in place. When the wheel piston 603 receives the brake fluid pressure and moves to the right side in the figure, the pad 601 is pressed against the disc rotor 600 to generate a wheel braking force on the wheel. The disc rotor 600 rotates integrally with the wheel, and brakes the wheel by friction between the disc rotor 600 and the pad 601.

  The pump 101 in this embodiment receives drive energy from a disk rotor 600 that rotates with the wheels. That is, the transmission member 602 that connects the pump 101 and the disk rotor 600 to transmit the rotational energy of the disk rotor 600 to the pump 101, and the connection between the pump 101 and the disk rotor that is disposed on the transmission member 602. A clutch 605 for switching the state is configured.

  Further, the transmission member 602 is provided eccentrically by a predetermined amount from the center line of the wheel shaft 604, and the pumping action is realized by generating a piston motion or a scrolling motion or the like in the pump 101 by this eccentric amount. Also good. In the present embodiment, the clutch 605 is configured only on the rear wheel side, and is not provided on the front wheel side. In this way, the pump 101 is always driven when the wheel rotates on the front wheel side, but when the master cylinder pressure is not generated, the proportional control valve 110 maintains the pressure. Since the action does not work, the brake fluid simply recirculates in the pipeline, and no brake pulling occurs. Since the brake fluid recirculates in this way, hydraulic pulsation is always applied to the wheel piston 603, so that the clearance between the wheel piston 603 and the pad 601 can be kept to a minimum, and the brake pedal It is possible to improve the initial responsiveness when stepping on. That is, since the acting force is always applied to the wheel piston 601 by the hydraulic pulsation, the wheel piston 601 does not move to the left side in the figure due to vehicle body vibration or the like, and the clearance does not increase. Further, if the pump is always driven as in the front wheel side, when the master cylinder pressure equal to or higher than the break pressure of the proportional control valve 110 is generated in the master cylinder 3 when the brake pedal is trapped by the occupant. , The pressure amplification function always works. Note that the rotation speed and discharge pressure (discharge amount per unit time) of the pump 101 also change according to the wheel rotation speed. That is, when the wheel speed is low, the discharge pressure of the pump 101 is low, and when the wheel speed is high, the discharge pressure of the pump 101 is high. That is, if the master cylinder pressure is constant, a large pressure amplification action can be exhibited when the vehicle body speed is high, and only a small pressure amplification action is exhibited when the vehicle body speed is low. By moving in this way, so-called cuckling braking can be prevented when the vehicle body speed is low, and the brake fluid pressure increasing gain applied to the wheel piston 603 can be increased when the vehicle body speed is high. Braking can be realized.

  Further, since the clutch mechanism 602 is employed on the rear wheel side, for example, the pressure amplifying action may be realized by connecting the clutch after a predetermined time has elapsed after the brake pedal is depressed. The clutch 605 may be an electric clutch mechanism or a mechanical clutch mechanism. For example, when an electric clutch mechanism is actuated, the clutch may be engaged by receiving a signal from a brake switch (not shown). When a mechanical clutch mechanism is employed, the master cylinder pressure exceeds a predetermined pressure. When this happens, it may be connected to the machine body.

  In this embodiment, the rotational energy of the wheels can be efficiently recovered and used for driving the pump, and can serve as a regenerative brake. If this embodiment is applied to an electric vehicle, it is possible to obtain a larger absolute energy as compared with a known regenerative braking by a retarder, and avoiding a lack of braking force particularly during high braking. it can.

  Further, in this embodiment, as shown in the figure, a pressure increase control valve and a pressure reduction control valve that realize an anti-skid control action may be arranged between the master cylinder 3 and the wheel cylinders 4 and 5. That is, the pressure increase control valves 300 and 301 and the pressure reduction control valves 302 and 303 are configured, and the brake fluid stored in the reservoir 701 and the reservoir 701 for storing the brake fluid for reducing the wheel cylinder pressure during anti-skid control are discharged. A pump 700 is configured. In this case, the pressure increase / decrease control can be performed at a pressure lower than the brake hydraulic pressure applied to the wheel piston 603 between the master cylinder 3 and the proportional control valve 110 in the wheel cylinders 4 and 5. In this way, the load on each control valve and the like is reduced.

Next, based on FIG. 10 , the method of the components of the brake piping and the ABS actuator block in a normal vehicle will be described as a fifth embodiment. In addition, the same code | symbol is attached | subjected to the structure which has the effect similar to the above-mentioned Example, and description is abbreviate | omitted. As shown in FIG. 11, in this embodiment, a first piping system A and a second piping system B are illustrated, and the first piping system A includes a wheel cylinder 4 of the right front wheel FR and a wheel of the left front wheel FL. The cylinder 5 is connected, and the second piping system B employs X piping to which the wheel cylinder of the left front wheel FL and the wheel cylinder of the right rear wheel RR are connected.

  The ABS actuator 1000 includes a total of four pressure-increasing control valves and a total of four pressure-reducing control valves, a total of two reservoirs, a total of two pumps, and this pump, which are arranged in the first piping system A and the second piping system B, respectively. The motor that drives is componentized into a single block. In addition, the proportional control valve 110 provided for each of the first piping system A and the second piping system B is integrated into a proportional control valve block 1100.

  In this way, if the ABS actuator 1000 and the proportional control valve block 1100 are made as separate components and connected by brake piping, the ABS actuator 1000 that requires little specification change for each vehicle type can be shared by all vehicle types. In addition, only the proportional control valve 110 that needs to change the break point setting or the like for each vehicle type can be set for each vehicle type. That is, if the ABS actuator 1000 shared by each vehicle type can be adopted, the cost of the entire product can be reduced.

  The configuration of the proportional control valve block 1100 will be described in detail. The master cylinder pressure generated in the master cylinder 3 during normal braking passes through the valve seal 1101 from the first pipe parts A1 and B1 to the second pipe. It is transmitted to the road parts A2 and B2 substantially without pressure attenuation, and is applied to each wheel cylinder. After that, when the brake fluid is sucked from the first pipeline portion by the pump and discharged to the second pipeline portion, the brake fluid pressure in the second pipeline portions A2 and B2 is higher than the master cylinder pressure. The second brake fluid pressure becomes high. The proportional control valve piston 1102 is always pressed upward by the coil spring 1104 until the second brake fluid pressure becomes equal to or higher than a predetermined breakpoint pressure and during normal braking. Accordingly, a gap is opened between the valve seal 1101 and the proportional control valve piston 1102, and the first pipe line and the second pipe line part are in a conductive state. Further, when the second pipe line part becomes the break point pressure due to the pump discharge, the force applied to the proportional control valve piston 1102 becomes larger than the spring force of the coil spring 1104, and the proportional control valve piston 1102 is on the air chamber 1106 side (in the drawing). Pushed down). By this action, the valve seal 1101 and the shoulder portion of the proportional control valve piston 1102 are in contact with each other and the conduction is cut off. Further, when the second pipe portion becomes higher than the break point pressure, a force that pushes the proportional control valve piston 1102 works upward, while the master cylinder pressure works as a force that pushes the proportional control valve piston 1102 downward, both Acts to keep balance. In this way, the proportional control valve piston 1102 always repeats a slight vibration when the brake fluid pressure in the second pipe portion changes at a pressure higher than the breakpoint pressure, and the first pipe pipe starts from the second pipe portion. Reduce the pressure flowing to the road part by the specified pressure. That is, the brake fluid pressure in the first pipeline part keeps the pressure in the second pipeline part higher by a specified pressure. Note that the brake fluid pressure in the second pipe portion acts on the annular area B-A (where B> A) obtained by subtracting the cross-sectional area A of the proportional control valve piston 1102 from the valve seal diameter cross-sectional area B. Since the pressure acts on the valve seal diameter cross-sectional area B, the brake fluid pressure in the second pipe portion is kept at a high fluid pressure compared to the master cylinder pressure. In other words, this hydraulic pressure balance ratio is the damping ratio of the second brake hydraulic pressure, which is determined by the ratio (B / A) of both pressure receiving areas A and B. In addition, if this ratio (B / A) is large, the damping ratio becomes large, and the pressure increase gradient of the second brake fluid pressure in the second pipe line portion becomes large. Therefore, for example, when the present invention is applied to the front and rear pipes, the ratio (B / A) of the pressure receiving areas A and B of the proportional control valve in the brake pipe on the front wheel side is increased, and the proportional control in the brake pipe on the rear wheel side. If the ratio (B / A) of the pressure receiving areas A and B of the valve is set to a small value, when the pump discharge capacity is similarly driven for the front and rear wheels and the pressure amplification means is executed, a large brake is applied to the wheel cylinder on the front wheel side. A hydraulic pressure is applied, and a brake fluid pressure lower than that on the front wheel side is applied to the wheel cylinder on the rear wheel side, so that the front and rear braking force distribution can be realized in a pressure region higher than the master cylinder pressure.

  In the embodiments described above, the generation of the brake fluid pressure by the brake fluid pressure generating means has been realized by generating the master cylinder pressure PU in the master cylinder by the occupant's pedal operation. However, for example, the present invention may be applied to an automatic brake that operates the brake regardless of the distance between the vehicles becomes a predetermined distance or less and the occupant depresses the brake pedal. In this case, an automatic brake pump or the like may be provided as a brake fluid pressure generating means in the present invention instead of the brake pedal and the master cylinder. Even in this case, if the pressure amplifying means 100 according to the present invention is provided, the burden of generating the first brake hydraulic pressure in the pump or the like constituting the brake hydraulic pressure generating means can be reduced.

  Further, if the second brake fluid pressure can be increased by the pressure amplifying means 100 as in the present invention, it is possible to reduce the capacity of the booster 2 configured in the above-described embodiment and reduce the size. It can also be abolished. That is, even if the booster 2 does not increase the master cylinder pressure PU, the burden on the pedaling force of the occupant can be sufficiently reduced and a high braking force can be ensured.

  Furthermore, in the above-described embodiment, the present invention is applied to a front-wheel drive X-pipe vehicle. However, the present invention can be practiced without being limited to a drive system and a piping system, for example, right front wheel-left front wheel, right The present invention is also applicable to a vehicle or the like provided with a rear wheel-left rear wheel TT pipe.

It is a model figure which shows 1st Example in this invention. It is a figure which shows the specific structure and characteristic of the holding | maintenance means in this invention. It is a figure which shows the specific structure and characteristic of the holding | maintenance means in this invention. It is a figure which shows the specific structure and characteristic of the holding | maintenance means in this invention. It is a figure which shows the specific structure and characteristic of the holding | maintenance means in this invention. It is a block diagram which shows the 2nd Example of this invention. It is a block diagram which shows 3rd Example of this invention. It is a modification of the oil amount amplification means in the third embodiment. It is a block diagram which shows 4th Example of this invention. It is a block diagram which shows 5th Example of this invention .

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Pedal 2 Booster 3 Master cylinder 4 1st wheel cylinder 5 2nd wheel cylinder 100 Pressure amplification means 101 Pump 102 Holding means A 1st piping system A1 1st pipe part A2 2nd pipe part 110 Proportional control valve 110a Two-position valve with differential pressure valve 110b Check valve 110c Restriction 110d Two-position valve 200 Reservoir 201 Ball valve 202 Valve seat 203 Rod 300 First pressure increase control valve 301 Second pressure increase control valve 302 Second 1 decompression control valve 303 second decompression control valve 400 anti-skid system 500 oil amount amplifying means 501 original reservoir 502 oil amount amplifying pump 503 oil amount amplifying proportional control valve 504 control valve 520 pressure proportional cylinder

Claims (16)

Brake fluid pressure generating means having a generation source for generating a first brake fluid pressure to apply a braking force to the vehicle, wheel braking force generating means for generating a braking force on the wheel, the brake fluid pressure generating means, and the wheel And a first brake line communicating with the braking force generating means. When the first brake hydraulic pressure is generated in the first pipeline by the brake hydraulic pressure generating means, The first pipe portion where the brake fluid amount is decreased by a predetermined amount to be a third brake fluid pressure lower than the first brake fluid pressure, and the brake fluid amount corresponding to the decrease in the predetermined amount is moved to A second conduit portion having a second brake fluid pressure higher than the first brake fluid pressure is formed in the first conduit, and the second brake fluid pressure is controlled by the wheel control. Pressure amplifying means applied to the power generating means,
The pressure amplification means includes
By allowing the brake fluid to flow from the second conduit portion to the first conduit portion by allowing the fluid to flow by attenuating the pressure from the second brake fluid pressure to the first brake fluid pressure. Holding means for holding the brake fluid pressure at the second pipeline site higher than the first brake fluid pressure at the first pipeline site;
A pump as brake fluid moving means for moving brake fluid from the first pipeline site to the second pipeline site;
An inlet from the first line to the pump;
An outlet of the pump to the second conduit,
The vehicle brake device according to claim 1, wherein the holding means is capable of flowing pressure from the outlet to the inlet. The holding means allows the brake fluid to flow from the first pipeline portion to the second pipeline portion without substantial pressure attenuation, and from the second pipeline portion to the first pipe. The flow rate of the brake fluid to the road portion is a proportional control valve that flows with a predetermined damping ratio according to the first brake fluid pressure when the first brake fluid pressure is equal to or higher than a predetermined pressure. The vehicle brake device according to claim 1 . It said retaining means, vehicle brake system according to claim 1, characterized in that the diaphragm is narrowed flow diameter of brake fluid in the first conduit. It said retaining means, vehicle brake system according to claim 1, wherein the from the second conduit part side is a shutoff valve that shuts off the flow of brake fluid into the first conduit part side. The holding means is configured such that when a differential pressure between the second brake fluid pressure at the second pipeline site and the first brake fluid pressure at the first pipeline site exceeds a predetermined value, 2. The vehicular brake device according to claim 1 , wherein the brake device is a differential pressure valve that allows a brake fluid to flow from a second pipe part side to the first pipe part. The holding means is configured integrally with the two-position valve as the other port of the two-position valve having a port that communicates the first pipe part and the second pipe part. The vehicle brake device according to any one of claims 3 to 5 . The vehicle brake device according to claim 4 , wherein the holding means holds the second brake hydraulic pressure at a pressure ratio corresponding to the first brake hydraulic pressure. The pressure amplifying means is provided with a first guarantee means capable of making the brake fluid pressure of the second pipeline portion at least equal to or higher than the first brake fluid pressure during vehicle braking. The vehicle brake device according to claim 1 . The first security means is connected in parallel with the holding means in the first pipeline and allows only the flow of brake fluid from the first pipeline site side to the second pipeline site side. The vehicle brake device according to claim 8 , wherein the brake device is a check valve. When the first brake fluid pressure generated by the brake fluid pressure generator is less than or equal to a predetermined value, the pressure amplifying unit detects the brake fluid pressure in the second pipeline portion and the first brake fluid pressure. The vehicular brake device according to any one of claims 1, 2, 4, and 5 , wherein a pressure difference from a brake fluid pressure at a pipeline portion is set within a predetermined range. When the first brake fluid pressure generated by the brake fluid pressure generating device is equal to or lower than a predetermined value, the pressure amplifying device calculates the second brake fluid pressure at the second pipeline portion. 5. The first, second, or fourth aspect of the present invention is characterized in that by reducing the pressure to the first brake fluid pressure, the second conduit portion is made equal to the brake fluid pressure of the first conduit portion. The vehicle brake device according to any one of the above. The holding means abolishes the pressure holding function in the second pipe line portion when the first brake hydraulic pressure generated by the brake hydraulic pressure generating means becomes a predetermined value or less. The vehicle brake device according to claim 1 or 2 . The brake fluid pressure generating means includes a brake pedal that is depressed by an occupant during vehicle braking, and a generation source that generates the first brake fluid pressure in accordance with a stroke that varies according to depression of the brake pedal. The vehicular brake device according to claim 1 . The brake fluid moving means includes state detecting means for detecting the state of the brake pedal, and the movement of the brake fluid from the first pipeline part to the second pipeline part according to the state of the brake pedal. The vehicle brake device according to claim 1, wherein the vehicle brake device is started. The brake fluid movement means further includes detection means for detecting the behavior of the vehicle, and starts the movement of the brake fluid from the first pipeline portion to the second pipeline portion according to the vehicle behavior. The vehicular brake device according to claim 1 . The second pipe line portion includes a pressure increasing / reducing means for increasing / decreasing a brake fluid pressure applied to the wheel braking force generating means in order to realize an optimum slip state of the wheel, and a decompression portion during execution of the pressure increasing / decreasing means. The vehicle brake device according to claim 1 , further comprising an anti-skid control unit that includes a reservoir that stores brake fluid and a discharge unit that discharges the brake fluid stored in the reservoir.

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