JP5459371B2 - Brake device - Google Patents

Description

  The present invention relates to a brake device.

  As a type of brake device, one disclosed in Patent Document 1 is known. As shown in FIG. 1 of Patent Document 1, the brake device is connected to a drive hydraulic pressure chamber (external hydraulic pressure chamber 90p) for driving a master piston (rear master piston 62) and a drive hydraulic pressure chamber. Pressure increasing means 90 is provided. The pressure increasing means 90 includes a hydraulic pressure source 90a and a hydraulic pressure control means 90b, both of which are controlled by the electronic control unit 13. The hydraulic pressure control means 90b includes pressure-increasing normally-closed proportional solenoid valves 96a and 96b that are provided in parallel to a fluid path connected from the hydraulic pressure source 90a to the pressure-increasing port 16P of the master cylinder 60, and the pressure-increasing port 16P. Is provided with a normally open proportional solenoid valve 97 for pressure reduction provided in a fluid path connected to the pump reservoir 91 of the fluid pressure source 90a, and a proportional solenoid valve pressure gauge 95b for monitoring the pressure of the pressure increasing port 16P. .

JP 2007-182122 A

  In the brake device described in Patent Document 1 described above, the brake fluid is supplied from the hydraulic pressure source 90a to the external hydraulic pressure chamber 90p via the normally closed proportional solenoid valves 96a and 96b for increasing pressure. Therefore, the flow rate per unit time of the proportional solenoid valve is relatively small. Therefore, when a large braking force is suddenly required during braking of the vehicle, there is a possibility that a sufficient braking force cannot be applied with good responsiveness because the supply amount of the brake fluid for driving the master piston is insufficient than the desired amount. is there. On the other hand, it is conceivable to increase the number of proportional solenoid valves to be installed with a structure that increases the flow rate of the proportional solenoid valve. However, there are problems of increasing the size of the apparatus and increasing the cost.

  Accordingly, the present invention has been made to solve the above-described problems, and can provide a sufficient braking force with high responsiveness during sudden braking without causing an increase in size and cost of the device. The purpose is to provide.

In order to solve the above-described problem, the structural feature of the invention according to claim 1 is that a high-pressure port to which a high-pressure hydraulic pressure is supplied and a hydraulic pressure lower than the hydraulic pressure supplied to the high-pressure port are supplied. The hydraulic pressure corresponding to the pressure applied to the pilot pressure input port is adjusted by the hydraulic pressure applied to both the high pressure port and the low pressure port. The hydraulic pressure of the brake fluid that is connected to the high pressure port and the pilot pressure input port, and is pumped by the electric pump, and having an output port that outputs to the drive hydraulic pressure chamber that drives the master piston Is connected to the low pressure port and pilot pressure input port, the low pressure source is lower than the high pressure source, and the high pressure source and pilot pressure input port. And a pressure increase control valve that controls the flow of brake fluid between the low pressure source and the pilot pressure input port, and a pressure increase control valve that controls the flow of brake fluid between the low pressure source and the pilot pressure input port. An electric pilot pressure generating unit that outputs a desired hydraulic pressure to the pilot pressure input port by controlling the flow of brake fluid by the valve and the pressure reducing control valve, and the pressure adjusting unit has a plurality of pilot pressure input ports The hydraulic pressure corresponding to the largest hydraulic pressure among the hydraulic pressures applied to the plurality of pilot pressure input ports is output to the output port, and the pressure increase control valve is a normally closed control valve. The pressure reducing control valve is a normally open control valve, and is connected to a pilot pressure input port different from the port to which the electric pilot pressure generating unit is connected among the plurality of pilot pressure input ports, and the operation amount of the brake operation member A mechanical pilot pressure generating unit that generates a corresponding pilot hydraulic pressure, and the mechanical pilot pressure generating unit includes a master piston and a master cylinder on which the master piston slides. The hydraulic pressure in the master chamber formed by the above is generated as a pilot hydraulic pressure .

A structural feature of the invention according to claim 2 is that in claim 1 , the pilot pressure control valve for controlling the flow of the brake fluid between the mechanical pilot pressure generator and the pilot pressure input port, and a predetermined vehicle state Vehicle state detecting means for detecting the vehicle pressure, and control means for controlling the pilot pressure control valve in accordance with the detection result of the vehicle state by the vehicle state detecting means.

The structural feature of the invention according to claim 3 is that, in claim 2 , the pilot pressure control valve is a normally open control valve.

The structural feature of the invention according to claim 4 is that, in claim 2 or claim 3 , the vehicle state detection means detects that there is a regeneration request, and the control means has a regeneration request by the vehicle state detection means. If this is detected, the pilot pressure control valve is closed.

The structural feature of the invention according to claim 5 is that, in any one of claims 2 to 4 , the vehicle state detecting means detects that the anti-lock brake control is being performed, and the control means is the vehicle. The pilot pressure control valve is opened when it is detected by the state detection means that the antilock brake control is being performed.

The structural feature of the invention according to claim 6 is that, in any one of claims 1 to 5, the mechanical pilot pressure generator is configured such that the piston interlocked with the brake operation member and the piston slide. A cylinder, a hydraulic chamber formed by the piston and the cylinder, and a stroke simulator connected to the hydraulic chamber. The hydraulic pressure in the hydraulic chamber is used as a pilot hydraulic pressure. Is to generate.
The structural feature of the invention according to claim 7 is that, in any one of claims 1 to 6, the master cylinder is configured such that the correlation between the operation of the brake operation member and the hydraulic pressure in the master chamber can be separated. It has been done.
The structural feature of the invention according to claim 8 is that, in any one of claims 1 to 7, the master cylinder is configured such that the hydraulic pressure in the master chamber is electric when the electric pilot pressure generating unit is normal. That is, it is configured to be lower than the output hydraulic pressure of the pilot pressure generator.

  In the invention according to claim 1 configured as described above, a desired pilot hydraulic pressure corresponding to the operation amount of the brake operation member and the vehicle state is controlled by the control of the pressure increase control valve and the pressure reduction control valve in the electric pilot pressure generating unit. The pilot hydraulic pressure is input to the pilot pressure input port of the mechanical pressure regulator. As a result, the hydraulic pressure corresponding to the output hydraulic pressure of the electric pilot pressure generating unit applied to the pilot pressure input port in the mechanical pressure adjusting unit is output from the output port. As described above, the pressure increase control valve and the pressure reduction control valve having a relatively small flow rate per unit time are used for generating a pilot hydraulic pressure that can sufficiently function even if the flow rate is small, and a relatively large flow rate (unit time). Provided is a brake device capable of giving a sufficient braking force with high responsiveness at the time of sudden braking without controlling the size and cost of the device by controlling a mechanical pressure adjusting unit that can output be able to.

Further , in claim 1, the mechanical pressure adjusting unit outputs a hydraulic pressure corresponding to the largest hydraulic pressure among the hydraulic pressures applied to the plurality of pilot pressure input ports to the output port. The mechanical pilot pressure generator is connected to a pilot pressure input port that is different from the port to which the electric pilot pressure generator is connected among the pilot pressure input ports.

  Therefore, not only the output hydraulic pressure of the electric pilot pressure generating unit is applied to the pilot pressure input port of the mechanical pressure adjusting unit, but also the output hydraulic pressure of the mechanical pilot pressure generating unit provided separately is mechanically adjusted. It can be applied to the pilot pressure input port of the pressure section.

  Further, the pressure increase control valve of the electric pilot pressure generator is a normally closed type control valve, and the pressure reduction control valve of the electric pilot pressure generator is a normally open type control valve. Outputs a hydraulic pressure corresponding to the largest hydraulic pressure among the hydraulic pressures applied to the plurality of pilot pressure input ports.

  For this reason, when the electric system is in a non-energized state due to the failure of the electric system, the pressure increase control valve is closed and the pressure reduction control valve is opened in the electric pilot pressure generating unit, so that the hydraulic pressure of the low pressure source is reduced. In the mechanical pressure regulating valve, the hydraulic pressure corresponding to the hydraulic pressure of the mechanical pilot pressure generator is output from the output port. As described above, even when the electrical system fails, the hydraulic pressure of the mechanical pilot pressure generating unit is applied to the pilot pressure input port of the mechanical pressure adjusting unit, and the hydraulic pressure corresponding to the hydraulic pressure is applied to the driving hydraulic pressure chamber. Therefore, as long as the hydraulic pressure remains in the high pressure source, a braking force corresponding to the operation amount of the brake operation member can be generated.

Further, in claim 1 , the mechanical pilot pressure generating portion is configured to include a master piston and a master cylinder on which the master piston slides, and the liquid in the master chamber formed by the master piston and the master cylinder. The pressure is generated as a pilot hydraulic pressure. Thereby, since the structure of the existing master cylinder can be utilized without providing a special structure for generating the pilot hydraulic pressure, the apparatus can be reduced in size and cost.

In the invention according to claim 2 configured as described above, in claim 1 , the flow of brake fluid between the mechanical pilot pressure generator and the pilot pressure input port is determined by the pilot pressure control valve in accordance with the vehicle state. By controlling, the ratio of the hydraulic pressure according to the operation amount of the brake operating member in the hydraulic pressure output from the mechanical pressure adjusting unit can be appropriately adjusted according to the vehicle state.

  Note that the vehicle state includes an ON state or an OFF state of the ignition switch. When the ignition switch is in the ON state, control of the pilot pressure control valve according to the detection result of the vehicle state causes an electrical system failure. Control that always closes the pilot pressure control valve is included as long as no depression has occurred.

In the invention according to claim 3 configured as described above, since the pilot pressure control valve opens when the electric system fails, the hydraulic pressure corresponding to the pilot pressure of the mechanical pilot pressure generating portion is applied to the output port. The master piston can be driven by output.

In the invention according to claim 4 configured as described above, in claim 2 , when there is a regeneration request in the case where the electrical system has not failed, the pilot pressure control valve is closed. The pilot hydraulic pressure generated by the electric pilot pressure generator is not applied to the pilot pressure input port of the mechanical pressure regulator, but the output hydraulic pressure corresponding to the operation amount of the brake operation member of the mechanical pilot pressure generator is not applied. Is granted only. Therefore, desired regenerative braking can be performed by generating a pilot hydraulic pressure corresponding to the regenerative request by the electric pilot pressure generating unit.

In the invention according to claim 5 configured as described above, the pilot pressure control valve is opened when the anti-lock brake control is being performed in the case where the electric system has not failed in claim 2 . Therefore, both the output hydraulic pressure of the mechanical pilot pressure generator and the output hydraulic pressure of the electric pilot pressure generator are applied to the pilot pressure input port of the mechanical pressure regulator. Therefore, even if a large flow rate of brake fluid is required for anti-lock brake control, the pilot fluid pressure can be generated with good response by both the pilot pressure generator of the mechanical pilot pressure generator and the electric pilot pressure generator. Since it can, it can respond sufficiently.

In the invention according to Claim 6 configured as described above, in any one of Claims 1 to 5, the mechanical pilot pressure generator includes a piston interlocked with the brake operation member, and the piston slides. A cylinder that moves, a hydraulic chamber formed by the piston and the cylinder, and a stroke simulator connected to the hydraulic chamber. Generate as pressure. Thereby, the pilot hydraulic pressure according to the operation amount of the brake operation member can be appropriately generated with a simple configuration.
In the invention according to claim 7 configured as described above, in any one of claims 1 to 6, the master cylinder can separate the correlation between the operation of the brake operation member and the hydraulic pressure in the master chamber. It is configured.
In the invention according to claim 8 configured as described above, in any one of claims 1 to 7, the master cylinder has a hydraulic pressure in the master chamber when the electric pilot pressure generator is normal. It is comprised so that it may become lower than the output hydraulic pressure of an electrically driven pilot pressure generation part.

1 is a schematic diagram showing a first embodiment to which a brake device according to the present invention is applied. It is a schematic diagram which shows the brake device shown in FIG. It is sectional drawing which shows the regulator shown in FIG. 2, and is a figure which shows the state in which the pilot pressure is not provided. It is a schematic diagram showing a second embodiment of the brake device according to the present invention. It is sectional drawing which shows the regulator shown in FIG. It is sectional drawing which shows the regulator which concerns on the modification shown in FIG. It is a schematic diagram showing a third embodiment of the brake device according to the present invention. It is sectional drawing which shows the regulator shown in FIG. It is a schematic diagram showing a fourth embodiment of a brake device according to the present invention. It is a schematic diagram showing a fifth embodiment of a brake device according to the present invention. It is a schematic diagram showing a 6th embodiment of a brake device by the present invention. It is sectional drawing which shows the regulator shown in FIG.

1) First Embodiment Hereinafter, a first embodiment in which a brake device according to the present invention is applied to a hybrid vehicle will be described with reference to the drawings. FIG. 1 is a schematic diagram showing the configuration of the hybrid vehicle, FIG. 2 is a schematic diagram showing the configuration of a brake device, and FIG. 3 is a cross-sectional view showing a regulator that is a mechanical pressure regulator.

  As shown in FIG. 1, the hybrid vehicle is a vehicle that drives driving wheels, for example, left and right front wheels Wfl and Wfr by a hybrid system. The hybrid system is a power train that uses a combination of two types of power sources, the engine 1 and the motor 2. In the case of the first embodiment, the parallel hybrid system is a system in which wheels are directly driven by both the engine 1 and the motor 2. In addition to this, there is a serial hybrid system, in which wheels are driven by the motor 2, and the engine 1 acts as a power supply source to the motor 2.

  A hybrid vehicle equipped with this parallel hybrid system includes an engine 1 and a motor 2. The driving force of the engine 1 is transmitted to the driving wheels (left and right front wheels Wfl, Wfr in the first embodiment) via the power split mechanism 3 and the power transmission mechanism 4. Is transmitted to the drive wheels via the power transmission mechanism 4. The power split mechanism 3 appropriately splits the driving force of the engine 1 into a vehicle driving force and a generator driving force. The power transmission mechanism 4 appropriately integrates the driving forces of the engine 1 and the motor 2 in accordance with traveling conditions and transmits them to the driving wheels. The power transmission mechanism 4 adjusts the driving force ratio transmitted between the engine 1 and the motor 2 between 0: 100 and 100: 0. The power transmission mechanism 4 has a speed change function.

  The motor 2 assists the output of the engine 1 and increases the driving force. On the other hand, the motor 2 generates electric power and charges the battery 7 when the vehicle is braked. The generator 5 generates power based on the output of the engine 1 and has a starter function when starting the engine. The motor 2 and the generator 5 are electrically connected to the inverter 6, respectively. The inverter 6 is electrically connected to a battery 7 serving as a DC power source. The inverter 6 converts the AC voltage input from the motor 2 and the generator 5 into a DC voltage and supplies it to the battery 7, or vice versa. The DC voltage is converted into an AC voltage and output to the motor 2 and the generator 5.

  In the first embodiment, the regenerative brake device A is constituted by the motor 2, the inverter 6 and the battery 7, and the regenerative brake device A is detected by the pedal stroke sensor 11a (or the pressure sensor P). Regenerative braking force based on the brake operation state is generated on any of the wheels Wfl, Wfr, Wrl, Wrr (in the first embodiment, left and right front wheels Wfl, Wfr driven by the motor 2 as a driving source). It is.

  The engine 1 is controlled by an engine ECU (electronic control unit) 8. The engine ECU 8 outputs an opening degree command to an electronic control throttle according to an engine output request value from a hybrid ECU (electronic control unit) 9 described later. Adjust the rotation speed. The hybrid ECU 9 is connected so that the inverters 6 can communicate with each other. The hybrid ECU 9 derives necessary engine output, electric motor torque, and generator torque from the accelerator opening and the shift position (calculated from a shift position signal input from a shift position sensor not shown), and the derived engine output request value Is output to the engine ECU 8 to control the driving force of the engine 1, and the motor 2 and the generator 5 are controlled through the inverter 6 in accordance with the derived electric motor torque request value and generator torque request value. In addition, the hybrid ECU 9 is connected to the battery 7 and monitors the charging state, the charging current, and the like of the battery 7. Further, the hybrid ECU 9 is also connected to an accelerator opening sensor (not shown) that is assembled to an accelerator pedal (not shown) and detects the accelerator opening of the vehicle, and inputs an accelerator opening signal from the accelerator opening sensor. ing.

  Further, the brake ECU 17 is connected to the hybrid ECU 9 so as to be communicable with each other, and performs cooperative control of the regenerative brake and the hydraulic brake performed by the motor 2 so that the total braking force of the vehicle is equivalent to that of the vehicle having only the hydraulic brake. . Specifically, in response to the driver's braking request, that is, the braking operation state, the brake ECU 17 gives the hybrid ECU 9 a regeneration request value that is a share of the regenerative braking device out of the total braking force. Output as braking force. The hybrid ECU 9 derives an actual regeneration execution value that is actually acted as a regeneration brake in consideration of the vehicle speed, the battery charging state, and the like based on the input regeneration request value (target regeneration braking force), and the regeneration corresponding to the actual regeneration execution value. The motor 2 is controlled via the inverter 6 so as to generate a braking force, and the derived actual regeneration execution value is output to the brake ECU 17.

  Furthermore, the brake ECU 17 stores in advance in a memory a hydraulic braking force applied to the wheel W as a map, a table, or an arithmetic expression when the brake hydraulic pressure is supplied to the wheel cylinder WC. In addition, the brake ECU 17 stores a target regenerative braking force applied to the wheel W according to a brake operation state that is a stroke (or master cylinder pressure) of the brake pedal in a memory in advance as a map, a table, or an arithmetic expression.

  The hybrid vehicle also includes a brake device B that applies a hydraulic braking force directly to each wheel Wfl, Wfr, Wrl, Wrr to brake the vehicle. As shown in FIGS. 1 and 2, the brake device B includes a brake pedal 11, which is a brake operation member, a stroke simulator unit 12, a master cylinder 13, a reservoir tank 14, and a master piston drive hydraulic pressure adjusting device 15 (hereinafter referred to as drive hydraulic pressure). An adjustment device 15), a brake fluid pressure adjustment device 16, a brake ECU 17, and a wheel cylinder WC.

  The wheel cylinder WC regulates the rotation of the wheel W, and is provided in the caliper CL. When brake fluid pressure (brake fluid pressure) is supplied from the master cylinder 13 to the wheel cylinder WC, each piston (not shown) of the wheel cylinder WC presses a pair of brake pads (not shown) that are friction members. Thus, the disc rotor DR, which is a rotating member that rotates integrally with the wheel W, is sandwiched from both sides to restrict its rotation. In the present embodiment, only one hydraulic path among the left and right front and rear wheels is shown, and other hydraulic paths that are similarly configured are omitted. Further, in this embodiment, the disc type brake is adopted, but a drum type brake may be adopted. The wheel W is one of the left and right front and rear wheels Wfl, Wfr, Wrl, and Wrr.

  In the vicinity of the brake pedal 11, a pedal stroke sensor 11 a that detects a brake pedal stroke (operation amount) that is a brake operation state by the depression of the brake pedal 11 is provided. The pedal stroke sensor 11 a is connected to the brake ECU 17, and a detection signal is output to the brake ECU 17.

  The brake pedal 11 is connected to the stroke simulator unit 12 via a push rod 18. The stroke simulator unit 12 includes a body 12a, a hole 12b formed in the body 12a, a piston 12c capable of liquid-tight sliding in the hole 12b, and a hydraulic chamber 12d formed by the body 12a and the piston 12c. And a stroke simulator 12e communicated with the hydraulic chamber 12d.

  The body 12 a is integrally connected to the body 13 a of the master cylinder 13. A connecting portion 12c1 to which the push rod 18 is connected is formed on one end side in the sliding direction (axial direction) of the piston 12c. A rod 12f is integrally provided on the other end side opposite to the push rod 18 in the sliding direction of the piston 12c. The other end portion 12f1 of the rod 12f opposite to the push rod 18 penetrates the partition wall 12a1 that separates the hydraulic pressure chamber 12d of the stroke simulator portion 12 and the driving hydraulic pressure chamber 13e of the master cylinder 13 and is supported in a liquid-tight manner. ing. The partition wall 12a1 forms part of the body 12a.

  The hydraulic chamber 12d communicates with the reservoir tank 14 via the first input / output port 12a2, and also communicates with the stroke simulator 12e via the oil passage 12g connected to the second input / output port 12a3. The stroke simulator 12e is generally well known, and causes the brake pedal 11 to generate a stroke (reaction force) having a magnitude corresponding to the operation state of the brake pedal 11. The stroke simulator 12e includes a piston 12e2 that slides fluidly in the housing 12e1, a hydraulic chamber 12e3 formed between the housing 12e1 and the piston 12e2, and a direction in which the piston 12e2 reduces the volume of the hydraulic chamber 12e3. A spring 12e4 for biasing is provided.

  The master cylinder 13 forms a hydraulic pressure (master cylinder pressure) according to the operating force of the brake pedal 11 that is a brake operating member by the driver, supplies the hydraulic pressure to the wheel cylinder WC, and a hydraulic braking force is applied to the wheel W by the hydraulic pressure. It is a device that can be generated.

  The master cylinder 13 is a tandem master cylinder and includes a body 13a. A cylinder hole 13b is formed in the body 13a. In the cylinder hole 13b, first and second pistons 13c and 13d are arranged side by side so as to be slidable in a liquid-tight manner.

  A drive hydraulic pressure chamber 13e for driving the first and second pistons 13c and 13d is formed between the first piston 13c and the partition wall 12a1. The other end portion 12f1 of the rod 12f faces the drive hydraulic pressure chamber 13e so as to be able to reciprocate. A step portion 12a2 is formed in the partition wall 12a1, and one end side of the first piston 13c comes into contact with the step portion 12a2. Even if the first piston 13c contacts the stepped portion 12a2, the drive hydraulic pressure chamber 13e can secure a volume.

  A first hydraulic pressure chamber 13f that forms a master cylinder pressure is formed between the first piston 13c and the second piston 13d, and a master cylinder pressure is formed between the second piston 13d and the bottom wall 13a1. A second hydraulic pressure chamber 13g is formed. In the first hydraulic chamber 13f, a spring 13h is disposed between the first piston 13c and the second piston 13d and urges the first hydraulic chamber 13f to expand. In the second hydraulic chamber 13g, a spring 13i is disposed between the second piston 13d and the bottom wall 13a1 and urges the second hydraulic chamber 13g to expand.

  When the hydraulic pressure is not supplied to the drive hydraulic pressure chamber 13e (for example, when the brake pedal 11 is not depressed), the second piston 13d is biased by the spring 13i and is in a predetermined position, and the first piston 13c Is biased by a spring 13h and is in a predetermined position (see FIG. 2). The predetermined position of the first piston 13c is a position where one end of the first piston 13c abuts on the stepped portion 12a2 and is positioned and fixed, and the other end of the first piston 13c is a position immediately before closing the port 13k. ing. The predetermined position of the second piston 13d is a position where the other end of the second piston 13d is positioned and fixed immediately before the port 13l is closed.

  The body 13a of the master cylinder 13 has a port 13j for communicating the drive hydraulic pressure chamber 13e and the regulator 15c, a port 13k for communicating the first hydraulic pressure chamber 13f and the reservoir tank 14, and a second fluid. A port 13l for communicating the pressure chamber 13g and the reservoir tank 14, a port 13m for communicating the first hydraulic chamber 13f and the wheel cylinder WC, a second hydraulic chamber 13g and another wheel cylinder (illustrated) And a port 13n for communicating with (not shown).

  The driving hydraulic pressure adjusting device 15 adjusts the pressure in the driving hydraulic pressure chamber 13e of the master cylinder 13 by the hydraulic pressures of both the high pressure source and the low pressure source. A pressure unit 15b (electric pilot pressure generating unit) and a regulator 15c (mechanical pressure adjusting unit) are provided. The driving hydraulic pressure adjusting device 15 forms a hydraulic pressure (regulator pressure) corresponding to the pressure applied to the pilot pressure input port 21d by the hydraulic pressure applied to both the high pressure port 21b and the low pressure port 21c. This is output to the drive hydraulic pressure chamber 13e of the master cylinder 13.

  The pressure supply device 15a includes a reservoir tank 14 that is a low pressure source, an accumulator 15a1 that is a high pressure source, a pump 15a2 that sucks brake fluid from the reservoir tank 14 and pumps it to the accumulator 15a1, and an electric motor that drives the pump 15a2. 15a3. The reservoir tank 14 is open to the atmosphere, and the hydraulic pressure in the reservoir tank 14 is the same as the atmospheric pressure. The low pressure source is at a lower pressure than the high pressure source.

  Although the reservoir tank 14 is shared as a low pressure source of the pressure supply device 15a, another reservoir tank may be provided. The pressure supply device 15 a includes a pressure sensor 15 a 4 that detects the pressure of the brake fluid supplied from the accumulator 15 a 1 and outputs the detected pressure to the brake ECU 17.

  The electric pressure adjustment unit 15b includes a normally-open pressure-reducing control valve 15b1 that controls the flow of brake fluid between the reservoir tank 14 and the pilot pressure input port 21d, and an accumulator 15a1 and a pilot pressure input port 21d. And a normally closed pressure increase control valve 15b2 for controlling the flow of the brake fluid, and a pressure sensor 15b3 for detecting the fluid pressure in the drive fluid pressure chamber 13e. The pressure reduction control valve 15b1 and the pressure increase control valve 15b2 are electromagnetic valves that operate in response to a command from the brake ECU 17. The pressure sensor 15b3 outputs a detection signal to the brake ECU 17.

  The electric pressure adjustment unit 15b adjusts the hydraulic pressure supplied from the accumulator 15a1 to the pilot pressure input port 21d by the pressure increase control valve 15b1 while monitoring the detection value by the pressure sensor 15b3, and supplies the pressure to the reservoir tank 14. The brake fluid discharge (the hydraulic pressure discharged from the pilot pressure input port 21d to the reservoir tank 14) is adjusted by the pressure-reducing control valve 15b2, so that the stroke amount of the brake pedal 11 detected by the pedal stroke sensor 11a and the vehicle state It is possible to supply a desired pilot hydraulic pressure corresponding to the pressure to the pilot hydraulic pressure chamber 20a.

  The regulator 15c includes a regulator 20 as shown in FIG. A cylinder hole 21a is formed in the housing 21 (cylinder) of the regulator 20, and a high pressure port 21b, a low pressure port 21c, a pilot pressure input port 21d, and an output port 21e are formed. As shown in FIG. 2, the high pressure port 21 b is directly connected to the accumulator 15 a 1 via the hydraulic oil passage 31. The low pressure port 21 c is directly connected to the reservoir tank 14 via a hydraulic oil passage 32. Here, “directly connected” means that no solenoid valve or check valve is provided in the hydraulic oil passage.

  The pilot pressure input port 21d is connected to a hydraulic oil passage 33 branched from the middle of the hydraulic oil passage 31, and is connected to the accumulator 15a1 via the hydraulic oil passage 33 and the hydraulic oil passage 31. Yes. In addition, a hydraulic oil passage 34 branched from the middle of the hydraulic oil passage 32 is connected to the hydraulic oil passage 33, and the pilot pressure input port 21d includes the hydraulic oil passage 33, the hydraulic oil passage 34, and the hydraulic oil passage 34. The reservoir tank 14 is connected via a hydraulic oil passage 32. On the hydraulic oil passage 33, a pressure increase control valve 15b2 is disposed. In addition, a pressure reduction control valve 15b1 is disposed on the hydraulic oil passage 34.

  The output port 21e is connected to the driving hydraulic pressure chamber 13e of the master cylinder 13 through the hydraulic pressure oil passage 35.

  A pressure adjusting piston 22 is slidably disposed in the cylinder hole 21a. The pressure regulating piston 22 is formed in a straight line, and the pressure receiving areas on both side end faces are substantially the same. A pilot hydraulic pressure chamber 20a is formed between one side end (right end in the figure) of the pressure regulating piston 22 and the bottom wall 21a1 of the cylinder hole 21a, and the other end (left end side in the figure) of the pressure regulating piston 22 is regulated. A pressure chamber 20b is formed. The pilot fluid pressure chamber 20a communicates with the pilot pressure input port 21d, and the pressure regulation chamber 20b communicates with the output port 21e. The pressure regulating piston 22 is formed with a communication passage 22c communicating with the low pressure port 21c. A spring 23 is disposed in the pressure regulating chamber 20b, and urges the pressure regulating piston 22 in a direction to increase the volume of the pressure regulating chamber 20b.

  When the hydraulic pressure is not applied to the pilot hydraulic pressure chamber 20a (for example, when the brake pedal 11 is not operated), the pressure adjustment piston 22 is urged in the right direction in the figure by the urging force of the spring 23, and the right end of the pressure adjustment piston 22 Is positioned and fixed in contact with the bottom wall 21a1. At this time, since a pressure reducing valve described later is in an open state, the output port 21e communicates with the low pressure port 21c via the pressure regulating chamber 20b and the communication passage 22c.

  A cylinder member 24 having an isolation part 24c that partitions the two holes 24a and 24b is fixed to the cylinder hole 21a. The hole 24a faces the pressure regulating chamber 20b, and the valve body 25 is slidably disposed in the hole 24a. A ball 25a is fixed to the end of the valve body 25 on the pressure regulating chamber 20b side, and the ball 25a is attachable to and detachable from a valve seat 22d formed at the end of the pressure regulating piston 22 on the pressure regulating chamber 20b side. . The ball 25a is seated on the valve seat 22d when the pressure regulating piston 22 slides a predetermined distance in the direction of decreasing the volume of the pressure regulating chamber 20b. These balls 25a and the valve seat 22d constitute a pressure reducing valve, and communicate or block between the pressure regulating chamber 20b and the communication passage 22c to reduce the hydraulic pressure (regulator hydraulic pressure) in the pressure regulating chamber 20b. The valve body 25 is urged toward the valve seat 22d by a spring 25b. A small-diameter protrusion 25c is integrally provided at the opposite end of the valve body 25 to the pressure regulating chamber 20b. The valve body 25 is formed with a communication passage 25d that communicates the space formed by the hole 24a, the isolation part 24c, and the valve body 25 with the pressure regulating chamber 20b.

  A ball-shaped valve element 26 is movably disposed in the hole 24b of the cylinder member 24, and is detachable from a valve seat 24c2 of the valve hole 24c1 formed in the isolation part 24c. The valve hole 24c1 allows the protrusion 25c of the valve body 25 to advance and retract, and the inner diameter of the valve hole 24c1 is set larger than the outer diameter of the protrusion 25c. The valve body 26 is urged toward the valve seat 24c2 by the spring 26a, and is normally pressed and seated on the valve seat 24c2. When the valve body 25 slides in the left direction in the figure, the valve body 26 is pushed by the projection 25c of the valve body 25 and is detached from the valve seat 24c2. The cylinder member 24 is formed with a communication path 24d that communicates the hole 24b with the high-pressure port 21b. The valve body 26, the valve seat 24c2, and the spring 26a constitute a pressure increasing valve, and cooperate with the pressure reducing valve described above to communicate or block between the pressure regulating chamber 20b and the communication passage 24d. Increase the fluid pressure (regulator fluid pressure). The hole 24b is closed by a plug 27, and the cylinder member 24 is fixed by a nut 28.

  The flow passage cross-sectional area inside the regulator 20 is set to be larger than the flow passage cross-sectional areas of the control valves 15b1 and 15b2.

  The operation of the regulator 20 configured as described above will be described with reference to FIG. The pressure (= pressure × pressure receiving area) acting on one side end of the pressure regulating piston 22 facing the pilot fluid pressure chamber 20a is increased in addition to the pressure regulating piston 22 facing the pressure regulating chamber 20b. If the sum of the force acting on the side end (= pressure × pressure receiving area) and the urging force by the spring 23 becomes larger, the pressure regulating piston 22 starts moving in the left direction. Further, when the pressure regulating piston 22 is moved leftward, the valve seat 22d comes into contact with the ball 25a, and the pressure reducing valve is closed. Further, when the pressure regulating piston 22 is moved to the left, the pressure regulating piston 22 is moved to the left against the urging force of the spring 25b. When the valve body 25 is further moved leftward, the protrusion 25c comes into contact with the valve body 26, and then resists the urging force of the spring 26a and the valve closing force of the valve body 26 (= pressure × pressure receiving area). As the valve body 26 is moved to the left side, the pressure increasing valve is opened.

  When the pressure increasing valve is opened, a high hydraulic pressure from the accumulator 15a1 is supplied to the pressure regulating chamber 20b through the high pressure port 21b, the communication path 24d, the valve hole 24c1, and the communication path 25d. The hydraulic pressure in the pressure regulating chamber 20b rises so that the force acting on one side end of the pressure regulating piston 22 becomes smaller than the sum of the force acting on the other side end of the pressure regulating piston 22 and the urging force of the spring 23. For example, the pressure regulating piston 22 starts to move in the right direction. Thereafter, the pressure increasing valve is closed, and after the valve body 25 comes into contact with the regulating member 24e, the pressure reducing valve is opened. As a result, the pressure regulating chamber 20b communicates with the low pressure port 21c via the communication passage 21c, so that the hydraulic pressure in the pressure regulating chamber 20b decreases.

  Then, the hydraulic pressure in the pressure regulating chamber 20 b decreases, and the force acting on one side end of the pressure regulating piston 22 is the sum of the force acting on the other side end of the pressure regulating piston 22 and the biasing force by the spring 23. If it becomes larger, the pressure adjusting piston 22 starts to move rightward again. By repeating the movement of the pressure adjusting piston 22 in the left-right direction, the regulator 20 responds to the hydraulic pressure supplied to the pilot hydraulic pressure chamber 20a by the pressure applied to both the high pressure port 21b and the low pressure port 21c. The hydraulic pressure can be output from the output port 21e.

  As shown in FIG. 2, the brake fluid pressure adjusting device 16 includes a holding valve 16a, a pressure reducing valve 16b, a reservoir tank 16c, a pump 16d, and an electric motor 16e. The holding valve 16a is a normally-open electromagnetic on-off valve that is disposed between the port 13m of the master cylinder 13 and the wheel cylinder WC and communicates and blocks between the master cylinder 13 and the wheel cylinder WC. The holding valve 16a is configured as a two-position valve that can be controlled to be in a communication state (state shown in the figure) when de-energized in accordance with a command from the brake ECU 17 and to be cut off when energized. The holding valve 16a is provided with a check valve 16f in parallel that allows the flow from the wheel cylinder WC to the master cylinder 13 and restricts the flow in the reverse direction.

  The pressure reducing valve 16b is a normally closed electromagnetic on-off valve that communicates and blocks between the wheel cylinder WC and the reservoir tank 16c. The pressure reducing valve 16b is configured as a two-position valve that can be controlled to be in a shut-off state (state shown in the figure) when de-energized in accordance with a command from the brake ECU 17 and in a communication state when energized.

  The reservoir tank 16 c stores brake fluid and communicates with the port 13 m of the master cylinder 13. A pump 16d is disposed between the reservoir tank 16c and the master cylinder 13. The pump 16d has a suction port communicating with the reservoir tank 16c and a discharge port communicating between the master cylinder 13 and the holding valve 16a via a check valve 16g. The check valve 16g is a check valve that allows flow from the pump 16d to the master cylinder 13 and restricts flow in the reverse direction. The pump 16d is driven by the operation of the electric motor 16e according to the command of the brake ECU 17. The pump 16d sucks the brake fluid in the wheel cylinder WC or the brake fluid stored in the reservoir tank 16c and returns it to the master cylinder 13 in the pressure reduction mode of the ABS control. A damper 16h is disposed upstream of the pump 16d in order to relieve pulsation of the brake fluid discharged from the pump 16d.

  The brake fluid pressure adjusting device 16 includes a wheel speed sensor 16 i that is provided near the wheel W and detects the wheel speed of the wheel W. A detection signal indicating the wheel speed detected by the wheel speed sensor 16 i is output to the brake ECU 17.

  In the brake fluid pressure adjusting device 16 configured as described above, the brake ECU 17 switches and controls the opening and closing of the electromagnetic valves 16a and 16b based on the master cylinder pressure, the wheel speed state, and the longitudinal acceleration, and requires the electric motor 16e. In response to this, ABS control (anti-lock brake control) for adjusting the brake hydraulic pressure applied to the wheel cylinder WC, that is, the braking force applied to the wheel W, is executed.

  According to the above-described embodiment, the electric pilot pressure generator 15b controls the pressure increase control valve 15b2 and the pressure reduction control valve 15b1 to obtain a desired value according to the operation amount of the brake pedal 11 (brake operation member) and the vehicle state. A pilot hydraulic pressure is generated, and this pilot hydraulic pressure is input to the pilot pressure input port 21d of the regulator 15c (mechanical pressure adjusting unit). As a result, the hydraulic pressure corresponding to the output hydraulic pressure of the electric pilot pressure generator 15b applied to the pilot pressure input port 21d in the regulator 15c is output from the output port 21e. In this way, the pressure increase control valve 15b2 and the pressure reduction control valve 15b1 having a relatively small flow rate per unit time are used for generating a pilot hydraulic pressure that can sufficiently function even if the flow rate is small, and a relatively large flow rate ( By providing a regulator 15c capable of outputting (per unit time), a brake device capable of providing a sufficient braking force with high responsiveness during sudden braking without causing an increase in size and cost of the device is provided. Can do.

2) Second Embodiment Next, a second embodiment of the brake device according to the present invention will be described with reference to FIGS. FIG. 4 is a schematic diagram showing the configuration of the brake device B, and FIG. 5 is a cross-sectional view showing the regulator 120. The second embodiment is different from the first embodiment in that the regulator 120 is configured to operate by inputting two types of pilot hydraulic pressures from separate pilot pressure input ports. About the same structure, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  Specifically, a second pressure regulating piston 29 is disposed between the pressure regulating piston 22 (first pressure regulating piston) and the bottom wall 21a1 so as to be liquid-tight and slidable. The second pressure regulating piston 29 is a piston that partitions between adjacent pilot hydraulic pressure chambers 20a and 20c among the plurality of pilot hydraulic pressure chambers 20a and 20c and slides in the cylinder hole 21a. Specifically, a pilot hydraulic pressure chamber 20a (first pilot hydraulic pressure chamber) is formed between the second pressure regulating piston 29 and the bottom wall 21a1. A second pilot hydraulic pressure chamber 20 c is formed between the second pressure regulating piston 29 and the first pressure regulating piston 22. The second pilot hydraulic pressure chamber 20c communicates with the pilot pressure input port 21f. The pilot pressure input port 21 f is connected to the oil passage 12 g through the hydraulic oil passage 36.

  That is, the reservoir tank 14 (low pressure source) is connected to the pilot pressure input port 21d via the pressure reducing control valve 15b1, and the accumulator 15a1 (high pressure source) is connected via the pressure increasing control valve 15b2. . The pilot hydraulic pressure generated by the operation of the pressure reduction control valve 15b1 and the pressure increase control valve 15b2 is applied to the pilot pressure input port 21d.

  On the other hand, the above-described stroke simulator section 12 which is a mechanical pilot pressure generating section for generating the pilot hydraulic pressure corresponding to the operation amount to the brake pedal 11 is connected to the pilot pressure input port 21f different from the pilot pressure input port 21d. ing. The pilot hydraulic pressure generated in the stroke simulator unit 12 is applied to the pilot pressure input port 21f.

  In this way, the regulator 15c has a plurality of pilot pressure input ports 21d and 21f, and the hydraulic pressure corresponding to the largest hydraulic pressure among the hydraulic pressures applied to the plurality of pilot pressure input ports 21d and 21f. Output to the output port 21e. More specifically, when the pressure reducing control valve 15b1 and the pressure increasing control valve 15b2 are operated without any failure in the electric system, basically, the pressure reducing control valve 15b1 and the pressure increasing control valve 15b2 are connected to the pilot pressure input port 21d. The supplied hydraulic pressure is set to be higher than the hydraulic pressure supplied from the stroke simulator unit 12 to the pilot pressure input port 21f. Thereby, the depression force of the brake pedal 11 is boosted at a predetermined ratio.

  Therefore, when the pilot hydraulic pressure is supplied from the pressure reducing control valve 15b1 and the pressure increasing control valve 15b2 to the first pilot hydraulic pressure chamber 20a via the pilot pressure input port 21d, the second and first pressure regulating pistons 29, 22 are It is pressed against the urging force of the spring 23. At this time, the first pressure regulating piston 22 comes into contact with the force received on the end surface of the first pressure regulating piston 22 on the second pilot hydraulic pressure chamber 20c side by the pilot hydraulic pressure supplied to the second pilot hydraulic pressure chamber 20c. It is pressed by the resultant force directly received from the second pressure regulating piston 29. Note that the force directly received from the second pressure regulating piston 29 has the same pressure receiving area at both end faces of the second pressure regulating piston 29, so that the first pressure regulating piston 22 is supplied to the first pilot hydraulic pressure chamber 20a. This is the same as the force applied to the end surface on the first pilot hydraulic chamber 20a side by the pilot hydraulic pressure. Further, the pressure receiving areas of both end faces of the second pressure regulating piston 29 are substantially the same, and the pressure receiving pressure at the end face on the second pilot hydraulic pressure chamber 20c side of the second pressure regulating piston 29 is smaller than the pressure receiving pressure on the opposite side. Therefore, even if the pilot hydraulic pressure is supplied from the stroke simulator unit 12, the second pressure regulating piston 29 does not return to the bottom wall 21a1 side.

  Therefore, the regulator 15 c forms a regulator pressure corresponding to the pilot hydraulic pressure supplied to the first and second pilot hydraulic pressure chambers 20 a and 20 c in this way, and outputs it to the drive hydraulic pressure chamber 13 e of the master cylinder 13.

  On the other hand, when the pressure reducing control valve 15b1 and the pressure increasing control valve 15b2 are not operable due to a failure of the electric system, the first pressure from the pressure reducing control valve 15b1 and the pressure increasing control valve 15b2 via the pilot pressure input port 21d. The pilot hydraulic pressure is not supplied to the pilot hydraulic pressure chamber 20a. However, the pilot hydraulic pressure is supplied from the stroke simulator unit 12 to the second pilot hydraulic pressure chamber 20c via the pilot pressure input port 21f. At this time, the regulator 15 c forms a regulator pressure corresponding to the pilot hydraulic pressure supplied only to the second pilot hydraulic pressure chamber 20 c in this way, and outputs it to the drive hydraulic pressure chamber 13 e of the master cylinder 13.

  According to the second embodiment described above, the regulator 15c (mechanical pressure adjusting unit) adjusts the hydraulic pressure corresponding to the largest hydraulic pressure among the hydraulic pressures applied to the plurality of pilot pressure input ports 21d and 21f. Output to the output port 21e. Among the plurality of pilot pressure input ports 21d and 21f, the stroke simulator section 12 (the pilot pressure input port 21f is different from the port 21d to which the electric pilot pressure generating section 15b is connected. Mechanical pilot pressure generator) is connected.

  Therefore, not only the output hydraulic pressure of the electric pilot pressure generator 15b is applied to the pilot pressure input port 21d of the regulator 15c, but also the output hydraulic pressure of the stroke simulator 12 provided separately from this is input to the pilot pressure of the regulator 15c. Can be added to port 21f.

  Further, the pressure increase control valve 15b2 of the electric pilot pressure generating unit 15b is a normally closed control valve, the pressure reducing control valve 15b1 of the electric pilot pressure generating unit 15b is a normally open control valve, and a regulator 15c outputs the hydraulic pressure corresponding to the largest hydraulic pressure among the hydraulic pressures applied to the plurality of pilot pressure input ports 21d and 21f.

  For this reason, when the electric system is in a non-energized state due to the failure of the electric system, the pressure increasing control valve 15b2 is closed and the pressure reducing control valve 15b1 is opened in the electric pilot pressure generating unit 15b, so that the low pressure source 14 The hydraulic pressure corresponding to the hydraulic pressure of the stroke simulator unit 12 is output from the output port 21e in the regulator 15c. As described above, even when the electric system fails, the hydraulic pressure of the stroke simulator 12 is applied to the pilot pressure input port 21f of the regulator 15c, and the hydraulic pressure corresponding to the hydraulic pressure is applied to the drive hydraulic chamber 13e. As long as the hydraulic pressure remains in the accumulator 15a1 (high pressure source), a braking force corresponding to the operation amount of the brake pedal 11 can be generated.

  Further, the regulator 15c is formed by a cylinder 21, a plurality of (two in this embodiment) pistons 22 and 29 that slide in the cylinder 21, and the cylinder 21 and the plurality of pistons 22 and 29, and a plurality of pilot pressures. A plurality of pilot hydraulic pressure chambers 20a and 20c communicated with the input ports 21d and 21f, respectively. The stroke simulator section 12 (mechanical pilot pressure generating section) is connected to a pilot pressure input port 21f communicating with a pilot hydraulic pressure chamber 20c formed by a piston 22 driven by the output hydraulic pressure of the stroke simulator section 12. Yes. Unlike the piston 22 driven by the output hydraulic pressure of the stroke simulator section 12, the electric pilot pressure generating section 15b is formed by a hydraulic pressure formed by a piston 29 driven by the output hydraulic pressure of the electric pilot pressure generating section 15b. It is a chamber and is connected to a pilot pressure input port 21d communicating with a pilot hydraulic pressure chamber 20a different from the pilot hydraulic pressure chamber 20c formed by the piston 22 driven by the output hydraulic pressure of the stroke simulator section 12. . The piston 22 driven by the output hydraulic pressure of the stroke simulator unit 12 is also configured to be driven by the pressure of the piston 29 driven by the output hydraulic pressure of the electric pilot pressure generating unit 15b.

  As a result, the sliding resistance of the piston 22 driven by the output hydraulic pressure of the stroke simulator section 12 can be kept small, and the piston 22 can be prevented from sticking. It is possible to reliably generate the braking force according to the operation amount.

  In the second embodiment, the first pressure regulating piston 22 having the same pressure receiving area on the left and right side end faces may be replaced with the first pressure regulating piston 122 having a different pressure receiving area on the left and right side end faces. As shown in FIG. 6, the first pressure regulating piston 122 is configured such that a large diameter portion 122a and a small diameter portion 122b having a smaller diameter than the large diameter portion 122a are integrally formed. The large diameter portion 122a faces the second pilot hydraulic pressure chamber 20c, and the small diameter portion 122b faces the pressure regulating chamber 20b. Therefore, when the pressure reduction control valve 15b1 and the pressure increase control valve 15b2 do not operate due to a failure of the electric system, etc., a predetermined ratio with respect to the hydraulic pressure supplied from the stroke simulator section 12 to the second pilot hydraulic pressure chamber 20c. The regulator pressure of (pressure receiving area ratio) can be output. That is, the pedal effort of the brake pedal 11 is boosted at a predetermined ratio.

  The pressure receiving areas of the end surface on the large diameter portion 122a side and the end surface on the small diameter portion 122b side of the first pressure regulating piston 122 are determined by the hydraulic pressure applied by the regulator 15c to both the high pressure port 21b and the low pressure port 21c. The hydraulic pressure corresponding to the pressure applied to the pilot pressure input port 21d is set so as to be output from the output port 21e.

  In the second embodiment described above, the plurality of (two in the present embodiment) pistons 22 and 29 that slide in the cylinder 21 are configured as two, but are configured as three or more. It may be.

3) Third Embodiment Next, a third embodiment of the brake device according to the present invention will be described with reference to FIGS. FIG. 7 is a schematic diagram showing the configuration of the brake device B, and FIG. 8 is a cross-sectional view showing the regulator 220. The third embodiment is different from the second embodiment in that the pilot hydraulic pressure supplied to two adjacent pilot hydraulic pressure chambers 20a, 20c is configured to be opposite to that of the second embodiment. About the same structure, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  Specifically, a pilot hydraulic pressure chamber 20a (first pilot hydraulic pressure chamber) formed between the second pressure regulating piston 29 and the bottom wall 21a1 communicates with the pilot pressure input port 21f. The second pilot hydraulic pressure chamber 20c formed between the second pressure regulating piston 29 and the first pressure regulating piston 22 communicates with the pilot pressure input port 21d.

  That is, the reservoir tank 14 (low pressure source) is connected to the second pilot hydraulic pressure chamber 20c via the pilot pressure input port 21d via the pressure reduction control valve 15b1, and the accumulator 15a1 via the pressure increase control valve 15b2. (High pressure source) is connected. The pilot hydraulic pressure generated by the operation of the pressure reduction control valve 15b1 and the pressure increase control valve 15b2 is applied to the pilot pressure input port 21d (second pilot hydraulic pressure chamber 20c).

  On the other hand, the first pilot hydraulic pressure chamber 20a is a mechanical pilot pressure generating section that generates a pilot hydraulic pressure corresponding to the operation amount to the brake pedal 11 via a pilot pressure input port 21f different from the pilot pressure input port 21d. A certain stroke simulator unit 12 described above is connected. The pilot hydraulic pressure generated in the stroke simulator unit 12 is applied to the pilot pressure input port 21f (first pilot hydraulic pressure chamber 20a).

  In this case, when the pressure reducing control valve 15b1 and the pressure increasing control valve 15b2 are operated without any failure in the electric system, basically, the pressure reducing control valve 15b1 and the pressure increasing control valve 15b2 are supplied to the pilot pressure input port 21d. The hydraulic pressure is set to be higher than the hydraulic pressure supplied from the stroke simulator unit 12 to the pilot pressure input port 21f. Therefore, at this time, the regulator 15c can be operated by operating only the first pressure regulating piston 22 without operating (moving) the second pressure regulating piston 29. On the other hand, when there is a failure in the electric system, the regulator 15c is operated by operating the second and first pressure regulating pistons 29 and 22 only by the hydraulic pressure supplied from the stroke simulator unit 12 to the pilot pressure input port 21f. be able to.

4) Fourth Embodiment Next, a fourth embodiment of the brake device according to the present invention will be described with reference to FIG. FIG. 9 is a schematic diagram showing the configuration of the brake device B. The fourth embodiment differs from the second embodiment in that a pilot pressure control valve 41 is provided. About the same structure, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  Specifically, the pilot pressure control valve 41 is disposed on the hydraulic oil passage 36, and the brake fluid between the stroke simulator section 12 (mechanical pilot pressure generating section) and the pilot pressure input port 21f. This is a normally open electromagnetic control valve that controls the flow. The pilot pressure control valve 41 is controlled to open and close based on a command from the brake ECU 17.

  The operation in the fourth embodiment will be described. When the electrical system has failed, the normally open pilot pressure control valve 41 is opened, and the hydraulic pressure chamber 12d of the stroke simulator unit 12 and the pilot pressure input port 21f are in communication. At this time, as in the second embodiment described above, as long as high pressure is supplied from the accumulator 15a1, the regulator 15c (mechanical pressure regulator) is added to both the high pressure port 21b and the low pressure port 21c. The hydraulic pressure corresponding to the pressure applied to the pilot pressure input port 21f by the existing hydraulic pressure is output from the output port 21e.

  In addition, when the electric system has not failed, the brake ECU 17 (control means) closes the pilot pressure control valve 41 when there is a regeneration request. Therefore, since the pilot pressure control valve 41 is closed, the pilot pressure input port 21f of the regulator 15c (mechanical pressure adjusting unit) is operated by the brake operation member of the stroke simulator unit 12 (mechanical pilot pressure generating unit). The output hydraulic pressure corresponding to the amount is not applied, and only the pilot hydraulic pressure generated by the electric pilot pressure generator 15b is applied. Therefore, the desired regenerative braking can be performed by generating the pilot hydraulic pressure corresponding to the regenerative request by the electric pilot pressure generating unit 15b. Since the regeneration request value is set for the driver's braking request, that is, the braking operation state as described above, the brake ECU 17 sets the regeneration request according to the operation amount detected based on the pedal stroke sensor 11a. To do. Therefore, the vehicle state detection means for detecting that there is a regeneration request is the brake ECU 17.

  Further, when the electric system has not failed, the brake ECU 17 (control means) opens the pilot pressure control valve 41 when the antilock brake control is being performed. Therefore, since the pilot pressure control valve 41 is opened, the output hydraulic pressure of the stroke simulator unit 12 is applied to the pilot pressure input port 21f of the regulator 15c (mechanical pressure adjusting unit), and the pilot pressure input port 21d is supplied to the pilot pressure input port 21d. The output hydraulic pressure of the electric pilot pressure generator 15b is applied. Therefore, even if a large flow rate of brake fluid is required for antilock brake control, the pilot fluid pressure can be generated with good response by both the pilot pressure generators of the stroke simulator 12 and the electric pilot pressure generator 15b. Therefore, it can respond sufficiently. As described above, the brake ECU 17 switches the opening and closing of the electromagnetic valves 16a and 16b based on the master cylinder pressure, the wheel speed state, and the longitudinal acceleration, and operates the electric motor 16e as necessary to operate the wheel cylinder. ABS control (anti-lock brake control) for adjusting the brake fluid pressure applied to the WC, that is, the braking force applied to the wheel W, is executed. Therefore, the vehicle state detection means for detecting that the antilock brake control is being performed is the brake ECU 17.

  As described above, when the electric system has not failed, the brake ECU 17 as the control means causes the brake fluid flow between the stroke simulator unit 12 (mechanical pilot pressure generating unit) and the pilot pressure input port 21f. Is controlled by the pilot pressure control valve 41 according to the vehicle state detected by the brake ECU 17 which is the vehicle state detecting means, so that the brake pedal 11 occupies the hydraulic pressure output from the regulator 15c (mechanical pressure adjusting unit). The ratio of the hydraulic pressure according to the operation amount can be appropriately adjusted according to the vehicle state. Note that the vehicle state includes an ON state or an OFF state of the ignition switch. When the ignition switch is in the ON state, control of the pilot pressure control valve according to the detection result of the vehicle state causes an electrical system failure. Control that always closes the pilot pressure control valve is included as long as no depression has occurred.

  Further, since the pilot pressure control valve 41 is a normally open type control valve, when the electric system fails, the hydraulic pressure corresponding to the pilot pressure of the stroke simulator unit 12 is output to the output port 21e to drive the master piston 13c. can do.

  In the above-described embodiment, the stroke simulator unit 12 (mechanical pilot pressure generating unit) includes a piston 12c interlocked with the brake pedal 11 (brake operation member), and a body 12a (cylinder) on which the piston 12c slides. A hydraulic pressure chamber 12d formed by the piston 12c and the cylinder 12a, and a stroke simulator 12e connected to the hydraulic pressure chamber 12d. The hydraulic pressure of the hydraulic pressure chamber 12d Is generated as a pilot hydraulic pressure. Thereby, the pilot hydraulic pressure according to the operation amount of the brake pedal 11 can be appropriately generated with a simple configuration.

5) Fifth Embodiment Next, a fifth embodiment of the brake device according to the present invention will be described with reference to FIG. FIG. 10 is a schematic diagram showing the configuration of the brake device B. The fifth embodiment differs from the third embodiment in that a pilot pressure control valve 41 is provided. About the same structure, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

Specifically, the pilot pressure control valve 41 is disposed on the hydraulic oil passage 36, and the brake fluid between the stroke simulator section 12 (mechanical pilot pressure generating section) and the pilot pressure input port 21f. This is a normally open electromagnetic control valve that controls the flow. The pilot pressure control valve 41 is controlled to open and close based on a command from the brake ECU 17.
Since the operation of the fifth embodiment is the same as that of the fourth embodiment described above, the description thereof is omitted.

6) Sixth Embodiment Next, a sixth embodiment of the brake device according to the present invention will be described with reference to FIGS. FIG. 11 is a schematic diagram showing the configuration of the brake device B, and FIG. 12 is a cross-sectional view showing the regulator 320. The sixth embodiment is different from the fifth embodiment in that the first hydraulic chamber 13f of the master cylinder 13 is employed as the mechanical pilot pressure generator. About the same structure, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

Specifically, the mechanical pilot pressure generator of the sixth embodiment is configured to include a first piston 13c that is a master piston and a master cylinder 13 on which the master piston 13c slides. The hydraulic pressure in the first hydraulic pressure chamber 13f, which is a master chamber formed by the master piston 13c and the master cylinder 13, is generated as a pilot hydraulic pressure. The hydraulic oil passage 36 connects the pilot pressure input port 21f and the port 13m. Thereby, since the structure of the existing master cylinder can be utilized without providing a special structure for generating the pilot hydraulic pressure, the apparatus can be reduced in size and cost. In addition, you may make it employ | adopt the 2nd hydraulic pressure chamber 13g of the master cylinder 13 as a mechanical pilot pressure generation part.
A pilot pressure control valve 41 is disposed in the hydraulic oil passage 36.

  In this case, the regulator 15c preferably employs the regulator 320 shown in FIG. The regulator 320 is different from the regulator 220 in that the second pressure regulating piston 129 is smaller in diameter than the second pressure regulating piston 29 according to the third embodiment. The other configurations are basically the same, and the same reference numerals are given and description thereof is omitted.

  In the regulator 320, the hydraulic pressure in the pilot hydraulic chamber 20a and the hydraulic pressure in the first hydraulic chamber 13f are the same, and the hydraulic pressure in the pressure regulating chamber 20b and the hydraulic pressure in the drive hydraulic chamber 13e are the same. Further, the regulator 320 is configured such that the hydraulic pressure in the driving hydraulic pressure chamber 13e exerts on the first piston 13c in the left direction in the figure, and the hydraulic pressure in the first hydraulic pressure chamber 13f in the right direction in the figure with respect to the first piston 13c. It is comprised so that it may become smaller than the force which acts. In this case, the pressure receiving areas of both end faces of the first piston 13c are substantially equal. Further, even when the pressure receiving areas of the both end surfaces of the first piston 13c are different, the regulator 30 causes the force exerted by the hydraulic pressure in the driving hydraulic pressure chamber 13e to the left in the drawing with respect to the first piston 13c to be in the first hydraulic pressure chamber 13f. It is preferable that the hydraulic pressure is less than the force exerted on the first piston 13c in the right direction in the figure.

  The operation according to the sixth embodiment will be described. When the pressure-increasing control valve 15b2 and the pressure-reducing control valve 15b1 are in a non-energized state due to a failure of the electrical system or the like, the normally-opening type pressure-reducing control valve 15b1 is in an open state during the non-energized state, so Since the pressure control valve 15b2 is closed, no pilot hydraulic pressure is supplied to the second pilot hydraulic pressure chamber 20c. The pilot pressure control valve 41 disposed on the hydraulic oil passage 36 is opened. Thus, as long as the high pressure remains in the accumulator 15a1 even if the electric pump 15a2 is inoperable due to de-energization, the pressure from the accumulator 15a1 is supplied to the high pressure port 21b and the reservoir tank 14 is supplied to the low pressure port 21. Pressure from (low pressure source) is supplied.

  When the brake pedal 11 (brake operating member) is operated, before the supply of the regulator pressure is started by the regulator 15c, the first piston 13c is directly pressed by the rod 12f, so that the master is operated in the first hydraulic chamber 13f. A cylinder pressure is formed. When the master cylinder pressure is supplied from the first hydraulic pressure chamber 13f, the master cylinder pressure (pilot hydraulic pressure) corresponding to the operation amount of the brake pedal 11 is input to the pilot pressure input port 21f. Therefore, the regulator 15c outputs the hydraulic pressure (regulator pressure) corresponding to the pressure from the output port 21e. Therefore, as long as a high pressure is supplied from the accumulator 15a1, the regulator 15c can supply the adjusted hydraulic pressure to the driving hydraulic pressure chamber 13e, and thus can suppress a decrease in braking force.

  On the other hand, when the electric pump 15a2, the pressure increase control valve 15b2, and the pressure reduction control valve 15b1 operate normally without any failure in the electrical system, the pressure increase is started before the supply of the regulator pressure is started by the regulator 15c. The master cylinder pressure (pilot hydraulic pressure) corresponding to the operation amount of the brake pedal 11 is input to the pilot pressure input port 21d by the operation of the control valve 15b2 and the pressure reduction control valve 15b1. Further, since the regulator 15c operates as described above, the pressure regulation by the regulator 15c and the pressure regulation by the operation of the pressure increase control valve 15b2 and the pressure reduction control valve 15b1 can be performed together.

  In the sixth embodiment, the pilot pressure control valve 41 may be omitted, and the pilot hydraulic pressure input to the pilot pressure input ports 20a and 20c may be the same as in the fourth embodiment. Good.

  In each of the above-described embodiments, the present invention is not limited to a brake device mounted on a hybrid vehicle, but can also be applied to a vehicle brake device mounted only with an engine.

  Further, the present invention can be applied not only to a brake device that can only perform ABS control but also to a brake device that can also perform ESC control. The brake device capable of ESC control is such that a differential pressure control valve is provided between the master cylinder 13 and the brake fluid pressure adjusting device 16 in the first embodiment described above.

  Further, in each of the above-described embodiments, the regulator 15c may adopt another structure as long as it is a mechanical pressure regulator.

  In each of the embodiments described above, the spring can be replaced with another biasing member (for example, a biasing member formed of a rubber material) as long as it is a biasing member.

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Motor, 3 ... Power split mechanism, 4 ... Power transmission mechanism, 5 ... Generator, 6 ... Inverter, 7 ... Battery, 8 ... Engine ECU, 9 ... Hybrid ECU, 11 ... Brake pedal (brake operation Members), 11a ... pedal stroke sensor, 12 ... stroke simulator (mechanical pilot pressure generator), 13 ... master cylinder (mechanical pilot pressure generator), 13c ... first piston (master piston), 13e ... drive fluid Pressure chamber, 14 ... Reservoir tank (low pressure source), 15 ... Drive hydraulic pressure adjusting device, 15a ... Pressure supply device, 15a1 ... Accumulator (high pressure source), 15a2 ... Pump (electric pump), 15a3 ... Electric motor, 15b ... Electric pressure adjustment unit, 15b1 ... Depressurization control valve, 15b2 ... Boosting control valve, 15c, 20 ... Regulator (mechanical) Pressure part), 21b ... high pressure port, 21c ... low pressure port, 21d, 21f ... pilot pressure input port, 21e ... output port, 29 ... second pressure regulating piston (piston), 16 ... brake hydraulic pressure adjusting device, 17 ... brake ECU (control means, vehicle state detection means), 41 ... pilot pressure control valve, A ... regenerative brake device, B ... brake device.

Claims (8)

A high pressure port (21b) to which a high hydraulic pressure is supplied, a low pressure port (21c) to which a hydraulic pressure lower than the hydraulic pressure supplied to the high pressure port, and a pilot pressure to which a pilot hydraulic pressure is supplied A hydraulic pressure corresponding to the pressure applied to the pilot pressure input port by the hydraulic pressure applied to both the input port (21d) and the high-pressure port and the low-pressure port is changed to a master piston (13c, 13d). An output port (21e) for outputting to a drive hydraulic pressure chamber (13e) for driving the pressure regulator, (15c, 20),
A high pressure source (15a1) that is connected to the high pressure port and the pilot pressure input port and accumulates the hydraulic pressure of the brake fluid pumped by the electric pump (15a2);
A low pressure source (14) connected to the low pressure port and the pilot pressure input port and having a lower pressure than the high pressure source;
A pressure increase control valve (15b2) that controls the flow of brake fluid between the high pressure source and the pilot pressure input port, and the flow of brake fluid between the low pressure source and the pilot pressure input port are controlled. An electric pilot pressure generator configured to output a desired hydraulic pressure to the pilot pressure input port by controlling the flow of brake fluid by the pressure increase control valve and the pressure reduction control valve. Part (15b),
The pressure adjusting unit has a plurality of pilot pressure input ports, and outputs a hydraulic pressure corresponding to the largest hydraulic pressure among the hydraulic pressures applied to the plurality of pilot pressure input ports to the output port. And
The pressure increase control valve is a normally closed control valve,
The pressure reducing control valve is a normally open type control valve,
A machine that is connected to a pilot pressure input port that is different from a port to which the electric pilot pressure generator is connected among the plurality of pilot pressure input ports, and that generates the pilot hydraulic pressure in accordance with an operation amount of a brake operation member. A pilot pressure generator (12, 13f),
The mechanical pilot pressure generator includes the master piston and a master cylinder (13) on which the master piston slides, and a liquid in a master chamber formed by the master piston and the master cylinder. A brake device that generates pressure as the pilot hydraulic pressure. In Claim 1, the pilot pressure control valve (41) for controlling the flow of brake fluid between the mechanical pilot pressure generator and the pilot pressure input port;
Vehicle state detection means (17) for detecting a predetermined vehicle state;
Control means (17) for controlling the pilot pressure control valve according to the detection result of the vehicle state by the vehicle state detection means;
A brake device comprising:   The brake device according to claim 2, wherein the pilot pressure control valve is a normally open control valve. In Claim 2 or Claim 3, the vehicle state detection means detects that there is a regeneration request,
The said control means closes the said pilot pressure control valve, when the said regeneration request | requirement is detected by the said vehicle state detection means, The brake device characterized by the above-mentioned. In any one of Claims 2 thru | or 4, The said vehicle state detection means detects that it is in anti-lock brake control,
The control device opens the pilot pressure control valve when the vehicle state detection means detects that the anti-lock brake control is being performed.   6. The mechanical pilot pressure generating unit according to claim 1, wherein the mechanical pilot pressure generating unit includes a piston (12c) interlocked with the brake operation member, a cylinder (12a) in which the piston slides, and the piston. And a fluid pressure chamber (12d) formed by the cylinder and a stroke simulator (12e) connected to the fluid pressure chamber, and the fluid pressure in the fluid pressure chamber is set to the pilot fluid. Brake device characterized by being generated as pressure.   7. The brake device according to claim 1, wherein the master cylinder is configured to be able to separate a correlation between an operation of the brake operation member and a hydraulic pressure of the master chamber. .   The master cylinder according to any one of claims 1 to 7, wherein the master cylinder has a hydraulic pressure in the master chamber that is higher than an output hydraulic pressure of the electric pilot pressure generator when the electric pilot pressure generator is normal. The brake device is configured to be low.

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