JP5167954B2 - Brake control device for vehicle - Google Patents

Description

  The present invention performs cooperative control of a hydraulic brake device that generates a hydraulic braking force using brake fluid and a regenerative brake device that generates a regenerative braking force using a motor generator or the like, thereby providing a braking force to a vehicle. The present invention relates to a vehicle brake control device to be generated.

  Conventionally, in Patent Document 1, a vehicle brake control device that generates a target braking force by performing cooperative control of a hydraulic braking force generated by a hydraulic brake device and a regenerative braking force generated by a regenerative braking device has been proposed. Yes. This vehicle brake control device applies a brake hydraulic pressure formed by driving a pump regardless of brake operation to a wheel cylinder (hereinafter referred to as W / C) provided to each wheel, thereby applying to the wheel. A hydraulic brake device that generates a hydraulic braking force, a regenerative brake device that generates a regenerative brake corresponding to a brake operation state detected by a brake operation state detection unit that detects a brake operation state by driving a motor generator, and a regenerative brake device. A braking force compensation means for compensating for a lack of braking force due to fluctuations in braking force is provided.

In this vehicle brake control device, when the regenerative braking force is reduced to the hydraulic braking force, the brake fluid in the master cylinder (hereinafter referred to as M / C) is sucked out by a pump provided in the hydraulic braking device. The brake fluid is supplied to the W / C side, and the differential pressure between M / C and W / C is held by the differential pressure control valve to generate a hydraulic braking force.
JP 2006-21745 A

  However, since the vehicle brake control device is an in-line system in which M / C and W / C are connected, hydraulic pressure is generated in the W / C pressure when the brake pedal is operated. For this reason, at the time of braking, a hydraulic braking force is always generated by the M / C pressure increased by the booster, and the regenerative braking force must be reduced accordingly, so that the regenerative efficiency is lowered.

  Further, since the increase / decrease in the regenerative braking force is compensated by the hydraulic braking force, it is necessary to send or return the brake fluid in the M / C to the W / C at the time of compensation. This variation may cause a feeling of strangeness in the pedal feeling.

  In view of the above points, an object of the present invention is to provide a vehicle brake control device that can improve the regeneration efficiency and can suppress a feeling of discomfort in pedal feeling.

In order to achieve the above object, according to the first aspect of the present invention, until the master piston (13a, 13b) moves to the second predetermined amount larger than the first predetermined amount, the hydraulic brake device that generates the hydraulic braking force is moved. A second passage (13h) that allows the brake fluid to move between the M / C (13) and the master reservoir (13e) is provided , and the braking force control means is configured such that when the regenerative braking force increases, the differential pressure valve (16, 36) is controlled to return the brake fluid in the W / C (14, 15, 34, 35) to the master reservoir (13e) through the second passage .

  Thus, not only the first passage (13f, 13g) but also the first passage (13f) that is longer than the first predetermined amount that is blocked by the master piston is used as a passage connecting the inside of the M / C and the master reservoir. (2) The second passage is closed by the master piston when a predetermined amount is reached. For this reason, it is possible to prevent the M / C pressure from being generated until the second passage is closed during braking, and it is possible to improve the regeneration efficiency. Moreover, since the M / C pressure does not fluctuate when the increase / decrease in the regenerative braking force is compensated by the hydraulic braking force, it is possible to suppress a feeling of strangeness in the pedal feeling.

  The invention according to claim 2 is characterized in that the second passage is provided with a limiting element (13i) for limiting the amount of brake fluid per unit time passing through the second passage.

  As described above, by providing the restriction element in the second passage, the M / C pressure can be generated by restricting the flow rate by the restriction element, and the W / C pressure can be increased. Can be improved.

  The invention according to claim 3 is characterized in that the second passage is provided with an electromagnetic valve (13j) for controlling communication / blocking of the second passage.

  Thus, by providing the electromagnetic valve, the second passage can be in a shut-off state. For this reason, it becomes possible to ensure the braking force according to the stroke amount without extending the stroke of the brake pedal (11).

  According to a fourth aspect of the present invention, the second passage is provided with a limiting element that restricts the amount of brake fluid per unit time passing through the second passage, and an electromagnetic valve that controls communication / blocking of the second passage. The limiting element and the electromagnetic valve are connected in series so that the electromagnetic valve is disposed between the limiting element and the master reservoir.

  Thus, by providing both the limiting element and the electromagnetic valve, the effects of both claims 2 and 3 can be obtained. Further, when the driver depresses the brake pedal quickly and the M / C pressure temporarily rises, the increased M / C pressure can be prevented from being applied to the solenoid valve due to the throttling effect by the orifice. For this reason, it becomes possible to weaken the spring force of the return spring for closing the solenoid valve when not energized. As a result, when the electromagnetic valve is brought into the communication state, the force facing the return spring, that is, the electromagnetic force can be reduced, and the electric power can be suppressed. Therefore, power consumption when energizing the solenoid valve can be suppressed.

  In a fifth aspect of the present invention, the second passage is provided with a limiting element that restricts the amount of brake fluid per unit time passing through the second passage, and an electromagnetic valve that controls communication / blocking of the second passage. The limiting element is built in the solenoid valve.

  Thus, it can comprise by adjusting the lift amount between the valve body and valve seat with which the limiting element was incorporated in the solenoid valve, specifically, the solenoid valve. Even if it is such a form, the effect similar to the said Claim 2 and Claim 3 can be acquired.

  The invention according to claim 6 is characterized in that the electromagnetic valve is a normally closed valve. Thus, by making the solenoid valve normally closed, the second passage can be shut off when the solenoid valve cannot be driven due to electrical failure or when the ignition switch is off. For this reason, it is possible to ensure a braking force corresponding to the stroke amount without extending the stroke of the brake pedal when the electrical failure or the ignition switch is off.

  According to the seventh aspect of the present invention, when the master piston is stroked according to the operation amount of the brake operation member, the maximum regenerative braking force that can be generated by the regenerative brake device is generated. From the above, it is characterized in that the second passage is blocked by the master piston.

  By setting the second predetermined amount to such a dimension, the hydraulic braking force can compensate for the shortage after the maximum regenerative braking force is generated by the regenerative braking device.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.

(First embodiment)
A first embodiment of the present invention will be described. FIG. 1 shows a block configuration of each function of a hybrid vehicle equipped with a vehicle brake control device 1 to which the first embodiment of the present invention is applied.

  First, the hydraulic brake device in the vehicle brake control device 1 of the present embodiment will be described. As shown in FIG. 1, the vehicle brake control device 1 includes a brake pedal 11, a booster device 12, an M / C 13, W / C 14, 15, 34, 35, and an actuator for brake fluid pressure control. 50, and these constitute a hydraulic brake device. The vehicle brake control device 1 includes a brake ECU 70. The brake ECU 70 functions as part of a part for executing cooperative control of the hydraulic brake device and a regenerative brake device described later, so that the hydraulic braking force generated by the hydraulic brake device and the regenerative braking force generated by the regenerative brake device are performed. Is to control. FIG. 2 is a diagram showing a detailed structure of each part constituting the hydraulic brake device.

  As shown in FIG. 2, a stroke sensor 11 a is connected to a brake pedal 11 as a brake operation member that is depressed by a driver, and a detection signal from the stroke sensor 11 a is transmitted to the brake ECU 70. 11 depressing amounts (operation amounts) can be detected. Moreover, the brake pedal 11 is connected to the booster 12 and the M / C 13, and when the driver depresses the brake pedal 11, the pedaling force is boosted by the booster 12 and is disposed in the M / C 13. The master pistons 13a and 13b are pressed. As a result, the same M / C pressure is generated in the primary chamber 13c and the secondary chamber 13d defined by the master pistons 13a and 13b.

  A master reservoir 13e having a passage communicating with the primary chamber 13c and the secondary chamber 13d is connected to the M / C 13. The master reservoir 13e supplies brake fluid into the M / C 13 and stores excess brake fluid in the M / C 13. The M / C pressure generated in the M / C 13 is transmitted to each W / C 14, 15, 34, 35 through the brake fluid pressure control actuator 50.

  Specifically, the master reservoir 13e is located closer to the primary chamber 13d than the first passage 13f in the primary chamber 13c, in addition to the first passages 13f and 13g connected to the primary chamber 13c and the secondary chamber 13d of the M / C 13, respectively. It is connected to the inside of the M / C 13 through the connected second passage 13h. The first passages 13f and 13g are blocked by the master pistons 13a and 13b when the master pistons 13a and 13b move by the same stroke amount (first predetermined amount), and the brake fluid flows between the M / C 13 and the master reservoir 13e. However, the second passage 13h has a brake between the primary chamber 13c and the master reservoir 13e until the master piston 13a is further stroked and blocked by the master piston 13a even after the first passage 13f is closed. Allow fluid flow. The second passage 13h is arranged based on the relationship with the maximum regenerative braking force that can be generated by the regenerative braking device. That is, the stroke amount (second predetermined amount) until the master piston 13a reaches the second passage 13h from the initial position is maximized by the regenerative braking device when the master piston 13a strokes to close the second passage 13h. The amount is set such that the braking force is already generated.

  As described above, since the same master pressure is generated in the primary chamber 13c and the secondary chamber 13d, the primary chamber 13c and the secondary chamber 13d until the second passage 13h is blocked by the master piston 13a. The M / C pressure generated inside becomes zero.

  The brake fluid pressure control actuator 50 includes a first piping system 50a and a second piping system 50b. The first piping system 50a controls the brake fluid pressure applied to the left rear wheel RL and the right rear wheel RR, and the second piping system 50b controls the brake fluid pressure applied to the left front wheel FL and the right front wheel FR. The front and rear pipes are constituted by the two piping systems of the first and second piping systems 50a and 50b.

  Hereinafter, the first and second piping systems 50a and 50b will be described. However, since the first piping system 50a and the second piping system 50b have substantially the same configuration, the first piping system 50a will be described here. For the second piping system 50b, refer to the first piping system 50a.

  The first piping system 50a is provided with a pipeline A serving as a main pipeline that transmits the above-described M / C pressure to the W / C 14 provided in the left rear wheel RL and the W / C 15 provided in the right rear wheel RR. It has been. Through this line A, W / C pressure is generated in each of the W / Cs 14 and 15.

  Further, the pipe line A is provided with a first differential pressure control valve 16 including a pressure regulating valve that can be controlled between a communication state and a differential pressure state. The first differential pressure control valve 16 is in a communicating state in the normal brake state, and is in a differential pressure state when a current is passed through the solenoid. The differential pressure formed by the first differential pressure control valve 16 changes according to the current value of the current flowing through the solenoid, and the larger the current value, the larger the differential pressure amount. When the first differential pressure control valve 16 is in the differential pressure state, the flow of the brake fluid is regulated so that the W / C pressure is higher than the M / C pressure by the amount of the differential pressure.

  The pipe A branches into two pipes A1 and A2 downstream of the first differential pressure control valve 16 on the W / C 14 and 15 side. One of the two pipes A1 and A2 is provided with a first pressure increase control valve 17 for controlling the increase of the brake fluid pressure to the W / C 14, and the other is an increase of the brake fluid pressure to the W / C 15. A second pressure increase control valve 18 is provided for controlling the pressure.

  The first and second pressure increase control valves 17 and 18 are configured as electromagnetic valves as two-position valves that can control the communication / blocking state. When the first and second pressure-increasing control valves 17 and 18 are controlled to be in a communicating state, the M / C pressure or the brake fluid pressure due to the discharge of brake fluid from a pump 19 described later is applied to the W / Cs 14 and 15. .

  Note that the first differential pressure control valve 16 and the first and second pressure increase control valves 17 and 18 are always controlled to be in communication during normal braking by the driver operating the brake pedal 11. The first differential pressure control valve 16 and the first and second pressure increase control valves 17 and 18 are provided with safety valves 16a, 17a and 18a, respectively, in parallel.

  In the pipeline A, the first and second pressure increase control valves 17 and 18 and the pipeline B serving as a pressure-reducing pipeline connecting the pressure regulating reservoir 20 between the W / Cs 14 and 15 are controlled in communication / blocking states. As a two-position valve that can be formed, a first pressure reduction control valve 21 and a second pressure reduction control valve 22 each comprising an electromagnetic valve are provided. These first and second pressure reducing control valves 21 and 22 are always cut off during normal braking.

  A conduit C serving as a reflux conduit is disposed so as to connect between the pressure regulating reservoir 20 and the conduit A serving as the main conduit. This pipe C is provided with a self-priming pump 19 driven by a motor 60 so as to suck and discharge brake fluid from the pressure regulating reservoir 20 toward the M / C 13 side or the W / C 14, 15 side. Yes. The discharge port side of the pump 19 is provided with a safety valve 19a so that high-pressure brake fluid is not applied to the pump 19, and a fixed capacity for relaxing the pulsation of the brake fluid discharged by the pump 19. A damper 23 is provided.

  And the pipe line D used as an auxiliary pipe line is provided so that the pressure regulation reservoir 20 and M / C13 may be connected. The brake fluid is sucked from the M / C 13 by the pump 19 through the pipeline D and discharged to the pipeline A, so that the TCS control or the ABS control can be performed regardless of the operation of the brake pedal 11 by the driver. Brake fluid is supplied to the / C14, 15 side so that the W / C pressure of the target wheel can be increased. The pressure regulating reservoir 20 is configured such that when a predetermined amount of brake fluid is stored, the pressure regulating valve is shut off so that the brake fluid is not sucked. Therefore, more brake fluid than the suction capacity of the pump 19 does not flow into the pressure regulating reservoir 20, and no high pressure is applied to the suction side of the pump 19.

  On the other hand, as described above, the second piping system 50b has substantially the same configuration as the first piping system 50a. That is, the first differential pressure control valve 16 and the safety valve 16a correspond to the second differential pressure control valve 36 and the safety valve 36a. The first and second pressure increase control valves 17 and 18 and the safety valves 17a and 18a correspond to the third and fourth pressure increase control valves 37 and 38 and the safety valves 37a and 38a, respectively. , 22 correspond to the third and fourth decompression control valves 41, 42, respectively. The pressure regulation reservoir 20 corresponds to the pressure regulation reservoir 40. The pump 19 and the safety valve 19a correspond to the pump 39 and the safety valve 19a. The damper 23 corresponds to the damper 43. Further, the pipeline A, the pipeline B, the pipeline C, and the pipeline D correspond to the pipeline E, the pipeline F, the pipeline G, and the pipeline H, respectively. As described above, the hydraulic piping structure in the vehicle brake control device 1 is configured.

  The brake ECU 70 is configured by a known microcomputer including a CPU, a ROM, a RAM, an I / O, and the like, and executes processing such as various calculations according to a program stored in the ROM. For example, the brake ECU 70 receives a detection signal from a wheel speed sensor (not shown) for detecting the wheel speed to obtain the wheel speed, obtains the vehicle speed (estimated vehicle body speed) from the wheel speed, or time-differentiates the vehicle speed by time differentiation. I'm seeking speed. Based on the electric signal from the brake ECU 70, voltage application control to the motor 60 for driving the control valves 16-18, 21, 22, 36-38, 41, 42 and the pumps 19, 39 is executed. Thereby, control of the W / C pressure generated in each W / C 14, 15, 34, 35 is performed.

  Specifically, when performing cooperative control of the hydraulic braking force generated by the hydraulic brake device and the regenerative braking force generated by the regenerative brake device, the brake ECU 70 controls the motor 60 and the control valve in the brake hydraulic pressure control actuator 50. When current is supplied to the drive solenoid, the control valves 16 to 18, 21, 22, 36 to 38, 41, and 42 are driven according to the current value, and the brake piping path is set. . Then, the brake fluid pressure corresponding to the set brake piping path is generated in the W / Cs 14, 15, 34, and 35, and the braking force generated in each wheel is controlled.

  For example, when the hydraulic braking force is generated for the front wheels FL and FR, the motor 60 is driven with the second differential pressure control valve 36 in the differential pressure state, and the pump 39 sucks and discharges the brake fluid. . As a result, the brake fluid in the M / C 13 is sucked into the pump 39 through the pipes H and G, and is supplied to the W / Cs 34 and 35 of the front wheels FL and FR through the pipes G and E. At this time, since the differential pressure is generated between the M / C 13 and the W / C 34, 35 by the pressure regulating valve in the second differential pressure control valve 36, the W / C 34, 35 is pressurized and a hydraulic braking force is generated. Be made.

  As shown in FIG. 1, the hybrid vehicle includes a regenerative brake device and a hybrid ECU 80 that controls the regenerative brake device.

  The regenerative braking device includes a motor 81 connected to an axle that connects both front wheels FL and FR, an inverter 82 electrically connected to the motor 81, a battery 83 electrically connected to the inverter 82, and the like. It is said that. The motor 81 is configured, for example, as an AC synchronous type, and power is supplied to the motor 81 by converting a DC current generated by the battery 83 by the inverter 82 into an AC current. The inverter 82 plays a role of converting a direct current of the battery into an alternating current based on a control signal of the hybrid ECU 80 and a role of charging the battery 83 by converting the alternating current generated by the motor 81 into direct current.

  The hybrid ECU 80 mainly controls the drive system. The hybrid ECU 80 obtains the vehicle speed based on a detection signal from a wheel speed sensor (not shown) that detects the wheel speed, receives an output signal from an accelerator operation quantity sensor (not shown) installed on the accelerator pedal, and obtains an accelerator operation amount. The obtained vehicle speed and accelerator operation amount are stored, and the state of the battery 83 is managed. Further, the hybrid ECU 80 performs calculations necessary for regenerative brake control based on the stored vehicle speed and accelerator operation amount, supplies data used for regenerative brake control to the brake ECU 70, and conversely the brake ECU 70. Receive necessary data from

  The hybrid ECU 80 performs regenerative braking control in cooperation with the brake ECU 70, controls the inverter 82, and controls the operation of the motor 81. That is, the operation of the motor 81 is controlled by the inverter 82 based on the control signal of the hybrid ECU 80, and the motor 81 is driven by the rotational force of both front wheels FL, FR (or the axle connecting them) to generate electric power. The battery 83 is charged with the generated power. Since the braking force is generated by the resistance force of the motor 81 during power generation, this is used as the regenerative braking force.

  At this time, the hybrid ECU 80 obtains the actually generated regenerative braking force (regenerative execution braking force) and transmits it to the brake ECU 70. Specifically, since the regenerative execution torque corresponding to the regenerative braking force can be obtained from the back electromotive force generated by the motor 81, the back electromotive force of the motor 81 is obtained by a well-known method, and the regenerative braking force is handled therefrom. The regeneration execution torque to be obtained is obtained. This regenerative execution torque or regenerative braking force obtained by further converting the regenerative execution torque into a braking force is transmitted to the brake ECU 70.

  Next, the operation of the vehicle brake control device 1 configured as described above will be described. This will be described with reference to a timing chart at the time of braking of the vehicle brake control device 1 of the present embodiment shown in FIG. 3 and a timing chart at the time of braking of the conventional vehicle brake control device shown in FIG.

  When braking is started, the stroke sensor 11a detects the depression amount of the brake pedal 11, and a corresponding braking force is generated. Although the stroke amount of the brake pedal 11 is used as the operation amount here, the pedaling force applied to the brake pedal 11 can also be used as the operation amount.

  First, at the time of the start of braking, the M / M is based on the force obtained by boosting the regenerative braking force generated by the regenerative braking device by the booster 12 with the pressure applied by the pumps 19 and 39 and the operation force of the brake pedal 11. The driver's required braking force is generated by the total braking force obtained by adding the hydraulic braking force generated based on the M / C pressure generated in C13. That is, since the increasing gradient of the regenerative braking force is determined by the resistance of the motor 81 or the like, the amount that the regenerative braking force is insufficient is compensated by the hydraulic braking force. Then, the hydraulic braking force is replaced with the regenerative braking force over time.

  At this time, in the case of the conventional brake structure, since there are only the first passages 13f and 13g referred to in the vehicle brake control device 1 of the present embodiment, the passage connecting the M / C and the master reservoir is provided by the master piston. Is blocked and an M / C pressure is generated. For this reason, as shown in FIG. 4, even after the regenerative braking force sufficiently rises from the start of braking, a hydraulic braking force is always generated by the M / C pressure increased by the booster, and the regenerative braking force is reduced. Control is performed so that the desired braking force is reduced by that amount. Therefore, the regeneration efficiency is lowered.

  On the other hand, in the vehicle brake control device 1 of the present embodiment, if the stroke amount of the brake pedal 11 is equal to or less than the amount that does not block the second passage 13h by the master piston 13a, as shown in FIG. A hydraulic braking force based on the M / C pressure generated in the M / C 13 based on the force obtained by boosting the operating force of the pedal 11 by the booster 12 is not generated, and the regenerative braking device is also at the start of braking. The required braking force is generated by the regenerative braking force generated by the hydraulic pressure and the hydraulic braking force by the pump pressurization, and the hydraulic braking force is completely replaced with the regenerative braking force as time elapses.

  That is, in the vehicle brake control device of the present embodiment, the M / C 13 and the master reservoir 13e are connected not only through the first passages 13f and 13g but also through the second passage 13h. The hydraulic braking force by the M / C pressure generated in the M / C 13 based on the force boosted by the booster 12 is not applied. For this reason, even if the first passages 13f and 13g are blocked by the master pistons 13a and 13b, the brake fluid in the primary chamber 13c of the M / C 13 can move to the master reservoir 13e side through the second passage 13h. Therefore, if the brake pedal 11 is not depressed to such an extent that the second passage 13h is blocked by the master piston 13a, no M / C pressure is generated in the M / C 13, and the braking force is all generated only by the regenerative braking force. Can be generated. Thereby, it becomes possible to improve the regeneration efficiency.

  Even if the brake fluid in the M / C 13 is sent to or returned to the W / C 14, 15, 34, 35 in order to compensate for the increase / decrease in the regenerative braking force by the hydraulic braking force, the M / C 13 and the master reservoir 13e. Therefore, the amount of brake fluid in the M / C 13 does not fluctuate. For this reason, it is possible to suppress the uncomfortable feeling of the pedal feeling.

  When the driver depresses the brake pedal 11 strongly, the second passage 13h is blocked by the master piston 13a and M / C pressure is generated. For this reason, when the driver's required braking force is large, the hydraulic braking force based on the M / C pressure is correspondingly added to the regenerative braking force, which improves the regenerative efficiency and makes the pedal feel uncomfortable. Can not be suppressed. However, since such a situation is a case where urgency is high such as during sudden braking, it is preferable to prioritize safety over improvement of regeneration efficiency and suppression of uncomfortable feeling of the pedal, and at least the second passage Until 13h is blocked by the master piston 13a, it is possible to improve the regeneration efficiency and suppress the uncomfortable feeling of the pedal feeling.

  As described above, in the vehicle brake control device 1 according to the present embodiment, the passage connecting the inside of the M / C 13 and the master reservoir 13e is not limited to the first passages 13f and 13g, but the secondary chamber rather than the first passage 13f. The second passage 13h located on the 13d side is also provided. For this reason, it is possible to prevent the M / C pressure from being generated until the second passage 13h is closed during braking, and it is possible to improve the regeneration efficiency. Moreover, since the M / C pressure does not fluctuate when the increase / decrease in the regenerative braking force is compensated by the hydraulic braking force, it is possible to suppress a feeling of strangeness in the pedal feeling.

  In the case of such a configuration, the following effects can also be obtained if the vehicle is used in combination with an ACC (active cruise control) control system.

  That is, in the case where the second passage 13h is not provided as in the conventional vehicle brake control device, the W / C pressure is applied when the brake pedal 11 is increased during deceleration of the ACC control. If the / C pressure is not higher than that, the brake pedal 11 will not make a stroke, and when the brake pedal 11 is depressed, a feeling of a feeling may be given to the driver. However, in the configuration of the present embodiment, the brake fluid can move to the master reservoir 13e through the second passage 13h, so that the brake pedal 11 can be stroked even if the M / C pressure is not higher than the W / C pressure. . For this reason, the uncomfortable feeling of the pedal feeling during pressure reduction of ACC control can also be suppressed.

(Second Embodiment)
A second embodiment of the present invention will be described. In the first embodiment, the case where the inside of the M / C 13 and the master reservoir 13e are connected by the second passage 13h has been described. However, in the present embodiment, a case where a limiting element is further provided in the second passage 13h will be described. . The configuration of the vehicle brake control device 1 of the present embodiment is the same as that of the first embodiment, and therefore only different parts will be described.

  FIG. 5 is a partially enlarged view of the vehicle brake control device 1 according to the present embodiment. Omitted portions in this figure are the same as those in FIG.

  As shown in FIG. 5, in the present embodiment, the second passage 13h is provided with an orifice 13i serving as a limiting element. Such an orifice 13i limits the flow rate of the brake fluid per unit time that can move from the M / C 13 to the master reservoir 13e.

  Thus, by providing the orifice 13i in the second passage 13h, the M / C pressure can be generated by restricting the flow rate by the orifice 13i, and the W / C pressure can be increased. It becomes possible to improve the property.

  In this case, since the M / C pressure is generated, the hydraulic braking force due to the M / C pressure is generated at the initial stage of braking, but the period is very short and is immediately replaced with the regenerative braking force. Therefore, the regenerative braking force can be generated to the maximum. For this reason, it is possible to improve the regeneration efficiency and suppress the uncomfortable feeling of the pedal feeling as shown in the first embodiment.

(Third embodiment)
A third embodiment of the present invention will be described. In the second embodiment, the case where the orifice 13i is provided in the second passage 13h connecting the inside of the M / C 13 and the master reservoir 13e has been described. However, in the present embodiment, the case where an electromagnetic valve is provided in the second passage 13h. explain. The configuration of the vehicle brake control device 1 of the present embodiment is the same as that of the first embodiment, and therefore only different parts will be described.

  FIG. 6 is a partially enlarged view of the vehicle brake control device 1 according to the present embodiment. Omitted portions in this figure are the same as those in FIG.

  As shown in FIG. 6, in the present embodiment, the second passage 13h is provided with an electromagnetic valve 13j constituted by a two-position valve capable of controlling the communication / blocking state. The electromagnetic valve 13j is a normally closed valve that is in a cut-off state for a non-electromagnetic valve that does not pass current to the solenoid.

  By providing such an electromagnetic valve 13j, the second passage 13h can be shut off when the electromagnetic valve 13j cannot be driven due to electrical failure or when the ignition switch is off. For this reason, it is possible to ensure a braking force corresponding to the stroke amount without extending the stroke of the brake pedal 11 when the electrical failure or the ignition switch is off.

  Even in the case of such a structure, it is possible to obtain the same effect as that of the first embodiment by energizing the electromagnetic valve 13j in a normal state so as to be in a communicating state. Further, when the electromagnetic valve 13j configured by such a normally closed valve is provided, the second passage 13h is cut off in the event of an electrical failure, but the brake fluid can move through the first passage 13f. It can be prevented that the hydraulic pressure is always generated in the primary chamber 13c due to the passage 13h being cut off.

(Fourth embodiment)
A fourth embodiment of the present invention will be described. In the present embodiment, a case where both the orifice 13i described in the second embodiment and the electromagnetic valve 13j described in the third embodiment are provided in the second passage 13h will be described. The configuration of the vehicle brake control device 1 of the present embodiment is the same as that of the first embodiment, and therefore only different parts will be described.

  FIG. 7 is a partially enlarged view of the vehicle brake control device 1 according to the present embodiment. Omitted portions in this figure are the same as those in FIG.

  As shown in FIG. 7, in the present embodiment, an orifice 13i and an electromagnetic valve 13j are connected in series to the second passage 13h, and the electromagnetic valve 13j is disposed closer to the master reservoir 13e than the orifice 13i. The brake fluid in C13 moves from the orifice 13i to the master reservoir 13e through the electromagnetic valve 13j.

  Thus, by providing both the orifice 13i and the electromagnetic valve 13j, it is possible to obtain the effects of both the second embodiment and the third embodiment. Further, when the driver depresses the brake pedal 11 and the M / C pressure temporarily rises, the increased M / C pressure can be prevented from being applied to the electromagnetic valve 13j due to the throttling effect by the orifice 13i. For this reason, it becomes possible to weaken the spring force of the return spring (not shown) for closing the electromagnetic valve 13j when not energized. As a result, when the electromagnetic valve 13j is brought into the communication state, the force facing the return spring, that is, the electromagnetic force can be reduced, and the electric power can be suppressed. Therefore, power consumption when energizing the electromagnetic valve 13j can be suppressed.

(Fifth embodiment)
A fifth embodiment of the present invention will be described. This embodiment demonstrates the case where the solenoid valve 13j demonstrated in 3rd Embodiment also fulfill | performs the function as the orifice 13i demonstrated in 2nd Embodiment. Note that the configuration of the vehicle brake control device 1 of the present embodiment is the same as that of the third embodiment, and therefore only different parts will be described.

  FIG. 8 is a partially enlarged view of the vehicle brake control device 1 according to the present embodiment. Omitted portions in this figure are the same as those in FIG.

  As shown in FIG. 8, in the present embodiment, the second passage 13h includes an electromagnetic valve 13j, and the electromagnetic valve 13j includes an orifice 13i. The orifice 13i is configured by adjusting a lift amount between a valve body (not shown) provided in the electromagnetic valve 13j and a valve seat. Thus, even if the orifice 13i is built in the electromagnetic valve 13j, the same effects as those of the second and third embodiments can be obtained.

(Other embodiments)
In each of the above embodiments, the example in which the second passage 13h is provided so as to connect the primary chamber 13c and the master reservoir 13e in the M / C 13 has been described, but the second chamber 13d and the master reservoir 13e are connected to each other. Two passages 13h may be provided. However, when the secondary chamber 13d is provided, the M / C pressure becomes zero only after the master piston 13b moves, so that the M / C pressure corresponding to the sliding resistance of the master piston 13b is generated. For this reason, if the regeneration efficiency is further increased, it is preferable to provide the second passage 13h so as to connect the primary chamber 13c and the master reservoir 13e.

  Further, in each of the above embodiments, a so-called 10 sol type in which the brake fluid pressure control actuator 50 is provided with ten control valves 16 to 18, 21, 22, 36 to 38, 41, 42 is taken as an example. However, as long as the deficiency of the regenerative braking force can be compensated by the hydraulic braking force with respect to the target braking force, any piping configuration may be used.

It is the figure which showed the block structure of each function of the hybrid vehicle by which the vehicle brake control apparatus 1 in 1st Embodiment of this invention is mounted. It is the figure which showed the detailed structure of each part which comprises a hydraulic brake device. It is a timing chart at the time of braking in vehicle brake control device 1 of a 1st embodiment. It is a timing chart at the time of braking in the conventional brake control device for vehicles. It is the elements on larger scale of the brake control apparatus 1 for vehicles in 2nd Embodiment of this invention. It is the elements on larger scale of the brake control apparatus 1 for vehicles in 3rd Embodiment of this invention. It is the elements on larger scale of the brake control apparatus 1 for vehicles in 4th Embodiment of this invention. It is the elements on larger scale of the brake control apparatus 1 for vehicles in 5th Embodiment of this invention.

Explanation of symbols

   DESCRIPTION OF SYMBOLS 1 ... Brake control apparatus for vehicles, 11 ... Brake pedal, 12 ... Booster, 13 ... M / C, 13e ... Master reservoir, 13f, 13g ... 1st channel | path, 13h ... 2nd channel | path, 13i ... Orifice, 13j ... Solenoid valve, 14, 15, 34, 35 ... W / C, 50 ... brake hydraulic pressure control actuator, 60 ... motor, 61 ... M / C pressure sensor, 70 ... brake ECU, 80 ... hybrid ECU, 81 ... motor, 82 ... Inverter, 83 ... Battery

Claims (7)

A booster (12) that boosts the brake operating force when the driver operates the brake operating member (11), and the master piston (13a, 13b) by moving the master piston (13a, 13b) according to the boosted force. A master cylinder that generates cylinder pressure and allows movement of brake fluid to and from a master reservoir (13e) in which brake fluid is stored through a first passage (13f, 13g) until the master piston moves by a first predetermined amount. (13), a pump (19, 39) that pressurizes the wheel cylinder by sucking and discharging the brake fluid in the master cylinder toward the wheel cylinder, and a wheel cylinder based on the master cylinder pressure By applying pressure or / and pressurization by the pump, hydraulic control is applied to each wheel (FL to RR). And wheel cylinders (14,15,34,35) for generating a force, from the master cylinder pressure the differential pressure between the master cylinder pressure and the wheel cylinder pressure when generating the hydraulic braking force to said wheel cylinder A hydraulic pressure brake device configured to generate a hydraulic braking force based on the wheel cylinder pressure, and a differential pressure valve (16, 36) configured to make a differential pressure state in which the wheel cylinder pressure increases .
A regenerative braking device (81-83) that generates a regenerative braking force by applying a resistance force based on power generation to the wheel by generating power based on the rotational force of the wheel;
Braking force control means (70, 80) for generating a braking force according to an operation amount of the brake operation member by a hydraulic braking force by the hydraulic brake device and a regenerative braking force by the regenerative braking device;
The hydraulic brake device includes a second passage that allows movement of the brake fluid between the master cylinder and the master reservoir until the master piston moves a second predetermined amount larger than the first predetermined amount. 13h) are provided,
The braking force control means controls the differential pressure state of the differential pressure valve to return the brake fluid in the wheel cylinder to the master reservoir through the second passage when the regenerative braking force increases. A vehicle brake control device.   2. The vehicle brake control device according to claim 1, wherein the second passage is provided with a limiting element (13 i) for limiting a brake fluid amount per unit time passing through the second passage. 3. .   3. The vehicle brake control device according to claim 1, wherein the second passage is provided with an electromagnetic valve (13 j) for controlling communication / blocking of the second passage. 4.   The second passage is provided with a limiting element (13i) for restricting the amount of brake fluid per unit time passing through the second passage, and an electromagnetic valve (13j) for controlling communication / blocking of the second passage. 2. The vehicle according to claim 1, wherein the restriction element and the electromagnetic valve are connected in series so that the electromagnetic valve is disposed between the restriction element and the master reservoir. Brake control device.   The second passage is provided with a limiting element (13i) for restricting the amount of brake fluid per unit time passing through the second passage, and an electromagnetic valve (13j) for controlling communication / blocking of the second passage. The vehicle brake control device according to claim 1, wherein the limiting element is built in the electromagnetic valve.   The vehicle brake control device according to any one of claims 3 to 5, wherein the electromagnetic valve is a normally closed valve.   The second predetermined amount is generated when a maximum regenerative braking force that can be generated by the regenerative braking device is generated when the master piston is stroked according to an operation amount of the brake operation member. The vehicle brake control device according to any one of claims 1 to 6, wherein the second passage is set to an amount by which the second passage is blocked.

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