JPH10152041A - Brake device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control brake effectiveness by generating higher hydraulic pressure than master cylinder hydraulic pressure at a brake cylinder in a brake device. SOLUTION: This brake device is constituted by connecting the discharge side of a pump 16 by an auxiliary passage 20 on the way of a main passage 18 for connecting a master cylinder 14 and a brake cylinder 10 with each other, and fitting a pressure control valve 22 at a part of the main passage 18 between a connection point with the auxiliary passage 20 and the master cylinder 14, whereas the pressure control valve 22 is permitted to deliver hydraulic fluid from the pump 16 to the master cylinder 14 when the delivery pressure of the pump 16 against master cylinder hydraulic pressure becomes higher than a preset value, and the pump 16 is operated when it is necessary to generate higher hydraulic pressure in the brake cylinder 10 than the master cylinder hydraulic pressure during brake operation.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake device for a vehicle, and more particularly to a technique for controlling a relationship between a brake operating force and a brake cylinder hydraulic pressure during a brake operation by a driver.

[0002]

2. Description of the Related Art In general, a brake device is operated by a driver to brake a vehicle. As shown conceptually in FIG. 43, some components are connected in series between a brake operating member 500 and a wheel 502. It is configured side by side. Brake operation mechanism 504, booster 506, master cylinder 50
8, the brake cylinder 510, the brake friction material 512, and the rotating body 514 are arranged in series.

[0003] The brake operating mechanism 504 is provided with an operating force F applied to the brake operating member 500 by the driver.
To the booster 506. The booster 506 boosts the force input from the brake operation mechanism 504 using pressure, and outputs the force to the master cylinder 508. As shown in FIG. 44, the booster 506 can output a force obtained by boosting the input force by a so-called servo ratio until the boosting limit is reached. Can not. Master cylinder 508 has a pressurizing piston, and converts the force output from booster 506 to hydraulic pressure by the pressurizing piston. This master cylinder 5
08 is also one of the boosters. Brake cylinder 510
Has a brake piston and converts the hydraulic pressure supplied from the master cylinder 508 into a force. Brake friction material 51
2 is a rotating body 514 that rotates together with the wheel 502 to be braked by the force output from the brake cylinder 510
(A brake rotor, a brake drum, etc.), and suppresses the rotation of the wheel 502 in cooperation with the rotating body 514. Due to the suppression of the rotation, a deceleration G occurs in the vehicle body.

[0004]

Problems to be Solved by the Invention, Means for Solving Problems, Functions and Effects There is a demand for a brake device to generate a high hydraulic pressure in a brake cylinder in proportion to a brake operating force. For example, as a countermeasure for reducing brake squeal and vibration, there is a countermeasure to use a material having a low friction coefficient or a material having a large compressive strain as a brake friction material. As shown, the effectiveness of the brake represented by the ratio of the vehicle deceleration G to the operation force F is reduced. Therefore, in order to take such measures without reducing the effectiveness of the brake, the brake operation force is relatively high. There is a demand to generate hydraulic pressure in the brake cylinder.

As a measure for satisfying the demand for increasing the brake cylinder hydraulic pressure, for example, there is a measure for reducing the diameter of the pressurizing piston in the master cylinder. However, when this measure is taken, the displacement volume of the pressure piston decreases, and the required stroke of the pressure piston increases,
A new problem arises in that the longitudinal dimension of the master cylinder increases. Further, as a measure for satisfying the demand for increasing the brake cylinder hydraulic pressure, there is a measure for increasing the servo ratio of the booster. However, when this countermeasure is taken, as shown in FIG. 46, the boosting limit point of the booster is reduced, and the braking effect is greatly changed in a region where the operating force F is small, and the brake operation feeling is reduced. A new problem arises.

[0006] In short, in order to generate a high hydraulic pressure in the brake cylinder for the brake operating force, there is a limit in the use of a booster such as a master cylinder and a booster. There is a problem that it is difficult to freely control the relationship.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and it is an object of the present invention to control the relationship between the brake operating force and the brake cylinder hydraulic pressure by a hydraulic pressure source other than the master cylinder and the booster. It is to provide a brake device.

This problem is solved by a brake device according to the following mode. In the following description, each aspect of the present invention will be described in the same form as the claims, with the respective items numbered. This is to clarify the possibility of adopting the features described in each section in combination.

(1) A brake device which is operated by a driver to brake a vehicle, comprising: a master cylinder for generating a hydraulic pressure having a height corresponding to an operation force of a brake operation member; and a brake for suppressing wheel rotation. A brake cylinder connected to the master cylinder by a main passage to operate the brake, and a pressure booster for generating a hydraulic pressure higher than a hydraulic pressure of the master cylinder in the brake cylinder, wherein (a) A first state provided in the middle of the passage and allowing a bidirectional flow of hydraulic fluid between the master cylinder and the brake cylinder; and a second state preventing at least the flow of hydraulic fluid from the brake cylinder to the master cylinder. And (b) supplementing a portion of the main passage between the flow control device and the brake cylinder. A hydraulic pressure source connected by a passage, and (c) during operation of the brake operating member, when it is necessary to generate a hydraulic pressure higher than the hydraulic pressure of the master cylinder in the brake cylinder, A hydraulic pressure source control device for supplying hydraulic fluid to the hydraulic pressure source; and (d) a pressure changing device that changes the hydraulic pressure of the brake cylinder according to the operating force of the brake operating member in a state higher than the hydraulic pressure of the master cylinder. And a pressure booster having the device.

According to this brake device, the relationship between the brake operating force and the brake cylinder hydraulic pressure is controlled by a hydraulic pressure source that operates independently of the master cylinder, that is, a hydraulic pressure source that is different from the master cylinder and the booster. This makes it possible to easily generate a high hydraulic pressure in the brake cylinder in proportion to the brake operation force.

[0011] By this effect, not only the performance required for the master cylinder and the booster but also the performance required for the brake friction material can be reduced, thereby increasing the load on the brake components other than the hydraulic pressure source. For example, it is possible to execute, for example, effectiveness characteristic control for controlling the characteristics of the effectiveness of the brake, and brake assist control for compensating for the lack of the brake operation force during an emergency brake operation.

Further, according to this brake device, since the height of the hydraulic pressure of the brake cylinder is determined according to the brake operating force, unlike the case where it is determined independently of the brake operating force, the brake operating force is different. Is reflected in the height of the hydraulic pressure of the brake cylinder, so that the effect of easily adjusting the height of the hydraulic pressure of the brake cylinder in relation to the brake operating force can be obtained.

In this brake device, the "hydraulic pressure source" can be, for example, a hydraulic pressure source for a brake, or a hydraulic pressure source having a use other than the brake, for example, a hydraulic pressure source for a power steering. The “hydraulic pressure source” is, for example,
A hydraulic pressure source that always stores high-pressure hydraulic fluid, for example, a hydraulic pressure source that generates a high-pressure hydraulic fluid, or a hydraulic pressure source that generates high-pressure hydraulic fluid as needed, such as a pump mainly. can do. However, in the case where the "hydraulic pressure source" is mainly composed of an accumulator, a control valve for switching between a state in which the accumulator is permitted to discharge the hydraulic fluid and a state in which the discharge of the hydraulic fluid is prohibited is provided in addition to the accumulator. In this case, the control valve switches between a state in which the hydraulic pressure source supplies the hydraulic fluid and a state in which the hydraulic pressure source does not.

In this brake device, the "hydraulic pressure source control device" is, for example, a type in which the hydraulic fluid is supplied from the hydraulic pressure source when a brake operation force-related amount related to the brake operation force exceeds a reference value. Or when the driver performs an emergency brake operation, or when the booster provided in the brake device has an abnormal boost, or when the booster reaches the assisting limit. In the case where heat fade or water fade occurs in the brake of the brake device, or when the friction coefficient of the road surface on which the vehicle is traveling is higher than the standard value. Or if the load on the vehicle is larger than the standard value, or if the driver wants to increase the brake cylinder fluid pressure. Or the form to be taken when the display can be in the form of a combination of a plurality of them form.

Here, the "amount related to the brake operation force" includes, for example, an operation force of the brake operation member, an operation stroke, a master cylinder hydraulic pressure, a brake cylinder hydraulic pressure, a wheel braking force, a vehicle deceleration, and the like. Physical quantity
This includes the status related to the brake operation, such as the presence or absence of the brake operation.

In the brake device, the "transformer" may be, for example, a type that controls the hydraulic pressure of the brake cylinder by electrically or mechanically controlling the "flow control device", or a "flow control device". The hydraulic pressure of the brake cylinder can be controlled by controlling the discharge amount of the hydraulic fluid from the “hydraulic pressure source” while maintaining the second state in the second state. In the latter type, when the "hydraulic pressure source" is of a type mainly composed of a pump, the excitation current of a motor for driving the pump is duty-controlled, or the pump is operated on the suction side by the pump. When an electromagnetic suction valve that switches between a state in which liquid suction is permitted and a state in which liquid suction is prevented is provided, the duty of the excitation current of a solenoid that drives the electromagnetic suction valve can be controlled. Further, the "transformation device" changes the "flow control device" to the second state when the brake device includes an electromagnetic hydraulic pressure control device described below to perform an automatic hydraulic pressure control function such as anti-lock control. It is also possible to adopt a form in which the hydraulic pressure of the brake cylinder is controlled by controlling the electromagnetic hydraulic pressure control device while maintaining the same.

(2) The flow control device and the transformer are pressure control devices provided in the main passage, and in a state where the hydraulic fluid is supplied from the hydraulic pressure source, the pressure control device causes a brake. If the second hydraulic pressure on the cylinder side is higher than the first hydraulic pressure on the master cylinder side but the difference is equal to or less than the target differential pressure, the state is switched to the second state, and the second hydraulic pressure is higher than the first hydraulic pressure and A pressure control device for controlling the second hydraulic pressure to be higher than the first hydraulic pressure and to make the difference equal to the target differential pressure by switching to the first state if the difference is going to be larger than the target differential pressure. (1) The brake device according to the above mode (1).

In this brake device, the pressure control device allows the excess hydraulic fluid from the hydraulic pressure source to escape to the master cylinder and changes the height of the hydraulic pressure of the hydraulic pressure source at the time of the escape based on the master cylinder hydraulic pressure. Let it. Even if hydraulic fluid is supplied to the master cylinder from the outside, the volume of the pressurizing chamber is increased and the brake operating member is returned toward the non-operating position, and the brake operating force is almost constant by the driver. Therefore, even if surplus hydraulic fluid is supplied from the hydraulic pressure source to the master cylinder, the brake operating force hardly increases. By actively utilizing such properties of the master cylinder, a hydraulic pressure higher than the master cylinder hydraulic pressure by the target differential pressure is generated in the brake cylinder.

Therefore, according to this brake device,
Since the brake cylinder fluid pressure is relatively controlled with reference to the master cylinder fluid pressure, the master cylinder fluid pressure is easily reflected in the brake cylinder fluid pressure, and thus the controllability of the brake cylinder fluid pressure is improved. Is improved.

In this brake device, the "target differential pressure"
Can be a constant value or a variable value. In the case of a variable value, the magnitude may be changed based on the brake operation force related amount, or may be changed in cooperation with other variables such as the brake operation force related amount and the booster boosting state related amount. it can.

In one embodiment of the brake device, the pressure control device has a valve element and a valve seat for controlling a flow state of hydraulic fluid between the master cylinder side and the brake cylinder side in the main passage. In a state where the hydraulic fluid is not supplied from the hydraulic pressure source, the valve element and the valve seat allow a bidirectional flow of the hydraulic fluid between the master cylinder side and the brake cylinder side in the main passage,
In the state where the hydraulic fluid is supplied from the hydraulic pressure source, the second valve pressure on the brake cylinder side is higher than the first hydraulic pressure on the master cylinder side by the same valve and valve seat, but the difference is less than the target differential pressure. If there is, the flow of the hydraulic fluid from the hydraulic pressure source to the master cylinder is blocked, and if the second hydraulic pressure is higher than the first hydraulic pressure and the difference is larger than the target differential pressure, the hydraulic pressure source The second hydraulic pressure is controlled to be higher than the first hydraulic pressure and the difference becomes the target differential pressure by allowing the flow of the hydraulic fluid from the hydraulic fluid to the master cylinder.

(3) The hydraulic pressure source includes a pump that sucks hydraulic fluid from a suction side and discharges the hydraulic fluid to a discharge side, the discharge side of which is connected to the main passage by the auxiliary passage ( The brake device according to the item (1) or (2) (claim 3).

Therefore, according to this brake device,
By employing a pump as the hydraulic pressure source, the effect of increasing the brake cylinder hydraulic pressure is obtained.

In particular, when this brake device is implemented together with the brake device described in the above item (2), the following effects can be obtained. That is, when the hydraulic pressure source is a pump and the hydraulic fluid discharged from the pump is directly supplied to the pressure control device, the pump depends on the hydraulic pressure at the discharge destination. However, since it has the property of changing in accordance with the change in the height of the hydraulic pressure at the discharge destination, the hydraulic pressure of the hydraulic pressure source is reduced to the master cylinder hydraulic pressure as compared with the case where the hydraulic pressure source is an accumulator. It is easy to follow the change. Therefore, the brake device described in (3)
When implemented with the brake device described in paragraph (2),
Since the brake cylinder fluid pressure follows the change in the master cylinder fluid pressure, a unique effect that the structure of the pressure control device does not have to be complicated can be obtained.

In one embodiment when the brake device described in the above item (3) is implemented together with the brake device described in the above item (2), as shown schematically in FIG.
The master cylinder 14 generates a hydraulic pressure having a height corresponding to the operating force of the brake operating member 12, and the pump 16 sucks the hydraulic fluid from the suction side and discharges it to the discharge side.
Are respectively provided, and in the middle of a main passage 18 connecting the master cylinder 14 and the brake cylinder 10 to each other,
The discharge side of the pump 16 is connected by the auxiliary passage 20, and a pressure control valve 22 (an example of a pressure control device) is provided at a portion of the main passage 18 connected to the auxiliary passage 20 and the master cylinder 14, and The pressure control valve 22 allows a bidirectional flow of hydraulic fluid between the master cylinder 14 and the brake cylinder 10 when the pump 16 is not operating,
On the other hand, when the pump 16 is operated, the excess hydraulic fluid from the pump 16 is released to the master cylinder 14, and the height of the discharge pressure of the pump 16 at the time of the release is changed based on the master cylinder hydraulic pressure. , The pump 16 applies a hydraulic pressure higher than the hydraulic pressure of the master cylinder 14 to the brake cylinder 1 during a brake operation by the driver.
A pump actuating device 24 (an example of a hydraulic pressure source control device) that activates the pump 16 when it is necessary to set the value to zero is provided.

(4) The hydraulic pressure source control device includes a set operating state control means for supplying a hydraulic fluid to the hydraulic pressure source when the operating state of the vehicle by the driver is the set operating state.
The brake device according to any one of (1) to (3) (Claim 4).

Therefore, according to this brake device,
The effect is obtained that the relationship between the brake operating force and the brake cylinder hydraulic pressure can be optimized in relation to the operating state.

(5) Emergency brake operation control for supplying hydraulic fluid to the hydraulic pressure source when the driver operates the brake operating member for emergency braking of the vehicle by the hydraulic pressure source control device. The brake device according to any one of (1) to (4) including means (claim 5).

Therefore, according to this brake device,
The brake assist control can be executed, and the effect of improving the safety of the vehicle can be obtained.

In one embodiment of the brake device, the emergency brake operation control means is provided with an emergency brake operation detection means for detecting an emergency brake operation. The emergency brake operation detecting means detects, for example, a state in which the change speed of the brake operation force related amount (including the operation speed which is the change speed of the operation position of the brake operation member) is larger than a reference value, and May be included. Further, the emergency brake operation detecting means may include, for example, a means for detecting an emergency brake operation based on both the change speed (dynamic detection value) and the brake operation force related amount (static detection value). it can. For example, a means for detecting an emergency brake operation when the operation speed of the brake operation member exceeds the reference value and the master cylinder hydraulic pressure exceeds the reference value may be included.

(6) A booster is provided between the brake operating member and the master cylinder and assists the operating force of the brake operating member and transmits the operating force to the master cylinder. The brake device according to any one of (1) to (5), further including a booster boosting abnormality control means for supplying the hydraulic fluid to the hydraulic pressure source when the boosting by the booster is not normal. ).

Therefore, according to this brake device,
When the brake device has a booster, it is possible to suppress a decrease in the vehicle braking force due to the abnormality of the booster. In other words, an effect is obtained that the relationship between the brake operating force and the brake cylinder hydraulic pressure can be maintained properly irrespective of whether or not the booster is abnormal.

In this brake device, a "booster"
Can be a vacuum booster that assists the brake operating force based on the differential pressure between the negative pressure and the atmospheric pressure, or a hydraulic booster that assists the brake operating force based on the hydraulic pressure.

In one embodiment of the brake apparatus, the booster boosting abnormality control means is provided with boosting state quantity detecting means for detecting a boosting state quantity representing a boosting state of the booster. Here, when the booster is, for example, a vacuum booster, the boosted state amount detecting means may include a vacuum pressure sensor that detects a vacuum pressure of the booster as a boosted state amount.

(7) The pressure control device comprises: (a) a valve element and a valve seat for controlling a flow state of hydraulic fluid between the master cylinder side and the brake cylinder side in the main passage; At least one of the seats has magnetic force generating means for generating a magnetic force acting to control the relative movement between the valve element and the valve seat, and the target differential pressure changes based on the magnetic force. The brake device according to claim 2, further comprising: an electromagnetic pressure control valve; and (b) a magnetic force control device that controls the magnetic force.

Therefore, according to this brake device,
By controlling the magnetic force of the magnetic force generating means, the relationship between the master cylinder hydraulic pressure and the brake cylinder hydraulic pressure is controlled, so that the difference between the two hydraulic pressures can be controlled freely, and the master cylinder hydraulic pressure can be controlled. It is possible to control the brake cylinder fluid pressure to always increase by the same amount, or to control the brake cylinder fluid pressure to increase with a predetermined characteristic that is linear or non-linear with respect to the master cylinder fluid pressure. The effect that it becomes possible is obtained.

According to this brake device, the relative increase from the master cylinder hydraulic pressure corresponding to the brake cylinder hydraulic pressure at the same height differs between one time and another time during the brake operation. Is also possible,
For example, by controlling the brake cylinder fluid pressure to be higher than when the emergency brake operation is not being performed during the brake operation state, the brake assist control is executed during the emergency brake operation, and the effectiveness characteristic is otherwise determined. The effect that control can be performed is obtained.

Further, according to this brake device, by controlling the magnetic force of the magnetic force generating means, it is possible to freely control the execution timing of the control for increasing the brake cylinder hydraulic pressure above the master cylinder hydraulic pressure. An effect is obtained that the relationship between the pressure and the brake cylinder pressure can be more freely controlled.

In this brake device, the relationship between the differential pressure between the master cylinder and the brake cylinder and the magnetic force may be such that the differential pressure increases as the magnetic force increases, or conversely, the magnetic force decreases. The relationship can be such that the differential pressure increases as the pressure increases. The latter relationship can be realized, for example, by applying a somewhat large preload to a spring acting in the opposite direction to the magnetic force and reducing the preload by the magnetic force.

The "magnetic force control device" in the brake device can control the magnetic force electromagnetically or mechanically, for example.
When the magnetic force is controlled electromagnetically, a current value and a voltage value applied to the magnetic force generating means are controlled.

In one embodiment of the brake device, the electromagnetic pressure control valve has a solenoid as the magnetic force generating means, and the valve seats on the valve seat based on the magnetic force of the solenoid. Switch to a non-operating state that prevents the user from doing
In the non-operating state, bidirectional flow of the hydraulic fluid between the master cylinder side and the brake cylinder side is allowed in the main passage. In the operating state, the second hydraulic pressure is higher than the first hydraulic pressure. If an attempt is made to become higher than the target differential pressure based on the magnetic force of the solenoid, the flow of the hydraulic fluid from the brake cylinder side to the master cylinder side is allowed, and the second hydraulic pressure is higher than the first hydraulic pressure, but the difference is larger. If the pressure is equal to or less than the target differential pressure based on the magnetic force of the solenoid, the flow of the hydraulic fluid from the brake cylinder side to the master cylinder side is prevented.

In another embodiment, the magnetic force control device comprises: (a) a brake operation force-related amount sensor for detecting an amount related to the brake operation force; and (b) a detected brake operation force-related value. And a magnetic force control means for controlling the magnetic force of the magnetic force generating member on the basis of the above, thereby changing the target differential pressure based on the operating force of the brake operating member. Here, the `` magnetic force control means '' executes, for example, the effectiveness characteristic control in a manner in which the brake cylinder hydraulic pressure increases substantially linearly with respect to the master cylinder hydraulic pressure regardless of before and after the boosting limit of the booster. Is done.

In still another embodiment, the magnetic force control device comprises: (a) a brake operation force-related amount sensor; and (b) a booster for detecting a boosted state amount representing a boosted state of the booster. (C) controlling the magnetic force of the magnetic force generating means based on the detected brake operation force-related amount and the boosted state amount to thereby obtain the target difference based on the boosted state of the booster. Magnetic force control means for changing the pressure. Here, the "magnetic force control means" executes the effectiveness characteristic control in a manner in which the brake cylinder pressure increases substantially linearly with respect to the master cylinder pressure, regardless of, for example, whether or not the booster is abnormal. You.
Specifically, for example, the “magnetic force control unit” determines the boost state to be one of a normal state and an abnormal state based on an output signal from the boost state amount sensor, and based on the result, The magnetic force may be determined in two types. Further, the “magnetic force control means” determines the boost state based on the output signal from the boost state amount sensor based on the amount of deviation of the boost state amount from the normal state amount, and based on the result, determines the target magnetic force May be determined as three or more types. In particular, in the latter case, even if the booster has an abnormality that cannot be said to have failed, the magnetic force can be controlled so that the booster reduction in the booster due to the abnormality is compensated. Thus, it becomes possible to respond to changes in the boosting state of the booster finely.

In still another embodiment, the magnetic force control device includes: (a) a friction coefficient decrease detecting means for detecting that a friction coefficient between the brake friction material and the rotating body has decreased; b) magnetic force control means for controlling the magnetic force of the magnetic force generating means to a size necessary to increase the brake cylinder hydraulic pressure as compared to when the decrease in the friction coefficient is detected, Included. Here, the "magnetic force control means" may be used regardless of whether the friction coefficient between the brake friction material and the rotating body is reduced due to, for example, heat fade, water fade, or the like.
The effect characteristic control is executed in such a manner that the brake cylinder hydraulic pressure increases with substantially the same gradient as the master cylinder hydraulic pressure.

In still another embodiment, the magnetic force control device comprises: (a) an emergency brake operation detecting means for detecting an emergency brake operation; and (b) an emergency brake operation detection device for detecting an emergency brake operation. And a magnetic force control means for controlling the magnetic force of the magnetic force generating means to a size necessary for increasing the brake cylinder hydraulic pressure. Here, the "magnetic force control means" executes, for example, the brake assist control.

The brake device described in the item (7) can be implemented together with the brake device described in any of the items (3) to (6).

(8) The hydraulic pressure source includes a pump that sucks hydraulic fluid from a suction side and discharges the hydraulic fluid to a discharge side, the discharge side of which is connected to the main passage by the auxiliary passage, And the brake device is further an automatic hydraulic pressure control device that automatically controls the hydraulic pressure of the brake cylinder, and (a) a reservoir that is connected to a suction side of the pump by a pump passage and stores hydraulic fluid, (b) connected to a portion of the main passage between the connection point with the auxiliary passage and the brake cylinder, including a state in which the brake cylinder communicates with the discharge side of the pump and a state in which the brake cylinder communicates with the reservoir. And an electromagnetic hydraulic pressure control device that selectively realizes a plurality of states, and wherein the magnetic force control device is automatically controlled by the automatic hydraulic pressure control device, and a valve is provided in the pressure control device. (7) includes an automatic control magnetic force control device that controls the magnetic force of the magnetic force generating means so that the flow of the hydraulic fluid from the pump to the master cylinder is prevented by continuing to sit on the valve seat. The brake device according to claim (claim 8).

Therefore, according to this brake device,
The pressure control valve, which is used to control the relationship between the master cylinder fluid pressure and the brake cylinder fluid pressure, is also used during automatic control. Therefore, the number of parts of the brake device does not need to be increased.

(9) The pressure control device comprises: (a) a valve element and a valve seat for controlling a flow state of hydraulic fluid between the master cylinder side and the brake cylinder side in the main passage;
A stepped piston which receives the first hydraulic pressure in a large-diameter portion and the second hydraulic pressure in a small-diameter portion in opposite directions to each other, wherein at least one of the valve element and the valve seat includes the valve element and the valve seat. Generating a mechanical force acting to control the relative movement of the piston, the target differential pressure based on the pressure receiving areas of the large diameter portion and the small diameter portion of the piston and the first hydraulic pressure, respectively. The brake device according to item (2), including a mechanical pressure control valve in which the pressure changes.

Therefore, according to this brake device,
Since the relationship between the master cylinder fluid pressure and the brake cylinder fluid pressure is controlled mechanically, the relationship between the two can be controlled without increasing the power consumption of the vehicle and with relatively high reliability. .

In one embodiment of the brake device, the mechanical pressure control valve comprises: (a) a housing;
A stepped cylinder bore formed in the housing, the large diameter portion communicating with the master cylinder side and the small diameter portion thereof communicating with the brake cylinder side, and (c) slidably fitted to the cylinder bore. The piston having a large-diameter portion on the master cylinder side and a small-diameter portion formed on the brake cylinder side, respectively, and (d) a master cylinder side formed by fitting the piston to the housing. First
A fluid chamber, a second fluid chamber on the brake cylinder side, an atmospheric pressure chamber between the stepped portion of the cylinder bore and the stepped portion of the piston, and (e) the first fluid chamber and the second fluid chamber formed in the piston.
And (f) a communication passage opening / closing valve for opening and closing the communication passage, the communication passage opening / closing valve being formed integrally with the piston, and communicating with the communication passage.
A valve seat facing the liquid chamber, a valve element to be seated on the valve seat, an access limit specifying member for specifying an access limit between the valve element and the valve seat, and the valve element and the valve seat are moved toward the access limit position. (G) a forward limit member that is provided in the housing and that determines the forward limit of the piston by contacting the piston, wherein the forward limit is the communication path. The on-off valve is a mechanical pressure control valve including a valve that is defined at a position where the piston advances a predetermined distance from a position where the valve element is seated on the valve seat.

The brake device described in the item (9) can be implemented together with the brake device described in any one of the items (3) to (6).

(10) The hydraulic pressure source includes a pump that sucks hydraulic fluid from a suction side and discharges the hydraulic fluid to a discharge side, the discharge side of which is connected to the main passage by the auxiliary passage. Further, the brake device is further connected to an upstream portion of the main passage between the master cylinder and the pressure control device and a suction side of the pump, and the upstream portion operates. The brake device according to any one of (1) to (9), further including a hydraulic fluid introducing device that introduces the fluid to the suction side of the pump without lowering the fluid pressure thereof (Claim 10).

In order to pressurize the hydraulic fluid by the pump using the hydraulic fluid in the upstream portion of the main passage, the high-pressure hydraulic fluid is temporarily stored in a reservoir for storing the hydraulic fluid at substantially atmospheric pressure. After that, it is conceivable that the hydraulic fluid is pumped up from the reservoir by the pump and discharged to the brake cylinder side. However, in this case, the hydraulic fluid pressurized by the master cylinder is pressurized by the pump after being reduced in pressure by the reservoir. In contrast,
According to the brake device described in the item (10), the hydraulic fluid pressurized by the master cylinder is pressurized by the pump without being reduced by the reservoir. As compared with the above, the operation responsiveness of the pump is improved, and the pump only needs to pressurize the hydraulic fluid by the pressure difference from the master cylinder hydraulic pressure. Therefore, it is easy to reduce the capacity of the pump and to save energy consumption. .

In one embodiment of the brake device, the brake device is an automatic hydraulic pressure control device for automatically controlling the hydraulic pressure of the brake cylinder,
(a) connected to the suction side of the pump by a pump passage,
A reservoir for storing a hydraulic fluid, and (b) a state in which the reservoir is connected to a portion of the main passage between the connection point with the auxiliary passage and the brake cylinder, and the brake cylinder is connected to a discharge side of the pump. And a hydraulic fluid control device that selectively realizes a plurality of states including a state of being connected to, and the hydraulic fluid introduction device, (c) the master cylinder and the A second connecting part between the pressure passage and the pump passage;
And (d) the pump passage is provided at a portion between the connection point of the pump passage and the second auxiliary passage and the reservoir, and allows a flow of hydraulic fluid from the reservoir to the pump. The reverse flow includes a check valve that blocks. According to this embodiment, the flow of the hydraulic fluid from the master cylinder to the reservoir is blocked by the check valve, even though the reservoir is connected to the suction side of the pump.

In another embodiment, the hydraulic fluid introducing device is provided in the middle of (a) the second auxiliary passage, (b) the check valve, and (c) the second auxiliary passage. The inflow control valve, during the operation of the pump, when not in the automatic hydraulic pressure control, a state of allowing the flow of hydraulic fluid from the master cylinder to the reservoir,
When the pump is operating, automatic hydraulic pressure control is being performed, and at least when the hydraulic fluid to be pumped by the pump is present in the reservoir, the flow of the hydraulic fluid from the master cylinder to the reservoir is stopped. And things. According to the present embodiment, when the hydraulic fluid is being controlled and the hydraulic fluid to be pumped by the pump is present in the reservoir, the pump is prevented from preferentially pumping the hydraulic fluid from the master cylinder, and the reservoir is activated. The state in which the liquid overflows does not continue, and the pressure reducing operation of the brake cylinder by the reservoir is ensured.

In still another embodiment, the hydraulic fluid introducing device is an inflow control valve provided in the middle of the second auxiliary passage, and the hydraulic fluid introducing device is connected to the master cylinder while the pump is not operating. A state in which the flow of the hydraulic fluid toward the reservoir is permitted, and the pump includes one that blocks the flow of the hydraulic fluid at least at one time during the operation of the pump.
According to the present embodiment, if the flow of the hydraulic fluid from the master cylinder to the brake cylinder is only the main passage during the non-operation of the pump, that is, at the time of a brake operation in which the brake cylinder is pressurized not by the pump but by the master cylinder, This is also realized by the second auxiliary passage and the inflow control valve, so that even if the flow by the main passage is blocked, the hydraulic pressure is normally generated in the brake cylinder.

(11) Further, a booster is provided between the brake operating member and the master cylinder and assists the operating force of the brake operating member and transmits it to the master cylinder. The brake device according to any one of (1) to (10), further comprising a booster assist limit time control means for supplying the hydraulic fluid to the hydraulic pressure source when the booster assist limit is reached (claim 11).

Therefore, according to this brake device,
After the booster's assist limit, the brake operation force is assisted by the hydraulic pressure source instead of the booster, so that the effect of the brake is stabilized regardless of before and after the booster's assist limit.

(12) When the booster has the booster's assist limit, the transformer changes the hydraulic pressure of the brake cylinder and the gradient of change in the hydraulic pressure of the brake cylinder with respect to the operating force of the brake operating member before the booster's assist limit. The brake device according to claim 11, further comprising means for changing the value so as to be substantially the same as the above (Claim 12).

Therefore, according to this brake device,
The gradient of change in the hydraulic pressure of the brake cylinder with respect to the operating force of the brake operating member, that is, the braking effect is substantially the same before and after the booster assist limit, and the brake is actuated despite the booster assist limit. The effect that the effect is stabilized is obtained.

(13) The pressure increasing device further includes a brake operation force related amount sensor for detecting an amount related to the operation force of the brake operation member, and the hydraulic pressure source control device detects the detected brake operation. The brake device according to any one of (1) to (12), further comprising a reference value reaching control means for supplying hydraulic fluid to the hydraulic pressure source when a force-related amount reaches a reference value. ).

In this brake device, for example, a brake operation force-related amount expected to be taken when the booster reaches the assisting limit is selected as the “reference value”.

(14) The brake operation force-related amount sensor is
The brake device according to claim 13, further comprising a vehicle body deceleration sensor that detects the vehicle body deceleration (claim 14).

When the brake device described in the above (13) is to be implemented, the "brake operation force-related amount sensor" may be, for example, a brake operation force sensor, a brake operation stroke sensor, a master cylinder hydraulic pressure sensor, or the like. It is conceivable to use a sensor that directly detects the force-related quantity. However, in this case, a sensor for directly detecting the brake operation force-related amount is required, and if the sensor fails, the operation of the pressure booster associated with the brake operation force cannot be realized.

On the other hand, in a vehicle equipped with a brake device, the magnitude of the brake operation force is generally reflected on the master cylinder hydraulic pressure, and the master cylinder hydraulic pressure is reflected on the brake cylinder hydraulic pressure. Then, the height of the brake cylinder hydraulic pressure is reflected on the magnitude of the vehicle braking force, and the magnitude of the vehicle braking force is reflected on the height of the vehicle body deceleration. Therefore, when the brake device described in (13) is implemented, even if it is not possible to directly detect the brake operation force-related amount, as long as the vehicle body deceleration can be acquired, the brake operation force is related to the brake operation force. The operation of the pressure intensifier becomes possible.

Based on such knowledge, the brake device described in the item (14) has been made. Therefore, according to this brake device, it is not possible to directly detect the brake operation force-related amount. Also, the effect that the pressure intensifier associated with the brake operation force can be operated can be obtained.

In this brake device, the "vehicle deceleration sensor" can be of a type for directly detecting the vehicle deceleration. However, a vehicle is usually provided with a vehicle speed sensor for detecting the vehicle speed. In addition, by focusing on the fact that the vehicle speed can be obtained by differentiating the vehicle speed with respect to time, the vehicle speed can be indirectly detected by differentiating the vehicle speed with respect to time.

The vehicle speed sensor includes a Doppler sensor or the like that directly detects the vehicle speed, but also a vehicle speed sensor that indirectly detects the vehicle speed based on the wheel speed which is the rotation speed of the wheel. One example of the latter type is employed in antilock control devices. As is well known, the anti-lock control device controls (a) a plurality of wheel speed sensors that detect each wheel speed of the plurality of wheels, and (b) a brake cylinder pressure of each wheel. (C) based on the wheel speeds detected by the plurality of wheel speed sensors,
And a controller that controls the electromagnetic hydraulic pressure control valve so that the locking tendency of each wheel does not become excessive during vehicle braking. Where the controller is generally
It is designed to estimate a vehicle speed based on a plurality of wheel speeds detected by a plurality of wheel speed sensors and to control the electromagnetic hydraulic pressure control valve based on a relationship between the estimated vehicle speed and a wheel speed of each wheel. You.

Therefore, in the brake device according to the above mode (14), the "vehicle deceleration sensor" is configured to indirectly detect the vehicle deceleration by differentiating the vehicle speed detected by the vehicle speed sensor with respect to time. By adding only software without adding hardware, a "vehicle deceleration sensor" will be configured, and the structure, weight and cost of the "vehicle deceleration sensor" will be simplified. The effect is obtained.

(15) The brake device according to (13) or (14), wherein a plurality of the brake operation force related amount sensors are provided.

Therefore, according to this brake device,
As compared with the case where only one brake operation force-related amount sensor is provided, an effect is obtained that the reliability of the pressure booster against failure of the brake operation force-related amount sensor can be easily improved.

(16) When at least one predetermined first sensor of the plurality of brake operation force related sensors is normal, the hydraulic pressure source control device detects the first sensor. When the applied brake operation force related amount reaches the reference value, the hydraulic fluid is supplied to the hydraulic pressure source, and if not normal, a first sensor of the plurality of brake operation force related amount sensors is used. Fail-safe means for supplying hydraulic fluid to the hydraulic pressure source when the brake operation force-related amount detected by at least one second sensor different from the first sensor reaches the reference value. Brake device (Claim 16).

Therefore, according to this brake device,
As long as all of the plurality of brake operation force related quantity sensors do not fail, the operation of the pressure booster associated with the brake operation force becomes possible, and the effect of improving the reliability of the pressure booster is obtained.

In one embodiment of the brake device, the fail-safe means includes: (a) determining whether at least one predetermined first sensor among the plurality of brake operation force related sensors is normal; And (b) selecting the first sensor if it is determined that the first sensor is normal, and selecting the first sensor if it is determined that the first sensor is not normal. Selecting means for selecting at least one second sensor different from the first sensor among the operation force-related amount sensors; and (c) determining a brake operation force-related amount detected by the selected brake operation force-related amount sensor as the reference value. Hydraulic fluid supply means for supplying hydraulic fluid to the hydraulic pressure source when the hydraulic pressure source reaches the value.

(17) The plurality of brake operation force-related amount sensors include a master cylinder pressure sensor for detecting a hydraulic pressure of the master cylinder, and a vehicle body deceleration sensor for detecting vehicle body deceleration. The brake device according to claim 16, wherein one sensor includes the master cylinder hydraulic pressure sensor, and the second sensor includes the vehicle body deceleration sensor.
7).

(18) When the plurality of brake operation force-related amounts detected by the plurality of brake operation force-related amount sensors all reach respective reference values, the hydraulic pressure source controller The brake device according to claim 15, further comprising a fail-safe means for supplying hydraulic fluid to the brake device (claim 18).

If all of the plurality of brake operation force-related quantity sensors are normal, and if the brake device reaches a state in which the pressure intensifier should be operated, it is detected by the plurality of brake operation force-related quantity sensors. All of the plurality of brake operation force-related quantities reach the respective reference values. On the other hand, if there is a failure among the plurality of brake operation force related amount sensors, even if the brake device reaches a state where the pressure booster should be operated, the plurality of brake operation force Not all relevant quantities reach each reference value. Therefore, if the hydraulic fluid is supplied to the hydraulic pressure source only when all of the plurality of brake operation force related amounts have reached the respective reference values, all of the plurality of brake operation force related amount sensors are normal. Only when the hydraulic fluid is supplied from the hydraulic pressure source, it is prevented that the hydraulic fluid is erroneously supplied from the hydraulic pressure source due to failure of one of the plurality of brake operation force related quantity sensors. .

Therefore, according to the brake device described in (18), it is possible to prevent the hydraulic fluid from being erroneously supplied from the hydraulic pressure source due to the failure of the brake operation force related amount sensor, and to improve the reliability of the pressure booster. The effect that the property is improved is obtained.

(19) The plurality of brake operation force-related amount sensors include a master cylinder pressure sensor for detecting a hydraulic pressure of the master cylinder, and a brake operation sensor for detecting operation of the brake operation member, The fail-safe means is such that the master cylinder pressure detected by the master cylinder pressure sensor reaches the reference value, and
The brake device according to claim 18, further comprising first means for supplying hydraulic fluid to the hydraulic pressure source when a brake operation is detected by the brake operation sensor (claim 19).

Therefore, according to this brake device,
If the master cylinder fluid pressure sensor has reached the reference value because the master cylinder fluid pressure sensor has failed and the brake is not operating, the hydraulic fluid is erroneously supplied from the fluid pressure source. And the reliability of the pressure intensifier is improved.

(20) The plurality of brake operation force-related amount sensors further include a vehicle body deceleration sensor for detecting a vehicle body deceleration, and the first means is provided when the brake operation sensor is normal. When the master cylinder hydraulic pressure detected by the master cylinder hydraulic pressure sensor reaches the reference value and a brake operation is detected by a brake operation sensor, the hydraulic fluid is supplied to the hydraulic pressure source, When the operation sensor is not normal, the master cylinder pressure detected by the master cylinder pressure sensor reaches the reference value, and the vehicle deceleration detected by the vehicle deceleration sensor is the reference value. The second means for supplying the hydraulic fluid to the hydraulic pressure source when the
The brake device according to claim 9) (claim 20).

Therefore, according to this brake device,
If the brake operation sensor fails, the vehicle deceleration sensor is used instead.Therefore, the master cylinder fluid pressure sensor fails in a mode that detects the master cylinder fluid pressure higher than the actual value, and the brake operation sensor becomes This prevents the hydraulic fluid from being erroneously supplied from the hydraulic pressure source even if a failure occurs in the mode in which the brake operation is detected even though the brake is not being operated, and the reliability of the pressure booster is improved. Is improved.

In one embodiment of the brake device, the second means includes (a) a determination means for determining whether or not the brake operation sensor is normal, and (b) a normal operation of the brake operation sensor. When it is determined that the brake operation sensor is selected, when it is determined that it is not normal, selecting means for selecting the vehicle body deceleration sensor, (c)
When the brake operation sensor is determined to be normal, the master cylinder hydraulic pressure detected by the master cylinder hydraulic pressure sensor reaches the reference value, and when the brake operation is detected by the brake operation sensor. The hydraulic fluid is supplied to the hydraulic pressure source, and if it is determined that the brake operation sensor is not normal, the master cylinder hydraulic pressure detected by the master cylinder hydraulic pressure sensor reaches the reference value, and And hydraulic fluid supply means for supplying hydraulic fluid to the hydraulic pressure source when the vehicle deceleration detected by the vehicle deceleration sensor reaches the reference value.

In the brake device described in the item (20), the "vehicle deceleration sensor" is used in place of the brake operation sensor when the brake operation sensor fails. The brake device described in the above mode (19) can be implemented in such a manner that the brake device is used in the event of a failure.

(21) The booster includes (a) a stop state detecting means for detecting a stop state of the vehicle, and (b) a stop state detecting means for detecting the stop state of the vehicle. The brake device according to any one of (1) to (20), including an operation start control unit that makes operation start difficult.
1).

For example, if the brake device described in the above item (1) is to be operated in such a manner that the pressure-intensifying device is always activated when the brake operation force-related amount reaches the reference value, the brake operation force-related amount is Even if the vehicle reaches the reference value while the vehicle is stopped, the pressure booster is operated. However, when the pressure intensifier operates, a sound is generated in accordance with the operation, and it is rare that the brake cylinder needs to be pressurized by the hydraulic pressure source when the vehicle is stopped. For this reason, when the brake device described in (1) is implemented in such a manner that the pressure booster is always activated when the brake operation force-related amount reaches the reference value, the operation noise of the vehicle parts is noticeable to the driver. When the vehicle is in a stopped state, which is apt to become unstable, there is a problem that the pressure intensifier is operated uselessly.

Based on such knowledge, the brake device described in the item (21) has been made. Therefore, according to this brake device, by preventing useless operation of the pressure booster, quietness of the vehicle is improved. Can be easily improved.

(22) The pressure increasing device further includes a brake operation force related amount sensor for detecting an amount related to an operation amount of the brake operation member, and the hydraulic pressure source control device detects the detected brake operation. When the force-related amount has reached a reference value, the control unit includes a reference value reaching control unit that supplies the hydraulic fluid to the hydraulic pressure source, and the operation start control unit sets the reference value to:
The brake device according to item (21), further including a reference value setting unit that sets the arrival of the brake operation force-related amount to be more difficult when the stop state is detected by the stop state detection unit and when the vehicle is not detected. (Claim 22).

[0090]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Some specific embodiments of the present invention will be described below in detail with reference to the drawings.

First, a configuration common to the embodiments will be schematically described. As shown in FIG. 1, the brake device includes a master cylinder 14 and a pump 16 that generate a hydraulic pressure having a height corresponding to the operating force of the brake operating member 12, as a hydraulic pressure source of the brake cylinder 10. In this brake device, the discharge side of the pump 16 is connected to an auxiliary passage 20 in the middle of a main passage 18 that connects the master cylinder 14 and the brake cylinder 10 to each other. A pressure control valve 22 is provided at a portion between the connection point and the master cylinder 14. When the pump 16 is not operating, the pressure control valve 22 is connected to the master cylinder 14 and the brake cylinder 10.
When the pump 16 is operating, the hydraulic fluid from the pump 16 is released to the master cylinder 14 and the pump 1 is released when the pump 16 is released.
The height of the discharge pressure 6 is changed based on the hydraulic pressure of the master cylinder 14. Further, when the driver is performing a brake operation on the pump 16 and it is necessary to generate a hydraulic pressure higher than the hydraulic pressure of the master cylinder 14 in the brake cylinder 10, a pump operating device 24 that operates the pump 16 is provided. Is provided.

Next, each of these embodiments will be specifically described. FIG. 2 shows a mechanical configuration of the first embodiment. This embodiment is a diagonal two-system brake device provided in a four-wheel vehicle. This brake device has an anti-lock control function, and circulates hydraulic fluid by the pump 16 during the anti-lock control. In the present embodiment, during the brake operation, the brake effect characteristic control (hereinafter, simply referred to as “effect characteristic control”) is executed by using the pump 16. Here, "effectiveness control" is represented by a graph of a polygonal line determined by the booster characteristic (see FIG. 44) which boosts the brake operation force F and transmits it to the master cylinder 14, as shown in FIG. By correcting the basic relationship between the applied brake operation force F and the vehicle body deceleration G, the vehicle body deceleration G can be formed at an ideal gradient with respect to the brake operation force F (for example, before and after the booster assist limit is reached). The relationship between the brake operation force F and the vehicle body deceleration G is controlled so as to increase at almost the same gradient (regardless of the gradient).

The master cylinder 14 has two independent cylinders.
The pressure chambers are of a tandem type arranged in series with each other. As shown in FIG. 2, the master cylinder 14 is linked to a brake pedal 32 as the brake operating member 12 via a vacuum booster 30. Hydraulic pressure is generated mechanically.

A first brake system for the left front wheel FL and the right rear wheel RR is connected to one pressurizing chamber of the master cylinder 14, and a second brake system for the right front wheel FR and the left rear wheel RL is connected to the other pressurizing chamber. Two brake systems are connected. Since these brake systems have a common configuration, only the first brake system will be representatively described below, and the description of the second brake system will be omitted.

In the first brake system, the master cylinder 14 is connected to the brake cylinder 10 of the left front wheel FL and the brake cylinder 10 of the right rear wheel RR by a main passage 18. The main passage 18 is connected to the master cylinder 1
After being extended from 4, the fork is branched into two branches, and one main passage 34 and two branch passages 36 are connected to each other. Each brake cylinder 10 is connected to the tip of each branch passage 36. In the middle of each of the branch passages 36, each of the pressure-intensifying valves 4
0 is provided to realize a pressure increasing state in which the flow of the hydraulic fluid from the master cylinder 14 to the brake cylinder 10 is allowed in the open state. Each of the pressure increase valves 40 is connected to a bypass passage 42, and each of the bypass passages 42 is provided with a check valve 44 for returning hydraulic fluid. Each reservoir passage 46 extends from a portion of each branch passage 36 between each booster valve 40 and each brake cylinder 10 to reach a reservoir 48. A pressure reducing valve 50, which is a normally closed electromagnetic on-off valve, is provided in the middle of each reservoir passage 46, and realizes a reduced pressure state in which the flow of hydraulic fluid from the brake cylinder 10 to the reservoir 48 is allowed in an open state.

The reservoir 48 is formed by fitting a reservoir piston 54 to the housing so as to be substantially airtight and slidable. The reservoir 48 is formed by the fitting so that a hydraulic fluid is used as an elastic member. 58 accommodates under pressure. The reservoir 48 is connected to the suction side of the pump 16 by a pump passage 60. The suction side of the pump 16 is provided with a suction valve 62 as a check valve, and the discharge side is provided with a discharge valve 64 as a check valve. Discharge side of pump 16 and main passage 18
Are provided with an orifice 66 as a throttle and a fixed damper 68 to reduce the pulsation of the pump 16.

The elements described above are elements that are also present in the conventional antilock type brake device, and the elements that are not present in the conventional antilock type brake device will be described below.

The pressure control valve 22 is of a type that electromagnetically controls the relationship between the master cylinder hydraulic pressure and the brake cylinder hydraulic pressure.

Specifically, as shown in FIG. 3, the pressure control valve 22 is a valve for controlling the flow state of the hydraulic fluid between the housing (not shown) and the master cylinder side and the brake cylinder side in the main passage 18. 70 and a valve seat 72 to be seated thereon, and a solenoid 74 for generating a magnetic force for controlling the relative movement of the valve element 70 and the valve seat 72.

In the pressure control valve 22, when the solenoid 74 is not actuated (OFF state), the solenoid 74 is not excited.
The valve element 70 is separated from the valve seat 72 by the elastic force of the spring 76 as an elastic member, whereby bidirectional flow of hydraulic fluid between the master cylinder side and the brake cylinder side in the main passage 18 is allowed. And as a result,
When the brake operation is performed, the brake cylinder pressure is changed at the same pressure as the master cylinder pressure. During this braking operation, a force acts on the valve element 70 in a direction away from the valve seat 72. Therefore, even if the master cylinder hydraulic pressure, that is, the brake cylinder hydraulic pressure becomes high, unless the solenoid 74 is excited. Does not sit on the valve seat 72. That is, the pressure control valve 22 is a normally open valve.

On the other hand, in the operation state (ON state) in which the solenoid 74 is excited, the armature 78 is attracted by the magnetic force of the solenoid 74, and the armature 7
A valve element 70 as a movable member that moves integrally with 8 is seated on a valve seat 72 as a fixed member. At this time, the attraction force F based on the magnetic force of the solenoid 74 is applied to the valve 70.
_1, and the sum of the elastic force F ₃ of the force F ₂ and the spring 76 based on the difference between the brake cylinder pressure and the master cylinder hydraulic pressure acts in the opposite directions. Magnitude of the force F ₂ is the difference between the brake cylinder pressure and the master cylinder pressure, the valve member 70 is expressed by the product of the effective pressure receiving area which receives the brake cylinder pressure.

The operating state in which the solenoid 74 is excited (O
N state), the discharge pressure of the pump 16,
The cylinder pressure does not increase so much._Two ≦ F₁ -F_Three In the region where the relationship represented by the following formula is established, the valve 70
The hydraulic fluid from the pump 16 is seated on the valve seat 72,
Escape to the Linda 14 is prevented, and the discharge of the pump 16
The pressure increases and the master cylinder fluid
A hydraulic pressure higher than the pressure is generated. In contrast, the pump
The discharge pressure of No.16, that is, the brake cylinder fluid pressure further increased
And F_Two > F₁ -F_Three In the region where the relationship expressed by
The valve 70 is separated from the valve seat 72 and the hydraulic fluid from the pump 16
Is released to the master cylinder 14, and as a result, the pump 1
The discharge pressure of 6, ie the brake cylinder fluid pressure, increases further
Addition is prevented. In this way, the brake
The elastic force F of the spring 76 is applied to the _Three Ignore
For example, the solenoid suction force F₁
, A hydraulic pressure higher by the differential pressure based on the pressure difference is generated.

The magnetic force of the solenoid 74 is controlled based on the brake operating force.
As shown in FIG. 2, a master cylinder hydraulic pressure sensor (represented by “P sensor” in the figure) 80 is provided. The master cylinder hydraulic pressure sensor 80 is an example of a “brake operating force related amount sensor”, and detects the master cylinder hydraulic pressure as a brake operating force related amount.

The pressure control valve 22 is provided with a bypass passage 82, and in the middle of the bypass passage 82, the check valve 8 is provided.
4 are provided. Check valve 84 is connected to master cylinder 14
The flow of the hydraulic fluid from the brake fluid to the brake cylinder 10 is allowed, but the flow in the opposite direction is prevented. The reason why the passage 82 with the check valve 84 that bypasses the pressure control valve 22 is provided is as follows. That is, in the pressure control valve 22, as shown in FIG. 3, the movement direction when the valve element 70 as the movable member is seated on the valve seat 72 as the fixed member, and the master when the brake pedal 32 is depressed. The direction in which the movable member moves due to the fluid force generated in the movable member by the flow of the hydraulic fluid from the cylinder 14 toward the brake cylinder 10 matches each other, so that when the brake pedal 32 is depressed, the pressure control valve 22
May close themselves. Therefore,
Even if the pressure control valve 22 is closed by the fluid force of the movable member when the brake pedal 32 is depressed, the pressure control valve 22 is bypassed so that the flow of the hydraulic fluid from the master cylinder 14 to the brake cylinder 10 is secured. A passage 82 with a check valve 84 is provided.

During execution of the effectiveness characteristic control, the pump 16 pumps up the hydraulic fluid from the reservoir 48 and discharges the hydraulic fluid to each brake cylinder 10 to increase the pressure of each brake cylinder 10. As long as the operation is not executed, there is usually no hydraulic fluid to be pumped into the reservoir 48, and in order to ensure the execution of the effect characteristic control, the operation of the reservoir 48 is performed regardless of whether the antilock control is executed. It is necessary to replenish the liquid. Therefore, in the present embodiment, a supply passage 88 extending from a portion of the main passage 34 between the master cylinder 14 and the pressure control valve 22 and reaching the reservoir 48 is provided.

However, since the master cylinder 14 and the reservoir 48 are always in communication with each other through the supply passage 88, even if the brake pedal 32 is depressed, the master cylinder 14 must be positioned in the reservoir 48 after the reservoir piston 54 has bottomed. 14 cannot be boosted, causing a delay in braking effectiveness. Therefore, an inflow control valve 90 is provided in the middle of the supply passage 88.

The inflow control valve 90 is opened when it is necessary to supply the hydraulic fluid from the master cylinder 14 to the reservoir 48, and allows the flow of the hydraulic fluid from the master cylinder 14 to the reservoir 48. When it is not necessary to supply the working fluid from the reservoir 14 to the reservoir 48, it is closed, and the master cylinder 14
The flow of the hydraulic fluid to the master cylinder 14 is prevented, and the pressure increase by the master cylinder 14 is enabled.

In the present embodiment, the inflow control valve 90 is of a pilot control type, and controls the inflow of the hydraulic fluid to the reservoir 48 in cooperation with the reservoir piston 54. Therefore, the reservoir 48 has the following configuration. That is, when the volume of the reservoir chamber 56 increases from the normal value, the reservoir piston 54 moves from the normal position to the volume increasing position, and when the volume of the reservoir chamber 56 decreases from the normal value, the reservoir piston 54 moves from the normal position to the volume decreasing position. It is configured to be displaced. The normal position of the reservoir piston 54 is
The spring 58 biases the reservoir piston 54 via the retainer 92 toward the reduced volume position,
It is defined by abutting the retainer 92 against the step of the housing when the reservoir piston 54 is in the normal position, and if the volume of the reservoir chamber 56 is reduced from the normal value, the reservoir piston 54 is independently advanced from the normal position. Conversely, if the volume of the reservoir chamber 56 increases from the normal value, the reservoir piston 54 moves from the normal position to the retainer 92.
At the same time, the spring 58 is retracted while compressing the spring 58.

The inflow control valve 90 includes a valve 96 and a valve seat 9.
8, the check valve 100 for allowing the flow of the hydraulic fluid from the reservoir 48 to the master cylinder 14 but preventing the flow in the opposite direction, and forcing the check valve 100 by separating the valve 96 from the valve seat 98. And a valve-opening member 102 for opening the target. The valve-opening member 102 is linked to the reservoir piston 54. When the reservoir piston 54 is in the normal position, the valve-opening member 102 does not contact the valve 96, and the volume of the reservoir chamber 56 decreases. Thus, when the reservoir piston 54 advances from the normal position, the reservoir piston 54 comes into contact with the valve 96 to forcibly open the check valve 100. With this opening, the flow of the hydraulic fluid from the master cylinder 14 toward the reservoir 48 is allowed, and the hydraulic fluid is supplied from the master cylinder 14 to the reservoir chamber 56. The inflow control valve 90
Although shown in FIG. 2 as slightly open when the reservoir piston 54 is in the normal position, it can be designed to close.

FIG. 4 shows the electrical configuration of the present embodiment. In the present embodiment, an electronic control unit (hereinafter, referred to as an electronic control unit)
Abbreviated as “ECU”. ) 110 is provided. ECU
Reference numeral 110 denotes a computer mainly including a CPU (an example of a processor), a ROM (an example of a memory), and a RAM (another example of a memory). When the control routine is executed by the CPU while using the RAM, the effect characteristic control and the antilock control are respectively executed.

The master cylinder hydraulic pressure sensor 80 is connected to the input side of the ECU 110, and a master cylinder hydraulic pressure signal representing the master cylinder hydraulic pressure is input from the sensor 80. A wheel speed sensor 112 is further connected to the input side of the ECU 110, and a wheel speed signal representing the wheel speed, which is the rotation speed of each wheel, is input from the sensor 112. On the other hand, a pump motor 114 for driving the pump 16 is connected to an output side of the ECU 110, and a motor drive signal is output to a drive circuit of the pump motor 114. EC
A solenoid 74 of the pressure control valve 22, a solenoid 116 of the pressure increasing valve 40 and a solenoid 116 of the pressure reducing valve 50 are further connected to the output side of the U110. A current control signal for linearly controlling the exciting current of the solenoid 74 is output to the solenoid 74 of the pressure control valve 22.
0 and each solenoid 116 of the pressure reducing valve 50 have an O for driving the solenoid 116 ON / OFF.
An N / OFF drive signal is output.

FIG. 5 is a flowchart showing the effectiveness characteristic control routine. This routine is repeatedly executed. In each execution, first, step S1 (hereinafter, referred to as “step S1”) is executed.
It is simply represented by “S1”. The same applies to other steps. In), the master cylinder fluid pressure signal from the master cylinder pressure sensor 80 is captured, then in S2, the master cylinder when the master cylinder pressure P _M represented by the master cylinder hydraulic pressure signal starts characteristic control effectiveness is higher or not than the reference value P _M0 is the height of hydraulic P _M is determined. Here, the "reference value P _M0" is set to the height of the master cylinder pressure P _M when the booster 30 has reached the boosting limit. This time, the master cylinder pressure P _M higher than the reference value P _M0 is not a negative decision (NO) is obtained assuming, in S3, the signal for turning OFF it to the solenoid 74 of the pressure control valve 22 is issued, further, the pump A signal is output to the motor 114 to turn it off. This completes one execution of this routine.

[0113] In contrast, when the master cylinder pressure P _M is higher than the reference value P _M0, the determination is YES, the S2, in S4, should the brake cylinder pressure P _B increasing the master cylinder pressure P _M Quantity, ie target differential pressure Δ
P is calculated. The master cylinder pressure P _M and the target differential pressure Δ
Relationship between P are stored in the ROM, a target differential pressure ΔP corresponding to the current value of the master cylinder pressure P _M is being calculated according to that relationship. FIG 6, an example of the relationship between the master cylinder pressure P _M and the target differential pressure ΔP is shown in the graph, this example, linearly changes the target pressure difference ΔP is the master cylinder pressure P _M This is an example of the case.

[0114] Here, "the relationship between the master cylinder pressure P _M and the target differential pressure ΔP" for example, master cylinder pressure P when the "reference value P _M0" booster 30 reaches the boosting limit
After having set the height of the _M, and the master cylinder pressure P _M,
That booster 30 is set equal to the relationship between the amount of decrease in the brake cylinder pressure P _B in the case where the brake cylinder pressure P _B for reaching the boosting limit is assumed never booster 30 reaches the boosting limit it can. With this setting, the amount of the brake cylinder hydraulic pressure P _B that should be reduced when the booster 30 reaches the assisting limit is compensated for by the pump 16, and the booster 30 servo ratio is increased to increase the servo ratio of the booster 30. boosting the effect even limit point a to decrease requires not appear in the brake cylinder pressure P _B, the brake operation feeling while improving the braking effectiveness can be maintained.

Thereafter, in S5, a current value I to be supplied to the solenoid 74 of the pressure control valve 22 is calculated according to the calculated target differential pressure. The relationship between the target differential pressure ΔP and the solenoid current value I is stored in the ROM, and the solenoid current value I corresponding to the target differential pressure ΔP is calculated according to the relationship. In FIG. 7, as an example of the relationship between the target differential pressure ΔP and the solenoid current value I, the target differential pressure ΔP and the solenoid current value I are not directly associated, but indirectly via the solenoid attraction force F _1. The relationship is shown. The relationship between the target differential pressure ΔP and the solenoid attraction force F ₁ and the relationship between the solenoid attraction force F ₁ and the solenoid current value I are shown.

Subsequently, in S6, the current is supplied to the solenoid 74 of the pressure control valve 22 at the calculated current value I, whereby the current is controlled. However, in this current control, as shown in FIG. 8, in the initial stage of the control in which the elapsed time T from the execution start timing of one effect characteristic control does not exceed the set time T ₀ , the master cylinder hydraulic pressure P is applied to the solenoid 74. _A current value larger than the current value I based on _M , for example,
A predetermined maximum current value _IMAX is supplied. Thereby, the operation responsiveness of the valve 70 in the pressure control valve 22 is improved, and the valve 70 is quickly seated. That is, in this S6, as shown in FIG.
At 6a, it is determined whether or not the set time T ₀ has elapsed after the start of the effectiveness characteristic control. If not, the determination is NO. At S6b, the supply current value I _S to the solenoid 74 is set to the maximum current I _MAX. On the other hand, if the set time T ₀ has elapsed after the start of the effect characteristic control, S6a
Is YES, and in S6c, the solenoid 7
Normal value I supplied current value I _S to 4 based on the target differential pressure ΔP
_It is decided by _N.

Thereafter, in S7, the pump motor 11
4, a signal for turning it on is output, whereby the hydraulic fluid is pumped from the reservoir 48 by the pump 16,
The hydraulic fluid is discharged to each of the brake cylinders 10, whereby each of the brake cylinders 10 has a master cylinder pressure P _M
More by a height high hydraulic pressure corresponding to the master cylinder pressure P _M is generated. This completes one execution of this routine.

The details of the effect characteristic control routine have been described in detail with reference to the drawings. However, the antilock control routine is not directly related to the present invention, and will be briefly described. The antilock control routine is executed by the wheel speed sensor 112
While monitoring the wheel speed of each wheel and the traveling speed of the vehicle body, the pressure increasing valve 40 is opened, the pressure reducing valve 50 is closed, the pressure increasing state is maintained, and both the pressure increasing valve 40 and the pressure reducing valve 50 are kept closed. By selectively realizing a reduced pressure state in which the pressure increasing valve 40 is closed and the pressure reducing valve 50 is opened, each wheel is prevented from being locked during vehicle braking. Further, in the antilock control routine, the pump motor 114 is operated during the antilock control, and the pump 16 pumps the hydraulic fluid from the reservoir 48 and returns the hydraulic fluid to the main passage 18.

Therefore, according to this embodiment, the master cylinder hydraulic pressure sensor 80, the pressure control valve 22 and the inflow control valve 90 are simply added as hardware components to the conventional anti-lock type brake device. The pump 16 provided as the above is actively diverted, and the effect of controlling the braking effect characteristics is realized.

It should be noted that, in this embodiment,
Master cylinder pressure P_MIs the reference value P _M0Is exceeded
Is effective characteristic control regardless of the necessity of antilock control.
Is executed and the master cylinder pressure P_MHigher fluid pressure
Generated on the discharge side of the
Can be prohibited during execution of
Wear.

As is clear from the above description, in the present embodiment, the master cylinder hydraulic pressure sensor 80 and the ECU
The pump operating device 24 is constituted by the portion of S110 that performs S2, S3 and S7 of FIG. Further, the pump 16 corresponds to the "hydraulic pressure source", and the pump operating device 24 corresponds to the "hydraulic pressure source control device", the "control means in the set operation state", the "control means in the booster assist limit", and the "when the reference value is reached. corresponds to the control unit "corresponds to the pressure control valve 22 is an example of a" distribution controller and transformer device "," pressure control device ", operating as the master cylinder pressure P _M is higher than the reference value P _M0 The brake pedal 32
5 corresponds to the "set operation state", the pressure control valve 22 corresponds to the "electromagnetic pressure control valve", and a part of the master cylinder hydraulic pressure sensor 80 and the ECU 110 that executes S4 to S6 in FIG. Correspond to the “magnetic force control device”. In addition, the pressure control valve 22, the pump 16, and the pump operating device 24 constitute an example of a "pressure increasing device".

FIG. 10 shows a mechanical configuration of the second embodiment. In this embodiment, since many elements are common to the first embodiment, detailed description is omitted by assigning the same reference numerals to the same elements, and only different elements will be described in detail.

In the first embodiment, the high-pressure hydraulic fluid from the master cylinder 14 is temporarily stored in the reservoir 48 and depressurized before being pumped up by the pump 16 at the time of the effect characteristic control. The high-pressure hydraulic fluid from 14 is immediately supplied to the suction side of the pump 16 without passing through the reservoir 48. Specifically, in the present embodiment, the supply passage 130 includes a portion between the master cylinder 14 and the pressure control valve 22 in the main passage 34, a suction valve 62 of the pump 16 in the pump passage 60, and a reservoir 132. Between the supply passage 13 and the supply passage 13
A check valve 134 is provided at a portion between the zero and the reservoir 132 to prevent the flow of the hydraulic fluid from the supply passage 130 to the reservoir 132 but to allow the flow in the opposite direction.

Each reservoir passage 46 is connected to a portion of the pump passage 60 between the check valve 134 and the reservoir 132.

An inflow control valve 138, which is a normally closed electromagnetic on-off valve, is provided in the middle of the supply passage 130. The inflow control valve 138 introduces hydraulic fluid from the master cylinder 14 by the ECU 110 during antilock control. It is switched to the open state when necessary. Here, in the present embodiment, whether or not it is necessary to introduce the hydraulic fluid from the master cylinder 14 is determined in the reservoir 132 during the antilock control.
Is determined as to whether there is no hydraulic fluid to be pumped, and in the present embodiment, the determination as to whether the hydraulic fluid is present is based on the integrated value of the time when the pressure increasing valve 40 is in the pressure increasing state and the pressure reducing valve 50. Is calculated by calculating the integrated value of the time during which the pressure is reduced, and estimating the remaining amount of the hydraulic fluid in the reservoir 132 based on the relationship between the pressure increase time and the pressure reduction time.

In this embodiment, since the inflow control valve 138 is of an electromagnetic type and is not of a pilot control type as in the first embodiment, the reservoir 13
2, the reservoir 48 has a different configuration, that is, a configuration in which the working fluid is simply stored under pressure.

FIG. 11 shows an electrical configuration (including a software configuration) of the present embodiment. In FIG.
In order to realize the above-described effective characteristic control, the ECU 1
The effect characteristic control routine stored in the ROM 10 is represented by a flowchart. Hereinafter, the contents of the present routine will be described with reference to the figure, but the contents common to the first embodiment will be briefly described.

In this routine, first, in S101, a master cylinder hydraulic pressure signal is fetched from the master cylinder hydraulic pressure sensor 80. Next, in S102, the master cylinder hydraulic pressure P represented by the master cylinder hydraulic pressure signal is read.
_It is determined whether _M is higher than reference value _PM0 . If it is not high this time, the determination is NO, and in S103, the solenoid 74 of the pressure control valve 22 and the inflow control valve 1
A signal to turn off each of the 30 solenoids and the pump motor 114 is output. This completes one execution of this routine.

[0129] In contrast, assuming that the master cylinder pressure P _M is higher than the reference value P _M0, YE is determined in S102
S, and in S104, the master cylinder hydraulic pressure P _M
A target differential pressure [Delta] P between the brake cylinder pressure P _B is calculated, then, in S105, the current value I to be supplied to the solenoid 74 of the pressure control valve 22 is calculated in accordance with the target differential pressure [Delta] P. Subsequently, in S106, current control is performed on the solenoid 74 of the pressure control valve 22 based on the calculated current value I, and thereafter, in S107, a signal for turning it on is output to the pump motor 114. .

Subsequently, in S108, it is determined whether or not the antilock control is currently being executed. Assuming that it is not being executed, the determination is NO, and in S109, a signal for turning on the solenoid of the inflow control valve 138, that is, a signal for opening the inflow control valve 138 is output. As a result, the working fluid is introduced from the master cylinder 14 into the pump 16 without being decompressed, so that the effect characteristic control is properly realized. This completes one execution of this routine.

On the other hand, if it is assumed that the antilock control is currently being executed, the determination in S108 becomes YES, and
In S110, the pump 16
The calculation of the amount of the working fluid existing as the working fluid to be pumped, that is, the estimation of the remaining amount of the reservoir is performed. Subsequently, in S111, it is determined whether or not the estimated remaining amount of the reservoir is 0, that is, whether or not the hydraulic fluid to be pumped by the pump 16 in the reservoir 132 does not exist. Assuming that the remaining amount of the reservoir is not 0 this time, the determination is NO, and a signal for turning off the solenoid of the inflow control valve 138, that is, a signal for closing the inflow control valve 138 is output in S112. You. On the other hand, if it is assumed that the reservoir remaining amount is 0 this time, the determination in S111 becomes YES, and
At 09, a signal is output to cause the inflow control valve 138 to open it. In any case, one cycle of this routine is completed.

Therefore, according to the present embodiment, when the hydraulic fluid from the master cylinder 14 is pumped up by the pump 16 to increase the pressure of the brake cylinder 10, the hydraulic fluid from the master cylinder 14 is added by the pump 16 without reducing the pressure. Since the pressure can be supplied to the brake cylinder 10 and the pressure can be increased by the pump 16 as much as necessary, the size of the pump motor 114 can be reduced and the operating noise can be reduced due to the reduced load, the initial response of the pump motor 114 can be improved, The effect of extending the life of the pump motor 114 is obtained.

As is clear from the above description, in this embodiment, the pressure increasing valve 40 and the pressure reducing valve 50 correspond to the “electromagnetic pressure control device”, and the pressure increasing valve 40, the pressure reducing valve 50, the reservoir 132 and the ECU 110 The part that executes the antilock control routine corresponds to the “automatic hydraulic pressure control device”, and the supply passage 130, the check valve 134, the inflow control valve 138, and the ECU 110 in FIG.
Steps S2, S103, S108 to S112 correspond to the "hydraulic fluid introducing device".

FIG. 13 shows a mechanical configuration of the third embodiment. This embodiment differs from the first embodiment only in the structure of the pressure control valve, and the other elements are common to the first embodiment. Therefore, only the pressure control valve will be described below in detail.

The pressure control valve 150 is of a type that mechanically controls the relationship between the master cylinder hydraulic pressure and the brake cylinder hydraulic pressure.

The pressure control valve 150 is provided as shown in FIG.
And a housing 152. Its housing 1
52 has a stepped cylinder bore 154 formed therein.
The master bore in the large diameter portion of the cylinder bore 154
The cylinder side and the small diameter part of the cylinder side
Each is in communication. The piston bore in the cylinder bore 154
156 is slidably fitted. Piston 156
The cylinder bore 154 and the
The stones 156 are the large diameter portions and the small diameter portions.
And are substantially airtight and slidably fitted at
It is being done. Thus, the cylinder bore 154
When the ston 156 is fitted, the housing 15
2 has a first liquid chamber 160 on the master cylinder side and a shaker.
The second liquid chamber 162 on the cylinder side and the cylinder bore 15
Atmosphere between step 4 and piston 156
Each of the pressure chambers 164 is formed. Piston 15
The large-diameter portion 168 of the first liquid is the liquid pressure of the first liquid chamber 160 and the first liquid.
Pressure P₁ Is the pressure receiving area S₁ On the other hand, while the piston 156
The small diameter portion 170 has a second hydraulic pressure P which is the hydraulic pressure of the second hydraulic chamber 162.
_Two Is the pressure receiving area S_Two (<S₁ ) To receive. Atmospheric pressure chamber 164
Has a spring 172 as an elastic member
152 and the piston 156 in a compressed state
The piston 156 is provided in the atmosphere chamber 164.
The direction in which the product increases, that is, its large diameter portion 168 is
Non-operating position in contact with the bottom of the large diameter portion of the cylinder bore 154
Force F towards_Three It is energized by. Large piston 156
The end of the diameter portion 168 is the bottom of the large diameter portion of the cylinder bore 154.
Abuts the piston 156 at the retracted end position.
(Inactive position) is defined, and the stepped portion of the piston 156 is defined.
Abuts against the stepped portion of the housing 152
The forward end position of the piston 156 is defined.

The piston 156 has a communication passage 174 for communicating the first liquid chamber 160 and the second liquid chamber 162 with each other. The communication passage 174 is opened and closed by an on-off valve 176. The on-off valve 176 includes a valve element 178 and a valve seat 18.
0, an access limit defining member 181 for defining an approach limit of the valve element 178 to the valve seat 180, and a spring 182 as an elastic member for urging the valve element 178 toward the access limit position. The valve seat 180 is formed so as to communicate with the communication passage 174, move integrally with the piston 156, and face the second liquid chamber 162.
Further, the access limit defining member 181 is fixed to the housing 152. That is, in the on-off valve 176,
The relative movement between the valve element 178 and the valve seat 180 is determined by the piston 156.
It is controlled by.

Next, the operation of the pressure control valve 150 will be described with reference to FIG.
4 will be described. A state in which the brake operation is not performed, the effect characteristic control is not executed, the pump 16 does not operate, and the hydraulic fluid from the pump 16 is not supplied to the second liquid chamber 162 (a state in which the effect characteristic control is not executed). )
As shown in FIG. 9A, the piston 156 is at the retracted end position, the valve element 178 does not sit on the valve seat 180, and the communication path 1
74 is open.

In this state, when the brake operation is performed and the first hydraulic pressure P ₁ is increased from 0 by the master cylinder 14,
Since the communication passage 174 is open, the second hydraulic pressure P ₂
Increased pressure equalized with the fluid pressure P _1, after all, the piston 156, the force F ₁ based on the first hydraulic P ₁ (= first hydraulic P ₁ × pressure receiving area S ₁₎ from the second hydraulic P ₂ ( In this state, the force F ₂ (= second hydraulic pressure P ₂ × pressure receiving area S) based on P _1. )
₂ ) An axial force (= F ₁ −F ₂ ) represented by a value obtained by subtracting the value is applied.

Thereafter, the brake operation is strengthened, and the first hydraulic pressure P _1, ie, the second hydraulic pressure P ₂ increases, and the piston 156
If Itare axial force overcomes the elastic force F ₃ of the spring 172, i.e., P ₁ × if (S ₁ -S ₂₎ established relationship represented by ≧ F ₃ becomes Equation, the piston 156 is fully retracted Out of position, the valve seat 180
, And seats on the valve element 178 at the position where the valve seat 180 can be approached, whereby the communication passage 174 is closed. However, when the piston 156 slightly advances from the position where the valve element 178 is seated on the valve seat 180, the stepped portion of the piston 156 comes into contact with the stepped portion of the housing 152 as shown in FIG. The abutting forward end position is reached, and further advancement of the piston 156 is prevented. That is,
The portion of the housing 152 that comes into contact with the stepped portion of the piston 156 when the piston 156 is at the forward end position constitutes the forward limit defining member 184.

When the piston 156 is at the forward end position, the first hydraulic pressure P ₁ and the second hydraulic pressure P _{2 are}
Act in opposite directions to each other, and the first hydraulic pressure P ₁
There as long higher than the second fluid pressure P ₂ (small enough elastic force of the spring 180 is negligible.), Separated from the valve seat 180 valve member 178 is retracted from its position, the communication passage 174 is opened again , is allowed the flow of hydraulic fluid from the first fluid chamber 160 toward the second fluid chamber 162, the second fluid pressure P ₂ is increased to the first hydraulic P ₁ and isobaric.

That is, in the non-execution state of the effectiveness characteristic control, the function of the pressure control valve 150 is substantially invalidated by the forward limit specifying member 184, and the brake cylinder 10 generates a hydraulic pressure equal to the master cylinder hydraulic pressure. It is done.

Next, the effect characteristic control is executed during the brake operation, the pump 16 is operated, and the hydraulic fluid from the pump 16 is supplied to the second liquid chamber 162 (the effect characteristic control execution state). explain.

In this state, the second hydraulic pressure P ₂ is equal to the first hydraulic pressure P
The higher than _1, firstly, the valve member 178 is seated on the valve seat 180, as long elevated second hydraulic P ₂ is further valve element 178
Retreats integrally with the piston 156 from the forward end position.
In this state, the valve 178 and the piston 156
A force balance expressed by the following equation is established: P ₁ × S ₁ = P ₂ × S ₂ + F ₃ , and as a result, the second hydraulic pressure P ₂ becomes P ₂ = P ₁ × (S ₁ / S ₂₎ -F ₃ / S represented would be at ₂ becomes equation, eventually, to the brake cylinder 10, the first hydraulic P ₁ that master cylinder pressure P _M
More, the _{P 1 × {(S 1 /} S 2) -1} that only -F ₃ / S ₂ high hydraulic pressure is generated.

The second hydraulic pressure P ₂ is further increased by the pump 16, and the piston 156 is moved to the valve seat 180 of the valve element 178.
In a state in which the hydraulic fluid retreats beyond the limit position for approaching the hydraulic fluid, the flow of the hydraulic fluid from the second fluid chamber 162 to the first fluid chamber 160 is permitted, and the second fluid pressure P ₂ is prevented from increasing, thereby. , The second hydraulic pressure P ₂ is maintained at the height represented by the above equation. By working fluid from the pump 16 is released to the master cylinder 14 via the pressure control valve 150, second hydraulic P ₂ is being maintained at a height represented by the above formula.

In the present embodiment, as is apparent from the above equation, the second hydraulic pressure P ₂ is changed from the first hydraulic pressure P ₁ to the piston 15.
6 equal to that boosts in divided by the pressure receiving area S ₁ of the large diameter portion 168 in the pressure receiving area S ₂ of the small diameter portion 170 of the (elastic force F ₃ of the spring 172 is set smaller negligibly .). Therefore, the master cylinder hydraulic pressure P
The relationship between _M and the brake cylinder fluid pressure P _B is shown in FIG.
As shown in the graph of (a), when the pump motor is operating, the gradient becomes larger than when the pump motor is not operating. In addition, the relationship between the brake operation force F and the vehicle body deceleration G is, as shown in the graph of FIG. Become. However, the gradient is different before and after the booster 30 reaches the assisting limit.

It should be noted that, in the pressure control valve 150 of this embodiment, the valve element 178 as a movable member is used.
Is moved by the direction of movement when the user sits on the valve seat 180 (the valve seat 180 at the forward end position) as a fixed member and the flow of hydraulic fluid from the master cylinder 14 toward the brake cylinder 10 when the brake pedal 32 is depressed. The direction in which the movable member moves due to the fluid force generated in the pressure control valve 15 is opposite to the direction in which the movable member moves when the brake pedal 32 is depressed.
Since there is no possibility that 0 is closed, unlike the first and second embodiments, a passage with a check valve that bypasses the pressure control valve 150 is not provided.

FIG. 16 shows the electrical configuration of the present embodiment. In the present embodiment, the pressure control valve 150
Is a type that mechanically operates, so that the solenoid is only the solenoid 116 of the pressure-increasing valve 40 and the pressure-reducing valve 50, unlike the previous embodiment.

FIG. 17 shows a computer of the ECU 194.
The effect characteristic control routine stored in the ROM
-It is represented by a chart. In this routine,
First, in S201, the master cylinder hydraulic pressure sensor 80
The master cylinder pressure signal is fetched from
02, the master cylinder pressure signal indicates
Ta cylinder pressure P_MIs the reference value P_M0It is determined whether it is higher
Is done. If it is not high this time, the judgment is NO
In S203, the pump motor 114
A signal to be flipped is output. In contrast, this time the master
Cylinder hydraulic pressure P _MIs the reference value P_M0Assuming higher,
The determination in S202 is YES, and the
A signal for turning it on is output to the pump motor 114.
In the present embodiment, the pump characteristics
Only the electric control for the data 114 is performed.

As is clear from the above description, in the present embodiment, the pressure control valve 150 corresponds to a "mechanical pressure control valve".

It should be noted that, in this embodiment,
The execution start timing of the effectiveness characteristic control is determined by the height of the hydraulic pressure of the master cylinder 14. However, when other conditions are satisfied, for example, the brake pedal 32 as the brake operating member is moved more quickly than usual. When the operation is performed, the effect characteristic control can be executed.

FIG. 18 shows a mechanical configuration of the fourth embodiment. In the present embodiment, the electromagnetic pressure control valve 22 in the second embodiment is replaced with the mechanical pressure control valve 150 in the third embodiment. As described above, the present embodiment uses the same elements as those of the previous embodiment and simply changes the combination thereof, and a detailed description thereof will be omitted.

FIG. 19 shows a mechanical configuration of the fifth embodiment. According to all the above embodiments, since the brake cylinder hydraulic pressure can be made higher than the master cylinder hydraulic pressure by using the pump 16, by increasing the servo ratio of the booster 30, the booster 3
It is possible to improve the effectiveness of the brake while compensating for the drawback that the zero assist limit point decreases. However, increasing the servo ratio of the booster 30 means that the contribution ratio of the booster 30 to the brake cylinder hydraulic pressure is increased, and the start timing of the effectiveness characteristic control is based on the master cylinder hydraulic pressure affected by the booster 30. It depends on the height of the pressure, while it cannot be said that the booster 30 does not fail at all. For example, when the booster 30 fails, the master cylinder pressure P _M is not possible to exceed the reference value P _M0, due to fact that the reduction in the braking force due to a failure of the booster 30, the effectiveness characteristic control performed does not start braking The reduction in power will occur at the same time. Therefore, in the present embodiment, the pressure control valve 22 that electromagnetically controls the relationship between the master cylinder hydraulic pressure and the brake cylinder hydraulic pressure is used, and the master cylinder hydraulic pressure is controlled based on the operating force F. Not only is the relative pressure increase with respect to the hydraulic pressure determined, but also the relative pressure increase of the brake cylinder hydraulic pressure is determined based on whether or not the booster 30 has a failure.

The present embodiment adds a characteristic technique thereof, that is, a technique of determining the amount of increase in the brake cylinder hydraulic pressure based on whether or not the booster 30 has a failure, to the first embodiment. Equivalent to Therefore, in the present embodiment, since many elements are common to the first embodiment, detailed description will be omitted by using the same reference numerals for common elements, and only different elements will be described in detail.

In this embodiment, since the booster 30 is of a vacuum type, the presence or absence of a failure of the booster 30 is determined by the level of the vacuum pressure. Therefore, in the present embodiment, as shown in FIGS. 19 and 20, respectively, the first embodiment shown in FIGS.
The configuration is such that a vacuum pressure sensor 200 is added to the embodiment. Vacuum pressure sensor 200, EC the vacuum pressure signal representative of the vacuum pressure P _V it detects
Output to U210.

The ROM of the computer of the ECU 210 stores an effect characteristic control routine represented by a flowchart in FIG. Hereinafter, this routine will be described in detail with reference to the same figure, but steps common to the effect characteristic control routine in the first embodiment shown in FIG. 5 will be briefly described.

In this routine, first, in S301, a master cylinder pressure signal is received from the master cylinder pressure sensor 80, and then, in S302, a vacuum pressure signal is received from the vacuum pressure sensor 200. Thereafter, in S303, it is determined whether or not the absolute value of the vacuum pressure P _V represented by the vacuum pressure signal is smaller than the determination value P _V0 . It is determined whether or not the booster 30 can normally perform the boosting action. Assuming the absolute value is not smaller than the determination value P _V0 of this time vacuum pressure P _V, a negative decision (NO) is obtained in S304, with the booster 30 is determined to be in a normal state, a reference for starting the braking effectiveness characteristic control The value _PM0 is the normal value _PMN . In contrast, if the absolute value is assumed less than the determination value P _V0 of this time vacuum pressure P _V, the determination of S303 is Y
In step S305, it is determined that the booster 30 is in the failed state, and the reference value _PM0 is set to the normal value P.
_The special value P _MS smaller than _MN is set. The special value P _MS is, for example, 0. Thus, the reference value P _M0 is
Is abnormally set to a value lower than that in the normal case, the pressure increase control of the brake cylinder hydraulic pressure by the effective characteristic control is started more easily.

[0158] Thereafter any case, in S306, whether or not the master cylinder pressure P _M is higher than the reference value P _M0 is determined. If it is not high this time, the determination is NO, and in S307, the solenoid 74 of the pressure control valve 22 is turned off and the pump motor 11
4 is also turned off. This completes one execution of this routine.

On the other hand, the master cylinder hydraulic pressure P
_MIs the reference value P_M0Assuming that it is higher, the determination in S306
Is YES, and in S308, the master cylinder fluid
Pressure P _MAnd brake cylinder pressure P_BAnd the target differential pressure ΔP
Is calculated. Specifically, when the booster is normal,
For example, as shown in FIG.
Ta cylinder pressure P_MIs 0 to normal value P_MNBetween
In the area, it becomes 0 and the master cylinder hydraulic pressure P_MIs the normal value P
_MNIn the region increased from, the master cylinder hydraulic pressure P _MIn response
It is calculated to increase linearly. In contrast,
When the booster fails, for example, as shown in Fig.
The target differential pressure ΔP is equal to the master cylinder hydraulic pressure P _MIs a special value
P_MSStarting from 0 which is the master cylinder hydraulic pressure P
_MIs calculated so as to increase linearly in accordance with. That
Thereafter, in S309, the solenoid valve is disengaged in accordance with the target differential pressure ΔP.
Then, the current value I is calculated.
And a pressure control valve based on the target solenoid current value I.
Current control is performed on the 22 solenoids 74. So
After that, in S311, the pump motor 114 is turned on.
It is. This completes one execution of this routine.

Therefore, according to the present embodiment, even if the booster 30 fails, it is possible to minimize the amount of decrease in the brake cylinder hydraulic pressure as much as possible.
For example, it is also possible to generate a brake cylinder fluid pressure having substantially the same height as when the booster is normal, even when the booster has failed, thereby improving the reliability of the brake device.

It should be noted that this embodiment applies a characteristic technique, that is, a technique of determining the amount of increase in the brake cylinder hydraulic pressure based on whether or not the booster 30 has a failure to the first embodiment. However, the characteristic technology can be applied to some of the first and second embodiments.

[0162] As apparent from the above description, in the present embodiment, when the absolute value of the vacuum pressure P _V of the booster 30 is determined value P _V0 is smaller than corresponds to "when boost by the booster is abnormal" Thus, the vacuum pressure sensor 200 and the part of the ECU 210 that executes S303 to S305 in FIG. 21 correspond to the "boost booster abnormality control means". Further, in the present embodiment, the ECU 21 generates the magnetic force for preventing the pressure of the brake cylinder from decreasing due to the abnormal boosting by the booster 30.
0, S303 to S305 and S308 in FIG.
The part that executes S310 is provided as a magnetic force control device when the booster fails.

FIG. 23 shows a mechanical configuration of the sixth embodiment. This embodiment has basically the same mechanical configuration as the second embodiment shown in FIG.
The pressure increase control performed by using the pump 16 in the second embodiment is effective characteristic control, whereas the pressure increase control performed in the present embodiment is BA control. Here, the “BA control” is executed at the time of emergency braking operation, and is shown in FIG. 42 in order to avoid that a necessary braking deceleration cannot be obtained due to a shortage of the braking operation force F by the driver. As described above, by correcting the basic relationship between the brake operating force F and the vehicle body deceleration G, a large brake cylinder hydraulic pressure is generated for the same brake operating force F, and as a result, the large vehicle body deceleration G is reduced. It means that it occurs.

Therefore, in this embodiment, FIG.
As shown in FIG. 24 and FIG. 24, an operation speed sensor 230 for detecting the operation speed of the brake pedal 32 as a brake operation member is provided as the braking operation state detecting means. The operation speed sensor 230 detects the operation speed and supplies an operation speed signal indicating the operation speed to the ECU 240. The operation speed sensor 230 is, for example, the brake pedal 3
2, and an arithmetic circuit that calculates a change speed of the detected operation position as an operation speed based on a signal from the operation position sensor.

In the present embodiment, in order to execute the BA control, the ROM of the computer of the ECU 240 is stored in the ROM of FIG.
5 stores a BA control routine represented by a flowchart.

In this routine, first, in step S401, an operation speed signal is fetched from the operation speed sensor 230, and then, in step S402, an emergency braking operation is performed by the driver based on the operation speed indicated by the operation speed signal. Is determined. For example, when the operation speed is higher than the set speed, it is determined that an emergency brake operation is being performed. If it is assumed that this time is not an emergency braking operation, the determination is NO, and in S403, the pressure control valve 22
A signal for turning off the solenoid 74 is output to the solenoid 74, a signal for turning it off is output to the pump motor 114, and an OFF signal for closing the solenoid of the inflow control valve 138 is output. This completes one execution of this routine.

On the other hand, if it is assumed that this time is an emergency braking operation, the determination in S402 becomes YES, and
In 404, the current value I to be supplied to the solenoid 74 of the pressure control valve 22 is set to a set current value _IEB set as a value suitable for emergency braking operation. Set current value I _EB
Is set, for example, to a value necessary for the brake cylinder 10 to generate a hydraulic pressure having a height necessary to start the antilock control during the BA control. After that, S405
, The current is supplied to the solenoid 74 of the pressure control valve 22 at the solenoid current value I. Subsequently, S406
, A signal to turn on the pump motor 114 is output, and an ON signal for causing the solenoid of the inflow control valve 138 to open it is output. As a result, a hydraulic pressure higher than the master cylinder hydraulic pressure is generated in the brake cylinder 10, and the vehicle is braked with a braking distance as short as possible by starting the antilock control.

It should be noted that BA in the present embodiment is added.
The control can be executed by adopting the mechanical configuration in the second to fifth embodiments or some of the later embodiments. Also, BA control uses the same braking device
It can be executed together with the effect characteristic control in the first to fifth embodiments or some of the later embodiments. In the latter case, for example, when the brake operation is not the emergency brake operation, the effectiveness characteristic control can be selected and executed, and at the time of the emergency brake operation, the BA control can be selected and executed.

As is apparent from the above description, in the present embodiment, the state in which the driver operates the brake pedal 32 so that the operation speed thereof exceeds the set speed is referred to as "the driver urgently brakes the vehicle. Operating speed sensor 230 and the ECU
240, S401 to S403 and S40 in FIG.
The part that executes Step 6 is “Emergency brake operation control means”
It corresponds to. In the present embodiment, in order to perform the BA control to compensate for the lack of the brake operation force F during the emergency brake operation, the part of the ECU 240 that executes S401, S402, S404, and S405 of FIG. It is provided as a force control device.

FIG. 26 shows a mechanical configuration of the seventh embodiment. This embodiment is common to all the previous embodiments in that it is a diagonal two-system type antilock brake device, but differs in the flow path configuration and the control valve arrangement. Hereinafter, the same reference numerals will be used for the elements common to all the above embodiments, and detailed description will be omitted. Different elements will be described in detail.

[0171] One of the brake systems of this brake device will be described representatively. One pressurizing chamber of the master cylinder 14 is connected to the brake cylinder 10 of the left front wheel FL and the brake cylinder 10 of the right rear wheel RR by the main passage 300. Connected to each other. The main passage 300 includes one main passage 30.
The two and two branch passages 304 and 306 are connected to each other. At the tip of one branch passage 304, the brake cylinder 10 of the left front wheel FL, and the other branch passage 30
6 are connected to the brake cylinders 10 of the right rear wheel RR, respectively. In the middle of the main passage 302,
The same pressure control valve 22 as in the second, fifth and sixth embodiments is provided. A pressure control valve 22 of a type that electromagnetically controls the relationship between the master cylinder hydraulic pressure and the brake cylinder hydraulic pressure is provided.

In the middle of the branch passage 306, the first solenoid valve 3
10 and the second solenoid valve 312 are provided in that order. Each of the solenoid valves 310 and 312 is a normally open solenoid valve. The first solenoid valve 31 in the branch passage 306
0 to the second solenoid valve 312 and the reservoir passage 3
14 is extended, and the same reservoir 132 as in the second embodiment is connected to the distal end thereof. Reservoir passage 31
In the middle of 4, a third solenoid valve 316 is provided. The third solenoid valve 316 is a normally closed solenoid on-off valve.

The reservoir 132 is connected to the suction side of the pump 16 by the pump passage 318, and the discharge side of the pump 16 is connected to the first of the branch passages 306 by the auxiliary passage 320.
Solenoid valve 310, its branch passage 306, and reservoir passage 31
4 and is connected to a portion between them. Pump 1
6 is provided with a suction valve 62 and a discharge valve 64, respectively.

As in the second and fourth embodiments, a supply passage 130 is provided. Supply passage 13
Numeral 0 connects a portion of the main passage 302 between the master cylinder 14 and the pressure control valve 22 and a portion of the pump passage 318 between the suction valve 62 and the reservoir 132. Further, similarly to those embodiments, the flow of the hydraulic fluid from the master cylinder 14 to the reservoir 132 is provided at a portion of the pump passage 318 between the connection point with the auxiliary passage 130 and the connection point with the reservoir passage 314. A check valve 134 for blocking is provided. In the present embodiment,
The hydraulic fluid from the master cylinder 14 is directly supplied to the suction side of the pump 16 without passing through the reservoir 132.

In the middle of the supply passage 130, the inflow control valve 32
4 are provided. The inflow control valve 324 is also of the electromagnetic type, as in the second and fourth embodiments, but is of a normally open type unlike those of the second and fourth embodiments.
The reason why the inflow control valve 324 is of the normally open type is as follows. That is, in the second embodiment, the inflow control valve 1
38 is a normally closed type and its inflow control valve 138 is opened only during execution of the effect characteristic control. Therefore, the path through which the hydraulic fluid from the master cylinder 14 is supplied to the brake cylinder 10 during the brake operation. Only the main passage 18 always exists. The main passage 18 is provided with a pressure control valve 22.
May be closed by the fluid force generated in the valve 70 as a movable member when the brake pedal 32 is depressed, as described above. Even when the pressure control valve 22 is closed, A passage 82 with a check valve 84 that bypasses the pressure control valve 22 is provided so that the flow of the hydraulic fluid to the brake cylinder 10 is ensured. On the other hand, if the inflow control valve 324 is a normally open type and is opened during the brake operation regardless of whether or not the effect characteristic control is executed, the pressure control valve 22 may be closed by any chance. Also supply passage 13
0, inflow control valve 324, pump 16, auxiliary passage 320,
The hydraulic fluid from the master cylinder 14 is supplied to each of the brake cylinders 10 via a path passing through a part of the branch passage 306 and a part of the branch passage 304, and it is not necessary to provide a passage with a check valve that bypasses the pressure control valve 22.
Therefore, in the present embodiment, while the pressure control valve 22 is the same as in the second embodiment, the inflow control valve 324 is normally opened in order to omit the passage with the check valve that bypasses the pressure control valve 22. It is a formula.

In all of the above embodiments, the two brake cylinders 10 in the same brake system each have a combination of the pressure increasing valve 40 and the pressure reducing valve 50. In the present embodiment, however, the number of control valves is reduced. In order to reduce, a control valve arrangement different from those of the embodiments is adopted, and the first solenoid valve 310, the second solenoid valve 312 and the third solenoid valve 312 are used.
The hydraulic pressure of each of the two brake cylinders 10 is controlled by the solenoid valve 316.

Specifically, for the brake cylinder 10 of the left front wheel FL, the pressure is increased by opening the first solenoid valve 310 and closing both the second solenoid valve 312 and the third solenoid valve 316. The pressure holding is performed by closing the first solenoid valve 310, and the first solenoid valve 310 is also closed by the third solenoid valve 3.
16 is also opened and the second solenoid valve 312 is closed to reduce the pressure. On the other hand, the right rear wheel R
For the R brake cylinder 10, the second solenoid valve 31
2 is opened, the pressure is increased by closing the third solenoid valve 316, and the pressure is maintained by closing the second solenoid valve 312, and both the second solenoid valve 312 and the third solenoid valve 316 are opened. Decompression is performed by opening. Further, in the present embodiment, when it is necessary to depressurize the brake cylinder 10 of the left front wheel FL, if the second solenoid valve 312 is closed, the brake cylinder 10 is depressurized alone and the right rear wheel FL RR brake cylinder 1
When the first solenoid valve 310 is closed when the pressure needs to be reduced to zero, the brake cylinder 10 is reduced in pressure alone. As described above, in the present embodiment, although the reservoir passage 314 is shared by the brake cylinder 10 of the left front wheel FL and the brake cylinder 10 of the right rear wheel RR, it is possible to decompress each brake cylinder 10 independently of each other. It is.

In all of the above embodiments,
Even during the anti-lock control, if the effectiveness control is not being executed at the same time, the pump 16 is in the state in which the pressure control valves 22 and 150 allow the flow of the hydraulic fluid from the master cylinder 14 to the brake cylinder 10. The hydraulic fluid cannot be discharged unless the discharge pressure is higher than the cylinder hydraulic pressure. On the other hand, in the present embodiment, during the antilock control, the pressure control valve 22 is in a state in which the flow of the hydraulic fluid from the master cylinder 14 to the brake cylinder 10 is blocked, so that the pump 16 The working fluid can be discharged at the discharge pressure of. Therefore, in the present embodiment, the excitation current of the solenoid 74 is controlled so that the valve 70 is seated on the valve seat 72 in the pressure control valve 22 even when the effectiveness characteristic control is not simultaneously performed during the antilock control. You.

FIG. 27 shows the electrical configuration of the present embodiment. In the second embodiment, in order to perform both the antilock control and the effectiveness characteristic control, six solenoid valves are required for each brake system, whereas in the present embodiment, five solenoid valves are used. I need enough. In addition, the two brake cylinders 10 in each brake system can increase, maintain, and reduce the pressure independently of each other. As described above, according to the present embodiment, the brake cylinder hydraulic pressures can be controlled independently of each other by a small number of solenoid valves.

FIG. 28 is a flowchart showing a routine for controlling the pressure control valve 22 and the inflow control valve 324 among the five solenoid valves described above. The pressure control valve 22 has a function related to the effectiveness characteristic control and has a function of shutting off the brake cylinder 10 from the master cylinder 14 during the antilock control. Therefore, the routine includes not only a part related to the effectiveness characteristic control but also a part that controls the pressure control valve 22 during the antilock control. Further, the routine includes a part for controlling the pump motor 114 during the antilock control. Hereinafter, the contents of this routine will be described.
The steps common to the second embodiment will be briefly described.

First, the case where neither the effect characteristic control nor the antilock control is executed will be described.

[0182] In this case, first, in S501, the master cylinder fluid pressure signal from the master cylinder pressure sensor 80 is captured, then in S502, the master cylinder pressure P _M is the reference value represented by that master cylinder fluid pressure signal It is determined whether it is higher than _PM0 . This time is not high,
Since it is assumed that the effectiveness characteristic control is not performed, the determination is NO, and in S503, it is determined whether the antilock control is being performed. This time, it is assumed that it is not being executed, so the determination is NO, and S50
At 4, the solenoid of the inflow control valve 324 is
A signal for FF (open state) is output, and a signal for turning it off is output to the pump motor 114. This completes one execution of this routine.

Next, a case where the effectiveness characteristic control is executed but the antilock control is not executed will be described.

[0184] In this case, the determination is YES in S502, in S505, the target pressure difference ΔP between the master cylinder pressure P _M and the brake cylinder pressure P _B is calculated, then, in S506, to the target differential pressure ΔP A corresponding target solenoid current value I is calculated, and subsequently, in S507, current control is performed on the solenoid 74 of the pressure control valve 22 based on the target solenoid current value I. Thereafter, in S508, the pump motor 114 is turned on. Subsequently, in S509, it is determined whether or not the antilock control is currently being executed. Since it is assumed that this is not being executed this time, the determination is NO, and in S510, a signal for turning OFF the solenoid of the inflow control valve 324, that is, the inflow control valve 324
Is output. This completes one execution of this routine.

Next, a case where both the effectiveness characteristic control and the antilock control are executed will be described.

In this case, the determination in S502 is YES, and S505 to S509 are executed in the same manner as in the above case. Since it is assumed that the antilock control is being executed this time, the determination in S509 is YES. Becomes Thereafter, in S511, the amount of hydraulic fluid that is present as hydraulic fluid to be pumped by the pump 16 in the reservoir 132 is estimated. The estimation of the remaining amount of the reservoir liquid is performed. Subsequently, in S512, it is determined whether or not the estimated remaining reservoir amount is zero. Assuming that the remaining amount of the reservoir is not 0 this time, the determination is NO, and S
At 513, a signal to turn on the solenoid of the inflow control valve 324, that is, a signal for closing the inflow control valve 324 is output. On the other hand, assuming that the remaining amount of the reservoir is 0 this time, the determination in S512 is YES, and in S510, a signal for turning off the solenoid of the inflow control valve 324, that is, the inflow control valve 32
4 is output. In any case, one cycle of this routine is completed.

When both the effectiveness control and the antilock control are executed, the antilock control is performed while the valve 70 of the pressure control valve 22 is seated on the valve seat 72. The liquid can be discharged at a discharge pressure equal to or lower than the master cylinder liquid pressure.

Next, the case where the effectiveness characteristic control is not executed but the antilock control is executed will be described.

In this case, the determination in S502 is NO, and S50
The determination at 3 is YES, and at S514, a signal to turn it on is output to the pump motor 114. This is because the pressure of each brake cylinder 10 is increased by the pump 16 during the antilock control. Subsequently, in S515, it is determined whether or not a set time has elapsed since the start of the antilock control. Course determined if non is NO, and in S516, by solenoid 74 of the pressure control valve 22 is energized at the maximum current I _MAX, the valve body 70 in the pressure control valve 22 quickly valve seat 72
To be seated. On the other hand, if the set time has elapsed since the start of the antilock control, the determination in S515 becomes YES, and in S517, the pressure control valve 2
The current supply to 2 is terminated.

At the beginning of the antilock control,
Since there is almost no difference between the hydraulic pressure on the master cylinder side and the hydraulic pressure on the brake cylinder side in the valve 70 of the pressure control valve 22, it is necessary to strongly excite the solenoid 74 and quickly press the valve 70 against the valve seat 72. On the other hand, after the start of the anti-lock control and after the pressure of the brake cylinder 10 is reduced, the pressure control valve 22
The hydraulic pressure at the master cylinder side becomes higher than the hydraulic pressure at the brake cylinder side at the valve 70, and the valve 70 continues to sit on the valve seat 72 without the magnetic force of the solenoid 74. The valve 70 continues to sit on the valve seat 72 by itself based on the pressure difference between the master cylinder 14 and the brake cylinder 10. Therefore, in the present embodiment, during the antilock control, the solenoid 74 of the pressure control valve 22 is not continuously energized, but is energized only for a period required to be energized. Save the amount. However, during antilock control,
The depression of the brake pedal 32 is weakened, and the difference between the master cylinder hydraulic pressure and the brake cylinder hydraulic pressure is reduced by the spring 7.
If not possible to overcome the 6 elastic force F ₃ of spaced valve member 70 from the valve seat 72, so that the brake cylinder 10 is reduced by the master cylinder 14.

[0191] In any case, after that, the flow shifts to steps S511 and subsequent steps, where the pump 132
The inflow control valve 324 is opened only when there is no hydraulic fluid to be pumped.

It should be noted that, in this embodiment,
During the effectiveness characteristic control, the hydraulic fluid from the master cylinder 14 is supplied immediately to the suction side of the pump 16 without passing through the reservoir 132. In addition, during the antilock control, the pump 16 and the master cylinder 14 are shut off from each other. Since it is not necessary for the pump 16 to overcome the master cylinder hydraulic pressure when returning the hydraulic fluid to the main passage 300, an effect is obtained that the capacity of the pump 16 and the pump motor 114 can be reduced.

In addition, in all the embodiments described above, the effective characteristic control and the BA control are performed on the assumption that the booster exists, but the effective characteristic control and the BA control are performed without the booster. It is possible to do.

As is clear from the above description, in the present embodiment, the first to third solenoid valves 310, 312,
316 corresponds to an “electromagnetic pressure control device”, and the first to third solenoid valves 310, 312, 316 and the reservoir 13
2 and the part of the ECU 260 that executes the antilock control routine correspond to the “automatic hydraulic pressure control device”,
The part of 260 that executes S503 to S517 in FIG. 28 corresponds to the "magnetic force control device at the time of automatic control".

FIG. 29 shows an eighth embodiment. This embodiment has the same mechanical configuration as the first embodiment shown in FIGS. 2 to 10, and differs from the first embodiment in the electrical configuration.

As shown in the figure, in this embodiment,
Unlike the first embodiment, the master cylinder hydraulic pressure sensor 80
Is not provided. R of computer of ECU 340
OM shows an effect characteristic control routine represented by a flowchart in FIG. The effect characteristic control executed by this routine controls the pump 16 in association with the vehicle body deceleration G as a brake operation force-related amount.

Specifically, first, in S551, the vehicle body deceleration G is calculated. In the present embodiment, by executing the antilock control routine, the estimated vehicle speed is calculated based on the wheel speed of each wheel detected by the wheel speed sensor 112. In S551, the estimated vehicle speed is calculated. The vehicle body deceleration G is calculated as a time differential value of the vehicle speed. FIG. 31 is a functional block diagram showing a process from the detection of the wheel speed to the calculation of the vehicle body deceleration G.
The output side of the wheel speed sensor 112 of each wheel is connected to the input side of the estimated vehicle speed calculating means 346, and the estimated vehicle speed calculating means 30
6 is connected to the input side of the vehicle body deceleration calculating means 348. Then, this S551 of the ECU 340
Corresponds to the vehicle body deceleration calculating means 348.

Next, in S552, it is determined whether or not the booster 30 has reached the assisting limit. In particular,
Vehicle deceleration G is, whether the booster 30 exceeds the reference value G ₀ is expected to take when it reaches the boosting limit is determined. Assuming that it has not exceeded this time, the determination is NO, and in S553, pressure increase control termination processing is performed. Specifically, as in S3 in FIG. 5, the solenoid valve 74 of the pressure control valve 30
A signal to perform FF is output, and the pump motor 114
A signal for turning it off is also output. In contrast, assuming that the vehicle deceleration G has exceeded the reference value G _0, the determination in S552 is YES, in S554, the pressure increasing control is executed. Specifically, according to the definitive in S4~S7 in Figure 5, the computation of the target differential pressure ΔP based on the vehicle deceleration G (used as a value corresponding to the master cylinder pressure P _M), based on the target differential pressure ΔP solenoid The calculation of the current value I, the control of the solenoid 74 of the pressure control valve 30 and the transition of the pump motor 114 to ON are performed. In any case, one cycle of this routine is completed.

As is apparent from the above description, in the present embodiment, the "brake operation force-related amount sensor" is not a dedicated hardware, but a vehicle deceleration calculating means 34.
8 is provided as software, and the necessity of the pressure increase control is determined based on the vehicle body deceleration G.

Therefore, according to the present embodiment, the pump 16 is controlled in association with the brake operation force without adding a dedicated sensor for detecting the brake operation force-related amount. The effect is obtained that the pressure increase control can be executed while avoiding an increase in cost.

As is clear from the above description, in the present embodiment, the vehicle deceleration calculating means 348 corresponds to the "vehicle deceleration sensor" which is an example of the "brake operation force-related amount sensor". Among S5 in FIG.
The part that executes 52 includes a “hydraulic pressure source control device”, a “control device in a set operation state”, and a “control device in a booster assist limit”.
And "control means at the time of reaching the reference value".

FIG. 32 shows a ninth embodiment. This embodiment has the same mechanical configuration as the first embodiment shown in FIGS. 2 to 10, and differs from the first embodiment in the electrical configuration.

As shown in FIG. 32, in the present embodiment, unlike the first embodiment, a brake switch 350 is added. The brake switch 350 detects the presence or absence of operation of the brake pedal 12, and outputs a brake operation signal that specifies the presence or absence of a brake operation. In the present embodiment, an ON signal is output during a brake operation, and an OFF signal is output during a non-brake operation. That is, the brake switch 350 is an example of a “brake operation sensor” that is an example of the “brake operation force-related amount sensor”. In the ROM of the computer of the ECU 352, FIG.
FIG. 8 shows an effect characteristic control routine represented by a flowchart. Effectiveness characteristic control executed by this routine is to control the pump 16 in association with the presence of the master cylinder pressure P _M and the brake operation and the vehicle body deceleration G.

More specifically, first, in S601, it is determined whether or not the master cylinder hydraulic pressure sensor 80 is normal. For example, it is determined whether a disconnection or a short circuit has occurred in the master cylinder hydraulic pressure sensor 80, and if neither has occurred, it is determined that the master cylinder hydraulic pressure sensor 80 is normal. This time the master cylinder pressure sensor 8
Assuming that 0 is normal, the determination is YES and S
At 602, the master cylinder pressure signal is fetched from the master cylinder pressure sensor 80. Next, at S603, it is determined whether or not the booster 30 has reached the assisting limit. Specifically, determination master cylinder pressure P _M defined by the master cylinder fluid pressure signal, whether the booster 30 exceeds the reference value P _M0 which is expected to take when it reaches the boosting limit is Is done. Assuming that it has not exceeded this time, the determination is NO, and in S604, pressure increase control end processing is performed. In contrast, assuming that the master cylinder pressure P _M has exceeded the reference value P _M0, the determination of S603 YES next, in S605, the pressure increasing control is executed. Specifically, the master cylinder hydraulic pressure P is set in accordance with S4 to S7 in FIG.
The calculation of the target differential pressure ΔP based on _M , the calculation of the solenoid current value I, the control of the solenoid 74 of the pressure control valve 30, and the transition of the pump motor 114 to ON are performed. In any case, one cycle of this routine is completed.

In the above, the case where the master cylinder hydraulic pressure sensor 80 is normal has been described.
The determination at S01 is NO, and the vehicle body deceleration G is calculated at S606 in the same manner as at S551 in FIG. Then, in S607, the brake switch 3
It is determined whether or not 50 is ON, that is, whether or not a brake operation is being performed. This time the brake switch 35
Assuming that 0 is not ON, the determination is NO and S
At 608, pressure increase control end processing is performed. In contrast, assuming that the brake switch 350 is turned ON, the determination of S607 YES next, in S609, whether or not the vehicle deceleration G has exceeded the reference value G ₀ is determined. In the present embodiment, the reference value G ₀ is set as the vehicle body deceleration G that is expected to be taken when the booster 30 reaches the assisting limit. That is,
In the present embodiment, S609 is provided as a substitute for the function of S603 when the master cylinder fluid pressure sensor 80 fails. This time the body deceleration G
Is not greater than the reference value G ₀ , the determination is NO
Next, in S608, the pressure increase control of the termination process is performed, assuming that this time exceeds the reference value G ₀ is the vehicle deceleration G, the determination is YES, in S610, S
Pressure increase control is performed in the same manner as in 605. In any case, one cycle of this routine is completed.

As is clear from the above description, in the present embodiment, the master cylinder hydraulic pressure sensor 80 and the brake switch 35 are used as the "brake operation force-related amount sensors".
0 and S606 and is provided, and, during normal master cylinder pressure sensor 80 is judged whether or not the pressure increasing control on the basis of the master cylinder pressure P _M, the master cylinder pressure sensor 80 at the time of failure braking operation to Whether the pressure increase control is necessary or not is determined based on the presence or absence and the vehicle body deceleration G.

Therefore, according to the present embodiment, even when the master cylinder hydraulic pressure sensor 80 fails, the necessity of the pressure increase control is accurately determined, and the effect of improving the reliability of the brake device is obtained.

As is clear from the above description, in the present embodiment, the ECU 352 includes S601 to S601 in FIG.
Steps S603, S606, and S609 correspond to “fail-safe means”.
Reference numeral 8 corresponds to the "vehicle deceleration sensor".

FIG. 34 shows a tenth embodiment. This embodiment is different from the previous embodiment shown in FIGS. 32 and 33 in the effect characteristic control routine. The effect characteristic control routine is stored in the ROM of the computer of the ECU 360.

FIG. 35 is a flow chart showing the effect characteristic control routine. In this routine, first, in S701, a master cylinder hydraulic pressure signal is fetched from the master cylinder hydraulic pressure sensor 80. Next, in S702, the booster 30 is whether the host vehicle has reached the boosting limit, i.e., whether the master cylinder pressure P _M has exceeded the reference value P _M0 is determined. Assuming that it has not exceeded this time, the determination is NO and S703
In, a pressure increase control end process is performed. This completes one execution of this routine.

[0211] On the contrary, this is assuming that the master cylinder pressure P _M has exceeded the reference value P _M0, S702
Is YES, and in S704, it is determined whether or not the brake switch 350 is normal. More specifically, the determination is made according to S601 in FIG. If it is assumed that the brake switch 350 is normal this time, the determination is YES, and in S705, it is determined whether the brake switch 350 is ON. If it is assumed to be OFF this time, the determination is NO, and the process proceeds to S703. If it is assumed to be ON this time, the determination is YES, and in S706, the pressure increase control is executed.

On the other hand, the brake switch 3
Assuming that 50 is not normal, the determination in S704 is NO.
In S707, the vehicle body deceleration G is calculated in the same manner as in S606 in FIG. Thereafter, in S 708, whether the vehicle deceleration G has exceeded the reference value G ₀ is determined. In the present embodiment,
The reference value G ₀ is set as the vehicle body deceleration G expected to be taken during the brake operation, for example, 0.3 G
Is set to That is, in the present embodiment,
This S708 is performed when the brake switch 300 fails.
05 is provided as an alternative. Assuming this time the vehicle deceleration G does not exceed the reference value G _0, the determination becomes NO, ends the processing in S703 is performed, assuming that this time is exceeded, the determination is YES
, And pressure increase control is executed in S706. In any case, one cycle of this routine is completed.

As is clear from the above description, the present embodiment
In the state, as a "brake operation force related amount sensor"
Master cylinder pressure sensor 80 and brake switch 35
0 and the vehicle deceleration calculating means 348 are provided.
When the brake switch 350 is normal, the master
Hydraulic pressure P_MPressure increase control based on the brake operation
Is determined, and when the brake switch 350 fails,
Is the master cylinder pressure P _MAnd the vehicle deceleration G
It is determined whether the pressure increase control is necessary.

Therefore, according to the present embodiment, even when the brake switch 350 fails, the necessity of the pressure increase control is accurately determined, so that the effect of improving the reliability of the brake device is obtained.

As is clear from the above description, in the present embodiment, in the ECU 360, S704 in FIG.
The part that executes S705 and S708 corresponds to “fail-safe means”, and the vehicle deceleration calculating means 348
Corresponds to the "vehicle deceleration sensor".

FIG. 36 shows an eleventh embodiment. This embodiment differs from the first embodiment shown in FIGS. 2 to 10 only in the contents of the effect characteristic control routine. The effect characteristic control routine is stored in the ROM of the ECU 380.

FIG. 37 is a flowchart showing the effect characteristic control routine. First, in S801, a master cylinder hydraulic pressure signal is fetched from the master cylinder hydraulic pressure sensor 80. Next, in S802, the estimated vehicle speed is taken in as the vehicle speed V from the estimated vehicle speed calculation means 346. Thereafter, in S803, it is determined whether the vehicle is in a stopped state. For example, it is determined that the vehicle is in a stopped state when the vehicle speed V is equal to or less than a set value (for example, 5 km / h), or when the vehicle speed V is equal to or less than the set value and the absolute value of the vehicle body deceleration or the vehicle body acceleration is used. When the value is equal to or less than the set value, it is determined that the vehicle is in a stopped state. Here, the vehicle body deceleration or the vehicle body acceleration is the vehicle speed V
Can be obtained as a time differential value of Assuming that the vehicle is not stopped this time, the determination is NO,
In S804, the reference value P _M0 which is the master cylinder pressure P _M when starting pressure increase control is set to the set value A, the contrary, this is assuming that the vehicle is in a stopped state, the determination YES, and in S805, the reference value P
_M0 is set as the set value B. Here, the set value A is set equal to the reference value P _M0 in the previous embodiment, and the set value B is set as the set value A as shown in the graph of FIG.
It is set to a larger value. Therefore, the reference value P _M0 becomes greater than in the non-stop state in the stop state of the vehicle, the master cylinder pressure P _M that will be difficult to exceed, as a result, the pressure-increasing control start is difficult.

[0218] In either case, then, in S806, whether or not the master cylinder pressure P _M has exceeded the reference value P _M0 is determined. Assuming this time does not exceed, a negative decision (NO) is obtained in S807, the pressure increase control of the termination process is performed, whereas this time exceeds the reference value P _M0 master cylinder pressure P _M is If so, the determination is YES, and in S808, the pressure increase control is executed. In any case, one cycle of this routine is completed.

Therefore, according to this embodiment, when the vehicle is stopped, it is difficult to start the pressure increase control. Does not occur, and the effect of improving the quietness of the vehicle is obtained.

In the present embodiment, the pump 16
Are designed to suck the hydraulic fluid from the master cylinder 14, and when the pump 16 starts operating, the hydraulic fluid is discharged from the master cylinder 14. Therefore, although the driver keeps the operation force constant and depresses the brake pedal 32, the operation position of the brake pedal 32 tends to be deep. In the present embodiment, the pump 16 is stopped when the vehicle is stopped. It becomes difficult to start the operation of the brake pedal 32, so that the operation position of the brake pedal 32 is prevented from becoming deep,
The effect that deterioration of the brake operation feeling is prevented is also obtained.

As is clear from the above description, in the present embodiment, the part of ECU 380 that executes S802 and S803 in FIG. 37 corresponds to the "stop state detecting means", and selects S804 and S805. The part to be executed corresponds to the "operation start control means" and the "reference value setting means", respectively.

FIG. 39 shows a twelfth embodiment. This embodiment is provided with a "flow control device and a transformer" that are different from those in all the previous embodiments. Further, the present embodiment is the same as the other embodiments in the other mechanical configuration and electrical configuration.

The present embodiment has a solenoid that is provided in the middle of the main passage 18 and generates a magnetic force based on an exciting current, and operates between the master cylinder 14 and the brake cylinder 10 based on the magnetic force. An electromagnetic valve 400 is provided that switches between a first state in which a bidirectional flow of fluid is allowed and a second state in which at least the flow of hydraulic fluid from the brake cylinder 10 to the master cylinder 14 is blocked. Further, a control circuit 402 for controlling the exciting current of the solenoid of the solenoid valve 400 is provided. Control circuit 40
2 controls the exciting current by controlling the distribution ratio of the hydraulic fluid from the pump 16 as a hydraulic pressure source to the master cylinder 14 and the brake cylinder 10 so that the differential pressure between the master cylinder 14 and the brake cylinder 10 becomes the target differential pressure. The duty is controlled so that

That is, in the present embodiment, the solenoid valve 400 constitutes an example of a “flow control device”, and the control circuit 402 constitutes an example of a “transformer”.

FIG. 40 shows a thirteenth embodiment. This embodiment is provided with another mode of the “flow control device and the transformer”.

This embodiment is provided with the solenoid valve 400,
Further, a control circuit 410 for controlling the solenoid valve 400 is provided. The control circuit 410 controls the brake cylinder 10
While maintaining the state in which the flow of the hydraulic fluid from the cylinder to the master cylinder 14 is blocked, the duty ratio of the supply current to the pump motor 114 is controlled so that the differential pressure between the master cylinder 14 and the brake cylinder 10 becomes the target differential pressure. Things.

That is, in the present embodiment, the solenoid valve 400 forms another example of the “flow control device”, and the control circuit 410 forms another example of the “transformer”.

FIG. 41 shows a fourteenth embodiment. The present embodiment includes a “flow control device and a transformer” according to another aspect.

This embodiment has a first solenoid valve 418 similar to the above-mentioned solenoid valve. Further, a solenoid is provided which is connected to the suction side of the pump 16 and generates a magnetic force based on the exciting current, and prevents the flow of the hydraulic fluid from the suction side to the pump 16 based on the magnetic force. A second solenoid valve 420 that switches to the state is provided. Further, a control circuit 422 for controlling the first solenoid valve 418 and the second solenoid valve 420 is provided. Control circuit 422
Controls the exciting current of the solenoid of the second solenoid valve 420 while controlling the suction amount of the pump 16 while holding the first solenoid valve 418 in a state where the flow of the hydraulic fluid from the brake cylinder 10 toward the master cylinder 14 is blocked. The master cylinder 14 and the brake cylinder 1
The duty control is performed so that the pressure difference from 0 becomes the target pressure difference.

That is, in this embodiment, the first solenoid valve 418 constitutes another example of the “flow control device”, and the second solenoid valve 420 and the control circuit 422 cooperate with each other to form the “transformer”. This constitutes yet another example.

It should be noted that FIGS. 10, 18, and 23
In each of the above embodiments shown in FIG. 26 and FIG. 26, by using the inflow control valve 138 as the second solenoid valve 420 and performing duty control, pressure increase control of the brake cylinder 10 is realized as in the present embodiment. can do.

Although the embodiments of the present invention have been described in detail with reference to the drawings, various modifications may be made based on the knowledge of those skilled in the art without departing from the scope of the claims. Of course, the present invention can be implemented in an improved form.

[Brief description of the drawings]

FIG. 1 is a system diagram showing a configuration common to brake devices according to some embodiments of the present invention.

FIG. 2 is a system diagram showing an antilock brake device according to one embodiment of the present invention.

FIG. 3 is a cross-sectional view for explaining the configuration and operation of a pressure control valve 22 in FIG.

FIG. 4 is a block diagram showing an electrical configuration of the embodiment.

FIG. 5 is a flowchart showing an effect characteristic control routine executed by a computer of ECU 110 in FIG. 4;

FIG. 6 is a graph for explaining the contents of S4 in FIG. 5;

FIG. 7 is a graph for explaining the contents of S5 in FIG. 5;

FIG. 8 is a graph for explaining the contents of S6 in FIG. 5;

FIG. 9 is a flowchart showing details of S6 in FIG. 5;

FIG. 10 is a system diagram showing an antilock brake device according to another embodiment of the present invention.

FIG. 11 is a block diagram showing an electrical configuration of the embodiment.

FIG. 12 is a flowchart showing an effect characteristic control routine executed by a computer of ECU 190 in the embodiment.

FIG. 13 is a system diagram showing an anti-lock brake device according to still another embodiment of the present invention.

14 is a cross-sectional view for explaining the structure and operation of the pressure control valve 150 in FIG.

FIG. 15 shows the master cylinder hydraulic pressure P in the embodiment.
It is a graph showing the relationship between the graph and the brake operating force F and vehicle deceleration G showing the relation between _M and the brake cylinder pressure P _B.

FIG. 16 is a block diagram showing an electrical configuration of the embodiment.

FIG. 17 is a flowchart showing an effect characteristic control routine executed by the computer of ECU 194 in FIG. 16;

FIG. 18 is a system diagram showing an anti-lock brake device according to still another embodiment of the present invention.

FIG. 19 is a system diagram showing an antilock brake device according to still another embodiment of the present invention.

FIG. 20 is a block diagram showing an electrical configuration of the embodiment.

FIG. 21 is a flowchart showing an effect characteristic control routine executed by the computer of ECU 210 in FIG. 20;

FIG. 22 shows the master cylinder hydraulic pressure P in the embodiment.
₉ is a graph showing the relationship between _M and the target differential pressure ΔP when the booster is normal and when the booster fails.

FIG. 23 is a system diagram showing an antilock brake device according to still another embodiment of the present invention.

FIG. 24 is a block diagram showing an electrical configuration of the embodiment.

FIG. 25 is a flowchart showing a BA characteristic control routine executed by the computer of ECU 240 in FIG. 24;

FIG. 26 is a system diagram showing an antilock brake device according to still another embodiment of the present invention.

FIG. 27 is a block diagram showing an electrical configuration of the embodiment.

FIG. 28 is a flowchart showing an efficacy characteristic control routine executed by the computer of ECU 260 in FIG. 27;

FIG. 29 is a block diagram showing an electrical configuration of an antilock brake device according to still another embodiment of the present invention.

30 is a flowchart showing an effect characteristic control routine executed by the computer of ECU 340 in FIG. 29.

FIG. 31 is a functional block diagram for explaining a detection principle of vehicle body deceleration in the embodiment.

FIG. 32 is a block diagram showing an electrical configuration of an antilock brake device according to still another embodiment of the present invention.

FIG. 33 is a flowchart showing an effectiveness characteristic control routine executed by the computer of ECU 352 in FIG. 32;

FIG. 34 is a block diagram showing an electrical configuration of an antilock brake device according to still another embodiment of the present invention.

FIG. 35 is a flowchart showing an effectiveness characteristic control routine executed by the computer of ECU 360 in FIG. 34;

FIG. 36 is a block diagram showing an electrical configuration of an antilock brake device according to still another embodiment of the present invention.

FIG. 37 is a flowchart showing an effect characteristic control routine executed by the computer of ECU 380 in FIG. 36.

FIG. 38 shows the master cylinder hydraulic pressure P in the embodiment.
It is a graph which shows the relationship between _M and target differential pressure (DELTA) P.

FIG. 39 is a system diagram showing an antilock brake device according to still another embodiment of the present invention.

FIG. 40 is a system diagram showing an antilock brake device according to still another embodiment of the present invention.

FIG. 41 is a system diagram showing an antilock brake device according to still another embodiment of the present invention.

FIG. 42 is a graph for explaining respective contents of an effective characteristic control and a BA characteristic control executed according to some embodiments of the present invention and their relations.

FIG. 43 is a block diagram showing a general configuration of a brake device.

FIG. 44 is a graph for explaining general characteristics of a booster.

FIG. 45 is a graph for explaining how the relationship between the brake operation force F and the vehicle body deceleration G changes depending on the friction coefficient of the brake friction material.

FIG. 46 is a graph for explaining how the relationship between the brake operation force F and the vehicle body deceleration G changes depending on the servo ratio of the booster.

[Explanation of symbols]

Reference Signs List 10 brake cylinder 12 brake operation member 14 master cylinder 16 pump 18 main passage 20 auxiliary passage 22, 150 pressure control valve 80 master cylinder fluid pressure sensor 110, 190, 194, 210, 240, 260, 3
40, 352, 360, 380 ECU 200 Vacuum pressure sensor 230 Operating speed sensor 348 Vehicle deceleration calculating means 350 Brake switch

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Shigeru Sakamoto 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation

Claims (22)

[Claims] 1. A brake device that is operated by a driver to brake a vehicle, comprising: a master cylinder that generates a hydraulic pressure at a height corresponding to an operation force of a brake operation member; and a brake that suppresses rotation of wheels. A brake cylinder that is connected to the master cylinder by a main passage to operate the brake; and a pressure booster that causes the brake cylinder to generate a hydraulic pressure higher than a hydraulic pressure of the master cylinder, wherein (a) the main passage And a second state in which a bi-directional flow of hydraulic fluid between the master cylinder and the brake cylinder is allowed, and a second state in which at least the flow of hydraulic fluid from the brake cylinder to the master cylinder is blocked. A flow control device that switches to a plurality of states including: (b) a portion of the main passage between the flow control device and the brake cylinder; A hydraulic pressure source connected by an auxiliary passage, (c) during operation of the brake operating member, when it is necessary to generate a hydraulic pressure higher than the hydraulic pressure of the master cylinder in the brake cylinder, (D) changing the hydraulic pressure of the brake cylinder in accordance with the operating force of the brake operating member when the hydraulic pressure of the brake cylinder is higher than the hydraulic pressure of the master cylinder. A brake device, comprising: a pressure booster having a transformer. 2. The flow control device and the transformer device,
A pressure control device provided in the main passage, wherein when the hydraulic fluid is supplied from the hydraulic pressure source, the second hydraulic pressure on the brake cylinder side by the pressure control device is the first hydraulic pressure on the master cylinder side. If it is higher but the difference is equal to or less than the target differential pressure, the state is switched to the second state. If the second hydraulic pressure is higher than the first hydraulic pressure and the difference is going to be larger than the target differential pressure, the first state is set. , The second hydraulic pressure is reduced to the first hydraulic pressure.
2. The brake device according to claim 1, further comprising a pressure control device that is higher than a hydraulic pressure and controls the difference to be the target differential pressure. 3. The pump according to claim 1, wherein the hydraulic pressure source includes a pump that sucks hydraulic fluid from a suction side and discharges the hydraulic fluid to a discharge side, the discharge side of which is connected to the main passage by the auxiliary passage. 3. The brake device according to 1 or 2. 4. A set operation state control means for supplying a hydraulic fluid to the hydraulic pressure source when the driver's operation state of the vehicle is a set operation state. 4. The brake device according to any one of claims 1 to 3. 5. An emergency brake operation control means for supplying a hydraulic fluid to the hydraulic pressure source when the driver operates the brake operating member for urgently braking the vehicle. The brake device according to any one of claims 1 to 4, comprising: 6. A hydraulic pressure source control device, further comprising a booster provided between the brake operating member and the master cylinder, for boosting an operating force of the brake operating member and transmitting the boosted operating force to the master cylinder. The brake device according to any one of claims 1 to 5, further comprising a booster booster abnormality control unit that supplies the hydraulic fluid to the hydraulic pressure source when the booster is not normal. 7. A valve and a valve seat for controlling a flow state of hydraulic fluid between a master cylinder side and a brake cylinder side in the main passage, and the valve and the valve seat. At least one of them has a magnetic force generating means for generating a magnetic force acting to control the relative movement between the valve element and the valve seat, and the target differential pressure changes based on the magnetic force. 3. The brake device according to claim 2, further comprising: a pressure control valve; and (b) a magnetic force control device that controls the magnetic force. 8. The pump according to claim 1, wherein the hydraulic pressure source includes a pump that sucks hydraulic fluid from a suction side and discharges the hydraulic fluid to a discharge side, the discharge side of which is connected to the main passage by the auxiliary passage. A brake device, further, is an automatic hydraulic pressure control device that automatically controls the hydraulic pressure of the brake cylinder,
(a) connected to the suction side of the pump by a pump passage,
A reservoir for storing a hydraulic fluid, and (b) a state in which the reservoir is connected to a portion of the main passage between a connection point with the auxiliary passage and the brake cylinder, and the reservoir communicates with a discharge side of the pump. And a magnetic fluid pressure control device that selectively realizes a plurality of states including a state to be communicated with, and wherein the magnetic force control device performs automatic control by the automatic fluid pressure control device, 8. The automatic control magnetic force control device for controlling the magnetic force so that the flow of the hydraulic fluid from the pump to the master cylinder is prevented by keeping the valve disc on the valve seat in the control device. The brake device according to item 1. 9. A valve and a valve seat for controlling a flow state of hydraulic fluid between a master cylinder side and a brake cylinder side in the main passage, and (b) the first pressure control device; A stepped piston for receiving a hydraulic pressure in a large diameter portion and a second hydraulic pressure in a small diameter portion in opposite directions, wherein at least one of the valve element and the valve seat moves relative to the valve element and the valve seat. The target differential pressure changes based on the respective pressure receiving areas of the large diameter portion and the small diameter portion of the piston and the first hydraulic pressure. 3. The brake device according to claim 2, including a mechanical pressure control valve. 10. The pump according to claim 1, wherein the hydraulic pressure source includes a pump that sucks hydraulic fluid from a suction side and discharges the hydraulic fluid to a discharge side, the discharge side of which is connected to the main passage by the auxiliary passage. A brake device is further connected to an upstream portion of the main passage, which is a portion between the master cylinder and the flow control device, and a suction side of the pump. The brake device according to any one of claims 1 to 9, further comprising a hydraulic fluid introducing device for introducing the hydraulic fluid into the suction side of the pump without lowering the hydraulic pressure of the hydraulic fluid. And a booster provided between the brake operating member and the master cylinder for assisting the operating force of the brake operating member and transmitting the operating force to the master cylinder. The brake device according to any one of claims 1 to 10, further comprising a booster assist limit time control unit that supplies the hydraulic fluid to the hydraulic pressure source when the booster assist limit is reached. 12. The booster according to claim 1, wherein when the booster has a boost limit, the change in the hydraulic pressure of the brake cylinder with respect to the operating force of the brake operating member before the boost limit of the booster. The brake device according to claim 11, further comprising means for changing the values to be substantially the same. 13. The brake pressure increasing device further includes a brake operating force related amount sensor for detecting an amount related to the operating force of the brake operating member, wherein the hydraulic pressure source control device detects the detected brake operating force. When the relevant quantity reaches the threshold,
The brake device according to any one of claims 1 to 12, further comprising a control unit when a reference value is reached for supplying the hydraulic fluid to the hydraulic pressure source. 14. A vehicle body deceleration sensor for detecting a vehicle body deceleration, wherein said brake operation force related amount sensor includes a vehicle body deceleration sensor.
The brake device according to item 1. 15. The brake device according to claim 13, wherein a plurality of the brake operation force related amount sensors are provided. 16. The hydraulic pressure source control device according to claim 1, wherein when at least one predetermined first sensor of said plurality of brake operation force-related amount sensors is normal, said first sensor is operated.
When the brake operation force related amount detected by the sensor reaches the reference value, the hydraulic fluid is supplied to the hydraulic pressure source, and when the amount is not normal, among the plurality of brake operation force related amount sensors, 16. The method according to claim 15, further comprising fail-safe means for supplying hydraulic fluid to the hydraulic pressure source when a brake operation force-related amount detected by at least one second sensor different from the first sensor reaches the reference value. The brake device as described. 17. The first brake system according to claim 1, wherein the plurality of brake operation force-related amount sensors include a master cylinder pressure sensor for detecting a hydraulic pressure of the master cylinder, and a vehicle deceleration sensor for detecting a vehicle deceleration. 17. The brake device according to claim 16, wherein a sensor includes the master cylinder hydraulic pressure sensor, and the second sensor includes the vehicle body deceleration sensor. 18. The system according to claim 18, wherein all of the plurality of brake operation force-related amounts detected by the plurality of brake operation force-related amount sensors reach respective reference values.
16. The brake device according to claim 15, further comprising a fail-safe means for supplying the hydraulic fluid to the hydraulic pressure source. 19. The system according to claim 19, wherein the plurality of brake operation force related amount sensors include a master cylinder hydraulic pressure sensor for detecting a hydraulic pressure of the master cylinder, and a brake operation sensor for detecting an operation of the brake operation member. The fail-safe means is configured to supply hydraulic fluid to the hydraulic pressure source when the master cylinder hydraulic pressure detected by the master cylinder hydraulic pressure sensor reaches the reference value and a brake operation is detected by the brake operation sensor. 19. The brake device according to claim 18, further comprising a first means for supplying a brake. 20. The plurality of brake operation force-related amount sensors further include a vehicle body deceleration sensor for detecting a vehicle body deceleration, and the first means includes: when the brake operation sensor is normal, When the master cylinder hydraulic pressure detected by the master cylinder hydraulic pressure sensor reaches the reference value and a brake operation is detected by a brake operation sensor, the hydraulic fluid is supplied to the hydraulic pressure source, and the brake operation is performed. When the sensor is not normal, the master cylinder pressure detected by the master cylinder pressure sensor reaches the reference value, and the vehicle deceleration detected by the vehicle deceleration sensor is set to the reference value. 20. The brake device according to claim 19, further comprising a second means for supplying a hydraulic fluid to the hydraulic pressure source when the hydraulic fluid is reached. 21. The pressure booster includes: (a) a stop state detecting means for detecting a stop state of the vehicle; and (b) an operation of the pressure booster when the stop state of the vehicle is detected. 2. An operation start control means for making starting difficult.
21. The brake device according to any one of claims 20 to 20. 22. The pressure increasing device further includes a brake operation force related amount sensor for detecting an amount related to an operation force of the brake operation member, and the hydraulic pressure source control device detects the detected brake operation force. When the relevant quantity reaches the threshold,
A reference value reaching control means for supplying the hydraulic fluid to the hydraulic pressure source, wherein the operation start control means sets the reference value to the stop state of the vehicle by the stop state detection means when the brake operation force related amount reaches. 22. The brake device according to claim 21, further comprising a reference value setting unit configured to set the detection value to be more difficult when the detection is not performed.