JPH0620875B2 - Braking device for braking effect pattern control type automobile - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle brake device, and more particularly to a brake device capable of braking an automobile with an appropriate braking effect pattern.

2. Description of the Related Art A brake device for an automobile applies a brake that suppresses wheel rotation, a brake operating member that is operated to apply the brake, and a brake with a force corresponding to the operating force of the brake operating member. Brake drives are typically included. In the conventional vehicle brake device, the acting force of the brake is made to be proportional to the operating force of the brake operating member, but in the automobile, the braking effect, that is, the deceleration of the automobile and the magnitude of the braking torque generated on the axle are large. The strength is not uniquely determined by the acting force of the brake, and is affected by various conditions such as the load, the gradient of the road surface, and the friction coefficient of the brake friction material. Therefore, the driver has to operate the brake operating member in consideration of these conditions.

Therefore, in Japanese Patent Laid-Open No. 58-188746, it has been proposed that the braking effect, that is, the deceleration of the vehicle, not the acting force of the brake, is uniquely determined with respect to the operating force of the brake operating member. The brake driving device is controllable by an electric signal, and deceleration detecting means for detecting the deceleration of the vehicle is provided so that the deceleration detected by the deceleration detecting means is proportional to the operating force of the brake operating member. It controls the brake drive.

DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention However, in an automobile, it is not always desirable that the braking effect is constant from the start to the stop of braking. For example, in braking from a high-speed running state, it is desirable to use a pattern of which the braking effect is increased after a certain period of time from the start of braking.

As described above, when the operating force of the brake operating member and the braking effect are in one-to-one correspondence, the driver may increase the operating force after a certain time has elapsed from the start of operating the brake operating member. However, such a delicate operation is difficult, and in reality, there is a problem that the vehicle cannot be braked with a braking effect that changes in an ideal pattern.

Means for Solving the Problems In order to solve the above problems, the present invention provides an automobile equipped with a brake, a brake operating member, a brake drive device, and means for detecting a braking effect such as deceleration as described above. In the brake device for a vehicle, (a) braking start detecting means for detecting the start of action of the brake, and (b) time measuring means for measuring the elapsed time after the start of action of the brake is detected by the braking start detecting means, c) target braking effect determining means for determining a target braking effect that changes in a preset pattern with an increase in elapsed time measured by the time measuring means,
(d) Brake drive device control means for controlling the brake drive device so that the actual braking effect detected by the braking effect detection means is substantially equal to the target braking effect determined by the target braking effect determination means. is there.

In the braking device configured as described above, the target braking effect determining means obtains the target braking effect that changes in a preset pattern with the lapse of time from the start of braking,
The brake drive control means controls the brake drive so that the actual braking effect becomes substantially equal to the target braking effect.

Therefore, according to the present invention, although the driver only operates the brake operating member with a constant operating force, the vehicle is braked with a predetermined preferable braking effect pattern. Therefore, it is possible to obtain an effect that the brake operation is facilitated and the safety of the vehicle is improved.

Embodiment Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

In FIG. 1, reference numeral 10 denotes a master cylinder, in which pistons 14 and 16 are fitted in a housing 12 in a liquid-tight and slidable manner, and as a result, pressurizing chambers 18 and 20 are formed. A reservoir 22 as a tank for storing brake fluid is connected to the pressurizing chambers 18 and 20, and
A rear wheel cylinder 28 and a front wheel cylinder 30 are connected by liquid passages 24 and 26, respectively. The rear wheel cylinder 28 is a brake cylinder for a brake that suppresses rotation of the rear wheel 32, and the front wheel cylinder 30 is a brake cylinder for a brake that suppresses rotation of the front wheel 34. In addition, the liquid passage 24
A proportioning valve 36 is provided in the middle of
In the region where the hydraulic pressure of the pressurizing chamber 18 exceeds the set ground, the pressure is reduced at a constant ratio and transmitted to the rear wheel cylinder 28.

The master cylinder 10 includes a hydraulic brake booster 4
Brake pedal 4 as a brake operating member
2 is connected. In the port 43 of the booster 40,
Pumped from the reservoir 22 by a pump 44,
The brake fluid stored at a high pressure is supplied to the accumulator 46, and a boosting action is performed by the fluid pressure of the brake fluid. The brake fluid is used as the hydraulic fluid for the booster 40.

The booster 40 is enlarged and shown in FIG. As is apparent from this figure, the housing 50 of the booster 40 is integrated with the housing 12 of the master cylinder 10, and
A piston 52, which is an output piston of the booster 40, is also integrated with the piston 14 of the master cylinder 10. A cylindrical auxiliary member 54 is fixed to the end of the housing 50 opposite to the side where the master cylinder 10 is connected, and functions as a part of the housing 50. A piston 56, which is an input piston of the booster 40, is fluid-tightly and slidably fitted to the auxiliary member 54.
A first hydraulic chamber 58 is formed between 2 and 56. Further, the piston 56 is a stepped piston having a large diameter portion and a small diameter portion, whereby a second hydraulic chamber 60 is formed between the piston 56 and the auxiliary member 54.

A valve element 62 is fixed to the end portion of the piston 56 on the piston 52 side by screwing, and the large diameter portion 64 of the valve element 62 is fixed.
A spring 66 is arranged between the piston 52 and
The pistons 52 and 56 are urged in a direction in which they are separated from each other, but the separation limit between the two is defined by a retaining ring 68. The valve element 62 is slidably and substantially fluid-tightly fitted in a valve hole formed in the center of the piston 52, and the hydraulic chamber 58 is always formed in the valve element 62 in the state shown in FIG. The reservoir 22 is communicated with the reservoir 22 via a liquid passage 70 formed therein, a liquid passage 72 formed in the piston 52, an annular chamber 74, etc., but is advanced by a certain distance with respect to the piston 52 (moves leftward in FIG. 2). When the valve 62 is moved forward, the communication between the liquid passages 70 and 72 is cut off, and when the valve element 62 is further advanced by a certain distance, the liquid passage 70 is ported through the liquid passage 76 formed in the piston 52 and the annular chamber 78. It is designed to communicate with 43. That is, the valve element 62, together with the piston 52, can be switched between a state in which the fluid pressure chamber 58 communicates with the reservoir 22, a state in which the fluid pressure chamber 58 communicates with the accumulator 46 serving as a fluid pressure source, and a state in which neither the reservoir 22 nor the accumulator 46 communicates. The switching valve 80 is configured.

The hydraulic chamber 58 and the hydraulic chamber 60 have a first liquid passage 82.
And a control valve 84 is provided in the middle of the liquid passage 82. The control valve 84 has a structure similar to that of a known proportioning valve. That is, the other end of the valve piston 88 having the valve element 86 at one end is exposed to the back pressure chamber 90, and the valve element 86 is biased by the spring 92 in the direction away from the valve seat 94. Therefore, the control valve 84 always keeps the fluid passage 82 in communication, but resists the urging force of the spring 92 when the fluid pressure in the valve chamber 96, that is, the fluid pressure in the fluid pressure chamber 60 reaches a certain value. Move to the back pressure chamber 90 side, and the valve 8
6 is seated on the valve seat 94 to shut off the liquid passage 82. In this embodiment, the pressure receiving area of the valve element 86 and the pressure receiving area of the valve piston 88 are equal,
In this respect, it differs from a normal proportioning valve, but it is not essential.

The back pressure chamber 90 is communicated with the hydraulic chamber 58 by a liquid passage 98, and an electromagnetic opening / closing valve 100 is provided in the liquid passage 98. The electromagnetic on-off valve 100 includes a ball 102 as a valve element, and the ball 102 is held by a plunger 106 and is urged by a spring 104 to a position where the liquid passage 98 is closed. The plunger 106 is retracted against the urging force of the spring 104 by supplying a current to the solenoid 108, and causes the ball 102 to open the liquid passage 98.

A damper 110 is also connected to the back pressure chamber 90.
The damper 110 includes a damper piston 114 which is constantly urged to a forward position by a spring 112,
When the solenoid valve 100 is closed and the back pressure chamber 90 is disconnected from the hydraulic chamber 58, the valve piston 88 is discharged from the back pressure chamber 90 when it moves against the biasing force of the spring 92. The brake fluid is contained in the fluid chamber 116, and the fluid pressure control valve 84 can be operated.

The operation of the control valve 84 differs depending on whether the electromagnetic opening / closing valve 100 is open or closed. When the electromagnetic opening / closing valve 100 is open, the hydraulic pressure in the back pressure chamber 90 is maintained at the same height as the hydraulic pressure in the hydraulic pressure chamber 58. Therefore, even if the hydraulic pressures of the pressurizing chambers 18 and 20 and the hydraulic chamber 58 rise due to the operation of the brake, the control valve 84 does not start the control operation, and the hydraulic pressure of the hydraulic chamber 60 is the hydraulic pressure of the hydraulic chamber 58. It is kept at the same level as the hydraulic pressure of. The balance of forces between the pistons 56 and 52 in this state is as follows.
It is represented by equations (1) and (2).

^{_{Fin = {πD 3 2/4}} } P ...... (1) Fout = {πD 1 2/4} P ...... (2) However, Fin: the input to the piston 56 Fout: Output of the piston 52 P: hydraulic chamber Hydraulic pressure of 58 D ₁ : Diameter of piston 52 D ₂ : Diameter of large diameter portion of piston 56 D ₃ : Diameter of small diameter portion of piston 56 Therefore, the relationship between the input Fin and the output Fout can be calculated from the above equation 2 as Fout = {D ₁ ² / D ₃ ^2} Fin ...... obtained as (3).

On the other hand, in the state in which the electromagnetic opening / closing valve 100 is closed, even if the brake pedal 42 is further depressed and the hydraulic pressure in the hydraulic chamber 58 increases, the hydraulic pressure in the back pressure chamber 90 does not increase, and eventually the back pressure chamber Since the hydraulic pressure of 90 is relatively lower than the hydraulic pressure of the hydraulic chamber 58, the hydraulic pressure of the hydraulic chamber 58, that is, the hydraulic pressure of the valve chamber 96 is P.
_When it rises to _1, the valve piston 88 is moved to the back pressure chamber 90 side against the biasing force of the spring 92, and the valve element 86 is seated on the valve seat 94. At this time, as described above, the brake fluid discharged from the back pressure chamber 90 is absorbed by the damper 110. After the valve 86 is seated on the valve seat 94, if the piston 56 is further advanced, the hydraulic chamber 60
Since the volume of the liquid increases and its hydraulic pressure decreases,
The valve piston 88 is moved to the valve element 86 side by the urging force of the spring 92, the valve element 86 is separated from the valve seat 94, and the brake fluid is supplied to the hydraulic chamber 60. as a result,
When the hydraulic pressure in the hydraulic chamber 60 reaches P ₁ , the valve element 86 is seated on the valve seat 94 again. That is, the control valve 84 fulfills the function of replenishing the brake fluid as the volume of the hydraulic chamber 60 increases and keeping the hydraulic pressure of the hydraulic chamber 60 at a constant value P ₁ .

The balance of the force of the piston 56 in this state is represented by the following equation.

^{_{Fin = {πD 2 2/4}} } P - {π (D 2 2 -D 3 2) / 4} P 1 ...... (4) Further, force balance of the piston 52 is represented by the formula (2) Therefore, the relationship between the input Fin and the output Fout is expressed by the following equation.

Fout = (D ₁ ² / D ₂ ² ) Fin + {πD ₁ ² (D ₂ ² −D ₃ ² ) / 4D ₂ ² } P ₁ (5) The Fin coefficient D ₁ ^{2 in the} above equation (5) As is clear by comparing / D ₂ ² with the Fin coefficient D ₁ ² / D ₃ ^{2 in the} equation (3) (D ₂ > D ₃
Therefore, in the state in which the control valve 84 performs the control operation, the power factor of Fout with respect to the input Fin becomes smaller than in the state in which the control operation is not performed.

As is clear from the above description, the brake booster 40 is provided when the electromagnetic opening / closing valve 100 is open and when it is closed.
Therefore, the ratio of the output of the piston 52 to the input of the piston 56 is controlled by controlling the solenoid opening / closing valve 100, that is, the acting force of the brake by the wheel cylinders 28 and 30 and the operating force of the brake pedal 42. It is possible to change the ratio (called the brake servo ratio).

As is apparent from FIG. 1, the solenoid opening / closing valve 100 is controlled by the control device 120. The control device 120 is mainly composed of a computer, and includes the brake pedal 4
The load cell 122 provided between the input piston 56 and the brake pedal 42 starts its operation based on a signal from the brake switch 121 that detects the depression of the second pedal.
The supply of current to the solenoid 108 of the electromagnetic opening / closing valve 100 is controlled based on the operating force detected by the vehicle speed and the vehicle speed detected by the vehicle speed detection head 124.

As is clear from the above description, the master cylinder 10,
Liquid passages 24, 26, brake booster 40, control valve 84
A brake drive device is constituted by the electromagnetic opening / closing valve 100 and the like, and the control device 120 constitutes a control means of this brake drive device. In addition, the brake pedal 4
The brake switch 121 that detects the depression of step 2 constitutes a braking start detection means that indirectly detects the braking start. Further, as will be apparent from the following description of the operation, the control device 120 controls the time measuring means for measuring the elapsed time from the start of braking and a predetermined pattern with the increase of the elapsed time measured by the time measuring means. The target braking effect determining means for obtaining the target braking effect that changes according to the above is constructed, and the vehicle speed detecting head 124 and the braking effect detecting means are constructed. Reference numeral 126 is a pattern selection switch, the function of which will be described later.

In the hydraulic brake device configured as described above,
When the brake pedal 42 is not depressed, the switching valve 80 is in a state of communicating the hydraulic chamber 58 with the reservoir 22. In this state, communication between the hydraulic chamber 58 and the accumulator 46 is cut off, so the brake fluid pumped up from the reservoir 22 by the pump 44 is stored in the accumulator 46 at high pressure. Then, after a certain amount of brake fluid is stored in the accumulator 46, the pump 44 is stopped based on the signal from the pressure switch or the like, so that the occurrence of power loss is avoided.

When the brake pedal 42 is depressed in this state, the valve element 62 advances relative to the piston 52, and first blocks the liquid passage 72. Hydraulic chamber 58 and reservoir 22
The communication with is cut off. From this state, further valve 6
When 2 is moved forward by a certain distance, the fluid passages 76 and 70 are brought into communication with each other, and the fluid pressure chamber 58 is brought into communication with the accumulator 46.

As a result, the brake fluid flows from the accumulator 46 into the hydraulic chamber 58, and the piston 52 is advanced. As the piston 52 advances, the piston 1 of the master cylinder 10
4 and 16 also move forward, and the brake fluid is supplied from the pressurizing chambers 18 and 20 to the rear wheel silling 28 and the front wheel cylinder 30, respectively, and the brake is operated. As described above, in this embodiment, since the brake fluid having a sufficient hydraulic pressure is supplied from the accumulator 46 to the brake booster 40 at the same time as the switching valve 80 is switched, the operation delay is small.

The control of the deceleration of the vehicle during braking is performed as follows.

As is apparent from the flowchart of FIG. 3, in the control device 120, step S1 is initialized at the same time when the power is turned on, and step S2 is repeatedly executed to wait for the start of braking. Therefore, the brake pedal 42 is depressed, and the brake switch 12
If it is detected by 1, the step S3 is executed, and the actual vehicle speed V is calculated from the average value of the output signals of the vehicle speed detection head 124. Then, the calculated actual vehicle speed V is compared with the high speed set value V ₀ (for example, 50 km / h), and if the actual vehicle speed V is lower than the high speed set value V ₀ , the low speed traveling control of step S5 is performed. In the present embodiment, this low speed traveling control is performed by the solenoid opening / closing valve 10 while the brake operation is being performed.
This is a control that keeps 0 open and the brake servo ratio at a large value.

On the other hand, when the actual vehicle speed V is equal to or higher than the high speed set value V ₀ , it is checked in step S6 which deceleration pattern is selected. Now, the pattern selection switch 126 is turned off and the deceleration pattern P ₁
If is selected, the operating force F of the brake pedal 42 is taken in at step S7, and step S8
At, the target deceleration g _c corresponding to this operating force F is obtained. That is, as shown in FIG. 4, the ROM (Read Only Memory) of the computer which is the main body of the control device 120 is provided with an area for storing the deceleration pattern associated with the elapsed time after the start of braking, and this area is provided. As shown in FIG. 5, the deceleration coefficient is constant until tn time after the start of braking, and thereafter, numerically stored data of the deceleration pattern is stored. The deceleration coefficient is a coefficient that is multiplied by the operating force F in order to calculate the target deceleration g _c , and eventually the target deceleration g _c itself also has the pattern shown in FIG. 5 with the lapse of time after the start of braking. It will change.

After the target deceleration g _c is calculated in step S8, step S9 is executed, and the actual deceleration g is calculated based on the output signal of the vehicle speed detection head 124. Then, in step S10, the actual deceleration g and the target deceleration g _c are compared. However, since the electromagnetic opening / closing valve 100 is closed and the brake servo ratio is small at the beginning, the actual deceleration g is reduced to the target deceleration g. It is usually smaller than the speed g _c . Therefore, step S11 is executed, the solenoid 108 is excited, the electromagnetic opening / closing valve 100 is opened, and the boost factor of the brake booster 40 is increased.

Subsequently, in step S13, it is determined whether or not the brake pedal 42 has been released, and if not released, the actual vehicle speed V is calculated in step S14, and whether the calculated actual vehicle speed V is 0 in step S15. It is determined whether or not. If the result of determination is that the actual vehicle speed V is not 0, execution of the program is returned to step S7, and thereafter steps S7 to S15 are repeatedly executed. At this time, the electromagnetic on-off valve 100 is opened and the brake is applied. Since the booster 40 has a higher boost factor,
Eventually, the actual deceleration g slightly exceeds the target deceleration g _c . At this time, step S12 is executed, and the solenoid opening / closing valve 1
00 is closed.

Although steps S7 to S15 are repeatedly executed even after the electromagnetic opening / closing valve 100 is closed, the deceleration coefficient is kept constant from the start of braking to the time t _{n in} FIG. As long as the operation force F of the brake pedal 42 is kept constant, the vehicle is braked at a constant deceleration.

After the time t _{n has} elapsed, the deceleration coefficient is gradually increased as shown in FIG.
Even if the operating force F of is kept constant, the target deceleration g _c determined in step S8 is gradually increased, and eventually the actual deceleration of the vehicle is gradually increased.

If the actual vehicle speed V becomes 0, the determination result of step S15 is YE.
Then, the control device 120 repeatedly executes step S16 and waits until the brake pedal 42 is released. Then, when the brake pedal 42 is released, step S is performed based on the signal from the brake switch 121.
17, the control is performed such that the electromagnetic opening / closing valve 100 is kept in the “open” state for a certain period of time to sufficiently reduce the hydraulic pressure in the back pressure chamber 90, the liquid chamber 116, etc., and then returned to the “closed” state. The release process is performed, and the process returns to step S2 to enter the state of waiting for the next brake operation. This control release processing is
It is also executed when the brake pedal 42 is released before the actual vehicle speed V becomes 0 and the determination result of step S13 becomes YES.

Although the above description is for the case where the deceleration pattern P ₁ is selected, exactly the same control is performed when the pattern selection switch 126 is turned on and the deceleration pattern P ₂ is selected. However, since the value of the deceleration coefficient used at this time is different, the actual deceleration of the vehicle is different.

In the embodiments described in detail above, the control device 120 is mainly composed of a computer, but it may be composed of a discrete circuit shown in FIG. In FIG. 6, the brake switch 121, the load cell 122,
The vehicle speed detection head 124, the pattern selection switch 126, and the solenoid 108 of the electromagnetic opening / closing valve 100 are the same as those in the above-described embodiment, and are denoted by the same reference numerals and detailed description thereof will be omitted.

The output signal of the load cell 122 is amplified by the amplifier 140, converted into a digital signal by the A / D converter 142, and set in the operating force register 144 of the processing circuit 143. The output signal of each vehicle speed detection head 124 is shaped by the waveform shaping circuit 146 and supplied to the arithmetic circuit 150 via the interface 148. The arithmetic circuit 150 calculates the actual deceleration and the actual vehicle speed from the average value of the supplied signals, and registers them in the actual deceleration register 152 and the actual vehicle speed register 154, respectively.

The brake switch 121 passes through the interface 15 and the comparison circuit 156, the AND circuit 158, and the inversion circuit 160.
It is connected to the. The comparison circuit 156 compares the output signal of the actual vehicle speed register 154 with the output signal of the setter 162 of the high speed set value V ₀ , and outputs a high level when the output of the actual vehicle speed register 154 is larger than the output of the setter 162. The inversion circuit 160 is operated only while the brake pedal 42 is depressed, and the AND circuit 158 operates the output signal of the comparison circuit 156 to depress the brake pedal 42. When the brake pedal 42 is released, the RS flip-flop 164 is reset by a high level signal supplied from the inverting circuit 160 when the brake pedal 42 is released. It is supposed to be.

Therefore, the RS flip-flop 164 outputs a high level signal to the timer 166 and the two pattern setters 168 when the brake pedal 42 is depressed and the actual vehicle speed V at that time is equal to or higher than the high speed set value V ₀ . 1
And 70. The timer 166 measures the elapsed time from the moment when the high level signal is supplied from the RS flip-flop 164, and the address designator 172 makes the pattern setters 168, 170 according to the output signal of the timer 166.
Specify the address of. Pattern setters 168 and 1
70 stores pattern data representing the deceleration coefficient pattern as described with reference to FIG. 5 in the above embodiment, and outputs the data stored at the address designated by the address designator 172. Therefore, the product of the output signals of the pattern setters 168 and 170 and the output signal of the operating force register 144 is the target deceleration g _c.
Will be a signal that represents. The changeover switch 174 is connected to the pattern selection switch 126, and in accordance with the operation of the pattern selection switch 126, the output signal of either of the pattern setters 168 and 170 is compared with the comparison circuit 1.
Supply to 76.

The comparison circuit 176 compares the target deceleration g _c with the actual deceleration registered in the actual deceleration register 152. If the actual deceleration is equal to or higher than the target deceleration, the AND circuit outputs a low level signal. 178, solenoid 180 through amplifier 180
08 to maintain the electromagnetic on-off valve 100 in a closed state, and when the actual deceleration is smaller than the target deceleration, a high-level signal is supplied to open the electromagnetic on-off valve 100.

However, the AND circuit 178 is the RS flip-flop 18
The RS flip-flop 182 closes the AND circuit 178 when the actual vehicle speed V becomes a certain value or less. That is, the RS flip-flop 182 is
The AND circuit 178 is set by the output signal of the AND circuit 158 at the same time when the brake pedal 42 is depressed together with the flip-flop 164, and the AND circuit 178 is opened. However, the actual vehicle speed V registered in the actual vehicle speed register 154 is set by the setter 18.
The low speed set value V ₁ set to 4 is compared in the comparison circuit 186, and when the actual vehicle speed V becomes smaller than the low speed set value V _{1, the} high level signal supplied from the comparison circuit 186 resets the AND circuit. It is designed to close 178. As a result, when the actual vehicle speed V becomes equal to or lower than the low speed set value V _{1, the} control of the electromagnetic opening / closing valve 100 by this control circuit is ended, and the electromagnetic opening / closing valve 100 is opened.

Yet another embodiment is shown in FIG. This is obtained by replacing the electromagnetic on-off valve 100 in the embodiment shown in FIGS. 1 and 2 with an electromagnetic hydraulic pressure control valve 190. The electromagnetic hydraulic pressure control valve 190 is switched to one of three states by controlling the current of the solenoid 192 by a control device mainly composed of a computer like the control device 120. That is, normally the hydraulic chamber 58 and the back pressure chamber 9
Although it is in a state of communicating with 0, the solenoid 192 is switched to a state in which the communication between the two is interrupted by being excited by an intermediate current, and the solenoid 192 is excited by a large current, so that the back pressure chamber 90 is opened. It is switched to a state in which it communicates with the reservoir 22. As a result, the hydraulic pressure in the back pressure chamber 90 can be increased or decreased, and in the end, the hydraulic pressure in the hydraulic pressure chamber 60 of the brake booster 40 can be arbitrarily controlled.

The fact that the hydraulic pressure of the hydraulic chamber 60 can be controlled arbitrarily means that the boosting factor of the brake booster 40 can be controlled arbitrarily, and the deceleration can be controlled during one brake operation as in the above-described embodiment. Not only unilaterally increasing,
It is possible to reduce it. In order to match the actual braking effect with the driver's feeling and to improve the brake feeling, it may be desirable to reduce the deceleration during one braking operation.

Further, it is possible to directly arrange the electromagnetic hydraulic pressure control valve 190 in the liquid passage 82 connecting the hydraulic pressure chamber 58 and the hydraulic pressure chamber 60 to control the hydraulic pressure of the hydraulic pressure chamber 60. 40 itself is assumed to have a constant power factor, and the master cylinder 1
Liquid passage 2 connecting 0 and the wheel cylinders 28, 30
It is also possible to arrange an electromagnetic hydraulic pressure control valve 190 at 4, 26 to control the hydraulic pressure of the wheel cylinders, thereby changing the deceleration of the vehicle in an arbitrary pattern during one braking. is there. In this case, the wheels (32,
It is also possible to use the electromagnetic hydraulic pressure control valve of the so-called anti-skid device for preventing the lock of 34) also as the electromagnetic hydraulic pressure control valve for changing the deceleration.

Further, in the above-described embodiment, the entire traveling speed range of the automobile is divided into two stages, that is, the high-speed traveling range and the low-speed traveling range, with the high-speed set value V ₀ as a boundary. Controlling the valve 100 in a different manner allowed the vehicle to be controlled in different deceleration patterns, but this is not essential. On the contrary, it is also possible to divide the total traveling speed range into three or more stages and control the patterns in different stages.

Further, in the above-described embodiment, the electromagnetic on-off valve 100 is kept open in the low speed traveling range, but it is also possible to control in a pattern different from that in the high speed traveling range. It is also possible to allow the user to change the set value and / or the deceleration pattern that divides the traveling speed range into a plurality of stages, such as the high speed set value V ₀ , according to the taste. In this case, the deceleration pattern can be changed by writing with a light pen, for example.

Further, in the above-described embodiment, the braking effect is detected by the deceleration of the automobile. However, the braking torque generated on the axle is detected by detecting the strain of the member supporting the brake, and this braking torque is It is also possible to change according to a predetermined pattern.

Other than that, excitation is not performed one by one, but it goes without saying that the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a system diagram of a vehicle brake device according to an embodiment of the present invention, and FIG. 2 is an enlarged front sectional view showing a brake booster which is a main component of a brake drive device in the brake device. FIG. 3 is a flow chart showing only the portion of the control program of the above-mentioned brake device which is closely related to the present invention. FIG. 4 and FIG. 5 are diagrams respectively showing a deceleration pattern storage area and a deceleration pattern in the brake device. FIG. 6 is a block diagram showing a control device in another embodiment of the present invention. FIG. 7 is a front sectional view of a brake booster according to still another embodiment of the present invention. 10: Master cylinder 28: Rear wheel cylinder (brake) 30: Front wheel cylinder (brake) 40: Brake booster 42: Brake pedal (brake operation member) 80: Switching valve, 84: Control valve 100: Electromagnetic on-off valve 120: Control Device (time measuring means, target braking effect determining means,
Brake drive device control means) 121: Brake switch (braking start detection means) 122: Load cell, 124: Vehicle speed detection head 126: Pattern selection switch 166: Timer (time measurement means) 168, 170: Pattern setter 190: Electromagnetic hydraulic pressure control valve

Claims (1)

[Claims] 1. A brake for suppressing rotation of a wheel of an automobile, a brake operating member operated to apply the brake, and the brake operating member according to the operation of the brake operating member. A brake device for an automobile, comprising: a brake drive device in which a ratio between an acting force and an operating force of the brake operating member can be changed by an electric signal; and a braking effect detecting means for detecting a braking effect of the automobile. A braking start detecting means for detecting the start, a time counting means for measuring the elapsed time after the start of the action of the brake is detected by the braking start detecting means, and an increase in the elapsed time measured by the time measuring means in advance. Target braking effect determining means for obtaining a target braking effect that changes in a set pattern, and the braking effect detecting means Therefore, there is provided a brake drive device control means for controlling the brake drive device so that the detected actual braking effect is substantially equal to the target braking effect determined by the target braking effect determining means. Brake device for pattern-controlled automobiles.