JPH09240464A - Brake device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure a braking force over a specified level even if an occupant weakens a braking command and holds this by providing an increasing means for continuously increasing a braking force generated by a braking force generating means when the changing state of a specified command is determined to be within a specified range. SOLUTION: A piping system A extended from a master cylinder 3 is branched in its midway and first and second wheel cylinders are connected to the end parts thereof. In this piping system A, a control valve 101 is disposed in a pipe line from the master cylinder 3 to the branching part, the piping system A is branched into pipe line portions A1 and A2 by this control valve 101 and the outlet tip of a pump 102 is connected to the pipe line portion A2. A pressure increasing means 100 is constituted of the control valve 101 and the pump 102, and the pressure increasing means 100 is drive-controlled while the changing state of the operation changing amount of a brake pedal or the changing state of a brake liquid pressure in a brake liquid pressure generating means is within a specified range.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake device mounted on a vehicle.

[0002]

2. Description of the Related Art As a known brake device, Japanese Patent Laid-Open No.
There is a vehicle brake pressure increasing device described in Japanese Patent No. 89432. In this device, in a panic braking situation, a larger brake pressure increase than in normal braking is realized by the brake pressure booster to achieve a high brake pressure level. That is, the amount of operation of the brake pedal by the occupant or the pedal effort is amplified with a larger power factor than the boost factor of the brake pressure booster under normal conditions to obtain a high brake pressure.

[0003]

When the vehicle is being braked, if the reaction force from the brake pedal is generally large,
When the brake pedal is further depressed to counter this reaction force, the occupant bears a great burden. Therefore, for example, at the time of panic, it is difficult for the occupant to further depress the brake pedal due to this burden. Therefore, for example, when a woman or an old man is operating the brakes in the conventional brake device, he wants to obtain a higher braking force because the boosting rate of the brake pressure is simply increased by the brake pressure booster. However, if the brake pedal is not depressed further, it will not be possible to obtain a higher brake pressure.

In general, even when the occupant steps on the brake pedal to set a stop target and stop at the target position, the brake pedal should be strongly pressed at the beginning of braking until the occupant begins to feel the pedal reaction force. However, if the pedal reaction force generated by such a strong step is increased, the occupant slightly reverses the pedal depression against the intention of the occupant, and the reaction force is reduced and held. Such a phenomenon is expected to occur, for example, in a braking state close to sudden braking, and at this time, only a braking force lower than the braking force planned by the occupant is exerted, so that the vehicle may stop at the position where it was intended to stop. As a result, the braking distance is extended unexpectedly.

In view of the above, the present invention continuously increases the braking force applied to the vehicle under a predetermined condition while the change in the braking command by the occupant is within a predetermined range, so that the occupant can be controlled to some extent. The present invention is characterized by providing a vehicle brake device capable of ensuring a braking force of a predetermined value or more even if a braking command is weakened and held.

[0006]

In order to solve the above problems, the present invention employs augmentation means. This augmentation means
It is executed while the predetermined condition is satisfied as described in claim 1 and the change state of the predetermined command is within the predetermined range. At this time, as described in claim 2, as the change state of the predetermined command, it may be determined whether or not the predetermined command is substantially constant. As described, it is executed while the predetermined condition is satisfied and the change state of the predetermined command is determined to be within the predetermined range. At this time, if the change amount of the operation of the brake pedal or the change of the brake fluid pressure in the brake fluid pressure generating means is used as a predetermined command, the increasing means is executed so that, for example, an occupant can almost operate the brake pedal. Even when it is kept constant, the braking force can be gradually increased. Therefore, in this case, the burden of depressing the brake pedal more strongly can be eliminated.

Further, if the vehicle deceleration, the pedal stroke amount, or whether the vehicle is in a braking state is adopted as the predetermined condition for executing the increasing means as described in claims 9 to 11, for example, it is sudden. During braking, it is possible to detect a panic braking state or a braking state in which the vehicle is stopped with respect to a target, and the like, and it is possible to limit the vehicle state or the occupant state in which this increasing means is executed.

Further, as described in claims 12 to 14,
If the increasing means is prohibited, braking can be applied according to the intention of the occupant according to the braking behavior of the vehicle or the braking state of the occupant. For example, according to the thirteenth aspect, when the brake fluid pressure is no longer generated in the brake fluid pressure generating means, the braking state can be released without causing drag of the brake.

Further, according to the fourteenth aspect, since the increasing / decreasing means is not executed, the increase / decrease adjustment of the braking force based on the predetermined command is executed from the braking force value increased by the increasing means. When the pedal is held after being weakened, if the predetermined condition is satisfied, the braking force before the brake pedal is weakened by the increasing means is restored. Therefore, as long as the predetermined condition is satisfied,
Even if the returning and holding of the brake pedal is repeated, the braking force is increased when the pedal is held, so that it is possible to obtain a braking force above a certain level.

[0010]

BEST MODE FOR CARRYING OUT THE INVENTION An example of a brake device to which the present invention is applied will be described below with reference to the drawings. FIG. 1 is a brake piping model diagram showing a first embodiment of the present invention. In the present embodiment, an example in which a brake device according to the present invention is applied to a vehicle with X piping, which includes a front wheel-left rear wheel and a left front wheel-right rear wheel in a front-wheel drive four-wheel vehicle, will be described. .

In FIG. 1, a pedal 1 which is operated by an occupant when a braking force is applied to a vehicle is connected to a booster device 2. The pedaling force and pedal stroke applied to the pedal 1 are related to the booster device 2. Be transmitted to. The pedal 1 turns on / off a brake switch 22 for turning on a stop lamp for allowing a vehicle behind the vehicle to visually recognize that the vehicle is in a braking state by operating the pedal 1 in accordance with a depression stroke of the pedal 1 by an occupant. . Further, a stroke sensor 30 is arranged on the pedal 1, and the stroke sensor 30 detects a pedal movement distance due to depression of the pedal 1 by an occupant.

The booster 2 has at least two chambers, a first chamber and a second chamber. For example, the first chamber can be an atmospheric pressure chamber and the second chamber can be a negative pressure chamber. As the negative pressure in the chamber, for example, the negative pressure of the intake manifold of the engine or the negative pressure of the vacuum pump is used. The booster 2 has a pressure difference between the atmospheric pressure chamber and the negative pressure chamber,
Directly boost the pedal effort or pedal stroke of the occupant. The booster 2 has a bush rod or the like for transmitting the boosted pedaling force or pedal stroke to the master cylinder 3, and the bush rod presses the master piston arranged in the master cylinder 3. As a result, master cylinder pressure PU is generated. The master cylinder 3 is provided with its own master reservoir 3a for supplying brake fluid into the master cylinder 3 and storing excess brake fluid in the master cylinder 3.

As described above, the normal vehicle is provided with the brake pedal 1, the booster 2 and the master cylinder 3 as the brake fluid pressure generating means for applying the braking force to the vehicle body. A first piping system A extending from the master cylinder 3 branches in the middle, and at both ends thereof, a first wheel cylinder 4 provided on the right front wheel FR to apply a braking force to the right front wheel FR, and a left wheel cylinder 4 A second wheel cylinder 5 which is arranged on the rear wheel RL and applies a braking force to the left rear wheel RL is connected. These first and second wheel cylinders 4 and 5 are configured as wheel braking force generating means. A control valve 101 is arranged in a pipe line from the master cylinder 3 to the branching portion in the first piping system A. The first piping system A is the control valve 1
It is divided into two parts by 01. That is, the first piping system A has a first pipeline portion A1 from the master cylinder 3 to the control valve 101 and a second pipeline portion A2 from the control valve 101 to each wheel cylinder 4, 5. are doing.

The brake pedal 1, the master cylinder 3, the first and second pipe line portions A1 and A2, and the first and second pipe line portions.
The wheel cylinders 4 and 5 constitute a braking force generating means for generating a braking force on the vehicle. The discharge destination of the pump 102 that sucks the brake fluid from the unique master reservoir 3a of the master cylinder 3 is connected to the second conduit portion A2. It should be noted that the pump 102 side and the pump 102 are passed through the discharge pipeline B connecting the discharge opening and the second pipeline portion A2 by the pump 102, and the suction pipeline C connecting the suction opening of the pump 102 and the master reservoir 3a. Check valves are provided so that the brake fluid does not flow backward from the second conduit portion A2 to the master reservoir 3a side.

Further, the first and second wheel cylinders 4,
5 are wheel cylinder pressure sensors 31 and 32, respectively.
Is provided, and the brake fluid pressure applied to each wheel cylinder is detected by each of these wheel cylinder pressure sensors 30 and 31. The wheel cylinder pressure sensors 31 and 32 do not necessarily have to be arranged in the first and second wheel cylinders 4 and 5, and brakes equivalent to the wheel cylinders 4 and 5 in the second conduit portion A2, for example. You may make it arrange | position in the part used as a hydraulic pressure.

The right front wheel FR and the left rear wheel RL are provided with wheel speed sensors 20 and 21 of an electromagnetic pickup type or the like for detecting wheel speeds. Then, the wheel speed signals detected by the wheel speed sensors 20 and 21, and the wheel cylinder pressure sensors 31 and 3, respectively.
2 output, stroke sensor 30 output, and brake switch 22 output are electronic control devices (EC
U) 50, and the electronic control unit 50 executes arithmetic processing as shown in the flowchart of FIG. 2 described later.

The electronic control unit 50 includes a CPU, ROM, R
It is composed of a microcomputer including an AM and an I / O interface. In addition, the electronic control unit 50 uses the wheel speed sensors 20, 21 as described above.
Process the wheel speed signal detected by
Predetermined control signals are also sent to the control valve 101 and the pump 102 to control their respective operations.

In the braking device of this embodiment having the above-mentioned structure, the wheel cylinders 4, 5 are operated under predetermined conditions.
Increasing means 100 for increasing the wheel cylinder pressure applied to the vehicle
Is composed of a control valve 101 and a pump 102, and is controlled by an electronic control unit 50. In this embodiment, the control valve 101 has a valve body of the electronic control unit 5.
A two-port two-position valve that changes its position by switching the ports when the solenoid is excited when power is supplied based on the signal from 0 is adopted. The port position of the control valve 101 shown in FIG. 1 indicates a state in which electric power is supplied based on a signal from the electronic control unit 50,
During normal braking when power is not supplied, the port positions are in communication.

In the above description, the first piping system A is used.
However, since the same configuration can be adopted in the second piping system for the left front wheel and the right rear wheel, the detailed description will be omitted. Next, the content of the arithmetic processing in the electronic control unit 50 will be described based on the flowchart of FIG.

The flowchart of FIG. 2 starts when the occupant turns on the ignition switch.
Initialize each flag and calculated value. First, in step 100, the wheel speed VW is calculated based on the outputs from the wheel speed sensors 20 and 21 described above. Next, at step 110, the vehicle speed VB is determined based on the wheel speed VW and the like.
Is calculated. At this time, the estimated vehicle body speed VB may adopt the maximum value or the average value of the wheel speeds VW of the respective wheels.

In step 120, the brake switch 2
It is determined whether or not 2 is on. Here, when the occupant has not stepped on the pedal 1 and the vehicle is not in the braking state, that is, when the brake switch 2 is off, the process returns to step 100 to repeat the wheel speed VW calculation and the like. Also,
In step 120, if the vehicle is in the braking state and the brake switch 22 is in the on state, step 13
Go to 0.

In step 130, the stroke sensor 2
Based on the output from 2, the pedal stroke PS which is the brake pedal operation amount by the occupant's depression of the brake pedal 1 is calculated. Next, at step 140, the pedal stroke change amount dPS, which is the operation change amount of the brake pedal 1, is calculated. In step 150, it is determined whether or not the vehicle body deceleration dVB is larger than the predetermined value KV.
The predetermined value KV can be set to a relatively large value, and may be set to, for example, about 0.4 G when the vehicle body decelerates when an occupant suddenly presses the brake. If it is determined that the vehicle body deceleration dVB is less than or equal to the predetermined value KV, the process returns to step 100. If it is determined that the vehicle body deceleration dVB is greater than the predetermined value KV, step 1 is performed.
Proceed to 60.

At step 160, it is judged if the pedal stroke amount PS is larger than a predetermined value KP. That is, the occupant depresses the brake pedal 1 to some extent,
It is possible to determine whether or not the vehicle is being braked more than a predetermined amount, for example, to determine whether the vehicle is merely requesting deceleration of the vehicle speed or is trying to stop toward the target position. In addition, the pedal stroke amount PS can be used.

When it is determined in step 160 that the pedal stroke amount PS is less than or equal to the predetermined value KP, the process returns to step 100, but when it is determined that the pedal stroke amount PS is greater than the predetermined value KP, Go to step 170. In step 170, it is determined whether or not the pedal stroke change amount dPS is within a predetermined range. That is, with the pedal 1 being depressed,
It is determined whether or not the pedal depression state is constant to some extent, or whether the occupant further depresses the pedal or returns the pedal.

If it is determined in step 170 that the pedal stroke change amount dPS is out of the predetermined range, that is, if the stroke of the pedal 1 is changing, the process returns to step 100 and the pedal 1 If it is determined that the stroke is substantially constant, the process proceeds to step 180 and the increasing means is executed. In addition, step 1
When it is determined in 70 that the pedal stroke change amount dPS is out of the predetermined range, the control valve 101 is brought into the communication state, so that the master cylinder pressure formed according to the intention of the occupant is applied to the wheel cylinder.

That is, if the occupant holds the pedal while the pedal 1 is being depressed, the brake fluid pressure applied to the first and second wheel cylinders 4 and 5 is determined in step 180. The pressure is increased by the pressure increasing means 100 to increase the braking force of the vehicle. That is, the control valve 101 and the pump 102 are energized, the control valve 101 is in the shut-off state, and the pump 102 sucks the brake fluid from the master reservoir 3a and discharges it to each wheel cylinder side. Along with this, the deceleration of the vehicle body is increased.

The function and effect of the above flow will be described with reference to FIG. In FIG. 3, it is assumed that the pedal 1 is gradually depressed by the occupant from time 0 to time t0, and the vehicle body deceleration dVB becomes G1 which is a value larger than the predetermined value KV. Then, assuming that the pedal is held by the occupant in this pedal stroke state and the pedal stroke hardly changes, the braking force is increased by the increasing means during this period, and the deceleration of the vehicle body increases from the deceleration G1 to the deceleration G2. To be done. Therefore, when the deceleration is equal to or higher than the predetermined value, the braking force is gradually increased by the increasing means even when the occupant holds the pedal 1 without depressing it, and the vehicle body deceleration can be gained. . Further, even if the pedal 1 is held, the braking force is increased and the deceleration is increased, so that the braking force can be secured without increasing the burden of the pedal depression force on the occupant.

Here, from time t0 to time t1,
If the occupant further depresses the brake pedal, the deceleration increasing means is not executed and the wheel cylinder pressure is increased from the deceleration G2 according to the operation of the pedal 1 because the amount of change in the pedal stroke is greater than or equal to a predetermined value. hand,
The braking force corresponding to the pedal operation is increased. If the occupant weakens the depression of the brake pedal from time t0 to time t2, the wheel cylinder pressure is reduced in response to the pedal operation, the braking force is reduced, and the vehicle body deceleration dVB is also reduced.

However, the return of the pedal from t0 to t2 is not due to the occupant's intention to reduce the braking force, but is due to a malfunction of the pedal adjustment by the occupant or a pedal that loses the pedal reaction force. It is assumed that the occupant holds the pedal again at time t2 when the returning operation is performed. Then, there is a deceleration of not less than the predetermined value KV and a pedal stroke of not less than the predetermined value KP, and the increasing means increases the brake fluid pressure applied to the wheel cylinder while the pedal is held while the pedal is held. The braking force is increased. Then, for example, even when the vehicle is in a braking panic or the like, in a state where the predetermined deceleration and the predetermined pedal stroke are satisfied, even if the occupant weakens the pedal depression to some extent, if the pedal depression is held later,
The braking force can be increased to ensure deceleration.

Similarly, even if the occupant weakens the pedal depression from time t2 to t3, the deceleration is reduced while the pedal is moving, but at time t
In 3, when the pedal is held, the braking force is increased again and the deceleration is secured. In this way, when the pedal is released and held repeatedly while the predetermined condition is satisfied, the braking force is increased when the pedal is held by the increasing means. Can always be kept.

The pedal stroke PS is the time t4.
If it becomes smaller than the predetermined value KP at, for example, it is determined that the panic braking has been released, or that the occupant can be calculated to stop at the target position where the vehicle was stopped. The wheel cylinder pressure is adjusted accordingly, and the wheel cylinder pressure is reduced as usual. When the pedal is no longer depressed, the normal braking state is completely restored, the wheel cylinder pressure becomes zero, and the braking force becomes zero.
Becomes

As described above, in the brake device according to the present invention, the pedal operation amount is substantially equal when the deceleration exceeds a certain level and when the predetermined condition such as the pedal operation amount equal to or more than the predetermined condition is satisfied. At a constant rate, the brake fluid pressure applied to the wheel cylinders is increased at a predetermined rate to gradually increase the braking force, and when the pedal is released or depressed, the braking force is increased or decreased according to this operation state. Let Therefore, when the occupant depresses the brake pedal 1 so as to obtain a large vehicle deceleration dVB at the end, a large braking force can be obtained simply by holding the pedal thereafter. Even if the pedal is gradually returned, the braking force can be maintained at a certain level or more if the pedal holding operation is performed at intervals. Also, when trying to secure a constant braking force, it can be realized by repeating the returning operation and holding of the pedal, and by keeping the pedal depressed state as in the conventional case, the constant braking force can be achieved. The burden on the occupant can be reduced more than when the vehicle was secured. Further, according to the present invention, not only the effect of preventing the wheel cylinder pressure from being lowered due to the unintentional pedal return of the occupant during the panic braking state, but also, for example, the panic braking in step 150 etc. of the present embodiment. If the detection of the state is omitted, the wheel cylinder pressure increases and the vehicle can be stopped simply by the occupant operating the pedal with a small stroke and holding this stroke. At this time, if it is judged by the occupant that the deceleration of the vehicle is too large, the pedal is released and the magnitude of the vehicle body deceleration can be adjusted to be reduced. In other words, when the occupant operates the pedal, it is possible to execute the braking action by merely holding and returning the operation with a predetermined stroke, without requiring any additional pedaling operation.

The present invention is not limited to the above embodiment, but can be modified in various ways as described below. For example, in the embodiment described above, as shown in FIG.
When the deceleration increasing means in 80 is performed, the pump 1
Although the brake fluid is sucked by 02 from the master reservoir 3a, regardless of this, as shown in FIG. 4, for example, the brake fluid is sucked from the first pipeline portion A1 to the second pipeline. The wheel cylinder pressures PW1 and PW2 may be increased by discharging them to the portion A2. At this time, the inside of the master cylinder 3 and the first conduit portion A
Since the amount of brake fluid in 1 is reduced, the master cylinder pressure is also reduced. Therefore, even if the occupant strongly depresses the brake pedal, it is possible to further depress the pedal with a low burden on the occupant's pedaling force without receiving a large pedal reaction force on the foot due to the master cylinder pressure reduction. .

Further, in the above-mentioned embodiment, the increasing means 100
Although the two-position valve is used as the control valve 101 in FIG. 1, the pressure in the second conduit portion A2 or the wheel cylinder pressure which is increased when the increasing means in step 180 is performed is maintained regardless of this. For example, a throttle or a differential pressure valve set to a considerably large differential pressure value may be used. That is, the pressure retention in the second conduit portion A2 is not limited to being realized by prohibiting the flow of the brake fluid from the wheel cylinders 4 and 5 side to the master cylinder 3 side like a two-position valve. Even if the flow of brake fluid from the wheel cylinders 4, 5 side to the master cylinder 3 side is simply limited, it can be achieved.

Further, in the above embodiment, step 18
The increasing means of 0 is executed when the vehicle body deceleration dVB larger than the predetermined value is output and when the pedal stroke is larger than the predetermined value. However, the vehicle is in the braking state without considering such a condition. In this case, it may be always executed. Further, in step 170 of the above-mentioned flowchart, the process returns to step 100 only when the pedal stroke change amount changes by a predetermined amount to the pedal stroke decrease side, and when the pedal is held within the predetermined range and the pedal stroke increases, the process proceeds to step 180 to increase the advancing means. May be executed. That is, when the pedal is held and the pedal is further pressed, the pump may increase the pressure. At this time, for example, when the pedal is further pressed, the increase amount of the wheel cylinder pressure may be adjusted according to the pedal stroke or the stroke change amount. That is,
The discharge amount is adjusted by changing the duty ratio of the pump drive, or the shut-off communication position of the control valve 101 is duty-controlled to control the pressure holding ratio on the wheel cylinder side and adjust the increase amount of the wheel cylinder pressure. May be. For example, the increase rate of the wheel cylinder pressure can be increased by increasing the shutoff ratio in the shutoff and communication of the control valve 101.
At this time, the cutoff ratio may be increased with time from the start of the braking action. Even in this case, it is possible to prevent a decrease in the wheel cylinder pressure at least when the pedal stroke is substantially maintained, that is, a decrease in the vehicle deceleration,
The braking distance can be shortened, and the pedal operation load on the occupant can be reduced when the pedals are increased.
It should be noted that such control can be realized also in the configuration shown in FIG. 4, and can also be realized by replacing the control 101 with a known proportional control valve. In other words, a proportional control valve that attenuates the upstream pressure based on a damping ratio corresponding to a predetermined piston area ratio and flows to the downstream side is used as the upstream pressure is the pressure on the second pipeline portion A2 side, that is, the wheel cylinder side. So that the downstream pressure is on the side of the first conduit portion A1, that is, the master cylinder 3 side. With this configuration, the flow of the brake fluid from the master cylinder side to the wheel cylinder is performed without substantially dampening the pressure, and the flow of the brake fluid from the wheel cylinder to the master cylinder side is damped with a predetermined ratio. Will be realized. The brake fluid pressure at which this pressure attenuation occurs, the so-called break point pressure, is determined by the spring stress built in the proportional control valve. Therefore, when the master cylinder pressure is lower than the break point pressure, the pump 102 sucks the brake fluid from the first pipeline portion A1 and the second pipeline portion A1.
When discharged to No. 2, the pressure on the wheel cylinder side is not retained by the action of the damping flow of the proportional control valve, so that the increase in the brake fluid pressure applied to the wheel cylinder is not realized. That is, the wheel cylinder pressure and the master cylinder pressure are substantially the same. Of course, even before the pressure on the wheel cylinder side becomes equal to or higher than the break point pressure, the master cylinder pressure and the wheel cylinder pressure become substantially the same pressure. On the other hand, when the master cylinder pressure is equal to or higher than the break point pressure, the proportional control valve exerts the holding action when the amount of brake fluid on the wheel cylinder side increases due to the discharge of brake fluid from the pump 102. That is, since the brake rays flow while the pressure is attenuated at a predetermined ratio with respect to the master cylinder pressure, the wheel cylinder pressure is amplified at a predetermined ratio when viewed from the master cylinder side. When such a proportional control valve is used, if the above-mentioned break point pressure is set to, for example, substantially the atmospheric pressure, if the brake pedal is depressed even if the master cylinder pressure is generated, the master cylinder pressure is adjusted to this master cylinder pressure. As a result, the wheel cylinder pressure is increased.
At this time, the increase rate of the wheel cylinder pressure depends on the master cylinder pressure. That is, since it is proportional to the master cylinder pressure, the braking intention of the occupant is respected. It should be noted that if a well-known load sensing proportioning valve or the like is used, this break point pressure can be varied. For example, electronically control the break point pressure according to the pedal stroke or the master cylinder pressure to amplify the wheel cylinder pressure. Can be feasible. That is, the reference break pressure is set to a value of 15 to 40 (* 10Pa), which corresponds to the master cylinder pressure during comparatively sudden braking, and the break pressure is reduced with time from the start of brake operation. Good. The breaking point pressure can be changed only by changing the spring stress, and is not limited to the structure of the load sensing proportioning valve.

[Brief description of drawings]

FIG. 1 is a model diagram of a vehicle brake device to which the present invention is applied.

FIG. 2 is a flowchart showing the contents of arithmetic processing performed by an electronic control unit 50.

FIG. 3 is a characteristic diagram showing an operation of a vehicle brake device to which the present invention is applied.

FIG. 4 is a model diagram of a vehicle brake device according to another embodiment.

[Explanation of symbols]

 1 brake pedal 2 booster device 3 master cylinder 3a master reservoir 4 first wheel cylinder 5 second wheel cylinder 20, 21 wheel speed sensor 22 brake switch 30 stroke sensor 31, 32 wheel cylinder pressure sensor 50 electronic control device 100 increase Pressure means 101 Control valve 102 Pump

Claims (16)

[Claims] 1. A braking force generating means for generating a braking force on a vehicle in response to a predetermined command, a determining means for determining whether or not a change state of the predetermined command is within a predetermined range, and a predetermined condition is satisfied. While the change state is determined to be within a predetermined range by the determination means,
An increasing means for continuously increasing the braking force generated by the braking force generating means, and a brake device for a vehicle. 2. The vehicle brake device according to claim 1, wherein the determination means determines whether or not the predetermined command is substantially constant. 3. A braking force generation means for generating a braking force of a change rate according to a predetermined command in a vehicle, and a determination means for judging whether or not the change state of the predetermined command of the predetermined command is within a predetermined range. While the predetermined condition is satisfied and the change state is determined by the determination means to be within the predetermined range, the braking force generated in the vehicle is lower than the rate of change of the braking force in the braking force generation means. A vehicle brake device comprising: an increasing unit that continuously increases at a large rate of change. 4. The braking force generating means generates a brake fluid pressure according to the predetermined command, and a wheel braking force generating means that receives the brake fluid pressure and generates a braking force on a wheel. And a pipe line that connects the brake fluid pressure generation means and the wheel braking force generation means.
The vehicle brake device according to claim 3. 5. The vehicle brake device according to claim 4, wherein the determination means sets a change state of the brake fluid pressure in the brake fluid pressure generation means to a change state of the predetermined command. 6. The brake fluid pressure generating means includes a brake pedal that generates a brake fluid pressure by an operation of an occupant, and the determining means determines a change in an operating state of the brake pedal by an occupant as a change state of the predetermined command. The vehicle brake device according to claim 4 or 5, wherein: 7. The braking force generating means applies a deceleration to the vehicle body in accordance with the brake fluid pressure, and the increasing means satisfies the predetermined condition and is positively determined by the determining means. The vehicle brake device according to any one of claims 4 to 6, wherein the brake fluid pressure is continuously increased to continuously increase the vehicle body deceleration during the interval. 8. The vehicle brake device according to claim 6, wherein the determination means detects a change in an operation state of the brake pedal from a change amount of a pedal stroke of the brake pedal. 9. The increasing means comprises a vehicle body deceleration detecting means for detecting a vehicle body deceleration of the vehicle, and the predetermined condition is that the detection result of the vehicle body deceleration detecting means is a predetermined value or more. The vehicle brake device according to any one of claims 1 to 8. 10. The increasing means comprises pedal stroke detecting means for detecting an operation stroke of the brake pedal, and the predetermined condition is that the detection result of the pedal stroke detecting means is a predetermined value or more. The vehicle brake device according to any one of claims 7 to 9. 11. The increasing means comprises braking judgment means for judging whether or not the vehicle is in a braking state, and the vehicle is in a braking state as the predetermined condition. The brake device for a vehicle according to any one of 1. 12. When the increasing means does not satisfy the predetermined condition, the increase of the braking force is prohibited, and the increase or decrease of the braking force is adjusted according to the predetermined command of the braking force generating means. The vehicle brake device according to any one of claims 1 to 11, which is characterized. 13. The brake device for a vehicle according to claim 4, wherein the increase of the braking force by the increasing means is prohibited when the brake fluid pressure is not generated. 14. The increasing means prohibits execution of the increasing means when a negative determination is made by the determining means, and shifts execution of adjustment of braking force applied to the vehicle to the braking force generating means, The braking force generating means increases or decreases the braking force applied to the vehicle based on the predetermined command from the braking force value increased by the increasing means.
The vehicle brake device according to any one of 3 above. 15. The increasing means includes a flow restricting means for restricting a flow of brake fluid from the wheel braking force generating means side to the brake fluid pressure generating means side in the conduit, and the wheel braking force generating means. The vehicle brake device according to claim 4, further comprising: a discharging unit configured to discharge the brake fluid to the pipe line between the flow limiting unit and the flow limiting unit. 16. When the occupant pedal operation during vehicle braking is substantially unoperated, the braking force applied to the vehicle is increased at a predetermined rate of increase, and the occupant operates the pedal operation again. The vehicle brake device is characterized in that the braking force applied to the vehicle is reduced based on this operation.