JP4639118B2 - Brake hydraulic pressure control device for vehicles - Google Patents

Description

  The present invention includes a brake pedal operation amount detection device, a brake fluid pressure control unit, and a pressure sensor, and controls vehicle brake fluid pressure according to the operation amount of a brake pedal connected to a master cylinder. It concerns the device.

  Conventionally, as shown in Patent Document 1, a brake pedal operation amount detection device that detects the depression amount of a brake pedal, a brake fluid pressure control unit that adjusts the pressure of a vehicle brake, and a pressure sensor that detects the pressure of the vehicle brake When the brake pedal operation amount detection device, the brake fluid pressure control unit, and the pressure sensor operate normally, the vehicle brake is operated by electrically controlling the fluid pressure, and an abnormality occurs in these systems. In some cases, a vehicle brake hydraulic pressure control device has been developed in which electrical control is stopped and hydraulic pressure is adjusted by a master cylinder connected to a brake pedal to operate the vehicle brake.

This vehicle brake hydraulic pressure control device is provided with an accumulator stroke simulator, which gives a reaction force according to the amount of operation of the brake pedal, and gives the driver an operation feeling of the brake pedal. Directing.
Japanese Patent Laid-Open No. 2004-243983

  However, when the operation feeling of the brake pedal is produced by the pressure accumulating stroke simulator as described above, the reaction force against the operation amount of the brake pedal is constant, and it is difficult to obtain a good operation feeling. Further, when the accumulating stroke simulator is provided in the vehicle brake hydraulic pressure control device as described above, a space for mounting the accumulating stroke simulator in the engine room must be secured, which causes a problem of layout.

  The present invention is intended to solve the above-described problems, and by providing a feeling of operation of the brake pedal with a feeling presentation electric motor connected to the brake pedal, a good operation feeling will be obtained. At the same time, it is intended to ensure that the braking force can be exerted in accordance with the system status of the vehicle brake hydraulic pressure control apparatus as a whole. In addition, by making it possible to produce an operation feeling without providing an accumulator stroke simulator, the layout of the entire apparatus is improved.

  In order to solve the above-described problems, the first invention of the present application is operated by a brake pedal, a brake pedal operation amount detection device that detects an operation amount of the brake pedal, a wheel brake, and a depression operation of the brake pedal. And a master cylinder for generating hydraulic pressure to operate the wheel brake, a pressure sensor for detecting the hydraulic pressure sent to the wheel brake, and a brake pedal operation amount obtained by the brake pedal operation amount detection device. Based on the above, in a vehicle brake hydraulic pressure control device including a brake hydraulic pressure control unit for controlling the hydraulic pressure of the wheel brake, a ball screw and a ball screw are rotatable between the master cylinder and a brake pedal. A ball screw mechanism comprising a screwed ball screw nut is provided, and the ball screw mechanism is inserted through the ball screw mechanism. An electric motor for feeling production that produces a reaction force feeling on the brake pedal is connected to the brake pedal. By operating this brake pedal, the master cylinder is kept in an inoperative state and a rotational force is applied to the ball screw mechanism. And controlling the rotational force with an electric motor for feeling production, the first control for giving reaction feeling to the operation feeling of the brake pedal, and the rotation of the ball screw mechanism with the electric motor for feeling production. By controlling, it is possible to switch between the second control that enables the master cylinder to operate.

 According to a second aspect of the present invention, a brake pedal, a brake pedal operation amount detection device that detects an operation amount of the brake pedal, a wheel brake, and a brake pedal depressing operation are operated to activate the wheel brake. Based on a master cylinder that generates hydraulic pressure, a pressure sensor that detects hydraulic pressure sent to the wheel brake, and an operation amount of the brake pedal obtained by the brake pedal operation amount detection device, the hydraulic pressure of the wheel brake And a brake fluid pressure control device for a vehicle including a ball screw and a ball screw nut rotatably mounted on the ball screw between a master cylinder and a brake pedal. A screw mechanism is provided and a reaction force is produced on the brake pedal through the ball screw mechanism. An electric motor for producing a wheeling effect is connected to a brake pedal. By operating the brake pedal, the master cylinder is held in an inoperative state and a rotational force is applied to the ball screw mechanism. It is possible to switch between the first control that gives a feeling of reaction force to the operation feeling of the brake pedal by controlling with the electric motor for ring production, and the third control that enables the master cylinder to operate by operating the brake pedal. To do.

  Further, the brake fluid pressure control unit may be connected to a feeling effect motor control means for detecting the operation amount of the brake pedal and controlling the driving of the feeling effect electric motor.

  In addition, it is preferable that the electric motor for feeling production is an operation feeling generating circuit (RLC series circuit) including a resistor (R), a coil (L), and a capacitor (C) connected in parallel. .

  Further, the piston of the master cylinder may be slid by directly transmitting the depression force of the brake pedal during the third control.

  Further, during the second control, the piston of the master cylinder is slid by controlling the feeling effect electric motor in response to the operation of the brake pedal and rotating the ball screw mechanism in the reverse direction. It may be.

  The resistance of the operation feeling generating circuit may be a variable resistance and the resistance value may be changed.

  The variable resistor may be manually changed by a switching unit.

  The variable resistor may be varied by the feeling effect motor control means.

  The amount of operation of the brake pedal is detected by converting the waveform of the induced electromotive force generated between the terminals of the feeling effect electric motor into a pulse waveform when the brake pedal is operated, and detecting the number of pulse waveforms. There may be.

  Since the present invention is configured as described above, the vehicle brake fluid includes a brake pedal, a brake pedal operation amount detection device, a wheel brake, a master cylinder, a pressure sensor, and a brake fluid pressure control unit. A pressure control device is provided with a ball screw mechanism between a master cylinder and a brake pedal, and connected to the brake pedal via the ball screw mechanism to provide a feeling effect electric motor that produces a sense of reaction force Thus, at the time of the first control, the feeling of reaction force is given to the brake pedal by the feeling production electric motor, thereby making it possible to improve the operation feeling of the brake pedal.

  In the second control, the brake fluid pressure is generated by sliding the master cylinder so that the braking force can be surely exhibited. Further, at the time of the third control, for example, even if at least one of the brake operation amount detection device, the brake fluid pressure control unit, and the pressure sensor is lost, the master cylinder is directly connected by the depression force of the brake pedal. It can be activated. Then, the first control and the second control, or the first control and the third control can be switched according to the status of the system. It is possible to perform optimal control with one device.

  In addition, since it is possible to produce an operation feeling without providing an accumulator stroke simulator, a space for mounting the accumulator stroke simulator in the engine room is not required, so that the layout of the entire apparatus can be improved. .

  The first embodiment of the present invention will be described with reference to FIGS. 1 to 5. As shown in FIG. 1, (1) is a brake pedal, and the brake pedal (1) detects the operation amount of the brake pedal (1). A brake pedal operation amount detection device (12) is provided. Further, a ball screw mechanism comprising a ball screw (2) and a ball screw nut (3) rotatably attached to the ball screw (2) is connected to the brake pedal (1). Further, a master cylinder (4) is connected to the side opposite to the connection side of the brake pedal (1) of the ball screw mechanism, coaxially with the forming axis of the ball screw mechanism.

Further, the vehicle brake fluid pressure control device is provided with a brake fluid pressure control unit (5) for controlling the brake fluid pressure as shown in FIG. 1, and the master cylinder (4) and the brake fluid pressure control unit. Two brake pipes (6) are arranged between (5). In addition, the caliper (7) between the brake fluid pressure control unit (5) and the calipers (7) which are the wheel brakes of the present invention provided at four locations corresponding to the wheels corresponds to the calipers (7). A supply pipe (8) is disposed.

Each brake pipe (6) between the master cylinder (4) and the brake fluid pressure control unit (5) is provided with a solenoid valve (10), and the solenoid valve (10) is opened. As a result, the master cylinder (4) and the brake fluid pressure control unit (5) are in communication with each other, so that the master cylinder (4) can be operated. Further, by closing the solenoid valve (10), the master cylinder (4) and the brake fluid pressure control unit (5) are not communicated with each other, so the master cylinder (4) is held in an inoperative state. . Each supply pipe (8) between the brake fluid pressure control unit (5) and each caliper (7) is provided with a pressure sensor (11) for detecting an output value of the brake fluid pressure.

  The vehicle brake hydraulic pressure control device of the present embodiment will be described in detail. As shown in FIG. 2, the brake pedal operation amount detection device (12) is provided in the brake pedal (1). The brake pedal operation amount detection device (12) includes an angle sensor (13) that detects an angle of movement of the brake pedal (1) when the brake pedal (1) is depressed, and a load from the brake pedal (1). It consists of a load sensor (14) to detect. As shown in FIG. 2, the angle sensor (13) is provided at the upper end of the brake pedal (1), and the load sensor (14) is provided at the tip of the pedal shaft (15) connected perpendicularly to the brake pedal. .

  Further, a ball screw (2) is disposed on the side opposite to the brake pedal (1) connection side of the pedal shaft (15), and an outer peripheral thread groove (16) is formed on the outer periphery of the ball screw (2). Has been. The ball screw (2) is screwed with a ball screw nut (3) in which an inner peripheral screw groove (17) that can be screwed with the outer peripheral screw groove (16) is formed.

  In addition, a cylindrical motor rotor (18) is disposed outside the ball screw nut (3) with a constant interval. The motor rotor (18) is provided in a through hole (21) formed in the center of the housing (20) so as to be rotatable in the circumferential direction but not movable in the axial direction. As shown in FIG. 3, the outer peripheral surface of the ball screw nut (3) is provided with two outer peripheral grooves (22) in the axial direction, and the inner peripheral surface of the motor rotor (18) is provided with an inner peripheral groove. (23) is provided in two locations in the axial direction.

A rod-shaped detent member (24) elongated in the axial direction is inserted and disposed in the space between the outer circumferential groove (22) and the inner circumferential groove (23), and the outer circumferential groove (22) and the inner circumferential groove It engages with each of the concave grooves (23). In this way, the ball screw nut (3) and the motor rotor (18) can be rotated integrally by disposing the rotation preventing member (24) between the ball screw nut (3) and the motor rotor (18). It has become. Further, as described above, since the motor rotor (18) is assembled so as not to move in the axial direction, only the ball screw nut (3) can move in the axial direction independently of the motor rotor (18). It has become.

  In addition, on the outside of the motor rotor (18), a stator (25) composed of a motor core and windings is fixedly disposed inside the housing (20). The motor rotor (18) and the stator (25) constitute a feeling production electric motor (26) that produces a pedal feeling of the brake pedal (1).

  The master cylinder (4) is connected to the ball screw nut (3) on the opposite side of the ball screw (2) connection side via a push rod (27). The master cylinder (4) is formed by alternately arranging two springs (28) and two pistons (30), and these pistons (30) are directed to the brake pedal (1) by the springs (28). Is always energized. The master cylinder (4) is provided with a reservoir tank (31) for storing and supplying brake fluid.

  In addition, the brake fluid pressure control section (5) detects the amount of operation of the brake pedal (1) and controls the driving of the feeling effect electric motor (26) as shown in FIG. The motor control means (19) is connected. The feeling effect motor control means (19) is provided with an operation feeling generating circuit (32) for applying rotational resistance to the feeling effect electric motor (26) as shown in FIG. . This operation feeling generating circuit (32) is an RLC series circuit comprising resistors (R) (33), coils (L) (35), and capacitors (C) (36). The motor (26) is connected in parallel.

  The generation of the brake fluid pressure of the vehicle brake fluid pressure control device configured as described above and the effect of operating feeling of the brake pedal (1) will be described below. When all parts of the vehicle brake fluid pressure control device operate normally, the first control is performed. In the first control, the system is first activated, and at the same time, as shown in FIG. 1, the solenoid valve (10) is closed and the brake pipe (between the master cylinder (4) and the brake fluid pressure control unit (5)) ( 6) Stop the flow of brake fluid inside.

  As a result, it becomes impossible to operate the master cylinder (4) in the depression direction of the brake pedal (1). Therefore, when the driver depresses the brake pedal (1), the brake pedal (1) and the master cylinder ( 4) The thrust in the stepping direction is applied to the ball screw (2) provided between. At this time, in this embodiment, the ball screw (2) is used in which the ball screw nut (3) screwed to the ball screw (2) is rotatable by receiving the thrust of the ball screw mechanism. Therefore, the ball screw nut (3) rotates by applying a thrust to the ball screw (2) as described above.

  Then, simultaneously with the rotation of the ball screw nut (3), the motor rotor (18) assembled to the ball screw nut (3) rotates. The operation feeling of the brake pedal (1) is produced by the rotation of the motor rotor (18) as follows. First, an induced electromotive force is generated by the rotation of the motor rotor (18). The frequency of the induced electromotive force varies depending on the rotation speed and rotation speed of the motor rotor (18), that is, the operation speed of the brake pedal (1). Since the impedance of the operation feeling generating circuit (32) changes depending on the frequency of the induced electromotive force, the rotational resistance force of the feeling effect electric motor (26) changes.

  The impedance includes the frequency of the induced electromotive force during rotation of the electric motor for feeling effect (26), the resistance (R) (33), the coil (L) (35), the capacitor (C) of the operation feeling generating circuit (32). ) Determined by each constant of (36). When the frequency is equal to 1 / 2π√LC (resonance frequency), the impedance is minimized, the rotational resistance force of the feeling production electric motor (26) is maximized, and the resistance against the brake pedal (1) is increased. The force is increased and the operation feeling is heaviest. Further, as the frequency of the induced electromotive force becomes lower or higher than 1 / 2π√LC, the impedance increases, and the rotational resistance of the feeling production electric motor (26) decreases, so that the brake pedal (1) The reaction force is reduced and the operation feeling is lightened.

  Therefore, by setting 1 / 2π√LC (Hz) to the frequency generated when the fastest brake pedal (1) that can be operated by the driver is depressed, for example, the driver needs a strong braking force. When the brake pedal (1) is quickly depressed, the frequency of the induced electromotive force generated by the rotation of the feeling effect electric motor (26) becomes 1 / 2π√LC (Hz), and the operation feeling generating circuit (32) Impedance is reduced.

As a result, the rotational resistance of the feeling effect electric motor (26) increases and a large reaction force acts on the brake pedal (1), which increases the driver's feeling of operation. On the contrary, when the brake is operated little by little, the depressing speed of the brake pedal (1) becomes slow. In this case, the frequency of the induced electromotive force is lower than 1 / 2π√LC (Hz), and the impedance of the operation feeling generating circuit (32) is increased. Therefore, the rotational resistance force of the feeling production electric motor (26) is increased. Becomes smaller and the driver's feeling of operation becomes lighter.

  Thus, a clearer reaction force can be created by the rotational resistance force of the feeling production electric motor (26), and the induced electromotive force generated by the operation of the brake pedal (1) can be accommodated. Thus, an operation feeling corresponding to the operation speed of the brake pedal (1) can be produced by changing the rotational resistance of the feeling production electric motor (26) by the operation feeling generation circuit (32).

  In the operation feeling generating circuit (32), the rotational resistance of the feeling effect electric motor (26) is changed by changing the impedance in a circuit according to the operation speed of the brake pedal (1). For the operation feeling effect, it is not necessary to provide a means for detecting the operation amount and operation speed of the brake pedal (1) as in the prior art, and the brake pedal operation amount detection device (12) can be simplified. Further, there is no need to calculate the reaction force feeling using the data from the detecting means, the control program in the brake fluid pressure control unit (5) can be simplified, and the operation speed of the brake pedal (1) can be reduced. Corresponding operation feeling can be given immediately without causing a time lag.

  Further, by depressing the brake pedal (1), the pedal operation amount is detected by the brake pedal operation amount detecting device (12) simultaneously with the above-mentioned operation feeling. Then, data based on the pedal operation amount is sent to the brake fluid pressure control unit (5), the required value is calculated by the brake fluid pressure control unit (5), and this required value is set as a target. On the other hand, for each caliper (7) side, the pressure value of each caliper (7) is detected by each pressure sensor (11), the pressure value of this brake fluid pressure is fed back, and the brake fluid pressure control unit (5 ), The hydraulic pressure corresponding to the depression force of the brake pedal (1) is generated by adjusting the brake hydraulic pressure.

  In the above description, the first control when all the systems operate normally has been described. For example, the angle sensor (13), the load sensor (14), the brake fluid pressure control unit (5) of the present embodiment, Alternatively, when at least one of the pressure sensors (11) fails, the brake fluid pressure can be generated by the third control described below.

  That is, first, if at least one of the brake pedal operation amount detecting device (12), the brake fluid pressure control unit (5), or the pressure sensor (11) is lost, the electromagnetic valve is shown in FIG. (10) is fixed in the valve open state. As a result, the brake pipe (6) between the master cylinder (4) and the brake fluid pressure control unit (5) communicates, so that the master cylinder (4) is operated against the urging force of the spring (28). Is possible.

  If any failure is detected in the initial diagnosis at system start-up, the system is not started and the stopped state is maintained. Also, if a failure occurs in any part during system start-up The system is shut down step by step by a method that can maintain the system state as much as possible.

  In such a state, when the brake pedal (1) is depressed, the ball screw nut (3) does not rotate via the ball screw (2) due to the current flowing to the feeling production electric motor (26). Control as follows. By making the ball screw nut (3) impossible to rotate in this way, the ball screw nut (3) is stepped on together with the ball screw (2) without rotating when the brake pedal (1) is depressed. Move to. Due to this movement, the master cylinder (4) is pressurized against the urging force of the spring (28) via the push rod (27), so that the master cylinder (4) operates in the stepping direction and brake fluid pressure is increased. appear.

  As described above, even when at least one of the angle sensor (13), the load sensor (14), the brake fluid pressure control unit (5), and the pressure sensor (11) is lost, the third control is performed. As a result, the master cylinder (4) can be directly operated by the depression force of the brake pedal (1), so that a reliable braking force can be exhibited.

  In the above, the ball screw nut (3) cannot be rotated, and the thrust when the brake pedal (1) is depressed is directly transmitted to the master cylinder (4) to generate the brake fluid pressure to perform the third control. However, among the brake pedal operation amount detection device (12), the brake fluid pressure control unit (5), or the pressure sensor (11), the load sensor (14) of the brake pedal operation amount detection device (12) operates normally. If this is the case, the second method is to slide the master cylinder (4) by operating the feeling effect electric motor (26) and rotating the ball screw nut (3) in the reverse direction. It is also possible to perform control.

  That is, by depressing the brake pedal (1), the load applied to the brake pedal (1) is detected by the load sensor (14). Based on the detected value, the feeling effect electric motor (26) is operated, and the ball screw nut (3) is rotated in the opposite direction to the normal state of the system. Is moved to the master cylinder (4) side. As a result, the hydraulic pressure in the master cylinder (4) is increased to generate brake hydraulic pressure.

  In this way, by rotating the ball screw nut (3) in the reverse direction and moving it to the master cylinder (4) side, a reaction force greater than the stepping force is applied to the brake pedal (1) via the ball screw (2). Is done. Therefore, even if the brake pedal (1) is depressed and a load is applied, the brake pedal (1) does not move in the depression direction, so that it is difficult to produce an operational feeling.

  However, since the master cylinder (4) can be operated by rotating the ball screw nut (3) in the reverse direction by the electric motor (26) for feeling production as described above, it exceeds the depression force of the brake pedal (1). The load can be applied to the master cylinder (4), and the brake fluid pressure can be increased.

  As described above, the first control and the second control, or the first control and the third control can be switched according to the system status, so that it can be changed according to the status of the entire brake system. It is possible to perform optimal control with one device.

  In the first embodiment, the resistance value of the resistor 33 is not changed in the operation feeling generating circuit 32, but in the second embodiment shown in FIG. 6, the resistor 33 is a variable resistor. The resistance value can be changed. The change of the variable resistor (33) can be arbitrarily adjusted by the driver by a resistance adjustment switch (34) provided on the vehicle body.

As shown in FIG. 6, the resistance adjustment switch (34) of the second embodiment can be switched in three stages of SOFT (weak), MID (medium), and HARD (strong), and is variable when the switching mode is SOFT. The resistance value of the resistor (33) is maximized, and the impedance generated by the operation feeling generating circuit (32) is increased as a whole, so that the rotational resistance of the feeling effect electric motor (26) is reduced and the brake is applied. The operational feeling of the pedal (1) can be reduced overall. Therefore, even a driver with relatively weak leg strength can easily operate the brake pedal (1) without using excessive labor.

  Conversely, when a person with strong leg strength is driving, the resistance adjustment switch (34) is switched to HARD, and the resistance value of the variable resistor (33) is minimized, so that the operation feeling generating circuit (32) The overall impedance can be reduced, the rotational resistance of the electric motor (26) for feeling production can be increased, the overall operation feeling can be increased, and excessive depression of the brake pedal (1) can be suppressed. it can. In addition, in the case of MID, it is possible to obtain an intermediate operation feeling, not only corresponding to the operation speed of the brake pedal (1), but also to produce an operation feeling according to the driver's preference. .

  Moreover, in the said Example 2, although the driver | operator himself can change the resistance value of a variable resistance (33) arbitrarily, it produces the operation feeling according to a driver | operator's liking, but in FIG. In Example 3 shown, the resistance value of the variable resistor (33) is changed under the control of the feeling control motor control means (19). By changing the resistance value, an operation feeling different from usual is given to the driver, and some message is transmitted from the vehicle side to the driver. This change in operation feeling can be used to inform the driver of the occurrence of an abnormality or problem by, for example, making the operation feeling excessively heavy or light when some abnormality or problem occurs in the vehicle. good.

  In the third embodiment, as shown in the flow of FIG. 8, when some abnormality is detected in the brake, the resistance value of the variable resistor (33) is decreased by the control of the feeling effect motor control means (19). is doing. As the resistance value decreases in this way, the impedance of the operation feeling generating circuit (32) decreases, and the rotational resistance of the feeling effect electric motor (26) increases. Therefore, even when the driver depresses the brake pedal (1) slowly, the operation feeling becomes very heavy and the driver can recognize that some abnormality has occurred in the vehicle. If no abnormality is detected, the resistance value is not changed, and the driver can obtain a normal operation feeling corresponding to the operation speed of the brake pedal (1).

  Further, in the first embodiment, by providing the angle sensor (13) and the load sensor (14), the operation amount of the brake pedal (1) is detected, and the brake operation amount is determined based on the operation amount. However, in the following fourth and fifth embodiments, it is possible to detect the operation amount of the brake pedal (1) without providing the angle sensor (13) or the like. The method utilizes the induced electromotive force generated between the terminals of the feeling effect electric motor (26) when the feeling effect electric motor (26) rotates as the brake pedal (1) moves. Thus, the operation amount of the brake pedal (1) is calculated.

  First, in the fourth embodiment, a brush-type feeling effect electric motor (26) is used in the fourth embodiment, and the motor shaft of the feeling effect electric motor (26) rotates to generate between terminals. The induced electromotive force to be generated has a waveform as shown in the graph (a) of FIG. This waveform is regarded as a pulse, converted into a pulse waveform as shown in the graph (b) of FIG. 9, and the number of pulse waveforms is counted. The operation amount L of the brake pedal (1) can be calculated by the following mathematical formula.

  L = a × N

  In the above formula, a is an operation amount per pulse, which is measured in advance at the time of manufacture of the vehicle and stored in the feeling effect motor control means (19). N is the number of pulse waveforms counted above.

  Further, in the fifth embodiment, a brushless feeling electric motor (26) is used. When this brushless feeling effect electric motor (26) rotates, the built-in encoder outputs pulses as shown in the graph of FIG. 10 to the feeling effect motor control means (19) according to the rotation of the shaft. Based on this output data, the operation amount of the brake pedal (1) is calculated by multiplying the operation amount per pulse (a) by the number of pulse waveforms (N) using the same mathematical formula as in the fourth embodiment. Can do.

  As described above, in the fourth and fifth embodiments, the operation amount of the brake pedal (1) is calculated based on the pulse waveform of the feeling effect electric motor (26). The configuration can be simplified by reducing the number of parts of the entire brake operation amount detection device (12) without the necessity.

  In the first embodiment, the feeling production electric motor (26) is connected to the operation feeling generating circuit (32) to produce the operation feeling of the brake pedal (1). Then, it is possible to produce an operation feeling by controlling the current flowing through the feeling production electric motor (26) without connecting the operation feeling generating circuit (32) to the feeling production electric motor (26). It is said. The vehicle brake hydraulic pressure control apparatus according to the sixth embodiment has the same configuration as that of the first embodiment as shown in FIG.

  The operation feeling in the sixth embodiment will be described below. First, when the driver depresses the brake pedal (1), the pedal operation amount is detected by the angle sensor (13) and the load sensor (14). Is done. Based on the pedal operation amount, the rotational force of the ball screw nut (3) is controlled by the electric current, so that a reaction force is applied to the brake pedal (1), and an operation feeling corresponding to the depression force is produced. be able to. Thus, in this embodiment, since the operation feeling can be produced without providing the operation feeling generation circuit (32), the entire apparatus can be further simplified.

  In the first embodiment, the ball screw nut (3) screwed to the ball screw (2) is rotated by receiving the thrust of the ball screw (2). In the seventh embodiment, a ball screw mechanism is used in which the ball screw nut (3) does not rotate even when the thrust of the ball screw (2) is received. The vehicular brake hydraulic pressure control apparatus according to the seventh embodiment has the same configuration as that of the first embodiment as shown in FIG.

  The brake operation in the present embodiment will be described. When the entire system of the entire apparatus of the seventh embodiment operates normally, the first control is performed as in the first embodiment. That is, the brake pipe (6) is closed by the solenoid valve (10), and the flow of brake fluid in the brake pipe (6) disposed between the master cylinder (4) and the brake fluid pressure control unit (5) is stopped. To do. As a result, the master cylinder (4) does not operate in the direction in which the brake pedal (1) is depressed, so that when the driver applies a load to the brake pedal (1), the brake pedal (1) and the master cylinder (4) A thrust in the depression direction of the brake pedal (1) is applied to the ball screw (2) provided between the two.

  Here, in this embodiment, as described above, the ball screw mechanism is used in which the ball screw nut (3) does not rotate even when the thrust of the ball screw (2) is received. The screw nut (3) cannot be rotated. Therefore, an electric current is directly applied to the feeling effect electric motor (26), and the ball screw nut (3) is rotated by the feeling effect electric motor (26), whereby the ball screw (2) is moved to the brake pedal (1). ) It is possible to produce an operational feeling by moving it in the stepping direction.

  Even in the seventh embodiment, when all the systems are normal, by depressing the brake pedal (1), the operation feeling is produced as described above and the brake fluid pressure is generated. However, the brake fluid pressure generation path is the same as in the first embodiment.

  For example, when at least one of the angle sensor (13), the load sensor (14), the brake fluid pressure control unit (5), and the pressure sensor (11) has failed, the same as in the first embodiment. The solenoid valve (10) is fixed in the open state. Thereby, it becomes possible to operate the master cylinder (4) in the depression direction of the brake pedal (1).

  Then, by depressing the brake pedal (1), the ball screw (2) moves in the depressing direction of the brake pedal (1). The screw nut (3) does not rotate. Therefore, the third control in which the thrust of the ball screw (2) is directly transmitted to the master cylinder (4) through the push rod (27) and the master cylinder (4) operates in the stepping direction to generate brake fluid pressure. Will be done.

  As described above, by using a ball screw mechanism in which the ball screw nut (3) does not rotate even when the thrust of the ball screw (2) is received, the brake pedal can be operated without operating the feeling production electric motor (26). By stepping on, the thrust of the ball screw (2) can be directly transmitted to the master cylinder (4). Therefore, even if the brake fluid pressure control unit (5), the battery, or the feeling production electric motor (26) is lost, the brake fluid pressure is surely generated only by the mechanical action to exert the braking force. be able to.

  Further, for example, when at least one of the angle sensor (13), the brake fluid pressure control unit (5), or the pressure sensor (11) has failed and the load sensor (14) operates normally, As in the first embodiment, based on the load sensor value, the ball screw nut (3) is reversely rotated by the feeling production electric motor (26), thereby applying a reaction force to the brake pedal (1) and the master. The second control for generating the brake fluid pressure by operating the cylinder (4) is enabled.

  As described above, the first control and the second control, or the first control and the third control can be switched according to the system status, so that it can be changed according to the status of the entire brake system. It is possible to perform optimal control with one device.

In Examples 1-7 of this application, the conceptual diagram of the brake fluid pressure control apparatus for vehicles which shows the valve closing state of a solenoid valve. The elements on larger scale which show the master cylinder of FIG. 1, the electric motor for feeling effects, and a brake pedal. FIG. 3 is a sectional view taken along line AA in FIG. 2. FIG. 2 is an electric circuit diagram of the first embodiment. In Examples 1-7, the conceptual diagram of the brake fluid pressure control apparatus for vehicles which shows the valve opening state of a solenoid valve. Example 2 Electrical circuit diagram. Example 3 Electric circuit diagram. 10 is a control flowchart when an abnormality occurs in the third embodiment. In Example 4, the graph which shows the waveform of the induced electromotive force which generate | occur | produces at the time of rotation of the electric motor for brush type feeling effects, and the graph which converted the waveform into a pulse waveform. In Example 5, the graph which shows the pulse waveform output by an encoder at the time of rotation of the brushless type feeling production electric motor.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Brake pedal 2 Ball screw 3 Ball screw nut 4 Master cylinder 5 Brake fluid pressure control part 11 Pressure sensor 12 Brake pedal operation amount detection apparatus 19 Motor control means for feeling production 26 Electric motor for feeling presentation 32 Operation feeling generating circuit 33 Resistance 35 Coil 36 Capacitor

Claims (10)

  A brake pedal, a brake pedal operation amount detection device that detects an operation amount of the brake pedal, a wheel brake, a master cylinder that is operated by depressing the brake pedal and generates hydraulic pressure to operate the wheel brake; A pressure sensor for detecting the hydraulic pressure sent to the wheel brake, and a brake hydraulic pressure control unit for controlling the hydraulic pressure of the wheel brake based on an operation amount of the brake pedal obtained by the brake pedal operation amount detection device And a ball screw mechanism comprising a ball screw and a ball screw nut rotatably attached to the ball screw between the master cylinder and the brake pedal. Feeling production power that produces a reaction force to the brake pedal via the screw mechanism A motor is connected to a brake pedal. By operating the brake pedal, the master cylinder is held in an inoperative state and a rotational force is applied to the ball screw mechanism. A first control that gives a feeling of reaction to the operation feeling of the brake pedal by controlling with the motor, and a master cylinder that can be operated by controlling the rotation of the ball screw mechanism with the electric motor for feeling production. The vehicle brake hydraulic pressure control device is characterized in that it can be switched between the control No. 2 and the control No. 2.   A brake pedal, a brake pedal operation amount detection device that detects an operation amount of the brake pedal, a wheel brake, a master cylinder that is operated by depressing the brake pedal and generates hydraulic pressure to operate the wheel brake; A pressure sensor for detecting the hydraulic pressure sent to the wheel brake, and a brake hydraulic pressure control unit for controlling the hydraulic pressure of the wheel brake based on an operation amount of the brake pedal obtained by the brake pedal operation amount detection device And a ball screw mechanism comprising a ball screw and a ball screw nut rotatably attached to the ball screw between the master cylinder and the brake pedal. Feeling production power that produces a reaction force to the brake pedal via the screw mechanism A motor is connected to a brake pedal. By operating the brake pedal, the master cylinder is held in an inoperative state and a rotational force is applied to the ball screw mechanism. It is possible to switch between a first control that gives a reaction feeling to the operation feeling of the brake pedal by controlling with a motor and a third control that enables the master cylinder to operate by operating the brake pedal. A brake fluid pressure control device for a vehicle.   The brake fluid pressure control unit is connected to a feeling effect motor control means for detecting an operation amount of a brake pedal and controlling driving of the feeling effect electric motor. Brake fluid pressure control device for vehicles.   The electric motor for feeling production is characterized in that an operation feeling generating circuit (RLC series circuit) composed of a resistor (R), a coil (L) and a capacitor (C) is connected in parallel. 2 or 3 brake fluid pressure control device for a vehicle.   The vehicular brake hydraulic pressure control device according to claim 2, wherein the piston of the master cylinder is slid by directly transmitting the depression force of the brake pedal in the third control.   In the second control, the piston of the master cylinder is slid by controlling the feeling production electric motor in response to the operation of the brake pedal and rotating the ball screw mechanism in the reverse direction. The brake fluid pressure control device for a vehicle according to claim 1.   The vehicular brake hydraulic pressure control apparatus according to claim 4, wherein the resistance of the operation feeling generating circuit is a variable resistance, and the resistance value can be changed.   8. The vehicle brake hydraulic pressure control apparatus according to claim 7, wherein the variable resistance is manually changed by a switching means.   8. The vehicular brake hydraulic pressure control device according to claim 7, wherein the variable resistance is varied by the feeling effect motor control means. The amount of operation of the brake pedal is detected by converting the waveform of the induced electromotive force generated between the terminals of the electric motor for feeling production into a pulse waveform when the brake pedal is operated, and detecting the number of pulse waveforms. The vehicular brake hydraulic pressure control device according to claim 1, 2 or 3.

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