JPH09123900A - Brake device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve accuracy for making judgement as to whether or not an emergency exists, regarding a brake device for increasing a brake force when the occurrence of an emergency is identified. SOLUTION: The occurrence of an emergency is identified, when a brake pedal is stepped down at a step S3 and at the same time, a driver's emergency operation is detected at a step S8. In this case, the emergency operation is performed in such a manner as an operation for warning that the driver's vehicle is in an emergency via a passing light operation, an operation for escaping from the emergency including the case where the steering angle velocity of a steering wheel is equal to or above the preset velocity, and an unconscious motion associated with the emergency including the case where foot rest pressure is equal to or above the preset value. When the occurrence of an emergency is identified in that way on the basis of an emergency motion other than a brake pedal operation, judgement accuracy can be improved, compared with the case of judgement based only 011 a brake pedal stepping speed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake device that generates a braking force according to a service brake operating force, which is an operating force of a service brake operating member, and a braking force larger than usual in an emergency. .

[0002]

2. Description of the Related Art Japanese Patent Application Laid-Open No. 4-121260 discloses a brake device of this type. This brake device includes (1) a service brake operation speed detection device that detects an operation speed of a service brake operation member, and (2) a service brake operation speed detected by the service brake operation speed detection device is higher than a set speed. And a braking force increasing means for increasing the ratio of the braking force to the service brake operating force. When the service brake operating speed is higher than the set speed, it is determined that the emergency is in progress, and the braking force is increased.As a result, the ratio of the braking force to the service brake operating force is usually relatively small, and the braking force is limited. While power control is easy, a sufficiently large braking force can be obtained in an emergency.

[0003]

However, it is difficult to say that the braking device described in this publication still has sufficient determination accuracy in an emergency. This is because whether or not it is an emergency is determined based only on the operating speed of the service brake operating member. Therefore, the present invention has been made to improve the accuracy of determination in an emergency.

[0004]

Means for Solving the Problems The above problems include a brake device for generating a braking force according to an operating force of a service brake operating member, and (a) a service brake operation detecting device for detecting an operation of the service brake operating member. , (B) an emergency action detection device that detects an emergency action performed by the driver in an emergency other than the service brake operation, and (c) the service brake operation detection device detects the service brake operation,
Further, it is solved by including braking force increasing means for increasing the ratio of the braking force to the service brake operating force more than usual when the emergency action detecting device detects the emergency action of the driver. Here, the emergency operation includes not only an operation of the operation member that the driver intentionally performs in an emergency, but also an operation that the driver unconsciously performs in an emergency. The operation that is intentionally performed corresponds to the operation of a warning device for informing a preceding vehicle or a following vehicle that the own vehicle is suddenly braked, or a sudden operation of steering to get out of an emergency state. The unconscious action includes an action of applying force to the foot placed on the footrest, an action of pressing the back strongly against the seat, and the like.

[0005]

In the brake device of the present invention, when the service brake operation is detected and the other emergency operation of the driver is detected, the braking force increasing means changes the ratio of the braking force to the service brake operating force. Can be increased. Whether the service brake operation is performed is detected by the service brake operation detection device, and whether the emergency operation is performed is detected by the emergency operation detection device. In this way, when the driver performs other emergency operations in addition to the service brake operation, it is determined to be an emergency, and therefore, based on only the service brake operation speed as in the conventional brake device. The determination accuracy in an emergency is improved as compared with the case where the determination is made.

The present invention may be applied to a brake device including the service brake operation speed detecting device described above. In that case, if the service brake operation speed detected by the service brake operation speed detection device is higher than the set speed and an emergency operation is detected, it is determined that the emergency is performed, and the determination accuracy is determined. Is further improved.

[0007]

As described above, according to the present invention, it is possible to improve the determination accuracy in an emergency, so that it is usually easy to control the braking force, and a large braking force can be reliably obtained in an emergency. The braking device can be obtained.

[0008]

Supplementary Explanation of the Invention The present invention is, in addition to the embodiments described in the claims,
It can also be implemented in the modes listed below. (1) A warning device operation detection device, wherein the emergency operation detection device detects an operation of a warning device notifying an approaching object such as a preceding vehicle or a person in front of the vehicle or a succeeding vehicle that the own vehicle is in an emergency state. A brake system as set forth in claim 1 including. The warning device includes a hazard warning switch, a horn, a light control switch and the like. In order to notify the following vehicle that the host vehicle is suddenly braked, for example, a hazard warning switch is operated. Therefore, if the hazard warning switch operation detection device detects that the hazard warning switch has been operated, it can be considered that the driver has performed an emergency operation. In order to notify a preceding vehicle or a person in front of the vehicle that the vehicle is approaching suddenly, for example, a horn is operated, passing is performed (passing operation such as pulling the lever of the light control switch toward you, etc. is performed). ) Do. Therefore, if the horn switch detects that the horn has been operated or the light control switch detects that the phoning has been performed, it can be considered that the driver has performed an emergency operation. (2) The emergency operation detecting device includes an emergency additional driving operation detecting device that detects an emergency additional driving operation performed by a driver in addition to a service brake operation in order to escape the own vehicle from an emergency state. The braking device according to 1. In an emergency, the driver operates the steering wheel suddenly, or operates the parking brake operating member when he feels that the braking force of the service brake is insufficient. Normally, the parking brake lever,
Since the parking brake pedal and the like are not operated, it is necessary to provide a running brake detection device (running speed detection device) that detects that the vehicle is running and a parking brake operation detection device that detects parking brake operation. , One of the emergency additional driving operations can be detected.
Further, a steering angle detecting device or a steering angular velocity detecting device of the steering wheel is provided, and when at least one of the steering angle and the steering angular velocity exceeds the set steering angle and the set steering angular velocity, it is one of the emergency additional driving operations. It can be assumed that a sudden operation of the steering wheel has been performed. (3) The brake device according to any one of claims 1, 2 and 3, wherein the emergency action detection device includes an emergency unconscious action detection device that detects an action unconsciously performed by a driver in an emergency. The emergency unconscious movement detection device includes a steering wheel grip force detection device, a footrest pressure detection device, a seat back pressure detection device, a generated sound detection device (microphone), and the like. In an emergency, the driver unconsciously squeezes the steering wheel, puts his / her foot on the footrest, presses his / her back strongly against the seat, and / or makes a louder voice than usual in a conversation. One or more of the movements are detected by a steering wheel grip force detection device, a footrest pressure detection device, a seat back pressure detection device, a generated sound detection device, etc.,
When the magnitude of these detection signals exceeds the set value, a signal indicating that the emergency unconscious operation has been performed is generated. (4) The brake device includes a booster that boosts the service brake operating force and transmits the boosted service brake force to the master cylinder, and the braking force increasing unit includes a boosting factor increasing unit that increases the boosting factor of the booster. Claim 1, Aspect 1
Brake device given in any 1 paragraph of ~ 3. (5) The booster is connected to a variable pressure chamber, a negative pressure chamber, a power piston that operates based on the pressure difference between the two chambers, an input member connected to the service brake operating member, and a master cylinder. An output member that transmits the operating force of the power piston to the master cylinder, operates based on the input to the input member and the reaction force applied from the master cylinder to the output member, and isolates the variable pressure chamber from the negative pressure chamber. Control to switch between an output increase state in which the transformer chamber is connected to the negative pressure chamber and an output decrease state in which the transformer chamber is connected to the negative pressure chamber to shut off from the atmosphere, and an output holding state that shuts off the transformer chamber from both the negative pressure chamber and the atmosphere It operates according to the valve device and the supply of electric current,
An electric actuator that puts the control valve device into an output increasing state irrespective of the magnitude of the input of the input member, wherein the power factor increasing means includes actuator operating means that operates the electric actuator. Aspect 4
The brake device according to item 1. During non-braking, the control valve device is in a reduced output state, and the variable pressure chamber is in communication with the negative pressure chamber and is shut off from the atmosphere. When the service brake operating member is operated, the control valve device is switched to the output increasing state based on the relative movement of the input member with respect to the output member, and the variable pressure chamber is shut off from the negative pressure chamber and communicated with the atmosphere. A pressure difference occurs between the variable pressure chamber and the negative pressure chamber, the power piston operates based on the pressure difference, and the operating force is transmitted to the master cylinder via the output member. When the input member stops, the control valve device enters the output holding state and the power piston stops in a state where the reaction force applied from the master cylinder to the output member reaches a magnitude proportional to the input to the input member. In this way, the service brake operating force is normally boosted by the booster and transmitted to the master cylinder.
A hydraulic pressure is generated in the master cylinder according to the service brake operating force, and the hydraulic pressure is transmitted to the wheel cylinder to generate a braking force. On the other hand, when the electric actuator is operated by the actuator operating means, the control valve device is unconditionally switched to the output increasing state. The variable pressure chamber is cut off from the negative pressure chamber and communicated with the atmosphere, the pressure difference between the variable pressure chamber and the negative pressure chamber is maximized, the power piston is advanced with the maximum operating force, and the hydraulic pressure in the master cylinder is increased. To be The braking force becomes larger than the magnitude corresponding to the service brake operating force, which means that the booster power factor is increased. (6) The braking device includes an electromagnetic hydraulic pressure control device that controls the hydraulic pressure of the wheel cylinder to a magnitude different from the magnitude corresponding to the service brake operating force in response to an electric signal, and the braking force is increased. 6. An electromagnetic fluid pressure control device control means for increasing a braking force by controlling the electromagnetic fluid pressure control device, wherein the means includes electromagnetic fluid pressure control device control means.
The braking device according to any one of 1. Although it is possible to provide a dedicated electromagnetic hydraulic control device, an anti-lock control device that prevents excessive wheel slip during braking, a traction control device that prevents excessive acceleration slip, and a service A braking effect control device that causes a deceleration in the vehicle to be exactly proportional to the braking force,
The purpose can be achieved at low cost by using an electromagnetic hydraulic pressure control device such as a running stability control device that automatically operates a brake to improve the running stability of the vehicle. (7) The electromagnetic hydraulic pressure control device includes an electromagnetic hydraulic pressure control valve that generates a hydraulic pressure according to a supply current amount and supplies the hydraulic pressure to a wheel cylinder, and the braking force increasing means includes an electromagnetic hydraulic pressure control valve. 7. The brake device according to aspect 6, comprising a current amount control means for increasing the amount of current supplied to the. The larger the amount of supply current, the higher the hydraulic pressure generated in the electromagnetic hydraulic pressure control valve. The braking force can be increased, and the ratio of the braking force to the service brake operating force can be increased than usual. (8) The emergency action detection device includes an emergency level estimation unit that estimates the emergency level based on at least one of the type and the degree of the emergency action of the driver, and the braking force increase unit includes the emergency level. The brake device according to any one of claims 1, 1 to 3, 6, and 7, including an urgency-based ratio increasing means for increasing the ratio according to the urgency estimated by the estimating means. When the degree of urgency is high, a larger braking force is often required than when the degree of urgency is low. Therefore, if the ratio is increased according to the degree of urgency, it becomes possible to better deal with the emergency situation. The degree of urgency can be estimated based on the type of emergency action or the degree of action. In addition, it is possible to estimate stepwise or continuously. For example, in the case of estimating the degree of urgency based on the type of emergency operation, the urgency is low when the operation of the warning device is detected by the warning device operation detection device of aspect 1, It can be estimated that it is medium when the unconscious motion detecting device detects the emergency unconscious motion, and high when the emergency additional driving operation is detected by the emergency additional driving operation detecting device of the second aspect. When an unconscious motion is detected in an emergency, the steering wheel grip force detection device detects that the grip force of the steering wheel is greater than the set grip force, compared to when the generated sound detection device detects a sound (voice) higher than the set horn. It is possible to estimate that the situation is more urgent in the case of a failure. In this way, when estimating the degree of urgency based on the type of emergency operation, the degree of urgency can be estimated in stages. Further, in the case of estimating the degree of urgency based on the degree of motion, for example, it is estimated that the higher the steering angular velocity of the steering wheel, the higher the urgency, or the grip force detected by the steering wheel grip force detection device,
It can be estimated that the greater the pressure detected by the footrest pressure detection device and the pressure detected by the seat back pressure detection device, and the greater the sound detected by the generated sound detection device, the higher the urgency. In this way, when estimating the degree of urgency based on the degree of emergency operation, the degree of urgency can be estimated continuously. The braking force increasing means includes, for example, an electromagnetic hydraulic pressure control device controlling means for controlling the electromagnetic hydraulic pressure control device according to the sixth aspect, the electromagnetic hydraulic pressure control device including at least the wheel cylinders of the master cylinder. If it is a directional switching valve that can switch between a supply position that allows the supply of hydraulic fluid higher than the pressure and a blocking position that blocks the supply of high hydraulic pressure, supply the directional valve. The braking force can be controlled by controlling the time ratio for switching between the position and the blocking position. By increasing the time ratio of the supply position to the blocking position, the pressure increase gradient of the wheel cylinder hydraulic pressure can be increased, and the ratio of the braking force to the operating force can be increased. Further, when the braking force increasing means includes the current amount control means for controlling the supply current amount supplied to the electromagnetic hydraulic pressure control valve of the seventh aspect, the braking force can be increased by increasing the supply current amount. it can. As described above, the degree of urgency can be estimated based on the type of emergency action and the degree of action, but the urgency estimation unit can also be regarded as a margin detection unit. There is an inverse relationship between the driver's urgency and spare capacity. When the urgency is low, the margin is high, and when the urgency is high, the margin is low. Therefore, the braking force is increased by the braking force increasing means corresponding to the margin as the margin is lower. (9) The brake device further includes a service brake operation speed detection device that detects a service brake operation speed, and the braking force increasing means is configured such that the operation speed detected by the service brake operation speed detection device is higher than a set speed. The brake device according to any one of claims 1 and 8 to increase the ratio of the braking force to the service brake operating force when the braking force is larger than usual.
If the operation speed detected by the service brake speed detection device is higher than the set speed and an emergency action is detected, it is determined that the emergency is an emergency, so that the determination accuracy in the emergency can be further improved. You can As in this aspect, the brake device may be provided with the service brake operation speed detection device separately from the service brake operation speed detection device. However, if the operation speed detected by the service brake operation speed detection device is greater than 0, the service brake Since it can be detected that the operating member has been operated, the service brake operation speed detecting device can also serve as the service brake operation detecting device. (10) The braking device according to aspect 9, wherein the braking force increasing means includes an operating speed corresponding braking force increasing means for increasing the ratio according to the service brake operating speed detected by the service brake operating speed detecting device. It can be estimated that the higher the operation speed detected by the service brake operation speed detection device, the higher the urgency,
In that case, it is appropriate to increase the braking force. (11) In the case where the brake device is further provided with a passenger emergency motion detection device that detects an emergency motion of the passenger, and the braking force increasing means detects the emergency motion of the driver by the emergency motion detection device. The above-mentioned ratio is increased in at least one of the case where the passenger's emergency action is detected by the passenger's emergency action detector and the case where the passenger's emergency action is detected. Brake device. In an emergency, passengers often make an emergency action. For example, the seat back pressure on the passenger side becomes high, or the passenger makes a loud voice. Therefore, it is appropriate to increase the braking force according to the emergency operation of the passenger.

[0009]

BEST MODE FOR CARRYING OUT THE INVENTION A brake device as an embodiment of the present invention will be described with reference to the drawings. In FIG. 2, 1
Reference numeral 0 is a brake pedal as a service brake operating member, 12 is a vacuum booster (hereinafter simply referred to as a booster), and 14 is a master cylinder.
The master cylinder 14 is a tandem type having two pressurizing chambers in series, and the hydraulic pressure generated in one pressurizing chamber is supplied to the wheel cylinders 16 and 17 and is generated in the other pressurizing chamber. The hydraulic pressure is supplied to the wheel cylinders 18 and 19 via the proportioning bypass valve 20.

The booster 12 comprises an input rod 22, an output rod 24, a shell type housing 26, a diaphragm type power piston 28, etc., and doubles the pedaling force applied to the input rod 22 via the brake pedal 10. The force is transmitted to the master cylinder 14 by the output rod 24. The power piston 28 has a main body 30.
Which includes a diaphragm plate 32 and a diaphragm rubber 34 fixed to the diaphragm rubber 3 and the like.
4, the inside of the housing 26 has two pressure chambers 3
It is divided into 6,38. One pressure chamber 36 is connected to the intake manifold of the engine via a pipe joint 40.
It is connected to a vacuum source 42 such as a vacuum pump to keep a negative pressure at all times. Therefore, hereinafter, it is referred to as the negative pressure chamber 36. The other pressure chamber 38 is communicated with the atmosphere or the negative pressure chamber 36.
And is shut off from the atmosphere and the negative pressure chamber 36. Since the pressure of the pressure chamber 38 is changed in this manner, it is hereinafter referred to as a variable pressure chamber 38. The power piston 28 is biased in the backward direction (rightward in the figure) by a spring 46 arranged in the negative pressure chamber 36.

A valve plunger 50 is fitted to the main body 30 of the power piston 28 so as to be relatively movable in the axial direction. The input rod 22 is connected to the valve plunger 50, and when the brake pedal 10 is depressed, the main body 30
In contrast, it is possible to move forward relatively.
The forward and backward ends of the valve plunger 50 are defined by the stopper key 52. The stopper key 52 is
The stopper plate 53 prevents the stopper plate 53 from slipping out. The main body 30 is also provided with a communication passage 54 for communicating the negative pressure chamber 36 and the variable pressure chamber 38, and a communication passage 56 for communicating the variable pressure chamber 38 with the atmosphere. A control valve 58 for controlling the communication state between the chamber 36 and the atmosphere is provided.

The control valve 58, as shown in FIG.
0, a first valve seat 60, a second valve seat member 62 movably arranged on the valve plunger 50, and elasticity provided commonly to the first valve seat 60 and the second valve seat member 62. Member-made valve element 64, spring 66 for urging the second valve seat member 62 in the backward direction, valve element 6
4 is provided with a spring 68 for biasing 4 in the forward direction, a solenoid 70 fixed to the main body 30, and the like. The solenoid 70 is controlled by a drive circuit (not shown) based on a command from the braking force control device 74 of FIG. The retracted end position of the second valve seat member 62 is defined by a stopper 72 provided on the valve plunger 50, and is always kept at the retracted end position by a spring 66.
Therefore, the second valve seat member 62 is moved along with the axial movement of the valve plunger 50 when the solenoid 70 is in the non-excited state. Control valve 5
The control valve 8 can switch between the output decreasing state, the output holding state, and the output increasing state by switching the control valve 58. This switching will be described later.

A relay mechanism 76 is provided at the front of the body 30 of the power piston 28. The relay mechanism 76 is
The valve plunger 50, a relay member 78 fitted to the main body 30, and a rubber reaction disk 80 interposed between the valve plunger 50 and the relay member 78 are provided. Reaction disk 80
Has an action of allowing a minute relative movement between the valve plunger 50 and the main body 30 and transmitting a resultant force of respective forces applied from both of them to the relay member 78. The output rod 24 is fixed to the relay member 78.

The braking force control device 74 has a C (not shown).
The computer is mainly provided with a PU, a ROM, a RAM, an input unit, an output unit, and the like. The input unit has a brake switch 90, a hazard warning switch operation detection device 92, a passing switch 94, a horn switch 96, and a steering wheel. Angular velocity detection device 98, grip force detection device 100,
A parking brake lever operation detection device 102, a generated sound detection device (microphone) 104, a footrest pressure detection device 106, a seat back pressure detection device 108, a vehicle body speed detection device 110, etc. are connected, and the solenoid 70 etc. are connected to the output section. They are connected via a drive circuit (not shown). Further, the ROM stores a plurality of programs such as the solenoid control program shown in the flowchart of FIG.

The brake switch 90 is a switch that outputs an ON signal when the brake pedal 10 is depressed. The brake pedal 10 is depressed when it is necessary to stop or decelerate the vehicle. The hazard warning switch operation detection device 92 is a device that detects that a hazard warning switch (not shown) has been operated, and the hazard warning switch operation detection device 9
When it is detected by 2 that the hazard warning switch is operated, blinkers on the front, rear, left and right of the vehicle (not shown) are made to blink. The hazard warning switch is operated when the following vehicle is informed that the own vehicle is suddenly braked.

The passing switch 94 is a switch for detecting that a light control switch (not shown) is operated for passing (the turn lever is pulled toward you). When the passing operation is performed, if the head lamp (not shown) is in the off state or is lit by the low beam, it is switched to the high beam lighting, and if it is lit by the high beam, it is temporarily switched to the low beam lighting. After that, the high beam is switched on. The passing operation is performed to notify that the host vehicle is approaching an approaching object such as a preceding vehicle or a person in front of the host vehicle. Similarly, the horn switch 96 is a switch for detecting that a horn (not shown) is operated, and if the operation of the horn is detected by the horn switch 96,
A warning sound is emitted from a horn speaker (not shown). Similar to the passing operation, the operation of the horn is performed to notify that the host vehicle is approaching the approaching object. These hazard warning switch, light control switch passing operation and horn operation are
The operation is performed in an emergency, and the detection of at least one of these operations can be used to detect the emergency action of the driver.

The steering angular velocity detecting device 98 is a device for detecting the steering angular velocity of the steering wheel 112, and the parking brake lever operation detecting device 102 is
This is a device that detects whether or not a parking brake lever (not shown) has been operated. Steering wheel 112
Is operated at a large steering angular velocity or the parking brake lever is operated during traveling because the driver is trying to escape from the emergency. Therefore,
When the steering angular velocity of the steering wheel 112 detected by the steering angular velocity detection device 98 is equal to or higher than the set speed, or when the vehicle body speed detected by the vehicle body speed detection device 110 is equal to or higher than the set speed, the parking brake lever operation detection device 102 performs parking. When the operation of the brake lever is detected, it can be considered that the driver has performed an emergency operation.

Further, the grip force detection device 100 detects the grip force of the driver applied to the steering wheel 112, and the generated sound detection device 104 detects the voice of the driver. A microphone having a strong directivity is adopted and mainly detects a voice uttered by a driver. The footrest pressure detection device 106 and the seat back pressure detection device 108 are devices that detect the pressure applied to the footrest and the pressure applied to the seat (not shown), respectively. In an emergency, the driver can steer
Squeeze 2 firmly, make a loud voice, put your foot on the footrest, or press your back against the seat. Therefore, when the output value detected by any one of the detection devices 100, 104, 106, 108 is equal to or greater than the set value, such as the grip force detected by the grip force detection device 100 is equal to or greater than the set grip force, the driving is performed. It is reasonable that the person performs the emergency action.

The operation of the brake device constructed as above will be described. When the brake pedal 10 is not depressed, the control valve 58 in the booster 12 is in the output reduction state shown in the figure. The valve element 64 is separated from the first valve seat 60 and is in contact with the second valve seat member 62, so that the variable pressure chamber 38 is shielded from the atmosphere and communicated with the negative pressure chamber 36. Transformer chamber 38 and negative pressure chamber 36
There is no pressure difference between the power piston 28 and the power piston 28 is retracted by the spring 46, and the stopper plate 5
3 is at the retracted end position where it abuts the inner surface of the housing 26.

When the brake pedal 10 is depressed while the solenoid 70 is not energized, the input rod 22 is advanced accordingly, and the valve plunger 5 is moved.
0 is advanced relative to body 30. In the control valve 58, the second valve seat member 62 is advanced as the valve plunger 50 is advanced, and the valve element 64 is moved.
Is moved forward by the urging force of the spring 68. As a result, the valve element 64 is brought into contact with the first valve seat 60, and the second valve seat member 62 is separated from the valve element 64. The control valve 58 is switched to the output increasing state, so that the variable pressure chamber 38 is disconnected from the negative pressure chamber 36 and communicated with the atmosphere. As a result, a pressure difference is generated between the variable pressure chamber 38 and the negative pressure chamber 36, and the power piston 28 is advanced by the pressure difference. The operating force of the power piston 28 is transmitted through the reaction disc 80 to the output rod 24.
Hydraulic fluid in the pressurizing chamber of the master cylinder 14 is supplied to the wheel cylinders 16 to 19 to generate a braking force. A sum of the operating force of the power piston 28 based on the pressure difference between the negative pressure chamber 36 and the variable pressure chamber 38 and the operating force of the valve plunger 50 based on the pedaling force of the brake pedal 10 acts on the reaction disk 80.
The output rod 24 is moved forward by these resultant forces, and the master cylinder 14 is caused to generate a hydraulic pressure corresponding to the resultant forces. The pedaling force of the brake pedal 10 is boosted by the booster 12 and transmitted to the master cylinder 14.

When the pedaling force cannot be increased, the forward movement of the input rod 22 is stopped. In this state, the above-mentioned resultant force acts on the rear surface of the reaction disc 80, while the master cylinder 1 passes through the output rod 24 on the front surface.
The reaction force from 4 acts. The power piston 28 stands still at a position where these forces are balanced. In this state,
The valve element 64 includes the first valve seat 60 and the second valve seat member 6
2, the variable pressure chamber 38 is shut off from both the negative pressure chamber 36 and the atmosphere, and the control valve 58 enters the output holding state. The boosting factor of the booster 12 is determined by the area ratio of the front surface, which is the contact surface of the reaction disk 80 to the relay member 78, and the area of the rear surface of the reaction disk 80, which is in contact with the valve plunger 50.

On the other hand, when the solenoid 70 is excited, the control valve 58 is switched to the output increasing state regardless of the depression of the brake pedal 10. The second valve seat member 62 is advanced against the biasing force of the spring 66 and separated from the valve element 64, and the valve element 64 is seated on the first valve seat 60. As a result, the variable pressure chamber 38 is cut off from the negative pressure chamber 36 and communicated with the atmosphere, and a maximum pressure difference is generated between the variable pressure chamber 38 and the negative pressure chamber 36. The power piston 28 is advanced by the maximum operating force, and the hydraulic pressure of the master cylinder 14 is increased. Thus, when the solenoid 70 is excited, the hydraulic pressure of the master cylinder 14 is increased and the braking force is increased without increasing the depression force of the brake pedal 10. The boost factor in the booster 12 is increased more than when the solenoid 70 is not excited.

The solenoid 70 is controlled by executing a solenoid control program represented by the flowchart of FIG. The solenoid 70 is excited when it is determined to be an emergency. Further, whether or not it is an emergency is determined by whether or not the depression of the brake pedal 10 and an emergency operation other than the depression of the brake pedal 10 have been performed within a set time. The reason that both the depression of the brake pedal 10 and the emergency operation are performed within the set time is to improve the determination accuracy in an emergency. Brake pedal 1
The operation of the hazard warning switch after a sufficiently long time has elapsed after depressing 0 is performed, for example, when the vehicle is stopped on the road shoulder or the like. Also, the horn operation may be performed independently of the brake operation,
The parking brake lever may be operated while the brake pedal 10 is depressed during parking. This is to reduce the probability of being erroneously determined to be emergency braking in these cases.

Step 1 (hereinafter simply referred to as S1).
The same applies to other steps), and in S2,
Whether or not the brake pedal operation flag is set,
And it is determined whether or not the emergency operation flag is set. The brake pedal operation flag is a flag that is set when the brake pedal 10 is switched from the non-operated state to the operated state, and is reset when the depression of the brake pedal 10 is released or when the solenoid 70 is excited. . The emergency operation flag is a flag that is set when an emergency operation is detected based on the output signal of any one of the detection devices and is reset when the solenoid 70 is excited.

First, when S1 and S2 are executed,
No flag is set, so the determination is NO.
Then, in S3, the brake switch 90 is turned off.
It is determined whether the state has switched to the ON state.
If the brake pedal 10 is not depressed, the OFF state is maintained, so the determination is NO, and in S4, it is determined whether or not an emergency operation has been detected. If neither the depression of the brake pedal 10 nor the emergency action is detected, S
The judgment in any of steps 3 and 4 is NO,
It returns to the execution of S1.

If the brake pedal 10 is depressed before the emergency operation while S1 to S4 are repeatedly executed, S
The determination in 3 is YES, the brake pedal operation flag is set in S5, and the timer is started. In S7, it is determined whether or not the set time has elapsed. If S7 is executed for the first time, the determination is NO, and in S8, it is determined whether or not the emergency operation is detected. If an emergency action is detected within the set time, the determination is YES, the brake pedal operation flag is reset and the command to excite the solenoid 70 is issued in S9 and S10.

On the other hand, if no emergency action is detected, the determination at S8 is NO, and at S11 it is determined whether the output signal of the brake switch 90 is ON. It is determined whether or not the brake pedal 10 is kept depressed. If it is held, the determination is YES, and the process returns to the execution of S1, but if the depression is released, the brake pedal operation flag is reset in S12. This is because if the depression is released, it is not necessary to increase the braking force. Even when the set time has elapsed, S11 and S12 are similarly executed, and when the depression of the brake pedal 10 is released, the brake pedal operation flag is reset.

Next, when S1 is executed and the brake pedal operation flag is set,
The determination is YES, and S7 and the subsequent steps are executed. As described above, it is detected whether or not the emergency operation is performed within the set time.

If the emergency operation is performed before the execution of S1 to S4, the determination in S4 is YES, and the process from S13 is performed in the same manner as from S5. S1
5 and 16, brake pedal 10 within the set time
It is determined whether or not is depressed, and if it is depressed within the set time, the solenoid 7
A command to excite 0 is issued. Brake pedal 10
If is not depressed, the determination in S16 is NO.
Then, the process is returned to the execution of S1 as it is. Since the emergency operation does not need to be continuously performed, the steps corresponding to S11 and S12 are unnecessary. When the set time has elapsed without pressing the brake pedal 10 after the emergency operation is performed, the emergency operation flag is reset in S18.

If the gripping force of the steering wheel 112 is increased, or the pressure applied to the footrest or the pressure applied to the seat is increased before the brake pedal 10 is depressed, the emergency operation is more than the depression of the brake pedal 10. It is detected first. In addition, before the brake pedal 10 is depressed, the steering wheel 1
Even when an operation to escape from an emergency situation such as an increase in the operation angular velocity of 12 is performed, the emergency action is detected first.

When the solenoid 70 is excited, the control valve 58 is switched to the output increasing state as described above. A pressure difference is generated between the variable pressure chamber 38 and the negative pressure chamber 36, and the power piston 28 is advanced, and accordingly, the output rod 2
4 is advanced. Regardless of the depression of the brake pedal 10, the hydraulic pressure of the master cylinder 14 is increased and the braking force is increased. In the booster 12, the boosting ratio with respect to the operating force of the brake pedal 10 is increased.

As described above, in this embodiment, when the brake pedal 10 is depressed and the emergency operation other than the depression of the brake pedal 10 is performed within the set time,
It is determined that emergency braking has been performed, and the ratio of the braking force to the operating force is increased. Brake pedal 1
Since it is determined whether or not it is an emergency based on information other than the operation of 0, the determination accuracy is improved. Further, since the determination is made based on whether or not both operations are detected within the set time, the determination accuracy is further improved.

In the above embodiment, it is determined that the emergency braking is performed only when the depression of the brake pedal 10 and the emergency operation are performed within the set time. The conditions may be excluded. Also,
A brake operation speed detecting device for detecting the stepping speed of the brake pedal 10 such as an encoder may be provided, and in S3, it may be determined whether or not the stepping speed detected by the brake operating speed detecting device is equal to or higher than a set speed. . In this case, when the brake pedal 10 is depressed at the operation speed equal to or higher than the set speed and other emergency operation is also performed, it is determined that the emergency is performed. According to this embodiment, it is possible to further improve the accuracy of determining whether or not it is an emergency.

Brake operation speed (stepping speed) detected by a brake pedal operation speed detection device such as an encoder
When is greater than 0, it can be detected that the brake pedal 10 has been depressed, so that the brake pedal operation speed detection device can also function as the brake switch 90. Further, if it is determined whether or not the emergency operation is performed based on the output signals of the hazard warning switch operation detection device 92, the passing switch 94, the horn switch 96, and the parking brake lever operation detection device 102, the emergency operation is performed. Since it is not necessary to provide a dedicated detection device for detecting the motion, and the existing detection device can be used, it is possible to avoid an increase in cost.

In the above-described embodiment, a large number of detection devices for detecting an emergency action are provided, but it is not essential to provide all of these detection devices. It suffices if any one or more of these detection devices are provided. Further, in the above-described embodiment, the determination in S4 or S8 is YES when it is detected that the emergency operation is performed based on the output signal of any one of the many detection devices. However, it may be determined whether or not the emergency operation is performed based on the output signals of two or more detection devices. This is because, in an emergency, two or more emergency operations described above are often performed simultaneously, such as increasing the strength of the foot placed on the footrest and increasing the grip of the steering wheel 112.

Further, in the above embodiment, the ratio of the braking force to the operating force is increased by increasing the boosting factor of the booster 12, but the electromagnetic hydraulic pressure control valve can be used without using the booster 12. Can be used. As shown in FIG. 4, in the present embodiment,
The electromagnetic hydraulic pressure control valve 15 is provided between the wheel cylinders 16 to 19, the master cylinder reservoir 150, and the auxiliary hydraulic pressure source 152.
4 are provided. The wheel cylinders 16 to 19 are connected to the master cylinder 14 by a change valve 156.
And the electromagnetic pressure of the electromagnetic hydraulic pressure control valve 154, whichever is higher, are supplied alternatively. The sub-hydraulic pressure source 152 includes a pump 158, a motor 160, an accumulator 162, and the like, and the accumulator 162 always stores hydraulic fluid at a constant pressure.

Although detailed description is omitted, the electromagnetic hydraulic pressure control valve 154 is, for example, a spool type hydraulic pressure control valve having a force motor as described in Japanese Patent Laid-Open No. 6-255472. , A brake fluid pressure having a height proportional to the exciting current is supplied to the wheel cylinders 16 to 19. While the spool is driven in one direction by the force proportional to the hydraulic pressure of the control pressure port connected to the wheel cylinders 16 to 19, the control force of the force motor generated in a magnitude proportional to the exciting current is in the opposite direction. In addition, the hydraulic pressure is controlled by stopping the spool at a position where the two are in balance. The magnitude of the exciting current is determined by the braking force control device 164.

The braking force control device 164 is a CP (not shown).
It is mainly composed of a computer including U, ROM, RAM, an input unit, an output unit, etc., and the input unit thereof has a pedal force sensor 1 for detecting the pedal force applied to the brake pedal 10.
70, a deceleration sensor 172 that detects the deceleration of the vehicle, and the detection devices 92 to 104 that detect the emergency operation of the driver similar to the above-described embodiment are connected. The force motor of the electromagnetic hydraulic pressure control valve 154 is connected to the output portion via a drive circuit (not shown). Also, ROM
Stores a plurality of programs such as a program for determining the amount of exciting current. The magnitude of the exciting current is usually determined so that the deceleration corresponding to the pedaling force detected by the pedaling force sensor 170 is obtained, but the magnitude of the exciting current is determined when it is determined to be an emergency. Is determined as the maximum current amount. Whether or not the brake pedal 10 is depressed,
It is detected based on whether or not the pedal effort detected by the pedal effort sensor 170 is greater than zero.

During normal braking, the amount of exciting current is determined according to the pedaling force of the brake pedal 10, and the electromagnetic hydraulic pressure control valve 15
4 is supplied. Therefore, the wheel cylinders 16 to
The hydraulic pressure of 19 is controlled so that a braking force corresponding to the pedal effort is obtained. On the other hand, when it is determined to be an emergency, the maximum amount of current is supplied to the force motor of the electromagnetic hydraulic pressure control valve 154. The maximum hydraulic pressure is generated in the electromagnetic hydraulic pressure control valve 154 and supplied to the wheel cylinders 16-19. Since the ratio of the braking force to the operating force is increased, a large braking force can be obtained regardless of the depression force of the brake pedal 10.

In the above embodiment, when it is determined that it is an emergency, the amount of exciting current is determined to be the maximum amount of current, but the amount of exciting current is stepwise or continuous depending on the degree of urgency. May be set to a large value.
The urgency is estimated based on, for example, the type of emergency action, the grip force detected by the grip force detection device 100, the pressure detected by the footrest pressure detection device 106, or the seat back pressure detection device 108. It can be estimated based on the magnitude of pressure or the like. In the case of the former, for example, when a warning such as a hazard warning switch is operated, a passing operation is performed, or a horn is operated, the urgency is low and the footrest pressure and seat back pressure are low. When the grip force of the steering wheel 112 is equal to or higher than the set pressure, it can be estimated that the degree of urgency is high. In this case, the exciting current amount can be controlled stepwise.

In the latter case, the degree of urgency can be continuously estimated in accordance with, for example, the footrest pressure, the seat back pressure, and the gripping force of the steering wheel 112. It can be estimated that the higher the pressure is, the higher the urgency is, and accordingly, the exciting current amount can be continuously determined. Further, the force motor of the electromagnetic hydraulic pressure control valve 154 of the present embodiment can be changed to a solenoid, and instead of the electromagnetic hydraulic pressure control valve 154, a combination of an electromagnetic directional switching valve and an electromagnetic opening / closing valve is adopted. It is also possible to control the hydraulic pressure of the wheel cylinders by controlling these ON / OFF.

Further, the booster 1 is controlled by the hydraulic pressure control device.
Both the solenoid 70 in 2 and the force motor of the electromagnetic hydraulic pressure control valve 154 may be controlled.
In addition, anti-lock control device, traction control device,
In a vehicle provided with a braking effect control device, a running stability control device, etc., it is not possible to exemplify that it can be used, but it will be understood by those skilled in the art without departing from the scope of the claims. The present invention can be implemented in various modified and improved modes.

[Brief description of the drawings]

FIG. 1 is a flowchart showing a solenoid control program stored in a ROM of a braking force control device provided in a brake device according to an embodiment of the present invention.

FIG. 2 is a circuit diagram showing the entire brake device.

FIG. 3 is a diagram showing a main part of a booster provided in the brake device.

FIG. 4 is a circuit diagram showing an entire brake device according to another embodiment of the present invention.

[Explanation of symbols]

 10 Brake Pedal 12 Brake Booster 14 Mata Cylinder 70 Solenoid 90 Brake Switch 92 Hazard Warning Switch Operation Detection Device 94 Passing Switch 96 Horn Switch 98 Steering Angular Speed Detection Device 100 Grip Force Detection Device 102 Parking Brake Lever Operation Detection Device 104 Sound Generation Detection Device 106 Footrest Pressure Detector 108 Seat back pressure detector 154 Electro-hydraulic control valve

Claims (1)

[Claims] 1. A brake device for generating a braking force according to an operating force of a service brake operating member, wherein a service brake operation detecting device detects an operation of the service brake operating member, and a driver other than the service brake operation. An emergency operation detection device that detects an emergency operation performed in an emergency, and a service brake operation when the service brake operation detection device detects a service brake operation and the emergency operation detection device detects an emergency operation of the driver. A braking device comprising: a braking force increasing means for increasing the ratio of the braking force to the force more than usual.