JP6620448B2 - Brake device - Google Patents

Description

  The present invention relates to a brake device capable of performing automatic pressurization with high response to a control request.

  Conventionally, Patent Document 1 has proposed a brake device capable of performing automatic pressurization. In this brake device, a check valve for setting a differential pressure is disposed between a master cylinder (hereinafter referred to as M / C) and a wheel cylinder (hereinafter referred to as W / C), and on the W / C side of the check valve. The structure is such that automatic W / C pressurization can be performed by applying accumulator pressure through the piston portion. Specifically, this brake device includes an accumulator in which a high accumulator pressure is accumulated by driving a pump based on motor operation, and the accumulator and the piston portion are connected by a pipe line. Then, when the electromagnetic valve is controlled to cut off the communication between the accumulator and the piston portion, and the electromagnetic valve is in a communication state, the accumulator pressure is applied to the W / C via the piston portion. ing. With such a configuration, the brake device can perform automatic W / C pressurization based on the accumulator pressure.

Japanese Patent Laid-Open No. 5-42862

  However, in the brake device described in Patent Document 1 described above, since the communication cut-off of the pipe line connecting the accumulator and the piston portion is controlled by a single electromagnetic valve, the response depends on the characteristics of the electromagnetic valve. Sex is decided. For this reason, it is difficult to perform automatic pressurization with high response to a control request.

  In view of the above points, the present invention provides a brake device capable of performing automatic pressurization based on accumulator pressure with high response to a control request.

In order to achieve the above object, according to the first and third aspects of the present invention, the main pipe connecting the M / C and the W / C is provided, and the flow state of the brake fluid in the main pipe is controlled. A control valve, a hydraulic pump that pumps the brake fluid, an electric motor that drives the hydraulic pump, an accumulator that stores the brake hydraulic pressure increased by driving the hydraulic pump by the electric motor as an accumulator pressure, and a main pipe A piston portion provided on the W / C side of the passage relative to the control valve and generating an W / C pressure by applying an accumulator pressure to the W / C, and a brake in a pipe line connecting the accumulator and the piston portion A control unit that controls a flow state of the liquid and controls a plurality of pressure-increasing solenoid valves arranged in parallel in the pipe; and a control valve, an electric motor, and a plurality of pressure-increasing solenoid valves, Essential It is characterized by controlling each of the plurality of pressure increasing electromagnetic valves in accordance with the W / C pressure to be.

  As described above, a plurality of pressure-increasing electromagnetic valves are arranged in parallel in a pipe line connecting the accumulator and the piston portion. When there is a control request for performing automatic pressurization with high response by controlling each of the plurality of pressure-increasing solenoid valves by the control unit, by turning on a plurality of the plurality of pressure-increasing solenoid valves, many brakes The liquid can be supplied from the accumulator to the piston portion side, and a highly responsive automatic pressurization can be performed. Therefore, it is possible to provide a brake device that can perform automatic pressurization based on the accumulator pressure with high response to a control request.

Further, in the invention according to claim 1, at least one of the plurality of pressure-increasing solenoid valve, an accumulator side and piston unit by adjusting the orifice size between the valve body and the valve seat linearly consists of a differential pressure control valve for adjusting the pressure difference between the side rest of the plurality of pressure-increasing solenoid valve, 2-position solenoid that controls between the accumulator side and the piston side to the cutoff state to the communicating state It is characterized by comprising a valve.

According to such a configuration, when a lower response than a high response is required, higher controllability can be obtained by turning on the differential pressure control valve among the plurality of pressure increasing solenoid valves. For example, as described in claim 2, in the control unit, either the ON accumulator side or Rapi piston portion of the plurality of pressure increasing electromagnetic valves in accordance with the responsiveness of the required W / C pressure Select whether to supply brake fluid to the side, turn on multiple of the solenoid valves when a high response is required, and increase the pressure when a response lower than the high response is required Turn on the differential pressure control valve of the solenoid valve. By doing in this way, it can be set as the brake device corresponding to both high response and high controllability.

In the invention described in claim 3, a plurality of pressure-increasing electromagnetic valve is composed of a two-position solenoid valve for controlling between the accumulator side and the piston side to the cutoff state to the communicating state, the valve body and the valve seat It is characterized in that the orifice dimension between the two is different.

According to such a configuration, it is possible in accordance with the orifice diameter of the pressure increase control valve to be turned on, to vary the flow amount of the brake fluid to the accumulator side or Rapi piston side. For example, as described in claim 4, by the control unit, either the ON accumulator side or Rapi piston portion of the plurality of pressure increasing electromagnetic valves in accordance with the responsiveness of the required W / C pressure Select whether to supply brake fluid to the side. By doing in this way, it becomes possible to perform automatic pressurization with more responsiveness according to the control request.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows an example of a corresponding relationship with the specific means as described in embodiment mentioned later.

1 is a hydraulic circuit diagram showing a basic configuration of a brake device according to a first embodiment of the present invention. It is the hydraulic circuit diagram which showed the detail of the control unit. It is the hydraulic-pressure circuit diagram which showed the detail of the pressurization unit. It is the block diagram which showed the structural example of various sensors with which a vehicle including brake ECU is equipped, and ECU. It is a time chart when the brake operation by a driver is not performed before control. It is a time chart when ABS control is not performed at the time of collision avoidance control. It is a time chart when rear-wheel ABS control is performed at the time of collision avoidance control. It is the hydraulic circuit figure which showed the detail of the pressurization unit with which the brake device concerning 2nd Embodiment of this invention is equipped. It is the hydraulic circuit diagram which showed the detail of the pressurization unit with which the brake device demonstrated in other embodiment is equipped. It is the hydraulic circuit diagram which showed the detail of the pressurization unit with which the brake device demonstrated in other embodiment is equipped.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other will be described with the same reference numerals.

(First embodiment)
Hereinafter, the brake device for vehicles concerning a 1st embodiment of the present invention is explained. FIG. 1 is a hydraulic circuit diagram showing a basic configuration of a brake device 1 according to the present embodiment. Here, although the example which applied the brake device 1 concerning this invention to the vehicle which comprises the hydraulic pressure circuit of front and rear piping is demonstrated, it is applicable also to vehicles, such as X piping.

  As shown in FIG. 1, the brake device 1 includes a brake pedal 11, a booster device 12, M / C 13, W / C 14, 15, 34, 35, a control unit 50, a pressurizing unit 60, a brake ECU 70, and a booster. A pressure ECU 80 and the like are provided. 2 and 3 are diagrams showing details of the control unit 50 and the pressurizing unit 60, respectively.

  The brake pedal 11 that is depressed by the driver when applying braking force to the vehicle is connected to the booster 12 and the M / C 13. When the driver depresses the brake pedal 11, the booster 12 boosts the pedaling force. Then, the master pistons 13a and 13b disposed in the M / C 13 are pressed. Thereby, 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. The M / C 13 is provided with a master reservoir 13e having passages communicating with the primary chamber 13c and the secondary chamber 13d, respectively, and supply of brake fluid to the M / C 13 and excess brake fluid from the M / C 13 It can be discharged.

  The M / C pressure generated in the M / C 13 is transmitted to each W / C 14, 15, 34, 35 through the pressurizing unit 60 and the control unit 50. As the control unit 50, an existing one can be used. The existing control unit 50 is arranged between the M / C 13 and the W / C 14, 15, 34, 35, and the M / C 13 and the control unit 50 The brake device 1 can be configured by additionally disposing the pressure unit 60 between the two.

  The control unit 50 is configured to include a first piping system 50a and a second piping system 50b. The first piping system 50a controls the brake fluid pressure of the front W / Cs 14, 15 provided on the left and right front wheels FL, FR, and the second piping system 50b is provided on the left and right rear wheels RL, RR. The brake fluid pressure of the rear W / C 34, 35 is controlled.

  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 serves as a main pipeline that transmits the above-described M / C pressure to the W / C 14 provided on the left front wheel FL and the W / C 15 provided on the right front wheel FR to generate the W / C pressure. Pipe line A is provided.

  By controlling the pipeline A to the communication state and the differential pressure state, the pipeline A is connected between the upstream side of the pipeline A with the M / C 13 side on the upstream side and the W / C 14 and 15 side on the downstream side. There is provided a first differential pressure control valve 16 composed of a linear valve for controlling the differential pressure. The first differential pressure control valve 16 is used during normal braking when the driver operates the brake pedal 11 (when vehicle motion control such as collision avoidance control or antilock brake (hereinafter referred to as ABS) control is not executed). The valve position is adjusted so as to be in the communication state, and when a current is passed through the solenoid coil provided in the first differential pressure control valve 16, the valve position is set so that the larger the current value, the larger the differential pressure state. Adjusted.

  When the first differential pressure control valve 16 is in the differential pressure state, only when the brake fluid pressure on the W / C 14, 15 side is higher than the M / C pressure by a predetermined level or more, the M / C 13 from the W / C 14, 15 side is used. Brake fluid flow to the side is allowed. For this reason, the W / C 14, 15 side is always maintained so as not to be higher than the predetermined pressure by the M / C 13 side. Further, a check valve 16 a is provided in parallel with the first differential pressure control valve 16.

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

  The first and second pressure increase control valves 17 and 18 are constituted by two-position solenoid valves that can control the communication / blocking state. Specifically, the first and second pressure increase control valves 17 and 18 are set when the control current to the solenoid coils provided in the first and second pressure increase control valves 17 and 18 is zero (during non-energization). ) Is in a communication state, and is a normally open type that is controlled to be cut off when a control current is passed through the solenoid coil (when energized). That is, the first and second pressure increase control valves 17 and 18 are turned on when energized to block the flow of brake fluid, and are turned off when deenergized to allow the flow of brake fluid.

  In the pipeline A, the first and second pressure-increasing control valves 17 and 18 and the pipeline B serving as a pressure-reducing pipeline connecting between the W / Cs 14 and 15 and the pressure regulating reservoir 20 are controlled in the communication / blocking state. The 1st pressure reduction control valve 21 and the 2nd pressure reduction control valve 22 which are comprised by the 2 position solenoid valve which can be each arrange | positioned. The first and second pressure reduction control valves 21 and 22 are cut off when the control current to the solenoid coils provided in the first and second pressure reduction control valves 21 and 22 is zero (when no power is supplied). When the control current is supplied to the solenoid coil (when energized), it is a normally closed type that is controlled to be in a communication state. That is, the first and second pressure reduction control valves 21 and 22 are turned on when energized to allow the flow of brake fluid, and are turned off when not energized to block the flow of brake fluid.

  A conduit C serving as a reflux conduit is disposed between the pressure regulating reservoir 20 and a conduit A serving as a main conduit. A self-priming pump 19 driven by a motor 51 that sucks and discharges brake fluid from the pressure regulating reservoir 20 toward the M / C 13 side or the W / C 14, 15 side is provided in the pipe line C. The motor 51 is driven by controlling energization to a motor relay (not shown).

  A conduit D serving as an auxiliary conduit is provided between the pressure regulating reservoir 20 and the M / C 13. The brake fluid is sucked from the M / C 13 by the pump 19 through this pipeline D and discharged to the pipeline A, so that the brake fluid is supplied to the W / C 14, 15 side during vehicle motion control. It is possible to pressurize the W / C pressure of the wheel.

  In addition, although the 1st piping system 50a was demonstrated here, the 2nd piping system 50b is also the same structure, The 2nd piping system 50b is also provided with the structure similar to each structure with which the 1st piping system 50a was equipped. Yes. Specifically, the second differential pressure control valve 36 and the check valve 36a corresponding to the first differential pressure control valve 16 and the check valve 16a, the third corresponding to the first and second pressure increase control valves 17 and 18, respectively. , Fourth pressure increase control valves 37 and 38, first and second pressure reduction control valves 21 and 22, third and fourth pressure reduction control valves 41 and 42, pump 19 and pump 39, pressure regulating reservoir 20 There is a corresponding pressure regulating reservoir 40, lines A to D and corresponding lines E to H. However, for the W / Cs 14, 15, 34, and 35 in which each system 50a, 50b supplies brake fluid, the capacity of the first piping system 50a serving as the front system is larger than that of the first piping system 50b serving as the rear system. It has been enlarged. Thereby, a larger braking force can be generated on the front side.

  The pressurizing unit 60 is disposed between the M / C 13 and the control unit 50. For example, the pressurizing unit 60 can be connected to the pipelines A and E, and the existing configuration in which the control unit 50 is provided between the M / C 13 and the W / C 14, 15, 34, 35. Thus, the brake device 1 can be configured by additionally arranging the pressure unit 60.

  The pressurizing unit 60 includes an auxiliary pressure source 61, various electromagnetic valves 62a, 62b, 63a to 63c, 64, first and second piston portions 65a, 65b, and pressure sensors 66a, 66b. These are configured by being provided in various pipes I to L. And each part with which the pressurization unit 60 is equipped is controlled by pressurization ECU80, The W / C pressure increase / decrease by the pressurization unit 60 can be performed now.

  The auxiliary pressure source 61 includes a hydraulic pump 61a, an accumulator 61b, an electric motor 61c, a reservoir 61d, and a relief valve 61e.

  The hydraulic pump 61a is disposed in the pipeline I that connects the reservoir 61d and the accumulator 61b. The hydraulic pump 61a is driven by the electric motor 61c to suck the brake fluid in the reservoir 61d and pump it to the accumulator 61b side. The brake fluid discharged from the hydraulic pump 61a is supplied to the accumulator 61b and accumulated. The brake fluid pressure accumulated in the accumulator 61b corresponds to the accumulator pressure. Here, the reservoir 61d is independently provided as a brake fluid reservoir for supplying brake fluid to the hydraulic pump 61a. However, the master reservoir 13e can also be used as the reservoir 61d. Further, although the accumulator 61b and the reservoir 61d are provided in the pressurizing unit 60, these can be configured separately.

  The electric motor 61c is driven in response to the accumulator pressure falling below a predetermined lower limit value, thereby increasing the accumulator pressure, and being stopped in response to the accumulator pressure exceeding a predetermined upper limit value. Regarding the accumulator pressure, the detection signal of the pressure sensor 66a is transmitted to the pressurizing ECU 80, and the pressurization ECU 80 drives the electric motor 61c so that the accumulator pressure is adjusted between a predetermined lower limit value and an upper limit value. I have control.

  The relief valve 61e is provided in a pipeline J provided as a bypass passage of the pipeline I so as to connect the accumulator 61b and the reservoir 61d. The relief valve 61e allows the brake fluid to escape from the accumulator 61b side to the reservoir 61d side at a predetermined pressure so that the accumulator pressure does not become excessively high. The relief pressure of the relief valve 61e is set to a value higher than the upper limit value of the accumulator pressure. As described above, the accumulator pressure is basically controlled to be within the range from the predetermined lower limit value to the upper limit value. However, if the accumulator pressure exceeds the upper limit value, the reservoir 61d is passed through the relief valve 61e. Brake fluid escapes to the side.

  The first and second control valves 62a and 62b and the first and second piston portions 65a and 65b are disposed between the M / C 13 and the control unit 50 in the first and second piping systems 50a and 50b. Specifically, the first control valve 62 a and the first piston portion 65 a are connected to the pipe line A and are disposed between the M / C 13 and the first differential pressure control valve 16. The first control valve 62a is disposed on the M / C 13 side with respect to the first piston portion 65a. Further, the second control valve 62b and the second piston portion 65b are connected to the pipe E, and are disposed between the M / C 13 and the second differential pressure control valve 36. The second control valve 62b is disposed on the M / C 13 side with respect to the second piston portion 65b.

  The first and second control valves 62a and 62b control the disconnection of the conduits A and E, respectively, and the control current to the solenoid coils provided in the first and second control valves 62a and 62b is zero. When it is set (when not energized), it is in a communication state, and when a control current is passed through the solenoid coil (when energized), it is a normally open type that is controlled to be in a cut-off state.

  The first and second piston portions 65a and 65b are connected to a pipe line K connected to the accumulator 61b. The pipe K is branched into three from the accumulator 61b, is connected to the first to third pressure-increasing electromagnetic valves 63a to 63c, and further passes through the first to third pressure-increasing electromagnetic valves 63a to 63c, and then the two pipe lines K1 and K2, and the pipelines K1 and K2 and the pipelines A and E are connected via the first and second piston portions 65a and 65b. The first and second piston portions 65a and 65b allow the hydraulic fluid on the pressure unit 60 side and the first and second piping systems 50a and 50b while allowing the brake fluid to flow in the pipes A and E, respectively. And the brake hydraulic pressure on the pressurizing unit 60 side is transmitted to the pipelines A and E.

  Specifically, the first and second piston portions 65a and 65b are arranged on the first chambers 65ab and 65bb and the second chambers 65ac and 65bc, which are defined by the pistons 65aa and 65ba, and the first chambers 65ab and 65bb. Return springs 65ad and 65bd are provided.

  The pistons 65aa and 65ba are urged to return the second chambers 65ac and 65bc by the return springs 65ad and 65bd. Then, when the brake fluid pressure based on the accumulator pressure is transmitted, the pistons 65aa and 65ba are moved to the side where the first chambers 65ab and 65bb are contracted against the urging force of the return springs 65ad and 65bd.

  The first chambers 65ab and 65bb are connected to the pipelines A and E, respectively. The flow of the brake fluid in the pipes A and E is allowed through the first chambers 65ab and 65bb. On the other hand, the second chambers 65ac and 65bc are connected to the conduits K1 and K2, respectively. The brake fluid pressure based on the accumulator pressure can be introduced into the second chambers 65ac and 65bc via the pipelines K1 and K2.

  A plurality of pressure increasing solenoid valves are arranged in parallel in the pipe line K. In the case of the present embodiment, the first to third pressure-increasing electromagnetic valves 63a to 63c are arranged in parallel on the pipe line K. The first to third pressure-increasing electromagnetic valves 63a to 63c can be independently controlled.

  The first pressure-increasing electromagnetic valve 63a is cut off when the control current to the solenoid coil provided in the first pressure-increasing electromagnetic valve 63a is zero (when not energized), and the control current flows through the solenoid coil. It is a normally closed type that is controlled to a differential pressure state at the time (when energized). The first pressure-increasing electromagnetic valve 63a is a linear valve, and the valve position is adjusted so that the larger the current value of the current flowing through the solenoid coil, the larger the differential pressure state. Specifically, the size of the orifice formed by the valve body and the valve seat, for example, the orifice diameter is linearly adjusted. For this reason, the differential pressure between the accumulator 61b side and the first and second piston portions 65a and 65b side can be linearly adjusted by the first pressure increasing electromagnetic valve 63a.

  Moreover, the 2nd, 3rd pressure increase solenoid valves 63b and 63c are comprised by the 2 position solenoid valve which can control a communication and interruption | blocking state. Specifically, the second and third booster solenoid valves 63b and 63c are set to zero when the control current to the solenoid coils provided in the second and third booster solenoid valves 63b and 63c is zero (when no power is applied). ) Is in a shut-off state, and is a normally closed type that is controlled to be in a communication state when a control current is passed through the solenoid coil (when energized). Here, the second and third pressure-increasing electromagnetic valves 63b and 63c are configured with the same orifice size, but may be configured with different ones.

  These first to third pressure increasing solenoid valves 63a to 63c are turned on when energized so that the brake fluid pressure based on the accumulator pressure is applied to the first and second piston portions 65a and 65b, and are turned off when deenergized. Thus, application of the brake fluid pressure based on the accumulator pressure to the first to third pressure increasing electromagnetic valves 63a to 63c is limited.

  The brake fluid from the accumulator 61b is caused to flow to the first and second piston portions 65a and 65b through the one of the first to third pressure increasing solenoid valves 63a to 63c that is turned on. Specifically, it is determined which of the first to third pressure-increasing electromagnetic valves 63a to 63c is to be turned on according to the control request, and the first and second from the accumulator 61b side with responsiveness corresponding to the control request. The brake fluid flows toward the piston portions 65a and 65b.

  The dimensions of the orifices of the first to third pressure-increasing electromagnetic valves 63a to 63c are small enough to perform the throttling function when the accumulator pressure is transmitted to the first and second piston portions 65a and 65b. ing.

  Moreover, the pipe line L connected to the reservoir 61d is connected to the first and second piston parts 65a and 65b side of the pipe lines K1 and K2 from the first to third pressure increasing electromagnetic valves 63a to 63c. A pressure regulating electromagnetic valve 64 capable of controlling the communication / pressure regulating state is disposed in the pipe line L. The pressure regulating solenoid valve 64 is in a communication state when the control current to the solenoid coil provided in the pressure regulating solenoid valve 64 is zero (when not energized), and when the control current flows through the solenoid coil (when energized). ) Is a normally open type controlled to a shut-off state. In other words, the pressure regulating solenoid valve 64 is turned off when not energized so that the brake fluid pressure is not applied to the first and second piston portions 65a and 65b. The brake fluid pressure applied to the parts 65a and 65b is regulated.

  Note that the pressure regulation by the pressure regulating solenoid valve 64 can be performed, for example, by duty-controlling on / off of the pressure regulating solenoid valve 64. Further, when the pressure regulating solenoid valve 64 is configured with a differential pressure control valve that can generate a larger differential pressure as the current value of the current flowing through the solenoid coil is larger, the current value of the current flowing through the solenoid is also controlled. Pressure regulation by the pressure electromagnetic valve 64 can be performed. In the following description, a case where pressure regulation is performed by duty control will be described as an example, but pressure regulation by controlling the magnitude of the current value may be performed.

  In this way, the control unit 50 and the pressure unit 60 are configured. Among these, the control unit 50 is controlled by the brake ECU 70, and the pressurizing unit 60 is controlled by the pressurizing ECU 80. The brake ECU 70 and the pressurization ECU 80 can exchange signals. Here, the pressurization ECU 80 controls the pressurization unit 60 by transmitting a control signal from the brake ECU 70 to the pressurization ECU 80. It has become.

  The brake ECU 70 is configured by a well-known microcomputer having a CPU, ROM, RAM, I / O, and the like, and executes processing such as various calculations in accordance with a program stored in the ROM and the like to respond to a control request from collision avoidance control. The brake control or ABS control corresponding to the response is executed. The pressurizing ECU 80 constitutes a control unit, and is constituted by a well-known microcomputer including a CPU, a ROM, a RAM, an I / O, and the like, and processes various calculations according to a program stored in the ROM or the like. For example, various controls are executed based on a control signal from the brake ECU 70.

  Specifically, the brake ECU 70 calculates various physical quantities based on detection signals from sensors (not shown), receives control requests from other ECUs, and performs various processes based on the calculation results and control requests. Yes. For example, it is determined whether or not to execute brake control and ABS control according to a control request from collision avoidance control, and various calculations are performed. When the brake ECU 70 performs the brake control according to the control request from the collision avoidance control, the brake ECU 70 transmits a control signal to that effect to the pressurizing ECU 80. Further, when executing the ABS control during the collision avoidance control, the brake ECU 70 sends a control signal to the pressurizing ECU 80 so that the collision avoidance control and the ABS control can be coordinated while executing the ABS control. I tell you.

  FIG. 4 is a block diagram showing an example of the structure of various sensors and ECUs provided in the vehicle including the brake ECU 70. As shown in the figure, a CAN (Controller Area Network) in which detection signals of a physical quantity sensor 100 such as a collision target recognition sensor 90 such as an obstacle sensor and a front camera for detecting a vehicle surrounding situation and a yaw rate and acceleration sensor are an in-vehicle network. It is input to the collision avoidance ECU 120 through the in-vehicle LAN 110 such as communication. The collision avoidance ECU 120 performs collision avoidance control and issues a control request based on the collision avoidance control. This control request is transmitted to the engine ECU 130 and the brake ECU 70 through the in-vehicle LAN 110. The engine ECU 130 and the brake ECU 70 execute engine control and brake control in response to a control request based on collision avoidance control.

  For collision avoidance control, the collision avoidance ECU 120 calculates a distance and relative speed difference from an obstacle such as a preceding vehicle based on a detection signal of a collision target recognition sensor, for example, and calculates a predicted collision time based on this Whether or not the collision avoidance control is to be executed is determined based on the collision prediction time. Further, when a determination result that the collision avoidance control is to be executed is issued, the collision avoidance control such as automatically applying an emergency brake or reducing the engine output is executed. Specifically, when the collision avoidance control is executed, for example, as a control amount, a calculation such as a braking torque or a deceleration to be generated in the collision avoidance control is performed. This braking torque or deceleration is transmitted to the brake ECU 70 as a control request based on the collision avoidance control, and a target W / C pressure necessary to generate the braking torque or deceleration is calculated. Then, the brake ECU 70 executes the collision avoidance control and transmits a control signal indicating the target W / C pressure to the pressurization ECU 80 so that the pressurization unit 60 performs automatic pressurization.

  Further, the ABS control is executed by the brake ECU 70. The brake ECU 70 determines whether or not to execute ABS control based on the slip ratio of each wheel, and calculates a control amount based on the slip ratio of each wheel. The ABS control is performed regardless of whether or not the collision avoidance control is performed. However, when the ABS control is performed during the collision avoidance control, it is necessary to perform them in cooperation. Therefore, when performing the ABS control during the collision avoidance control, the brake ECU 70 also transmits the control amount of the ABS control to the pressurizing ECU 80.

  The brake device according to the present embodiment is configured as described above. Next, the operation of the brake device of this embodiment will be described. Then, the action | operation of the brake device of this embodiment is demonstrated. 5 to 7 are time charts of accumulator pressure (Acc pressure), front wheel FL, FR side W / C pressure, and rear wheel RL, RR side W / C pressure according to the operating state.

  First, when vehicle motion control such as collision avoidance control or ABS control is not executed and the brake pedal 11 is not depressed by the driver, the accumulator pressure is maintained within a predetermined range as shown in the time chart of FIG. The W / C pressures of the front wheels FL and FR and the rear wheels RL and RR are not generated.

  If the driver depresses the brake pedal 11 in this state, the collision avoidance control is not executed, and if the ABS control is not executed, the operation is performed during normal braking. That is, during normal braking, the control unit 50 and the pressurizing unit 60 are not operated, and the various valves are also in the illustrated positions. For this reason, when the M / C 13 M / C pressure is generated based on the depression of the brake pedal 11, the M / C pressure is transmitted to the W / Cs 14, 15, 34, 35 through the pipes A, E. Based on this, a desired braking force according to the depression of the brake pedal 11 by the driver is generated.

  In this case, when the wheel slip rate increases and the ABS control is started, the operation based on the ABS control similar to the conventional one is performed. For example, a pressure reduction mode, a holding mode, and a pressure increase mode are set for the wheels to be controlled by ABS control according to the slip rate. In the decompression mode, the pressure increase control valves 17, 18, 37, 38 corresponding to the wheels to be controlled are shut off, and the pressure reduction control valves 21, 22, 41, 42 are appropriately brought into communication so that the W / C The pressure is reduced. In the holding mode, the pressure increase control valves 17, 18, 37, and 38 and the pressure reduction control valves 21, 22, 41, and 42 corresponding to the wheel to be controlled are shut off and the W / C pressure is held. Further, in the pressure increasing mode, the pressure reducing control valves 21, 22, 41, and 42 corresponding to the wheel to be controlled are shut off and the pressure increasing control valves 17, 18, 37, 38 are appropriately connected. Thus, the W / C pressure is increased. In this way, the slip of each wheel is controlled and the wheel is prevented from being locked.

  On the other hand, regardless of whether or not the brake pedal 11 is depressed by the driver, if the condition for collision avoidance control is satisfied, control for automatically applying an emergency brake is performed. Specifically, the first and second control valves 62a and 62b are turned off, and any one of the first to third pressure increasing electromagnetic valves 63a to 63c is selected and selected according to the control request. Put things in communication as appropriate. At this time, some or all of the first to third pressure-increasing electromagnetic valves 63a to 63c are selected in accordance with the magnitude and change gradient of the control amount indicated by the control request for collision avoidance control. For example, when the control amount is large or the change gradient is large and a high response is required, a plurality or all of the first to third pressure-increasing electromagnetic valves 63a to 63c are selected to be in a communication state. In this case, for the first pressure increasing solenoid valve 63a, it is preferable to adjust the amount of current supplied to the solenoid so that the size of the orifice becomes the maximum size, but the size of the orifice may be smaller than that. On the other hand, when the control amount is small or the change gradient is small and controllability higher than a high response is required, a part of the first to third pressure-increasing electromagnetic valves 63a to 63c, for example, the first pressure-increasing electromagnetic Only the valve 63a is selected.

  Accordingly, the pistons 65aa and 65ba of the first and second piston portions 65a and 65b are moved to the side of contracting the first chambers 65ab and 65bb against the return springs 65ad and 65bd based on the high accumulator pressure. The accumulator pressure is regulated by selecting and turning on any or all of the first to third pressure increasing electromagnetic valves 63a to 63c, and the target W / C pressure is equivalent to the first and second piston portions 65a. , 65b and further to pipes A and E.

  Therefore, as shown in FIG. 6, it is possible to generate a W / C pressure corresponding to the target W / C pressure in the W / C 14, 15, 34, 35 of the front and rear wheels FL to RR. Since the W / C pressure is generated based on the high accumulator pressure, when a high response is required, for example, all of the first to third pressure increasing solenoid valves 63a to 63c are turned on. As shown in time points t1 to t2 in the figure, the W / C pressure can be increased with high boosting response. As a result, emergency braking can be automatically applied, and collision with an obstacle can be avoided or damage caused by collision can be reduced.

  At this time, since the deceleration obtained by the automatic pressurization by the collision avoidance control can be monitored based on the detection signal of the acceleration sensor included in the physical quantity sensor 100, for example, the difference between the deceleration indicated by the control request and the actual deceleration. Based on the above, it is possible to estimate whether automatic pressurization is performed as required by the control. It is preferable to feedback-control the pressurizing unit 60 based on this estimation result.

  Specifically, if only a deceleration that does not satisfy the control request is obtained, the number of the first to third booster solenoid valves 63a to 63c that are turned on is increased, or the first booster solenoid valve 63a. By increasing the size of the orifice, the brake fluid pressure applied to the first and second piston portions 65a and 65b is increased.

  On the other hand, when the deceleration indicated by the control request is obtained, the first to third pressure-increasing electromagnetic valves 63a to 63c are turned off, and the brake fluid applied to the first and second piston portions 65a and 65b. Hold pressure. Further, when the deceleration indicated by the control request is exceeded, the first to third pressure-increasing electromagnetic valves 63a to 63c are turned off and the pressure regulating electromagnetic valve 64 is appropriately controlled to be in communication with the first and second pressure control valves. The brake fluid pressure applied to the piston portions 65a and 65b is reduced. If it does in this way, it will become possible to perform automatic pressurization according to a control demand.

  In the brake device of the present embodiment, the response of the brake fluid pressure, that is, the rising gradient can be changed according to the number of the first to third pressure increasing electromagnetic valves 63a to 63c that are turned on. For this reason, based on the control amount which the control request | requirement from collision avoidance control shows, what is turned ON among the 1st-3rd pressure increase solenoid valves 63a-63c is selected. However, it is not always necessary to select the number of the first to third pressure-increasing electromagnetic valves 63a to 63c that are turned on in the collision avoidance control. For example, when there is a control request from the collision avoidance control, all of the first to third pressure increasing solenoid valves 63a to 63c are turned on, and when there is a control request from the brake control that is less urgent than the collision avoidance control. The first to third pressure increasing solenoid valves 63a to 63c may be turned on only partially. In this case, if higher controllability is required, only the first pressure-increasing electromagnetic valve 63a is turned on, and the flow rate of the brake fluid supplied from the accumulator 61b to the first and second piston portions 65a and 65b is adjusted. Thus, high controllability can be obtained by adjusting the pressurization amount of automatic pressurization. Even in this case, the timing at which the first and second piston portions 65a and 65b start to be pressed is the same as when the plurality of first to third pressure increasing electromagnetic valves 63a to 63c are turned on in response to a high response. Both can start automatic pressurization without time difference.

  Furthermore, although the number of the first to third pressure-increasing electromagnetic valves 63a to 63c to be turned on is determined based on the control amount as a control request from the collision avoidance control, the number to be turned on according to the emergency degree of the collision avoidance control. You may decide. For example, in the collision avoidance control, since the collision prediction time at which the vehicle is predicted to collide with the target object is obtained, the first to third pressure increases as the collision prediction time is shorter or the change gradient is faster. You may make it increase the number of what turns ON among the solenoid valves 63a-63c.

  Further, if the number of the first to third pressure increasing solenoid valves 63a to 63c to be turned on is increased, the accumulator pressure can be applied to the first and second piston portions 65a and 65b as they are. However, the vehicle can be controlled to stop at an appropriate position by appropriately adjusting the number of the first to third pressure increasing electromagnetic valves 63a to 63c that are turned on. For this reason, it becomes possible to suppress the influence on a back vehicle rather than the case where a sudden brake is applied.

  Then, when the target W / C pressure is generated at the time point t2, the W / C pressure is maintained by the first to third pressure increasing electromagnetic valves 63a to 63c being cut off thereafter. For example, when the brake ECU 70 informs the pressurizing ECU 80 that the target W / C pressure has decreased, at time t3, the pressure regulating solenoid valve 64 is appropriately controlled to be in a communication state, whereby each wheel FL˜ The RR W / C pressure is lowered and adjusted to the target W / C pressure. Further, when releasing the automatic pressurization based on the accumulator pressure, the piston positions of the first and second piston portions 65a and 65b are restored by returning each electromagnetic valve to the position shown in FIG. 3 and returning the brake fluid to the reservoir 61d. Also returns to the position shown. Thereby, the automatic pressurization of W / C based on the accumulator pressure is released.

  Further, when the ABS control is executed during the collision avoidance control, the pressurizing unit 60 is controlled corresponding to the ABS control. A control method of the pressure unit 60 at this time will be described.

  First, at time points t1 to t2 shown in FIG. 7, collision avoidance control is executed, and W / C pressure is generated for each wheel FL to RR by the same method as at time points t1 to t2 in FIG. When the ABS control is started for the front and rear wheels FL to RR at time t2, the W / C pressures of the front and rear wheels FL to RR are increased or decreased based on the ABS control. Then, at least one of the first to third pressure increasing electromagnetic valves 63a to 63c is turned on so that both the first and second piping systems 50a and 50b are connected to the accumulator 61b. If the ABS control is not being performed, the first to third pressure increasing solenoid valves 63a to 63c may be shut off to maintain the target W / C pressure. However, when the ABS control is executed, the brake fluid is consumed during the pressure increasing mode in the ABS control, and the first and second piston portions 65a and 65b are more than the first to third pressure increasing electromagnetic valves 63a to 63c. The high pressure held on the side is immediately eliminated, and the W / C pressure cannot be increased thereafter. For this reason, at least one of the first to third pressure-increasing electromagnetic valves 63a to 63c is turned on so that the W / C pressure can be rapidly increased in the pressure-increasing mode of the ABS control.

  In addition, when the W / C pressures of the front and rear wheels FL to RR are increased or decreased by the ABS control, the pistons 65aa and 65ba of the first and second piston portions 65a and 65b are moved in accordance with the pressure fluctuation, so that the pressure The changed amount of brake fluid is returned to the accumulator 61b. As described above, since the brake fluid can be transferred to and from the accumulator 61b, the ABS control can be performed by adjusting the pressure in the first and second piston portions 65a and 65b even when the control unit 50 executes the ABS control at the same time. It is possible to absorb the pressure fluctuation due to the.

  In this way, the brake device according to the present embodiment is operated. In addition, although other vehicle motion control, such as skid prevention control, can also be implemented by this brake device, description is abbreviate | omitted here.

  As described above, in the brake device of the present embodiment, a plurality of first to third pressure-increasing electromagnetic valves 63a to 63c are connected to the conduit K connecting the accumulator 61b and the first and second piston portions 65a and 65b. Are arranged in parallel. When there is a control request for performing automatic pressurization with a high response, a large amount of brake fluid is supplied from the accumulator 61b to the first and second pistons by turning on a plurality of the first to third pressure increasing solenoid valves 63a to 63c. Highly responsive automatic pressurization is performed so as to be supplied to the parts 65a and 65b. Therefore, it becomes possible to set it as the brake device 1 which can perform the automatic pressurization based on the accumulator pressure with high response to the control request.

  Further, when higher controllability than high response is required, a part of the first to third pressure-increasing electromagnetic valves 63a to 63c is selected and turned on, and the brake fluid is more gently applied than in the case of high response. The accumulator 61b is supplied to the first and second piston portions 65a and 65b. Thereby, automatic pressurization can be performed with high controllability. In particular, the first pressure-increasing electromagnetic valve 63a is a linear valve that can linearly adjust the differential pressure between the accumulator 61b side and the first and second pistons 65a and 65b side. By selecting, automatic pressurization can be performed with higher controllability.

  Further, even when pressure fluctuation occurs on the control unit 50 side, such as ABS control, the brake fluid corresponding to the pressure fluctuation can be returned to the accumulator 61b by the movement of the first and second piston portions 65a and 65b. That is, the brake fluid pressure in the control unit 50 is absorbed by the accumulator 61b. For this reason, the control of the control unit 50 and the collision avoidance control can be performed in a coordinated manner.

  Further, the first piping system, the second piping system, and the pressurizing unit 60 are connected via first and second piston portions 65a and 65b, and pressure is transmitted via the first and second piston portions 65a and 65b. Is done. At this time, even if a defect occurs in the pressure unit 60, the pistons 65aa and 65ba are separated from the first chamber 65ab while the first and second piping systems and the pressure unit 60 are partitioned by the pistons 65aa and 65ba. , 65bb can be prevented from being sealed. Therefore, even if a defect occurs in the pressurizing unit 60, it is possible to guarantee the use of a path for transmitting the brake hydraulic pressure from the M / C 13 to the W / C 14, 15, 34, 35 via the control unit 50. It becomes. Therefore, it can be set as a brake device with higher fail-safe property.

(Second Embodiment)
A second embodiment of the present invention will be described. In the present embodiment, the configuration of the first to third pressure-increasing electromagnetic valves 63a to 63c is changed with respect to the first embodiment, and the rest is the same as that of the first embodiment. Only different parts will be described.

  As shown in FIG. 8, in this embodiment, the first to third pressure-increasing electromagnetic valves 63a to 63c are all constituted by two-position solenoid valves capable of controlling the communication / blocking state, and are constituted by a valve body and a valve seat. Different orifice sizes, for example, orifice diameters, are used.

  As described above, when the dimensions of the orifices of the first to third pressure increasing solenoid valves 63a to 63c are made different, the brakes from the accumulator 61b side to the first and second piston portions 65a and 65b side according to what is turned on. The amount of fluid flow can be varied. For this reason, by selecting whether to turn on one of the first to third pressure-increasing electromagnetic valves 63a to 63c according to the required responsiveness, automatic pressurization is performed with more responsiveness according to the control request. It becomes possible.

  In this case, is the automatic pressurization performed according to the control request based on the difference between the actual deceleration that can be acquired from the detection signal of the acceleration sensor included in the physical quantity sensor 100 and the deceleration indicated by the control request for collision avoidance control? And the one that is turned on among the first to third pressure-increasing electromagnetic valves 63a to 63c may be switched to another one according to the result. Alternatively, depending on the result, when the deceleration indicated by the control request is not satisfied, the number of the first to third pressure-increasing electromagnetic valves 63a to 63c to be turned on is increased or the one to be turned on is more of the orifice. You may make it replace with a thing with a big dimension.

  When the deceleration indicated by the control request is obtained, the first to third pressure increasing solenoid valves 63a to 63c are turned off, and the brake fluid applied to the first and second piston portions 65a and 65b. Keep pressure. Further, when the deceleration indicated by the control request is exceeded, the first to third pressure-increasing electromagnetic valves 63a to 63c are turned off and the pressure regulating electromagnetic valve 64 is appropriately controlled to be in communication with the first and second pressure control valves. The brake fluid pressure applied to the piston portions 65a and 65b is reduced. If it does in this way, it will become possible to perform automatic pressurization according to a control demand more appropriately.

  As described above, in the present embodiment, the dimensions of the orifices of the first to third pressure-increasing electromagnetic valves 63a to 63c are varied, and any of the first to third pressure-increasing electromagnetic valves 63a to 63c is selected according to the control request. To select whether to turn on. In this way, it is possible to change the flow rate of the brake fluid that is caused to flow from the accumulator 61b to the first and second piston portions 65a and 65b in multiple stages, and it is possible to finely adjust the automatic pressurization amount in multiple stages. .

  In addition, the automatic pressurization amount can be adjusted in multiple stages by simply switching on and off the first to third pressure-increasing electromagnetic valves 63a to 63c to switch between the communication state and the cutoff state. For this reason, compared with the case where it comprises with the differential pressure control valve (linear valve) which changes the differential pressure generated according to the current value of the current which flows the 1st-3rd pressure increase electromagnetic valves 63a-63c into a solenoid, High responsiveness can be realized at low cost. As a result, the number of applications to which automatic pressurization using the pressurization unit 60 can be applied increases, and the control that can be realized by this system increases. Therefore, the cost can be reduced compared with the case where facilities for realizing each control are provided separately. Can be achieved.

  Furthermore, when performing automatic pressurization based on the accumulator pressure, it is possible to suppress the automatic pressurization from being performed at a brake fluid pressure higher than necessary. For this reason, it becomes possible to suppress the energy required for re-pressurization for returning the accumulator pressure after automatic pressurization.

(Other embodiments)
The present invention is not limited to the embodiment described above, and can be appropriately changed within the scope described in the claims.

  For example, in the above embodiment, the three pressure increasing electromagnetic valves 63a to 63c are provided, but it is sufficient that at least a plurality of pressure increasing electromagnetic valves are provided. And if some of them are constituted by differential pressure control valves (linear valves) and the rest are constituted by two-position electromagnetic valves, the same effect as in the first embodiment can be obtained. Further, the orifice size can be made different for the remaining two-position solenoid valves.

  Further, as shown in FIG. 9, the first and second piston portions 65a and 65b used in the first embodiment may be constituted by a piston portion 65 constituted by a tandem piston. The piston portion 65 includes a first piston 651, a second piston 652, and first and second return springs 653 and 654. The first chamber 655 defined by the first piston 651 is connected to the pipeline A, and the second chamber 656 defined by the first piston 651 and the second piston 652 is connected to the pipeline E. The And the connection between the accumulator 61b and the piston part 65 is made only by the pipe line K, and one pressure increasing electromagnetic valve 63 is provided in the pipe line K. Further, the pipe K is connected between the piston portion 65 and the pressure increasing electromagnetic valve 63 and the reservoir 61d by the pipe L, and the pressure regulating electromagnetic valve 64 is provided in the pipe L.

  Thus, also when setting it as the piston part 65 comprised by a tandem piston, the effect similar to the said embodiment can be acquired.

  However, when a tandem piston is used, if one system fails, brake fluid pressure cannot be applied to the other system until one piston in the piston portion 65 reaches the limit movement amount. Regarding the fail-safe property, the configuration of the first embodiment is more advantageous.

  Further, the piston shape in the case of using the piston portion 65 which is a tandem piston can be changed to another form. As shown in FIG. 10, the pipe line K is provided between the first and second pistons 651 and 652. It may be connected and the first and second pistons 651 and 652 may move in opposite directions to transmit the brake fluid pressure to the pipelines A and E.

  Further, the deceleration is acquired by the acceleration sensor included in the physical quantity sensor 100, and it is estimated that the automatic pressurization according to the control request is performed based on the difference between the deceleration indicated by the control request and the actual deceleration. An example is shown. However, this is only an example, and it may be estimated that automatic pressurization is performed as required by other methods. For example, whether the W / C pressure detected by the W / C pressure sensor is a desired value, or whether the wheel speed detected by the wheel speed sensor shows a desired change, etc. May be performed.

  Furthermore, automatic pressurization can be performed by combining the control unit 50 and the pressurizing unit 60. For example, while the automatic pressurization using the pumps 19 and 39 is performed in the control unit 50, the pressurization unit 60 assists the automatic pressurization when the required W / C pressure cannot be generated by the pump capacity. Anyway. On the contrary, while one or more of the first to third pressure increasing electromagnetic valves 63a to 63c is turned on in advance to perform automatic pressurization based on the accumulator pressure, the amount not enough for the required W / C pressure is obtained. The pumps 19 and 39 provided in the control unit 50 may be driven to assist the automatic pressurization.

  DESCRIPTION OF SYMBOLS 1 ... Brake device, 11 ... Brake pedal, 50 ... Control unit, 50a, 50b ... 1st, 2nd piping system, 60 ... Pressurization unit, 61 ... Auxiliary pressure source, 61a ... Hydraulic pump, 61b ... Accumulator, 61c ... Electric motor, 61d ... Reservoir, 61e ... Relief valve, 62a, 62b ... First and second control valves, 63a-63c ... First to third pressure increasing solenoid valves, 64 ... Pressure adjusting solenoid valve, 65 ... Piston part , 65a, 65b ... 1st, 2nd piston part, 66a, 66b ... Pressure sensor, 70 ... Brake ECU, 80 ... ECU for pressurization

Claims (4)

A control valve that is provided in a main pipeline that connects between the master cylinder and the wheel cylinder, and that controls a flow state of brake fluid in the main pipeline;
A hydraulic pump that pumps brake fluid;
An electric motor for driving the hydraulic pump;
An accumulator for storing the brake hydraulic pressure boosted by driving the hydraulic pump by the electric motor as an accumulator pressure;
A piston unit for generating the provided to the wheel cylinder side, wherein the accumulator pressure to act against the wheel cylinders wheel cylinder pressure than the control valve of the main conduit,
A plurality of pressure-increasing solenoid valves arranged in parallel in the pipeline for controlling the flow state of the brake fluid in a pipeline connecting the accumulator and the piston portion;
A control unit that controls the control valve, the electric motor, and the plurality of pressure-increasing electromagnetic valves;
The control unit controls each of the plurality of pressure increasing solenoid valves according to a required wheel cylinder pressure ,
At least one of the plurality of pressure-increasing solenoid valves is configured to adjust a differential pressure between the accumulator side and the piston portion side by linearly adjusting an orifice dimension between the valve body and the valve seat. The pressure control valve is configured, and the remainder of the plurality of pressure increasing solenoid valves is configured by a two-position solenoid valve that controls communication between the accumulator side and the piston portion side in a communication state and a cutoff state. Brake device characterized by. The control unit, to supply the brake fluid to the front Kipi piston portion from said accumulator side either the ON of the plurality of pressure increasing electromagnetic valves in accordance with the responsiveness of the required wheel cylinder pressure or select, when the high response is required to turn on more of the plurality of pressure-increasing electromagnetic valve, of the plurality of pressure-increasing electromagnetic valve when the low response is required than the high response The brake device according to claim 1 , wherein the differential pressure control valve is turned on. A control valve that is provided in a main pipeline that connects between the master cylinder and the wheel cylinder, and that controls a flow state of brake fluid in the main pipeline;
A hydraulic pump that pumps brake fluid;
An electric motor for driving the hydraulic pump;
An accumulator for storing the brake hydraulic pressure boosted by driving the hydraulic pump by the electric motor as an accumulator pressure;
A piston part that is provided on the wheel cylinder side of the control valve in the main pipeline, and generates the wheel cylinder pressure by applying the accumulator pressure to the wheel cylinder;
A plurality of pressure-increasing solenoid valves arranged in parallel in the pipeline for controlling the flow state of the brake fluid in a pipeline connecting the accumulator and the piston portion;
A control unit that controls the control valve, the electric motor, and the plurality of pressure-increasing electromagnetic valves;
The control unit controls each of the plurality of pressure increasing solenoid valves according to a required wheel cylinder pressure,
Orifice size between the plurality of pressure-increasing solenoid valve, the between the accumulator side and front Kipi piston portion is constituted by two-position solenoid valve which controls the cutoff state to the communicating state, the valve body and the valve seat It features and be Lube rake device that is a different size. The control unit, to supply the brake fluid to the front Kipi piston portion from said accumulator side either the ON of the plurality of pressure increasing electromagnetic valves in accordance with the responsiveness of the required wheel cylinder pressure The brake device according to claim 3 , wherein the brake device is selected.

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