JPH0826098A - Frictional brake system interlocked with regenerative brake - Google Patents

Abstract

PURPOSE:To recover the brake energy more efficiently by a regenerative brake device and improve the responsiveness of a friction brake device. CONSTITUTION:When the first electromagnetic opening/closing valve 14 is set at a cut-off position 11, the brake liquid supplied from a master cylinder 10 is supplied into a brake cylinder 28, passing through the passage 22 of a brake transmission controller 12, and the loss stroke of the brake cylinder 28 is dissolved. Up to the time when the input pressure as the master cylinder pressure exceeds the first set pressure P1, the first check valve 23 is opened, and the output pressure of a brake pressure transmission control part increases in proportion to the input pressure. When the input pressure exceeds the first set pressure P1 the first check valve 23 is closed, and the output pressure is kept constant free from increase, even if the input pressure rises. When the input pressure exceeds the second set pressure P2, the first piston 20 lowers, Accordingly, the brake cylinder pressure is generated, and a frictional brake is operated.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a friction brake device for braking a wheel by frictional force, and a friction brake device for recovering the braking energy for use as vehicle driving energy when braking a vehicle. The present invention relates to a regenerative brake interlocking friction brake system including a regenerative braking device that operates.

[0002]

2. Description of the Related Art Conventionally, in an electric vehicle, when the vehicle is braked at a predetermined speed, the rotation of the wheels causes the motor of the generator to rotate and drive the motor so as to reduce the rotation of the wheels. Is equipped with a regenerative braking device that collects braking energy by rotating the motor to generate electric power. The braking energy collected by this regenerative braking device is effectively used as energy for driving an electric vehicle.

Further, this electric vehicle is equipped with a conventional general friction brake device for decelerating or stopping the rotation of the wheels by friction. This friction brake device generally has a small regenerative torque at a relatively low vehicle speed and a relatively high vehicle speed in a regenerative brake device, so that the braking force is insufficient, and the regenerative torque is not generated at an ultra-low vehicle speed of, for example, about 5 km / h or less. Since it does not occur, it operates in conjunction with the regenerative braking device in order to compensate for the insufficient braking force and to reliably brake the vehicle at ultra-low vehicle speeds.

[0004]

In such a regenerative brake interlocking friction brake system, it is desirable to collect braking energy as efficiently as possible and use it effectively as energy for driving a vehicle. Be done.

However, in the conventional friction brake interlocking regenerative brake, the interlocking control of the regenerative braking device and the friction braking device is not always properly performed, and therefore the braking energy is efficiently collected by the regenerative braking device. There wasn't.

Therefore, it is conceivable that the regenerative braking device is preferentially operated with respect to the friction braking device to more effectively recover the braking energy. However, if the regenerative braking device is prioritized in this way, when the friction braking device is operated due to insufficient braking force due to the regenerative braking device, there is a loss stroke in the brake cylinder of the friction braking device. Is supplied to the brake cylinder, the brake cylinder pressure does not rise until the lost stroke is absorbed. For this reason, the friction brake device causes a delay in operation and causes a problem of poor responsiveness.

The present invention has been made in view of such circumstances, and an object thereof is to enable the regenerative braking device to more efficiently collect braking energy, and yet to provide a friction braking device. It is an object of the present invention to provide a regenerative brake interlocking friction brake system capable of improving responsiveness.

[0008]

In order to solve the above-mentioned problems, the invention according to claim 1 provides a brake operating means, a master cylinder for generating a master cylinder pressure when the brake operating means is operated, and the master cylinder. Pressure is transmitted to generate a brake cylinder pressure, and the brake cylinder pressure presses a friction member against a rotating member that rotates in conjunction with a wheel, and the master cylinder and the brake cylinder are communicated with each other and the master cylinder is connected to the master cylinder. Brake pressure transmission control, which is provided in the passage for transmitting the cylinder pressure and in which the operation of the friction brake is restricted by controlling the transmission of the master cylinder pressure and the state in which the operation of the friction brake is not restricted. And an electronic control unit for controlling the friction brake for controlling the brake pressure transmission control unit. And in that the friction brake apparatus also comprises,
A regenerative braking device including at least a generator that generates electric power when a motor rotates due to rotation of wheels, a battery that stores electric power generated by the generator, and a motor control electronic control device that controls the motor of the generator. The brake operation detecting means detects a brake operation of the brake operating means and outputs a brake operation detection signal to the friction brake control electronic control device and the motor control electronic control device. The control device controls the brake pressure transmission control unit so that the brake pressure transmission control unit is set to an input / output characteristic in which the brake pressure transmission control unit limits the operation of the friction brake based on the brake operation detection signal. It is characterized by being.

According to a second aspect of the present invention, a brake operating means, a master cylinder that generates a master cylinder pressure when the brake operating means is operated, the master cylinder pressure is transmitted, and the brake cylinder pressure is generated. A brake cylinder that presses a friction member against a rotating member that rotates in association with a wheel by cylinder pressure, a passage that communicates the master cylinder and the brake cylinder, and transmits the master cylinder pressure, and the passage are provided in the passage, A brake pressure transmission control unit that sets a state in which the operation of the friction brake is limited and a state in which the operation of the friction brake is not limited by controlling the transmission of the master cylinder pressure, and a friction that controls the brake pressure transmission control unit. Friction brake device including at least an electronic control device for brake control, vehicle A regenerative braking device comprising at least a generator that generates electric power when the motor rotates by the rotation of the motor, a battery that stores the electric power generated by the generator, and a motor control electronic control device that controls the motor of the generator. The brake operation detection means detects the brake operation of the brake operation means and outputs the brake operation detection signal to the friction brake control electronic control device and the motor control electronic control device. The device is a control unit that controls the brake pressure transmission control unit so that the brake pressure transmission control unit limits the operation of the friction brake based on the brake operation detection signal. Is a normally-open first electric pole arranged in a passage between the master cylinder and the brake cylinder. Provided with a closing valve, in addition to the passage between the master cylinder and the brake cylinder to bypass the first solenoid valve,
A brake pressure transmission control device for setting a state in which the operation of the friction brake is limited, wherein the brake pressure transmission control unit is configured such that the first solenoid opening / closing valve is normally opened to open the master cylinder and the partial brake cylinder. And a state in which the operation of the friction brake is not restricted and the first electromagnetic on-off valve is closed by an output signal from the electronic control device for friction brake control so that the brake pressure transmission control device controls the operation. It is characterized in that it is set in a state in which the operation of the friction brake is restricted.

Further, according to a third aspect of the present invention, the brake pressure transmission control device opens when the master cylinder pressure is equal to or lower than a first set pressure and closes and closes when the master cylinder pressure exceeds the first set pressure. The first check valve that allows only the flow of the brake fluid from the brake cylinder to the master cylinder, and the brake cylinder pressure is received by receiving the master cylinder pressure and operating in the closed state. Generating a first piston and a second piston that biases the first piston so as to oppose the master cylinder pressure, and the master cylinder pressure is larger than the first set pressure when the first check valve is closed. A first spring having a set load set so that the first piston operates when the set pressure is exceeded, To have.

Further, in the invention of claim 4, the brake pressure transmission control device urges the second piston for receiving the master cylinder pressure and the second piston so as to oppose the master cylinder pressure. A second spring having a set load set so that the second piston operates when the master cylinder pressure exceeds a third set pressure, and the second spring is arranged in series at a predetermined distance from the second piston, A third piston that receives the brake cylinder pressure on a surface opposite to the second piston, and urges the third piston in the same direction as the brake cylinder pressure, and the second piston operates for the predetermined distance. Is in contact with the third piston,
A fourth pressure where the master cylinder pressure is higher than the third set pressure.
And a third spring having a set load set so that the second and third pistons work together when the set pressure is exceeded.

Further, in the invention of claim 5, a brake operating means, a master cylinder for generating a master cylinder pressure when the brake operating means is operated, the master cylinder pressure is transmitted to generate a brake cylinder pressure, and the brake is applied. A brake cylinder that presses a friction member against a rotating member that rotates in association with a wheel by cylinder pressure, a passage that communicates the master cylinder and the brake cylinder, and transmits the master cylinder pressure, and the passage are provided in the passage, A brake pressure transmission control unit that sets a state in which the operation of the friction brake is limited and a state in which the operation of the friction brake is not limited by controlling the transmission of the master cylinder pressure, and a friction that controls the brake pressure transmission control unit. Friction brake device including at least an electronic control device for brake control, vehicle A regenerative braking device comprising at least a generator that generates electric power when the motor rotates by the rotation of the motor, a battery that stores the electric power generated by the generator, and a motor control electronic control device that controls the motor of the generator. The brake operation detection means detects the brake operation of the brake operation means and outputs the brake operation detection signal to the friction brake control electronic control device and the motor control electronic control device. The device is a control unit that controls the brake pressure transmission control unit so that the brake pressure transmission control unit limits the operation of the friction brake based on the brake operation detection signal. The input / output characteristics of the brake pressure voltage control unit in the limited state are those of different output start pressures. Output characteristics are set, the brake pressure transmission control unit is provided with a plurality of normally open electromagnetic on-off valves arranged in series in a passage between the master cylinder and the brake cylinder, A brake pressure transmission control device that sets a state in which the operation of the friction brake is limited is provided in another passage between the master cylinder and the brake cylinder that bypasses the electromagnetic opening / closing valve, and the brake pressure transmission control unit. However, normally, the plurality of solenoid on-off valves are all opened so that the master cylinder and the partial brake cylinder are directly communicated with each other and the operation of the friction brake is not limited, and the friction brake control is performed. A predetermined number of electromagnetic on-off valves among the plurality of electromagnetic on-off valves are closed by an output signal from the electronic control device, and the brake pressure transmission control device Is set to one of a plurality of input / output characteristics having different output start pressures.

Further, according to a sixth aspect of the present invention, there is provided a second electromagnetic opening / closing valve in which the plurality of electromagnetic opening / closing valves are arranged in series on an upstream side and a downstream side in a passage between the master cylinder and the brake cylinder. The third brake valve includes a third solenoid on-off valve, and the brake pressure transmission control device further includes a fourth piston and a fifth piston arranged in series, and a fourth spring and a fifth spring for urging the fourth piston. Urges the piston and the fourth
A fifth spring having a set load larger than the set load of the spring, one side of the fourth piston communicating with the master cylinder, and the other side of the fourth piston and the one side of the fifth piston. The space between the second solenoid on-off valve and the third solenoid on-off valve communicates with the passage, and the other side of the fifth piston communicates with the brake cylinder. One of a plurality of input / output characteristics having different output start pressures is set by controlling a third electromagnetic on-off valve to operate at least one of the fourth and fifth pistons. There is.

According to a seventh aspect of the present invention, in the other passage between the master cylinder and the brake cylinder that bypasses the brake pressure transmission control section, when the master cylinder pressure exceeds the fifth set pressure, the master cylinder pressure exceeds the fifth set pressure. An emergency check valve that allows only the flow of brake fluid from the cylinder to the brake cylinder is provided.

[0015]

In the regenerative brake interlocking friction brake device of the present invention having such a structure, the brake pressure transmission control device limits the operation of the friction brake by controlling each electromagnetic opening / closing valve during normal brake operation. . As a result, the regenerative braking device operates in preference to the friction brake. Therefore, the braking energy is more efficiently recovered by the operation of the regenerative braking device.

According to the third aspect of the invention, when the friction brake operates, the brake fluid has already been sent to the brake cylinder and the loss stroke of the brake cylinder has been eliminated, so that the friction brake operates immediately. become. Therefore, the friction brake device has good responsiveness.

Further, in the invention of claim 3, when the brake pedal is depressed, the brake fluid of the master cylinder is supplied to the brake cylinder, and in the invention of claim 4, the brake pedal is depressed and the master cylinder pressure is increased. As soon as occurs, the second piston operates and the brake fluid in the master cylinder is supplied to the brake pressure transmission control device, so that the stroke of the brake pedal is secured.

Further, in the inventions of claims 5 and 6, various restrictions on the operation of the friction brake are set. Therefore, the operation of the friction brake can be finely controlled by setting the restriction of the operation of the friction brake according to the running condition or the driving condition of the vehicle. As a result, the interlocking control of the regenerative brake and the friction brake is more appropriately performed.

Further, in the invention of claim 7, when the brake pressure transmission control section does not output due to the abnormality of the second and third electromagnetic on-off valves or the abnormality of the fourth and fifth pistons, the brake operation of the vehicle is not performed. By opening the emergency check valve, the brake of the vehicle can be reliably operated.

[0020]

Embodiments of the present invention will be described below with reference to the drawings. 1 is a circuit diagram showing a first embodiment of a regenerative brake interlocking friction brake system of the present invention, and FIG.
An enlarged detailed view showing the brake pressure control unit in the embodiment,
FIG. 3 is a diagram showing the input / output characteristics of the brake pressure control unit.

As shown in FIG. 1, this regenerative brake interlocking friction brake system 1 comprises a friction brake device 2 and a regenerative brake device 3, and the friction brake 2 further comprises a brake operating portion 4 and a brake doubler. The force unit 5, the brake pressure transmission control unit 6, and the braking unit 7 are included. The brake operating portion 4 is formed by a brake pedal 8 which is a brake operating means of the present invention while being depressed by a driver during braking.

The brake booster 5 is operated by the depression operation of the brake pedal 8 to boost and output the pedal effort, and a conventionally known vacuum booster 9 is operated by the vacuum booster 9 to operate the master cylinder. A tandem master cylinder 10 that generates a master cylinder pressure is formed in two liquid chambers 10a and 10b that generate a pressure. The two liquid chambers 10a and 10b are respectively connected to the first brake system A and the second brake system B, but both brake systems A and B have exactly the same configuration, and hence the first brake system will be referred to hereinafter. Only A is described and illustrated, and description and illustration of the second brake system B are omitted.

The brake pressure transmission control unit 6 is provided in a brake pressure transmission control device 12 arranged in a first passage 11 communicating with the liquid chamber 10a and a second passage 13 bypassing the brake pressure transmission control device 12. Communication position I and cut-off position I
The normally open first solenoid on-off valve 14 with two positions set to I
And a friction brake control electronic control unit (hereinafter also referred to as a friction brake ECU) 15. Figure 2
As shown in FIG. 1, the brake pressure transmission control device 12 includes a housing 16, an input port 17 formed in the housing 16 and communicating with the liquid chamber 10a, and an output port 18 formed in the housing 16 and communicating with a brake cylinder described later. Is slidably provided in the third passage 19 between the input port 17 and the output port 18 in the housing 16, and receives the master cylinder pressure of the liquid chamber 10a on one surface side and the brake cylinder pressure on the other surface side. And a first piston 20 for urging the first piston 20 in a direction opposing the master cylinder pressure.
Bypassing the spring 21 and the first piston 20, the input port 1
7 and the output passage 18, and a first check valve 23 provided in the fourth passage 22 for blocking the flow of the brake fluid from the input opening 17 to the output opening 18, and the master cylinder pressure of the input opening 17 is set to the first setting. When the pressure is P ₁ or less, the first check valve 2
3 and a check valve control piston 24 for opening the first check valve 23 when the master cylinder pressure exceeds the first set pressure P ₁ .

Brake pressure transmission control section 6 of the first embodiment
In the above, when the first solenoid on-off valve 14 is off, that is, when it is set to the communication position I, the master cylinder pressure generated in the liquid chamber 10a of the master cylinder 10 is the second passage 13
Is transmitted to a brake cylinder 28, which will be described later, through the first electromagnetic opening / closing valve 14, and a brake cylinder pressure is generated in the brake cylinder 28. The input / output characteristic of the brake pressure transmission control unit 6 in this case is a characteristic indicated by a dashed line in FIG. 3 in which the input pressure (that is, the master cylinder pressure) and the output pressure (that is, the brake cylinder pressure) are proportional. Therefore, the brake cylinder pressure increases without delay as the master cylinder pressure increases.

Further, when the first electromagnetic on-off valve 14 is set to the on or shut-off position II, the flow of the brake fluid through the second passage 13 is shut off. Therefore, when the input pressure of the input port 17 is less than or equal to the first set pressure P ₁ , the check valve control piston 24 opens the first check valve 23, so that the brake fluid from the master cylinder 10 receives the brake fluid from the input port 1.
7 to the output port 18 through the fourth passage 22 and further supplied from the output port 18 into the brake cylinder 28.
In that case, the brake fluid for the lost stroke of the brake cylinder 28 is supplied. When the brake fluid for the lost stroke of the brake cylinder 28 is completely supplied, the braking force is generated. In the brake pressure transmission control unit 6, the check valve control piston 24 keeps the first check valve 23 open until the input pressure exceeds the first set pressure P ₁ , so that the input pressure remains as it is. 18 and the output pressure of the output port 18 increases in proportion to the input pressure as shown by the solid line in FIG. At this time, the first piston 20
Since the same input pressure and output pressure act on the first piston 20, the first piston 20 does not move.

When the input pressure exceeds the first set pressure P ₁ , the check valve control piston 24 descends and the first check valve 23
Since the transmission of the master cylinder pressure through the fourth passage 22 is blocked and the input pressure rises, the output pressure does not rise and remains constant, resulting in a differential pressure between the input pressure and the output pressure. Become. When the input pressure further rises and exceeds the second set pressure P ₂ , the downward force acting on the first piston 20 due to the differential pressure between the input pressure and the output pressure becomes larger than the set load of the first spring 21, The first spring 21 contracts and the first piston 20 descends. Due to the lowering of the first piston 20, the output pressure again rises in proportion to the input pressure. The input / output characteristic of the brake pressure transmission control unit 6 in this case is the characteristic of b shown by the solid line in FIG. In this way, the output pressure of the brake pressure transmission control unit 6 is increased with a delay with respect to the input pressure.

The braking portion 7 includes a brake disc 27 which is a rotating member of the present invention fixedly mounted on an axle 26 of a wheel 25,
It is connected to the output port 18 of the brake pressure transmission control device 12 and includes a brake cylinder 28 such as a caliper having a friction member. The brake cylinder 28 has an output port 1
When the brake pressure from 8 is introduced, the friction member clamps the brake disc 27, and the frictional force decelerates or stops the rotation of the brake disc 27. Although not shown, the braking portion for the other wheel has the same structure.

The regenerative braking device 3 includes a motor 29, which is rotationally driven by the rotation of the axle 26, and an inverter 30 for converting alternating current into direct current. It is composed of a motor control electronic control unit (hereinafter, also referred to as a motor ECU) 32 that controls based on a depression stroke signal of the brake pedal 8 to control the power generation amount thereof, and a power storage unit 33 connected to the inverter 30. .

The motor ECU 32 has a friction brake ECU.
15 is connected, and a stroke sensor 31, which is a brake operation detecting means of the present invention that detects a stepping stroke of the brake pedal 8 and outputs a brake operation detection signal, is also connected.

Further, a wheel speed sensor 34 for detecting the wheel speed of the wheel 25 is provided near the wheel 25, and the detected wheel speed signal is input to the motor ECU 32. It should be noted that the friction brake ECU 15, the inverter 30, the motor ECU 32, and the storage battery 33 are the first and the second.
The brake systems A and B are commonly provided.

The individual basic functions of the friction brake device 2 and the regenerative brake device 3 in the regenerative brake interlocking friction brake 1 of the present embodiment thus configured will be described.

First, the friction brake device 2 will be described. When operating the friction brake without restriction,
The first electromagnetic opening / closing valve 14 is set to the communication position I, and therefore, as described above, the input / output of the brake transmission control unit 6 is the same as in FIG.
It becomes the characteristic of a. As a result, the brake cylinder 28
Operates the friction member by the brake cylinder pressure proportional to the master cylinder pressure and clamps the brake disc 27. Therefore, the braking is performed without being limited by the frictional force.

Further, when the friction brake is limited to be operated, the first electromagnetic opening / closing valve 14 is set to the shutoff position II.
Therefore, the input / output of the brake transmission control unit 6 is b in FIG.
It becomes the characteristic of. As described above, the lost stroke of the brake cylinder 28 is eliminated by the time the master cylinder pressure reaches the first set pressure P ₁ , whereby the pedal stroke is secured when the brake brake pedal 8 is depressed. Further, although some brake cylinder pressure is generated in the brake cylinder 28, the friction brake is substantially inoperative, and this state is maintained until the master cylinder pressure exceeds the second set pressure P ₂ . When the master cylinder pressure exceeds the second set pressure P ₂ , the brake cylinder pressure rises, and since the loss stroke of the brake cylinder 28 has been eliminated at this time, the friction brake operates immediately. Therefore, the friction brake device 2 has a good responsiveness. Thus, in this case, the friction brake device 2 is
When the master cylinder pressure exceeds the second set pressure P ₂ , the operation is delayed, that is, limited.

On the other hand, the regenerative braking device 3 has a stroke sensor 31 when the brake pedal 8 is depressed during braking.
Detects the depression stroke of the brake pedal 30 and outputs a stroke signal to the motor ECU 32.
In response to this stroke signal, the motor ECU 32 outputs an operation control signal, and the operation control signal causes the motor 2 to operate.
The phase of the magnet and the coil of 9 is controlled, and the motor 29 generates electric power. The rotation of the axle 26 is suppressed and decelerated by the resistance of the motor 29 during power generation. In this way, braking by the regenerative brake is performed. The AC power generated by the motor 29 is converted into DC power by the inverter 30 and stored in the battery 33. The DC power stored in the battery 33 is used as energy for driving the vehicle.

The maximum regenerative torque Tmax in such a regenerative brake exhibits a characteristic that it changes depending on the vehicle speed or the motor rotation speed as shown in FIG. That is, regenerative torque is hardly generated in a low speed region where the vehicle speed is, for example, about 5 km / h or less, and regenerative torque is generated when the vehicle speed exceeds about 5 km / h. Then, the maximum regenerative torque Tmax corresponding to the vehicle speed increases in proportion to the increase in the vehicle speed, and the vehicle speed becomes constant at about 13 km / h. Further, the maximum regenerative torque Tmax gradually decreases in a curve from a vehicle speed of about 30 km / h, and linearly decreases from a vehicle speed of about 45 km / h. Furthermore, when the vehicle speed is around 50 km / h, almost no regenerative torque is generated.

In this embodiment, the regenerative torque increases to T ₁ , T ₂ , T ₃ , T ₄ and the maximum regenerative torque Tmax in accordance with the stroke amount of the brake pedal 8 in the vehicle speed range where the regenerative torque is generated. I am trying. Even if the brake pedal 8 is further depressed after the regenerative torque reaches the maximum regenerative torque Tmax, the regenerative torque does not increase.
The regenerative brake will operate at Tmax.

In this embodiment, the regenerative brake is activated by depressing the brake pedal 8 during normal braking, and the stroke signal of the brake pedal 8 is output from the motor ECU 32 to the friction brake ECU 15. Friction brake EC
U15 outputs an ON signal to the first electromagnetic opening / closing valve 14, and the ON signal causes the first electromagnetic opening / closing valve 14 to be turned on and set to the shutoff position II. Therefore, during normal braking, the input / output of the brake pressure transmission control unit 6 is b in FIG.
The friction brake is limited until the master cylinder pressure exceeds the second set pressure P ₂ , and the regenerative brake is prioritized.

Further, in the present embodiment, by controlling the first electromagnetic on-off valve 14 as follows, the regenerative braking device 3 and the friction braking device 2 are operated so that the friction braking device 2 operates without limitation. By performing the interlocking control with the, the brake of the vehicle can be surely operated by the friction brake when the regenerative brake is not effectively operated.

In order to perform such interlocking control of the regenerative braking device 3 and the friction braking device 2, a vehicle speed monitoring control means 35 is provided in the motor ECU 32 as shown in FIG. 1, and this vehicle speed monitoring control means is provided. Reference numeral 35 indicates that the vehicle speed is the set speed V ₀ k based on the wheel speed signal from the wheel speed sensor 34.
When it is determined that the speed is ultra-low speed of m / h (eg, 5 km / h) or less, the first electromagnetic on-off valve 14 is turned off, the brake pressure of the brake cylinder 28 is increased, and the friction brake is operated without any limitation. I am trying. As shown in FIG. 4, when the vehicle speed is, for example, about 5 km / h or less, the regenerative torque of the regenerative brake becomes 0 and the regenerative brake does not operate. Therefore, the friction brake is operated and the vehicle is securely operated. It is intended to brake or stop.

Further, as shown in FIG. 1, the motor ECU 32
Brake operation amount increase speed calculation means 36 is provided therein, and this brake operation amount increase speed calculation means 36 calculates the stroke increase speed based on the depression stroke signal of the brake pedal 8 from the stroke sensor 31, and calculates Even when the stroke increasing speed exceeds the set value, the first electromagnetic on-off valve 14 is turned off so that the friction brake is operated without any limitation, as described above. This is when the brake pedal 8 is in the sudden braking operation when it is determined that the stroke speed exceeds the set value. However, since the regenerative brake acts like a speed reducer, it is possible to cope with the sudden braking. Therefore, when the sudden braking is applied, the friction brake is operated so that the sudden braking of the vehicle can be surely performed.

Further, as shown in FIG. 1, the motor ECU 32
A brake operation amount calculation means 37 is provided in the stroke operation sensor 3.
Even when the stroke amount of the brake pedal depression is calculated based on the stroke signal from No. 1 and it is determined that the calculated stroke amount exceeds the set value, the first solenoid opening / closing valve 14
Is turned off so that the friction brake can be operated without any limitation as described above. This is during high deceleration brake operation when the stroke amount of the brake pedal 8 exceeds a set value, and during this high deceleration brake operation, the braking force of the vehicle is insufficient even if the regenerative torque becomes maximum. Therefore, when the brake pedal 8 is further depressed, the friction brake is operated so that the vehicle can be reliably braked during high deceleration.

The vehicle speed monitoring control means 35, the brake operation amount increase speed calculation means 36, and the brake operation amount calculation means 37 may be provided in the friction brake ECU 15.

Further, as shown in FIG. 1, the motor ECU 32
A regenerative torque monitoring control means 38 is provided in the regenerative torque monitoring control means 38. The regenerative torque monitoring control means 38 monitors the power generation amount of the motor 29 during the operation of the regenerative brake, and in other words, when a decrease in the power generation amount is detected. For example, if the regenerative torque of the regenerative brake is monitored and a decrease in the regenerative torque is detected, the first
The electromagnetic opening / closing valve 14 is turned on / off (that is, opened / closed) by duty control to increase the brake pressure of the brake cylinder 28 by duty control so that the friction brake is operated by duty control. In that case, the regenerative torque monitoring control means 38 calculates the reduction rate of the regenerative torque, that is, the reduction rate of the power generation amount of the motor 29, and determines the duty ratio based on this reduction rate. There is. In this way, the duty control of the first electromagnetic opening / closing valve 14 is performed because the regenerative torque decreases when the vehicle speed becomes low as shown in FIG.
This is because the braking force of the vehicle is insufficient with only the regenerative brake, so that the friction brake is operated so that the vehicle can be reliably braked when the regenerative torque in the regenerative brake is reduced.

In addition to the situation where the regenerative brake does not operate effectively, the first electromagnetic on-off valve 14 is turned on to limit the friction brake, and only the regenerative brake is operated with priority over the friction brake. . In the example of the opening / closing control of the first electromagnetic opening / closing valve 14, the normal braking of the vehicle during the normal traveling is often performed by the regenerative braking, and the braking energy can be efficiently recovered,
Moreover, when the regenerative braking is not effective, the friction braking ensures the braking of the vehicle.

FIG. 5 is a flow chart showing an example of opening / closing control of the first electromagnetic opening / closing valve 14 in the first embodiment. Figure 5
As shown in, in this example, first, it is determined in step S1 whether or not the brake operation is performed. The detection of the brake operation is performed by detecting the pedal stroke of the stroke sensor 31. In addition to the above, the brake operation may be detected by detecting the ON state of a stop lamp switch (not shown) or by detecting the pressure of the master cylinder 10 by a pressure sensor.

When it is determined that the brake operation has been performed,
In step S2, the vehicle speed is the set speed V ₀ km / h (eg, 5k
m / h) or less, it is determined whether the vehicle speed is the set speed V _0.
If it is judged that it is not less than km / h, that is, it is not low speed,
In step S3, it is determined whether or not the stroke increasing speed of the stroke sensor 31 is larger than the set value. If it is determined that the stroke increasing speed is not greater than the set value, then in step S4 it is determined whether the stroke amount of the stroke sensor 31 is greater than the set value. When it is determined that the stroke amount is not larger than the set value, it is determined in step S5 whether the regenerative torque is decreasing. When it is determined that the regenerative torque has not decreased, the first electromagnetic opening / closing valve 14 is turned on (that is, closed) in step S6, and the operation of the friction brake is limited. As a result, the regenerative brake has a higher priority during normal braking operation during normal traveling.

When it is determined in step S5 that the regenerative torque is decreasing, the regenerative torque decreasing rate is calculated in step S7, and then the first electromagnetic opening / closing valve is calculated based on the regenerative torque decreasing rate calculated in step 8. 14
The duty ratio for the duty control is determined.
Then, in step S9, the first electromagnetic on-off valve 14 is on / off controlled by the duty control of the determined duty ratio. As a result, when the braking force of the regenerative brake is insufficient due to the decrease in the regenerative torque, the friction brake operates according to the decrease in the regenerative torque.

In step S4, the stroke sensor 3
When it is determined that the stroke amount of 1 is larger than the set value, or when it is determined in step S3 that the stroke increasing speed of the stroke sensor 31 is larger than the set value, or when the vehicle speed is larger than the set speed V ₀ km / h. If judged, the first solenoid opening / closing valve 1 is operated in the stroke S10.
4 is turned off (i.e. open) and there is no restriction on the operation of the friction brake.

FIG. 6 is a circuit diagram showing a second embodiment of the regenerative brake interlocking friction brake system of the present invention, FIG. 7 is an enlarged detailed view showing a brake pressure control section in the second embodiment, and FIG. 8 is this. It is a figure which shows the input-output characteristic of a brake pressure control part. The same components as those of the first embodiment described above are designated by the same reference numerals, and detailed description thereof will be omitted.

In the second embodiment, as shown in FIG. 6, the brake pressure transmission control device 12 disposed in the first passage 11 is provided.
Are two second and third pistons 3 arranged in series
9, 40, two normally open second and third electromagnetic on-off valves 41, 42 arranged in series, and a second check valve 43.

As shown in detail in FIG. 7, the second piston 3
9 is slidably provided in the housing 16, and the third piston 40 is slidably provided in the housing 16 near the brake cylinder 28 in series with the second piston 39. The second piston 39 receives the master cylinder pressure of the liquid chamber 10a transmitted through the fifth passage 44 communicating with the input port 17 on one surface side thereof, and the input port 17 and the output port 18 on the other surface side thereof. And a master cylinder pressure transmitted via a sixth passage 45 communicating with the second and third pistons 39, 40 by way of communication, a second electromagnetic opening / closing valve 41 and a seventh passage 46 branched from the sixth passage 45. The sixth passage 45, the third solenoid on-off valve 42 and the seventh
The brake cylinder pressure transmitted through the passage 46 and the second
And when the third solenoid on-off valves 41, 42 are closed, second and third
3 with the pressure sealed in the space between the pistons 39, 40
Any one of the two pressures is selectively received. The second piston 39 is biased by a second spring 47 in a direction opposite to the master cylinder pressure acting on the one surface side.

Further, the third piston 40 receives the same pressure as the pressure received on the other surface side of the second piston 39 through the eighth passage 48 on its one surface side, and the sixth passage 4
Brake cylinder pressure is received on the other surface side through the fifth and ninth passages 49. Further, the third piston 40 is biased by the third spring 50 in a direction opposing the pressure acting on the one surface side. In that case, the set load of the third spring 50 is set to be larger than the set load of the second spring 47. Further, the second and third pistons 3
Cup seals 51, 52 are provided on the outer circumferences of 9, 40, respectively. These cup seals 51, 52 are
Only the flow of the brake fluid from the other surface side of each of the second and third pistons 39, 40 to the one surface side is allowed.

Furthermore, the second passages, which are normally open, are provided in the sixth passage 45.
And the 3rd solenoid on-off valves 41 and 42 are provided. These second and third electromagnetic on-off valves 41 and 42 are both set to two positions, a communication position I and a shut-off position II, which are similar to those of the first electromagnetic on-off valve 14 described above, and are normally set to the communication position I. Has been done. Further, the seventh passage 46 is branched from the sixth passage 45 between the second and third electromagnetic on-off valves 41, 42.

Further, the second and third pistons 39, 40
Is provided with a tenth passage 53 that connects the input port 17 and the output port 18 to each other, and a second check valve 43 is provided in the tenth passage 53. It is designed to allow only the flow of the brake fluid toward it. The valve opening pressure at which the second check valve 43 opens is set to be considerably higher than the pressure at which the second and third pistons 39 and 40 start operating, and therefore, during normal operation of the second and third pistons 39 and 40. Then, the second check valve 43 is not opened. Then, when the second electromagnetic opening / closing valve 41 fails while being held at the shutoff position II and at least one of the second and third pistons 39, 40 fails to slide, or the third electromagnetic opening / closing valve 42 Remains in the shut-off position II and fails and the third
When the master cylinder pressure becomes equal to or higher than the valve opening pressure when the piston 40 has a non-sliding failure, the second check valve 43 opens and the master cylinder pressure is transmitted from the input port 17 through the output port 18 to the brake cylinder 28. , The brake can be activated. That is, the second check valve 43 functions to operate the emergency brake when the second and third pistons 39 and 40 and the second and third electromagnetic on-off valves 41 and 42 are out of order.

When the second and third pistons 39, 40 and the second and third electromagnetic on-off valves 41, 42 are out of order, the brake fluid in the brake cylinder 28 is released when the brake being operated is released. Will flow toward the master cylinder 10 through the cup seals 51, 52 on the outer circumferences of the second and third pistons 39, 40, so that no residual pressure will be generated in the brake cylinder 28.

Brake pressure transmission control unit 6 of the second embodiment
In the case where both the second and third solenoid on-off valves 41, 42 are set to the off position, that is, the communication position I,
The master cylinder pressure transmitted to the input port 17 is transmitted from the output port 18 to the brake cylinder 28 through the sixth passage 45 and the second and third electromagnetic on-off valves 41, 42. The input / output characteristics of the brake pressure transmission control unit 6 in this case are shown in FIG.
The characteristic of c indicated by the alternate long and short dash line, that is, the output pressure increases in proportion to the increase in the input pressure without delay. Therefore, at this time, the friction brake operates without being restricted, that is, without delay. In addition, the other surface side of the second piston 39 and the third piston 40
The pressure that is both the master cylinder pressure and the brake cylinder pressure is transmitted to the one surface side.

When the second electromagnetic on-off valve 41 is set to the on or shut-off position II and the third electromagnetic on-off valve 42 is set to the off or the communication position I, the input port 17
The master cylinder pressure transmitted to is not transmitted through the second solenoid opening / closing valve 41. On the other hand, the master cylinder pressure is the second
Although transmitted to the one surface side of the piston 39 through the fifth passage 44, while the master cylinder pressure is lower than the third set pressure P ₃ corresponding to the set load of the second spring 47, the second spring 47 is transmitted.
Does not contract and the second piston 39 does not operate. Therefore, even if the master cylinder pressure is generated and rises due to the depression of the brake pedal 8, the brake pressure transmission control device 12 does not output anything while the master cylinder pressure is lower than the third set pressure P ₃ . As a result, the friction brake is limited and does not operate until the master cylinder pressure reaches the third set pressure P _3, and only the regenerative brake operates.

The master cylinder pressure rises and the third set pressure P
_When it exceeds ₃ , the second spring 47 contracts and the second piston 39
Falls, and the pressure on the other side of the second piston 39 rises. At this time, the pressure on the other surface side of the second piston 39 is output from the output port 18 through the seventh passage 46, the sixth passage 45, and the third electromagnetic opening / closing valve 42, and the brake cylinder 28
Is transmitted to Therefore, when the master cylinder pressure exceeds the third set pressure P ₃ , the friction brake works together with the regenerative brake. Input-output characteristic of the brake pressure transmission control section 6 in this case, the characteristics of d indicated by the solid line in FIG. 8, i.e. not output any way until the input to a third set pressure P _3, the input third set pressure P _When it exceeds ₃ , the output increases proportionally. As described above, the brake pressure transmission control device 12 in this case comes to output after delaying the input. At this time, the other surface side of the second piston 39 and the third piston 39
Brake cylinder pressure is transmitted to one surface side of the piston 40.

Further, when the third electromagnetic on-off valve 42 is set to the on or shut-off position II and the second electromagnetic on-off valve 41 is set to the off or the communication position I, the input port 17
The master cylinder pressure is transmitted through the sixth passage 45, the second electromagnetic opening / closing valve 41, and the seventh passage 46, but is not transmitted through the third electromagnetic opening / closing valve 42 at the tip thereof. Therefore, the master cylinder pressure is transmitted to the other surface side of the second piston 39 and the one surface side of the third piston 40. While the master cylinder pressure is lower than the fourth set pressure P ₄ corresponding to the set load of the third spring 50, the third spring 50 does not contract and the third piston 40 does not operate. Therefore, even if the generated master cylinder pressure rises, the brake pressure transmission control device 12 does not output anything while it is lower than the fourth set pressure P ₄ . In that case, since the fourth set pressure P ₄ is set larger than the third set pressure P _3, the third piston 40 also master cylinder pressure becomes the third set pressure P ₃ is not operated, the brake pressure transmission The controller 12 does not output anything. Therefore, until the master cylinder pressure reaches the fourth set pressure P ₄ , only the regenerative brake operates and the friction brake is restricted and does not operate. In this case, since the fourth set pressure P ₄ is larger than the third set pressure P ₃ , the output start pressure, that is, the output, is higher than when the second electromagnetic on-off valve 41 is on and the third electromagnetic on-off valve 42 is off. The master cylinder pressure to start becomes high.

The master cylinder pressure rises and the fourth set pressure P
_When it exceeds ₄ , the third spring 50 contracts and the third piston 40
Falls, and the pressure on the other side of the third piston 40 rises. At this time, the pressure on the other surface side of the third piston 40 is output from the output port 18 and transmitted to the brake cylinder 28. Therefore, when the master cylinder pressure exceeds the fourth set pressure P ₄ , the friction brake works together with the regenerative brake.

The input / output characteristic of the brake pressure transmission control unit 6 in this case is the characteristic e shown by the solid line in FIG. 8, that is, no output is made until the input pressure reaches the fourth set pressure P ₄ , and the input pressure is When the pressure exceeds the fourth set pressure P ₄ , the output pressure increases proportionally. Thus, the brake pressure transmission control device 1 in this case
For No. 2, the output start pressure is higher than that when the second electromagnetic on-off valve 41 is on and the third electromagnetic on-off valve 42 is off with respect to the input. That is, the friction brake is more restricted than in the case described above. At this time, the second piston 39
The master cylinder pressure is transmitted to the other surface side and the one surface side of the third piston.

Further, the second and third solenoid on-off valves 41, 4
When both 2 are on, that is, set to the shut-off position II, the master cylinder pressure of the input port 17 is not transmitted through the first solenoid opening / closing valve 41, and the second piston 3
The pressure on the other surface side of 9 is not transmitted through the third solenoid opening / closing valve 42. On the other hand, the master cylinder pressure is transmitted to one surface side of the second piston 39, but as described above, while the master cylinder pressure is lower than the third set pressure P ₃ , the second piston 39
Does not work. Therefore, even if the generated master cylinder pressure rises, the pressure on the other side of the second piston 39 does not rise while it is lower than the third set pressure P ₃ . When the master cylinder pressure exceeds the third set pressure P ₃ , the second piston 39 descends and the pressure on the other surface side of the second piston 39 rises.
In that case, the pressure on the other surface side of the second piston 39 is lower than the master cylinder pressure by the third set pressure. The pressure on the other surface side of the second piston 39 is transmitted to the one surface side of the third piston 40.
While the pressure on the other surface side is lower than the fourth set pressure P ₄ , the third spring 50 does not contract and the third piston 40 does not operate. Therefore, even if the master cylinder pressure rises, as long as the pressure on the other surface side of the second piston 39 is lower than the fourth set pressure P ₄ ,
The brake pressure transmission control device 12 outputs nothing. In this case, since the pressure on the other surface side of the second piston 39 is lower than the master cylinder pressure, the third piston 40 does not operate even when the master cylinder pressure reaches the fourth set pressure P ₄ , and the brake pressure transmission control device 12 Does not output anything. When the master cylinder pressure further increases and exceeds the fifth set pressure P ₅ , the pressure on the other surface side of the second piston 39 exceeds the fourth set pressure P ₄ , so the third spring 50 contracts and the third spring 50 contracts. The third piston 40 descends, and the pressure on the other surface side of the third piston 40 increases. At this time, the pressure on the other surface side of the third piston 40 is output from the output port 18 and transmitted to the brake cylinder 28. Therefore, until the master cylinder pressure exceeds the fifth set pressure P ₅ , only the regenerative brake operates and the friction brake is restricted and does not operate. In this case, since the fifth set pressure P ₅ is larger than the fourth set pressure P _4, the second solenoid valve above 4
Since 1 is off and the third solenoid on-off valve 42 is on,
Output start pressure becomes high.

In this case, the input / output characteristic of the brake pressure transmission control unit 6 does not output at all until the characteristic indicated by the solid line in FIG. 8, that is, the input pressure reaches the set load P ₅ which is larger than the set load P _4. If the input pressure exceeds the set load P ₅ , the output will increase proportionally. In this case, the brake pressure transmission control unit 6 outputs the input pressure with a delay after the second electromagnetic on-off valve 41 is off and the third electromagnetic on-off valve 42 is on, that is, when the friction brake is in the above-described case. It becomes more restricted. At this time, the other surface side of the second piston 39 and the one surface side of the third piston 40 are neither the master cylinder pressure nor the brake cylinder pressure sealed between the second and third pistons 39, 40. Pressure.

As described above, in the second embodiment, the second
By selectively controlling ON / OFF of the third solenoid opening / closing valves 41, 42, the output start pressure of the brake transmission control unit 6 can be variously changed, and the limit of the friction brake device 2 can be selectively variously changed. become able to.

FIG. 9 is a flow chart showing an example of opening / closing control of the second and third electromagnetic on-off valves 41, 42 in the second embodiment. It is to be noted that the same processing steps as those in the flow shown in FIG. 5 described above are the same, and detailed description thereof will be omitted.

As shown in FIG. 9, in this example, first, steps S11 to S14 are the same as steps S1 to S4 shown in FIG. 5, and steps 23 to S24 are the same as step S10 shown in FIG. The processing is the same except that there are two. In that case, both the second and third electromagnetic on-off valves 41, 42 are turned off in steps S23 and S24. In this case, the brake pressure transmission control unit 6 has the input / output characteristic of c in FIG. 8, and when the master cylinder pressure is generated in the master cylinder 10 by depressing the brake pedal 8, the friction brake is operated without being restricted. become. When the vehicle speed is equal to or lower than the set speed V ₀ km / h, the stroke increase speed of the brake pedal 8 is equal to or higher than the set value, or the stroke amount of the brake pedal 8 is equal to or higher than the set value, the regenerative brake is effectively activated. Therefore, the brake of the vehicle is effectively operated by thus operating the friction brake without limitation.

When it is determined in step S14 that the stroke amount of the stroke sensor 31 is not larger than the set value, it is determined in step S15 whether the regenerative torque is larger than the first set value. When it is determined that the regenerative torque is larger than the first set value, it is determined in step S16 whether the regenerative torque is larger than the second set value that is larger than the first set value. When it is determined that the regenerative torque is larger than the second set value, the second electromagnetic opening / closing valve 41 is turned on in step S17, and the third electromagnetic opening / closing valve 42 is turned on in step S18. That is, the brake pressure transmission control unit 6 has an input / output characteristic of f in FIG. 8, and the friction brake device 2 does not operate until the master cylinder pressure exceeds the fifth set pressure P ₅ . When the regenerative torque is larger than the second set value, the regenerative torque is the largest, so that the braking force of the vehicle due to the regenerative brake can be sufficiently obtained. By limiting the friction brake to the maximum extent, the interlocking control between the regenerative brake and the friction brake can be performed most appropriately. As a result, the brake of the vehicle can be operated more effectively, and the braking energy can be efficiently collected.

When it is determined in step 16 that the regenerative torque is not larger than the second set value, the second electromagnetic opening / closing valve 41 is turned off in step S19, and the third electromagnetic opening / closing valve 42 is turned on in step S20. .
That is, the brake pressure transmission control unit 6 has the input / output characteristic of e in FIG. 8, and the master cylinder pressure is the fourth set pressure P ₄
The friction brake device 2 does not operate until it exceeds. When the regenerative torque is larger than the first set value and not larger than the second set value, the regenerative torque is the second largest, so the braking force of the vehicle by the regenerative brake is the second largest. By limiting the friction brake to the second largest by setting the control unit 6 as the input / output characteristic of e, the interlocking control between the regenerative brake and the friction brake can be similarly most appropriately performed. As a result, similarly, the brake of the vehicle can be more effectively operated, and the braking energy can be efficiently collected.

When it is determined in step 15 that the regenerative torque is not larger than the first set value, the second electromagnetic on-off valve 41 is turned on in step S21, and the third electromagnetic on-off valve 42 is turned off in step S22. .
That is, the brake pressure transmission control unit 6 has the input / output characteristic of d in FIG. 8, and the master cylinder pressure is the third set pressure P ₃
The friction brake device 2 does not operate until it exceeds. When the regenerative torque is not larger than the first set value, the regenerative torque is the smallest, so that the braking force of the vehicle due to the regenerative brake cannot be obtained so much. As a result, by reducing the limit of the friction brake, the interlocking control between the regenerative brake and the friction brake can be similarly most appropriately performed.
As a result, similarly, the brake of the vehicle can be more effectively operated, and the braking energy can be efficiently collected.

FIG. 10 is a diagram showing a flow of another example of opening / closing control of the second and third electromagnetic opening / closing valves 41, 42 in the second embodiment. It should be noted that it is stated that the same processing steps as the steps of the flow shown in FIG. 9 described above are the same, and detailed description thereof will be omitted.

In this example, as shown in FIG. 10, in addition to the flow shown in FIG. 9, when the regenerative torque is decreasing, the second and third electromagnetic on-off valves 41 and 42 are on / off controlled by duty control. I am trying to do it. That is, first, steps S25 to S30 are the same as step S11 shown in FIG.
~ S16 and steps S52-S
53 is the same as steps S23 to S24 shown in FIG.

In step S30, the regenerative torque is the second
When it is determined that it is larger than the set value, it is determined in step S31 whether the regenerative torque is decreasing. If it is determined that the regenerative torque is decreasing, step S3
The reduction rate of the regenerative torque is calculated in step 2, and then the duty ratio for duty control of the second and third electromagnetic on-off valves 41 and 42 is determined based on the reduction rate of the regenerative torque calculated in step S33. Then, in steps S34 and S35, the second and third electromagnetic on-off valves 41, 42 are on / off controlled by the duty control of the determined duty ratio. As a result, even when the regenerative torque is large, when the regenerative torque decreases,
The friction brake is activated according to the rate of decrease of the regenerative torque, the insufficient braking force of the vehicle due to the decrease of the regenerative torque is prevented, and the interlocking control of the regenerative brake and the friction brake is performed more finely.

If it is determined in step S31 that the regenerative torque has not decreased, steps S36 and S3.
7, step S17 of the flow shown in FIG. 9 respectively.
And the same processing as S18 is performed.

If it is determined in step S30 that the regenerative torque is not larger than the second set value, it is determined in step S38 whether the regenerative torque is decreasing. If it is determined that the regenerative torque is decreasing, the rate of decrease of the regenerative torque is calculated in step S39,
Next, the duty ratio for duty control of the second and third electromagnetic on-off valves 41, 42 is determined based on the regenerative torque reduction rate calculated in step S40. Then, in step S41, the second electromagnetic opening / closing valve 41 is turned off, and in step S35, the third electromagnetic opening / closing valve 42 is turned on by the duty control of the determined duty ratio.
Controlled off. As a result, even when the regenerative torque is the second largest, when the regenerative torque decreases, the friction brake operates according to the rate of decrease of the regenerative torque, and the insufficient braking force of the vehicle due to the decrease in the regenerative torque occurs. As a result, the interlocking control of the regenerative brake and the friction brake is performed more finely.

If it is determined in step S38 that the regenerative torque has not decreased, steps S43 and S4.
4, the same processes as steps 19 and S20 of the flow shown in FIG. 9 are performed.

Further, when it is determined in step S29 that the regenerative torque is not larger than the first set value, it is determined in step S45 whether the regenerative torque is decreasing. If it is determined that the regenerative torque is decreasing, the rate of decrease of the regenerative torque is calculated in step S46,
Next, the duty ratio for duty control of the second and third electromagnetic on-off valves 41, 42 is determined based on the regenerative torque reduction rate calculated in step S47. Then, in step S48, the second electromagnetic on-off valve 41 is on / off controlled by the duty control of the determined duty ratio, and the third electromagnetic on-off valve 42 is turned off in step S49. As a result, when the regenerative torque is the smallest and the regenerative torque decreases, the friction brake operates according to the reduction rate of the regenerative torque.
Insufficient braking force of the vehicle due to a decrease in regenerative torque is prevented, and the interlocking control of the regenerative brake and the friction brake is performed more finely.

When it is determined in step S45 that the regenerative torque has not decreased, steps S50 and S5 are performed.
In step 1, the same processes as steps 21 and S22 of the flow shown in FIG. 9 are performed.

FIG. 11 is a circuit diagram showing a third embodiment of the regenerative brake interlocking friction brake system of the present invention.
2 is an enlarged detailed view showing the brake pressure control unit in the third embodiment, and FIG. 13 is a diagram showing input / output characteristics of the brake pressure control unit. The same components as those of the first and second embodiments described above are designated by the same reference numerals, and detailed description thereof will be omitted.

In the third embodiment, as shown in FIG. 11, the brake pressure transmission control device 12 disposed in the first passage 11 is provided.
Has two fourth and fifth pistons 54, 55. As shown in detail in FIG. 12, the fourth piston 54 is slidably provided in the housing 16, and the master cylinder pressure of the liquid chamber 10a is supplied to one surface of the fourth piston 54 through an eleventh passage 56 communicating with the input port 17. In addition to receiving pressure, the spring force of the fourth spring 57 is received on the other surface side in a direction opposing the master cylinder pressure. Further, the fifth piston 55 is provided in the housing 16 so as to be slidable in series with the fourth piston 54 on the brake cylinder 28 side by a predetermined distance α from the protrusion 54a of the fourth piston 54. The fifth piston 55 receives the atmospheric pressure on one surface side thereof, receives the brake cylinder pressure on the other surface side through a twelfth passage 58 communicating with the output port 18, and receives the spring force of the fifth spring 59. .

Furthermore, the fourth and fifth pistons 54, 55
Is provided with a thirteenth passage 60 that communicates between the input port 17 and the output port 18, and a normally open fourth electromagnetic opening / closing valve 61 is provided in the thirteenth passage 60. This fourth
The electromagnetic on-off valve 61 is set to two positions, a communication position I and a shut-off position II, which are the same as those of the first electromagnetic on-off valve 14 described above.
Normally, the communication position I is set.

Brake pressure transmission control unit 6 of the third embodiment
In the above, when the fourth solenoid on-off valve 61 is off, that is, when it is set to the communication position I, the master cylinder pressure becomes the first
It is transmitted to the brake cylinder 28 through the third passage 60 and the fourth electromagnetic opening / closing valve 61. The input / output characteristic of the brake pressure transmission control unit 6 in this case increases in proportion to the characteristic of g indicated by the alternate long and short dash line in FIG. 13, that is, the output pressure is proportional to the increase in the input pressure without delay. Therefore, at this time, the friction brake operates without being restricted.

When the fourth solenoid on-off valve 61 is set to the on or shut-off position II, the master cylinder pressure transmitted to the input port 17 is not transmitted through the fourth solenoid on-off valve 61. On the other hand, the master cylinder pressure is transmitted to the one surface side of the fourth piston 54, but the sixth set pressure P ₆ corresponding to the set load of the fourth spring 57 is set to be relatively small. When it starts to rise
The fourth spring 57 contracts, the fourth piston 54 descends by a predetermined distance α, and the protrusion 54a of the fourth piston 54 abuts on one surface side of the fifth piston 55. As a result, the pedal stroke at the start of depression of the brake pedal 8 is secured.

However, even if the projection 54a of the fourth piston 54 abuts on the fifth piston 55, the fifth spring is still maintained while the master cylinder pressure is lower than the seventh preset pressure P ₇ corresponding to the set load of the fifth spring 59. 59 does not contract and the fifth piston 55 does not operate. Therefore, the friction brake is limited and does not operate. The master cylinder pressure rises and the 7th set pressure P ₇
Then, the fifth spring 59 contracts, the fourth and fifth pistons 54, 55 move down together, pressure is generated on the other surface side of the fifth piston 55, and this pressure is output from the output port 18, It is transmitted to the brake cylinder 28. Therefore,
When the master cylinder pressure exceeds the seventh set pressure P ₇ , the friction brake works together with the regenerative brake. The input / output characteristic of the brake pressure transmission control unit 6 in this case is the characteristic of h shown by the solid line in FIG. 13, that is, no output is made until the input pressure reaches the seventh set pressure P ₇ , and the input pressure is set to the 7th set pressure. When the pressure exceeds P ₇ , the output increases proportionally. As described above, the brake pressure transmission control device 12 in this case outputs the output later than the input, so that the friction brake is limited and operates.

Fourth solenoid on-off valve 6 in the third embodiment
1 is controlled according to the flow shown in FIG. 5 in the above-described first embodiment as an example, but the description thereof will be omitted.

In each of the above-mentioned embodiments, the hydraulic brake system by vacuum boosting is used, but the present invention can also be applied to an air-over hydraulic brake system.

[0086]

As is apparent from the above description, according to the regenerative brake interlocking friction brake device of the present invention, during normal brake operation, the operation of the friction brake is limited to give priority to the regenerative brake over the friction brake. Since it operates, the braking energy can be more efficiently recovered by the operation of the regenerative brake.

According to the third aspect of the present invention, since the partial liquid corresponding to the loss stroke of the brake cylinder is supplied before the friction brake is operated, when the friction brake is operated with the restriction released. The friction brake is immediately activated. Therefore, the responsiveness of the friction brake device is improved. Further, according to the inventions of claims 3 and 4, it is possible to secure the pedal stroke when the brake pedal is depressed.

Further, according to the fifth and sixth aspects of the present invention, since the restriction of the operation of the friction brake can be set variously according to the running condition or the driving condition of the vehicle, the operation of the friction brake can be finely adjusted. You can control. Thereby, the interlocking control of the regenerative brake and the friction brake can be more appropriately performed.

Further, according to the invention of claim 7, even when the brake pressure transmission control unit does not output due to an abnormality in the electromagnetic opening / closing valve or the piston, the brake of the vehicle can be reliably operated.

[Brief description of drawings]

FIG. 1 is a circuit diagram showing a first embodiment of a regenerative brake interlocking friction brake system of the present invention.

FIG. 2 is a diagram showing a brake pressure transmission control unit in the first embodiment.

FIG. 3 is a diagram showing input / output characteristics of a brake pressure transmission control unit in the first embodiment.

FIG. 4 is a diagram showing characteristics of regenerative torque depending on vehicle speed of a regenerative brake.

FIG. 5 is a diagram showing a flow of an example of opening / closing control of an electromagnetic opening / closing valve in the first embodiment.

FIG. 6 is a circuit diagram showing a second embodiment of the regenerative brake interlocking friction brake system of the present invention.

FIG. 7 is a diagram showing a brake pressure transmission control unit in the second embodiment.

FIG. 8 is a diagram showing input / output characteristics of a brake pressure transmission control unit in the second embodiment.

FIG. 9 is a diagram showing a flow of an example of opening / closing control of an electromagnetic opening / closing valve according to a second embodiment.

FIG. 10 is a diagram showing a flow of another example of opening / closing control of the electromagnetic opening / closing valve in the second embodiment.

FIG. 11 is a circuit diagram showing a third embodiment of the regenerative brake interlocking friction brake system of the present invention.

FIG. 12 is a diagram showing a brake pressure transmission control unit in the third embodiment.

FIG. 13 is a diagram showing input / output characteristics of a brake pressure transmission control unit in the third embodiment.

[Explanation of symbols]

1 ... Regenerative brake interlocking friction brake system, 2 ... Friction braking device, 3 ... Regenerative braking device, 4 ... Brake operating unit, 5 ... Brake boosting unit, 6 ... Brake pressure transmission control unit, 7 ... Braking unit, 8 ... Brake Pedal, 9 ... Vacuum booster, 10 ... Tandem master cylinder, 12 ... Brake pressure transmission control device, 14 ... First electromagnetic on-off valve, 15 ... Friction brake control electronic control device, 20 ... First piston, 21 ...
1st spring, 23 ... 1st check valve, 24 ... Check valve control piston, 25 ... Wheel, 26 ... Axle, 27 ... Brake disc, 28 ... Brake cylinder, 29 ... Motor, 3
0 ... Inverter, 31 ... Stroke sensor, 32 ... Motor control electronic control device, 33 ... Power storage device, 34 ... Wheel speed sensor, 35 ... Vehicle speed monitoring control means, 36 ... Brake operation amount increase speed calculation means, 37 ... Brake operation amount Calculation means, 3
8 ... Regenerative torque monitoring control means, 39 ... Second piston, 4
0 ... Third piston, 41 ... Second electromagnetic on-off valve, 42 ... Third
Solenoid on-off valve, 43 ... second check valve, 47 ... second spring,
50 ... 3rd spring, 54 ... 4th piston, 55 ... 5th piston, 57 ... 4th spring, 59 ... 5th spring, 61 ... 4th solenoid on-off valve

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[Procedure amendment]

[Submission date] July 25, 1994

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[Fig. 13]

Claims (7)

[Claims] 1. A brake operating means, a master cylinder for generating a master cylinder pressure when the brake operating means is operated, the master cylinder pressure is transmitted to generate a brake cylinder pressure, and the brake cylinder pressure interlocks with a wheel. A brake cylinder that presses a friction member against a rotating member that rotates, a passage that communicates the master cylinder and the brake cylinder and that transmits the master cylinder pressure, and a passage that is provided in the passage and that transmits the master cylinder pressure. Control unit for controlling the operation of the friction brake and a state not restricting the operation of the friction brake, and a friction brake control electronic control unit for controlling the brake pressure transmission control unit. A friction brake device equipped with at least the A regenerative braking device including at least an electric generator for generating electric power, an electric storage device for storing electric power generated by the electric generator, and a motor control electronic control device for controlling a motor of the electric generator, and a brake operation of the brake operating means. And a brake operation detection means for outputting a brake operation detection signal to the friction brake control electronic control device and the motor control electronic control device, wherein the friction brake control electronic control device is the brake operation. A regenerative brake interlocking friction brake system, which is control means for controlling the brake pressure transmission control unit so that the brake pressure transmission control unit limits the operation of the friction brake based on a detection signal. 2. A brake operating means, a master cylinder that generates a master cylinder pressure when the brake operating means is operated, the master cylinder pressure is transmitted to generate a brake cylinder pressure, and the brake cylinder pressure interlocks with a wheel. A brake cylinder that presses a friction member against a rotating member that rotates, a passage that communicates the master cylinder and the brake cylinder and that transmits the master cylinder pressure, and a passage that is provided in the passage and that transmits the master cylinder pressure. Control unit for controlling the operation of the friction brake and a state not restricting the operation of the friction brake, and a friction brake control electronic control unit for controlling the brake pressure transmission control unit. A friction brake device equipped with at least the A regenerative braking device including at least an electric generator for generating electric power, an electric storage device for storing electric power generated by the electric generator, and a motor control electronic control device for controlling a motor of the electric generator, and a brake operation of the brake operating means. And a brake operation detection means for outputting a brake operation detection signal to the friction brake control electronic control device and the motor control electronic control device, wherein the friction brake control electronic control device is the brake operation. The brake pressure transmission control unit is a control unit that controls the brake pressure transmission control unit so that the brake pressure transmission control unit limits the operation of the friction brake based on the detection signal. A normally open first electromagnetic on-off valve disposed in a passage between the brake cylinder and the brake cylinder; In addition, a brake pressure transmission control device that sets a state in which the operation of the friction brake is restricted is provided in another passage between the master cylinder and the brake cylinder that bypasses the first electromagnetic on-off valve, The brake pressure transmission control unit is normally set to a state in which the first electromagnetic opening / closing valve is opened and the master cylinder and the partial brake cylinder are directly communicated with each other, and the operation of the friction brake is not limited. The regenerative brake interlocking friction is characterized in that the first electromagnetic on-off valve is closed by an output signal from the electronic control device for friction brake control, and the brake pressure transmission control device sets the condition to limit the operation of the friction brake. Brake system. 3. The brake pressure transmission control device opens when the master cylinder pressure is equal to or lower than a first set pressure, closes when the master cylinder pressure exceeds the first set pressure, and closes the brake cylinder when closed. A first permitting only the flow of brake fluid toward the master cylinder
The check valve and the first cylinder that receives the master cylinder pressure
A first piston that generates the brake cylinder pressure by operating with the check valve closed, and a state in which the first piston is biased to oppose the master cylinder pressure and the first check valve is closed. And a first spring in which a set load is set so that the first piston operates when the master cylinder pressure exceeds a second set pressure that is larger than the first set pressure. The friction brake system interlocked with the regenerative brake according to claim 2. 4. The brake pressure transmission control device biases the second piston that receives the master cylinder pressure and the second piston so as to oppose the master cylinder pressure, and the master cylinder pressure is the third cylinder pressure. When the set pressure is exceeded,
A second spring, in which a set load is set so that the second piston operates, and a second cylinder, which are arranged in series at a predetermined distance from the second piston, and the brake cylinder is provided on a surface opposite to the second piston. A third piston that receives pressure and a third piston that urges the third piston in the same direction as the brake cylinder pressure, and the second piston operates by the predetermined distance and is in contact with the third piston; A third spring having a set load set such that the second and third pistons work together when the master cylinder pressure exceeds a fourth set pressure that is higher than the third set pressure. The friction brake system interlocked with the regenerative brake according to claim 2. 5. A brake operating means, a master cylinder that generates a master cylinder pressure when the brake operating means is operated, the master cylinder pressure is transmitted to generate a brake cylinder pressure, and the brake cylinder pressure interlocks with a wheel. A brake cylinder that presses a friction member against a rotating member that rotates, a passage that communicates the master cylinder and the brake cylinder and that transmits the master cylinder pressure, and a passage that is provided in the passage and that transmits the master cylinder pressure. Control unit for controlling the operation of the friction brake and a state not restricting the operation of the friction brake, and a friction brake control electronic control unit for controlling the brake pressure transmission control unit. A friction brake device equipped with at least the A regenerative braking device including at least an electric generator for generating electric power, an electric storage device for storing electric power generated by the electric generator, and a motor control electronic control device for controlling a motor of the electric generator, and a brake operation of the brake operating means. And a brake operation detection means for outputting a brake operation detection signal to the friction brake control electronic control device and the motor control electronic control device, wherein the friction brake control electronic control device is the brake operation. The control means controls the brake pressure transmission control unit so that the brake pressure transmission control unit is in a state of limiting the operation of the friction brake based on a detection signal, and is in a state of limiting the operation of the friction brake. For the input / output characteristics of the brake pressure voltage control unit, multiple input / output characteristics with different output start pressures are set. The brake pressure transmission control unit includes a plurality of normally open electromagnetic on-off valves arranged in series in a passage between the master cylinder and the brake cylinder, and bypasses the plurality of electromagnetic on-off valves. In another passage between the master cylinder and the brake cylinder, which is provided with a brake pressure transmission control device for setting the state of limiting the operation of the friction brake, the brake pressure transmission control unit, normally, All of the plurality of electromagnetic on-off valves are opened and the master cylinder and the partial brake cylinder are directly communicated with each other so that the operation of the friction brake is not limited and the friction brake control electronic control device is operated. A predetermined number of electromagnetic on-off valves among the plurality of electromagnetic on-off valves are closed by the output signal,
The regenerative brake interlocking friction brake system, wherein the brake pressure transmission control device sets one of a plurality of input / output characteristics having different output start pressures. 6. A plurality of solenoid on-off valves, a second solenoid on-off valve and a third solenoid on-off valve, which are arranged in series on an upstream side and a downstream side in a passage between the master cylinder and the brake cylinder. The brake pressure transmission control device further includes a fourth piston and a fifth piston arranged in series, a fourth spring for biasing the fourth piston and a fifth piston, and A fifth spring having a set load larger than the set load of the fourth spring, one side of the fourth piston communicating with the master cylinder, and the other side of the fourth piston and the fifth piston. A space between the one surface side communicates with a passage between the second electromagnetic on-off valve and the third electromagnetic on-off valve, and the other surface side of the fifth piston communicates with the brake cylinder. Second and third electromagnetic opening 6. A valve is controlled to operate at least one of the fourth and fifth pistons to set one of a plurality of input / output characteristics having different output start pressures. Friction braking system linked to regenerative braking described. 7. A brake passage from the master cylinder to the brake when the master cylinder pressure exceeds a fifth set pressure in another passage between the master cylinder and the brake cylinder that bypasses the brake pressure transmission control unit. 7. The regenerative brake interlocking friction brake system according to claim 6, further comprising an emergency check valve that allows only the flow of the brake fluid toward the cylinder.