JPH1029515A - Brake device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure necessary braking force, while placing the vehicle behavior under an occupant's control in braking a vehicle. SOLUTION: A wheel slip quantity Xs is calculated based on an estimate vehicle speed Vs and each wheel speed Vw in a step 130. In a step 140, whether the braking force of the vehicle is a prescribed quantity or more is judged by whether the wheel slip quantity Xs is a reference value KXs or more. It is judged in the step 140 that the braking force of the wheel is large and a considerable slip is generated so that, in a step 150, a regulating valve is driven so as to start a pumping control. That is to say, the regulating valve is controlled to repeatedly receive the action of being set to a communicating or intercepted state.

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 brake device for a vehicle in which a braking force is adjusted by an occupant's operation of a brake pedal or automatic braking.

[0002]

2. Description of the Related Art Conventionally, as a control at the time of vehicle braking, a slip state of a wheel is detected, and when the slip state of the wheel becomes equal to or more than a predetermined value (for example, when the slip ratio becomes equal to or more than a reference value), In order to control the slip state to an optimum state, a so-called anti-skid control that adjusts a braking force by reducing a wheel cylinder pressure is known.

[0003]

In the conventional anti-skid control described above, when the slip ratio exceeds a reference value, the open / close state of a pressure-increasing control valve and a pressure-decreasing control valve provided in a brake pipe is determined. Although the control device automatically controls the wheel cylinder pressure to adjust, the braking force may be kept high during anti-skid control,
The operation by the occupant will not work at all.

However, in a special road surface condition, for example, in the case of dirt, there is a phenomenon in which the wheels are positively locked, and the wheels are stopped earlier. Therefore, if a certain condition is satisfied as described above, the anti-skid control is immediately performed. To enter
This is not always desirable.

[0005] Apart from this, as the occupant's psychology,
There is a natural need to keep the vehicle behavior under its own control as much as possible, rather than a situation in which the occupant does not operate the brake at all. In view of the above, an object of the present invention is to provide a vehicle brake device that can secure a required braking force while keeping the vehicle behavior under its own control as much as possible during vehicle braking.

[0006]

According to the first aspect of the present invention, the brake fluid pressure of the brake fluid pressure generating means (for example, the master cylinder) is increased by the depression force of the occupant or the operation of the automatic brake. 1 is applied to a wheel braking force generating means (for example, a wheel cylinder) through one pipeline,
The braking force of the wheel is generated.

When the determining means determines that the braking force of the wheel is equal to or greater than a predetermined value, the controlling means determines
The control valve provided in the second pipe is switched from the shut-off state to the communication state, and the shut-off state and the communication state are repeated at predetermined intervals to store the brake fluid in the first pipe in the storage means (for example, the reservoir). ).

That is, according to the present invention, for example, when the braking force of the wheel becomes larger than a predetermined value, for example, when the brake pedal is depressed and the slip state becomes considerably large due to approaching the road surface limit, for example, The operation of switching the regulating valve from the shut-off state to the communicating state is repeated to release the brake fluid from the first conduit to the reservoir, thereby reducing the wheel cylinder pressure. This reduces the braking force of the wheels, so that a so-called pumping brake (hereinafter referred to as pumping control) can be realized with a simple configuration. As a result, it is possible to delay that the wheels tend to lock.

Further, for example, since the master cylinder and the wheel cylinder communicate with each other through the first conduit, when the brake fluid is released to the reservoir, the master cylinder pressure is reduced. Therefore, the change in the brake fluid pressure can notify the occupant that the pumping control is starting and being executed, and can also reduce the pedal reaction force, thereby preventing a reduction in the braking force due to the return of the brake pedal. it can.

Further, in the conventional anti-skid control, at the start of the anti-skid control, for example, the pipeline from the master cylinder to the wheel cylinder is shut off. However, in the present invention, since the master cylinder and the wheel cylinder communicate with each other during the pumping control, the operation of the brake pedal can be reflected to some extent on the pumping control. Therefore, since the occupant's intention can be reflected in the vehicle body behavior, there is an effect that a sense of security and a drive feeling in the brake operation are improved.

In addition, in the conventional anti-skid control,
Although it is not possible to lock the wheels, in the present invention, for example, by adjusting the amount of brake fluid released to the reservoir with an adjustment valve in advance, when the brake pedal is depressed more than a certain amount, the wheels are actively It is also possible to adopt a configuration in which the lock is performed.

According to the second aspect of the present invention, there is provided a suction / discharge means (for example, a pump) for discharging the brake fluid stored in the storage means into the first conduit. Therefore, for example, by driving the pump, the brake fluid stored in the reservoir can be returned to the first conduit, so that reservoir bottoming can be prevented and pumping control can be performed for a long time.

According to the third aspect of the present invention, the operation of the suction / discharge means is executed substantially simultaneously with the start of the driving of the adjustment valve by the control means. Thereby, the operation of the second aspect can be more reliably exerted. According to the fourth aspect of the present invention, the determination by the determining means can be performed based on the wheel slip amount. Therefore, when the wheel slip amount is equal to or more than the predetermined value, it can be determined that the braking force of the wheel has become equal to or more than the predetermined value.

According to the fifth aspect of the present invention, the judgment by the judging means can be made based on the wheel slip integrated value. Therefore, when the wheel slip integrated value is equal to or more than the predetermined value, it can be determined that the braking force of the wheel has become equal to or more than the predetermined value. According to the sixth aspect of the present invention, the determination by the determination means can be performed based on the slip ratio. Therefore, when the slip ratio is equal to or more than the predetermined value, it can be determined that the braking force of the wheel has become equal to or more than the predetermined value.

According to the seventh aspect of the present invention, the judgment by the judging means can be made based on the vehicle deceleration. Therefore, when the vehicle body deceleration is equal to or more than the predetermined value, it can be determined that the braking force of the wheel has become equal to or more than the predetermined value. According to the eighth aspect of the present invention, the determination by the determining means can be performed based on the master cylinder pressure. Therefore, when the master cylinder pressure is equal to or higher than the predetermined value, it can be determined that the braking force of the wheel has exceeded the predetermined value.

According to the ninth aspect of the present invention, the judgment by the judging means can be made based on the wheel cylinder pressure. Therefore, when the wheel cylinder pressure is equal to or higher than the predetermined value, it can be determined that the braking force of the wheel has exceeded the predetermined value. According to the tenth aspect of the present invention, as the control of the regulating valve by the control means, means executed for each wheel can be employed. Therefore, in this case, the pumping control is performed for each wheel. In addition, for example, as the number of wheels subjected to pumping control increases, the fluctuation of brake fluid pressure increases.
By sensing the fluctuation of the brake fluid pressure from the movement of the brake pedal, the occupant can know the current degree of the pumping control.

According to the eleventh aspect of the present invention, the control means controls the regulating valve by means of means executed for each piping system. Therefore, in this case, the pumping control is performed for each piping system (accordingly, for each two wheels). In the case of the present invention, there is an advantage that the degree of the pumping control is easier for the occupant to know than when the pumping control is performed for each wheel. One system performs pumping control, and the other system performs pumping control.
The system may perform anti-skid control.

According to the twelfth aspect of the invention, the control of the regulating valve by the control means can employ a means which is simultaneously executed for all the wheels. In the case of the present invention, there is an advantage that the degree of the pumping control can be easily understood by the occupant as compared with the case where the pumping control is performed for each piping system.

According to the thirteenth aspect of the present invention, the proportional control valve is provided in the first conduit, and the discharge destination of the suction / discharge means is connected between the proportional control valve and the wheel braking force control means. Therefore, for example, when the proportional control valve is connected so that the pressure on the wheel cylinder side becomes high, the pressure on the wheel cylinder side can be made higher than that on the master cylinder side by the function of the proportional control valve. As a result, a greater wheel cylinder pressure can be generated as compared to the depressing force of the brake pedal, so that the braking force can be increased.

According to a fourteenth aspect of the present invention, there is provided anti-skid control means for adjusting the brake fluid pressure in the wheel braking force generating means to keep the braking state optimal. Therefore, since the anti-skid control can be performed on the wheel that has reached the road surface limit, there is an advantage that the braking force is improved. In particular, if the timing of starting the above-described pumping control is set earlier than the start of the anti-skid control, it is possible to perform necessary braking under a certain degree of control of the occupant by the pumping control, and to reduce the road surface limit. When it has reached, there is an advantage that anti-skid control can be performed.

It should be noted that whether the pumping control or the anti-skid control is performed may be selected by an occupant, for example.

[0022]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of a vehicle brake system according to the present invention will be described below in detail with reference to the drawings by way of examples (embodiments). (First Embodiment) This embodiment is a front-wheel drive four-wheeled vehicle capable of performing pumping control for each wheel, which will be described later, and includes right front wheel-left rear wheel and left front wheel-right rear wheel piping systems. This is an example in which the vehicle brake device according to the present invention is applied to a vehicle with X piping.

A) First, the basic structure of the brake device will be described with reference to a brake piping model diagram shown in FIG.
Note that, for simplicity of description, the following description will be made taking one wheel (for example, a right front wheel) of a specific piping system as an example.
In FIG. 1, a brake pedal 1 depressed by a driver when applying a braking force to a vehicle is connected to a booster 3, and the pedaling force and pedal stroke applied to the brake pedal 1 are transmitted to the booster 3. Is done.

The master cylinder (M / C) 5 applies the brake fluid pressure boosted by the booster 3 to the entire brake pipe. The master cylinder (M / C) 5 stores a brake fluid in the master reservoir. 7 is provided. M / C
The master cylinder pressure (M / C pressure) generated at 5 is M / C
C5, a wheel cylinder (W / C) 9 arranged on the right front wheel FR and applying a braking force to this wheel, and another W / C arranged on the left rear wheel not shown and applying a braking force to this wheel. To the brake fluid in the first piping system A that connects
Similarly, the M / C pressure is determined by the respective Ws provided on the left front wheel and the right rear wheel.
Although it is also transmitted to the second piping system connecting / C and M / C5, since the same configuration as the first piping system A can be adopted,
Not detailed.

The brake piping on the right front wheel FR side of the first piping system A includes a pipe A1 connecting the M / C5 and the W / C9, and a pipe branched from the pipe A1 and reaching the reservoir 11. A passage A2, an electromagnetic valve (adjustment valve) 13 for opening and closing the passage A2, a passage A3 from the reservoir 11 to the passage A1 by bypassing the adjustment valve 13, and a check valve 15 provided in the passage A3. And

In particular, in the present embodiment, as will be described later, the regulating valve 13 is turned on to establish a communication state, and then turned off to establish a shutoff state. The communication and the shutoff are repeatedly controlled at predetermined intervals. Pumping control is performed. b) Next, the electrical configuration of this embodiment will be described.

The pumping control is performed by an electronic control unit (ECU) 20 shown in FIG. This ECU2
0 is a well-known CPU 20a, ROM 20b, RAM 20
c, an input / output unit 20d, a bus line 20e, and the like.

The input / output unit 20d has a brake switch 2 for detecting that the brake pedal 1 is depressed.
1. Wheel speed sensor 2 for detecting the wheel speed of each wheel
3. W / C pressure sensor 25 for detecting W / C pressure for each wheel
Is connected. The adjustment valve 13 is connected to the input / output unit 20d.

C) Next, the pumping control process performed by the ECU 20 will be described with reference to FIG.
Here, an example in which pumping control is performed based on the wheel slip amount Xs will be described. Step 100 of FIG.
A known state initialization process such as clearing a flag is performed.

In the following step 110, the wheel speed Vw of each wheel is calculated based on the signal from the wheel speed sensor 23 of each wheel. In the following step 120, an estimated vehicle speed Vs is determined by applying a predetermined guard, for example, based on the maximum one of the wheel speeds Vw.

In the following step 130, the estimated vehicle speed V
s and each wheel speed Vw, from the following equation (1),
The wheel slip amount Xs is calculated for each wheel. Xs = (Vs−Vw) (1) In the following step 140, it is determined whether or not the braking force of the target wheel is equal to or more than a predetermined value. The wheel slip amount Xs obtained in step 130 is equal to or more than a predetermined reference value KXs. It is determined by whether or not. Here, if it is determined that the braking force of the wheel is equal to or greater than the predetermined value, the process proceeds to step 150, and if not, the process returns to step 110.

The reference value KXs is set to a value such that the timing of performing the pumping control is earlier than the timing of performing the normal anti-skid control, that is, a value that is somewhat before the timing of reaching the road surface limit. deep. In step 150, it is determined in step 140 that the braking force of the wheel (the right front wheel FR will be described as an example in the following description) is large and a considerable slip is generated. To start pumping control. That is, control for repeating the operation of setting the adjustment valve 13 to the communication state and the cutoff state is performed.
Return to 0.

D) Next, the operation such as the fluctuation of the brake fluid pressure by the pumping control will be described with reference to FIG. As shown in FIG. 4, a certain timing (time t1)
When the brake pedal 1 is depressed, the brake is applied to the wheels, and the M / C pressure and the W / C pressure gradually increase. Accordingly, the wheel speed Vw decreases, and the wheel slip amount Xs gradually increases.

For example, when the wheel slip amount Xs exceeds the reference value KXs in the right front wheel FR (at time t)
2), the adjustment valve 13 is turned on to establish a communication state. This allows the reservoir 11 to escape from the pipeline A1,
The M / C pressure and the W / C pressure are reduced. Since the braking force is temporarily reduced by the decrease in the W / C pressure, the wheel slip amount Xs is also reduced. At this time, since the brake pedal 1 is retracted due to the decrease in the M / C pressure, the pedal stroke (the amount of depression) increases.

Thereafter, when a predetermined period T1 elapses (at time t).
3), the regulating valve 13 is turned off to be in a shut-off state. As a result, the pipeline A2 is cut off, and the brake fluid does not escape from the pipeline A1 to the reservoir 11 via the pipeline A2, so that the M / C pressure and the W / C pressure stop decreasing. After that, by the depressing operation of the brake pedal 1, M / C
The pressure and the W / C pressure gradually recover.

Then, a predetermined period T2 (T
When 1 <T2) elapses (time t4), the regulating valve 13 is turned on again to establish a communication state, and the same operation is repeated thereafter.
The pumping control is stopped when the wheel slip amount Xs falls below the reference value KXs.

As described above, in this embodiment, the wheel slip amount Xs of each wheel is obtained, and when the wheel slip amount Xs is equal to or larger than the reference value KXs, for example, the braking force of the right front wheel FR is increased. When the control valve 13 is determined to be close to the road surface limit, for example, the control valve 13 is driven to perform pumping control in which the communication state and the cutoff state of the control valve 13 are repeated every predetermined period.

Accordingly, the W / C pressure of the right front wheel FR is
Since the drop and the recovery are repeated every predetermined period, the braking force is gradually reduced, and the braking force is gradually moved away from the road surface limit, thereby preventing the wheel from being locked. Conventionally, in such a case, the anti-skid control of the right front wheel FR is immediately started, and the operability by the occupant is impaired by that amount. However, in the pumping control of this embodiment,
Since the control is performed in a state where the M / C 5 and the W / C 9 communicate with each other, the operability by the occupant can be maintained to some extent even during the pumping control, and there is an advantage that the drive feeling is improved. is there. (Second Embodiment) Next, a second embodiment will be described.

The present embodiment is significantly different from the first embodiment in that a pump is provided. The description of the same parts as those in the first embodiment is omitted or simplified, and the same components in the hardware configuration are denoted by the same reference numerals. a) As shown in FIG. 5, in the first piping system A on the right front wheel FR side of the brake piping according to the present embodiment, the pipelines A1, A2, A3, W / C9, Reservoir 1
1. An adjustment valve 13 is provided. Further, in the present embodiment, the pipe A3 is provided with a pump 31 for pumping the brake fluid from the reservoir 11 and supplying it to the pipe A1, and check valves 33 and 35 on the upstream and downstream sides of the pump 31. .

Therefore, in this embodiment, as described later,
In the case of pumping control, control for driving the pump 31 at the same time as controlling the regulating valve 13 is performed. b) Next, the pumping control of this embodiment will be described with reference to the flowchart of FIG. Here, an example in which the wheel slip integrated value AXs is used as a criterion for the pumping control will be described.

In step 200 of FIG. 6, a well-known state initialization process is performed. In the following step 210, the wheel speed Vw of each wheel is calculated based on the signal from the wheel speed sensor 23 of each wheel. In the following step 220,
For example, based on the maximum of each wheel speed Vw,
An estimated vehicle speed Vs is obtained by applying a predetermined guard.

In the following step 230, the estimated vehicle speed V
s and each wheel speed Vw, from the above equation (1),
The wheel slip amount Xs is calculated for each wheel. In the following step 240, the wheel slip amount Xs is integrated, and the wheel slip integrated value AXs (after the brake switch 21 is turned on) is calculated.

In the following step 250, the wheel slip integrated value AXs indicates that the braking force of the wheel (for example, the right front wheel FR) has increased (for example, that the vehicle has approached the road surface limit).
Is determined to be equal to or greater than a predetermined reference value KAXs indicating If an affirmative determination is made here, the process proceeds to step 260, while if a negative determination is made, the process returns to step 210.

In step 260, for example, since it is determined that the right front wheel FR has approached the road surface limit, the pumping control for repeatedly turning on and off the regulating valve 13 is performed. As a result, the brake fluid is released from the W / C 9 to the reservoir 11, so that the W / C pressure is reduced. Therefore, the right front wheel FR
Gradually moves away from the road surface limit.

In the following step 270, the pump 23 is driven to pump up the brake fluid from the reservoir 11 and supply it to the pipeline A1, and the process returns to step 210. When the pump 23 is driven, the M / C 5 and the W / C 9 are in communication with each other. Therefore, the brake pedal 1 is depressed due to a decrease in the M / C pressure when the brake fluid is released to the reservoir 11, and the pump 23 The M / C pressure and the W / C pressure increase by the supplied amount. Therefore, when the pumping control is continued, M
/ C pressure and W / C pressure increase, and accordingly,
For example, the braking force of the right front wheel FR also gradually increases.

As described above, in this embodiment, the wheel slip integrated value AXs of each wheel is obtained, and the wheel slip integrated value A
When Xs becomes equal to or larger than the reference value KAXs, for example, pumping control of the adjustment valve 13 of the right front wheel FR approaching the road surface limit can be performed. Therefore, also in the case of this embodiment,
As in the first embodiment, under a certain degree of control of the occupant, control for reducing the degree of slip by reducing the W / C pressure can be performed.

In particular, in this embodiment, the pump 31 is pumped and the simultaneous pump 31 is driven to pump up the brake fluid from the reservoir 11, so that the reservoir bottoming can be prevented and the pumping control can be performed for a long time. Further, in this embodiment, since the wheel slip integrated value AXs is employed as a criterion for the pumping control, there is an advantage that the accuracy is higher than when the wheel slip amount Xs is employed. (Third Embodiment) Next, a third embodiment will be described.

This embodiment is significantly different from the first embodiment in that anti-skid control is performed. The description of the same parts as in the first embodiment is omitted or simplified,
The same components in the hardware configuration use the same numbers. a) As shown in FIG. 5, in the first piping system A on the right front wheel FR side of the brake piping according to the present embodiment, the pipelines A1, A2, A3, W / C9, Reservoir 1
1, an adjustment valve 13 and a check valve 15 are provided. Further, in the present embodiment, an electromagnetic valve (pressure increase control valve) 41 communicating with the pipeline A1 and a check valve 43 provided in parallel with the pressure increase control valve 41 are provided.

Therefore, in this embodiment, the pumping control and the anti-skid control can be performed, but the pumping control is set to be started before the start of the anti-skid control. In the case of the pumping control, the pumping control is performed by driving the regulating valve 13 in the off communication state with the pressure increasing control valve 41. On the other hand, in the case of the anti-skid control, the pressure increasing control valve 41 and the The control valve 13 is driven to perform anti-skid control.

B) Next, the pumping control and the anti-skid control of this embodiment will be described with reference to the flowchart of FIG. Here, an example in which the slip ratio S is used as a criterion for the pumping control and the anti-skid control will be described. In step 300 of FIG. 8, a known state initialization process is performed.

In the following step 310, the wheel speed Vw of each wheel is calculated based on the signal from the wheel speed sensor 23 of each wheel. In the following step 320, an estimated vehicle speed Vs is obtained by applying a predetermined guard based on, for example, the maximum one of the wheel speeds Vw.

In the following step 330, the estimated vehicle speed V
s and each wheel speed Vw, from the following equation (2):
The slip ratio S is calculated for each wheel. S = (Vs−Vw) / Vs (2) In the following step 340, the slip ratio S indicates that the braking force of the wheel (for example, the right front wheel FR) has increased (for example, that the vehicle has approached the road surface limit). ) Is determined to be greater than or equal to a predetermined first reference value KS1. If the determination is affirmative, the process proceeds to step 350, and if the determination is negative, the process returns to step 310.

In step 350, for example, since it is determined that the right front wheel FR has approached the road surface limit, the pumping control for repeating the on / off of the regulating valve 13 at predetermined intervals is performed. In the following step 360, it is determined whether or not the slip ratio S is equal to or more than a predetermined second reference value KS2 (for example, KS1 <KS2) indicating that the right front wheel FR has reached the road surface limit. If a positive determination is made here, step 3
The routine proceeds to step 70, while if a negative determination is made, the routine proceeds to step 310.
Return to

In step 370, the pressure increasing control valve 41 and the regulating valve 13 are driven, for example, the pressure increasing control valve 41 is turned on to be in a cutoff state, and the regulating valve 13 is turned on to be in a communicating state, so that a known anti-skid Step 3
Return to 10. As described above, in the present embodiment, the slip rate S of each wheel is obtained, and pumping control is performed according to the magnitude of the slip rate, specifically, when the slip rate S is small, so that the slip rate S increases. In this case, anti-skid control is performed. Therefore, the operation feeling of the occupant during the braking of the vehicle (at the time of pumping control) is realized to some extent, and (by anti-skid control)
Wheel lock can be reliably prevented. In addition, by executing the pumping control prior to the anti-skid control, there is an advantage that the locking tendency of the wheels can be suppressed in advance.

In this embodiment, an example in which no pump is provided has been described. However, for example, as shown in FIG.
5. Check valves 47 and 49 may be provided. In this case, as in the second embodiment, there is an advantage that reservoir bottoming can be prevented and pumping control and anti-skid control can be performed for a long period of time. (Fourth Embodiment) Next, a fourth embodiment will be described.

This embodiment is significantly different from the second embodiment in that a proportional control valve is provided. The description of the same parts as in the second embodiment is omitted or simplified, and the same components in the hardware configuration are denoted by the same reference numerals. As shown in FIG. 10, in the first piping system A on the right front wheel FR side of the brake piping of the present embodiment, the pipe A
1, A2, A3, W / C9, reservoir 11, adjustment valve 1
3, a pump 31, and check valves 33 and 35 are provided. Further, in this embodiment, a proportional control valve (PV) 51 is connected to the pipeline A1 so that the W / C 9 side has a high pressure, and the discharge side of the pump 31 is connected to the proportional control valve 51 and the W / C 9
Is connected to the pipeline A1a between the two.

Therefore, in the present embodiment, when the pump 31 is driven at the same time as the pumping control is performed, the brake fluid pressure in the pipeline A1a increases, and the W / C pressure can be made higher than the M / C pressure. There is an advantage that the pedal reaction force at the time of driving the pump 31 can be reduced.

It should be noted that the present invention is not limited to the above-described embodiment, but can be practiced in various modes within the scope of the present invention. (1) For example, in the first embodiment, the wheel slip amount Xs is employed as a criterion for performing the pumping control, and in the second embodiment, the wheel slip integrated value AXs is employed. Can be adopted.

For example, as a criterion, the vehicle deceleration (vehicle deceleration G) or G calculated from the wheel speed of each wheel is calculated.
The vehicle body deceleration G measured using the sensor can be used. In this case, when the vehicle body deceleration G becomes equal to or more than the reference value, the pumping control is performed on the assumption that the wheels have approached the road surface limit, for example.

For example, the M / C pressure can be used as a criterion. In this case, when the M / C pressure detected by the M / C pressure sensor similar to the W / C pressure sensor becomes equal to or more than the reference value, it is considered that many wheels have approached the road surface limit, and the pumping control is performed. .

For example, as a criterion, W /
C pressure can be used. In this case, when the W / C pressure detected by the W / C pressure sensor 25 is equal to or more than the reference value, it is considered that the wheel has approached the road surface limit, for example, and
Perform pumping control. (2) In each of the above embodiments, the pumping control by the adjusting valve is executed for each wheel. However, for example, the pumping control may be executed for each piping system or all the wheels simultaneously. In this case, as the timing for starting the pumping control, for example, an average value of criteria for determining a wheel slip amount of two wheels (or all wheels) in each piping system can be used.

(3) In each of the above embodiments, the case where the occupant operates the brake pedal has been described as an example. However, the present invention is also applicable to an automatic brake in which the operating member automatically presses the master cylinder. Applicable.

[Brief description of the drawings]

FIG. 1 is a model diagram of a brake pipe according to a first embodiment.

FIG. 2 is a block diagram showing an electrical configuration of the first embodiment.

FIG. 3 is a flowchart illustrating a pumping control process according to the first embodiment.

FIG. 4 is an explanatory diagram showing an operation by control of the first embodiment.

FIG. 5 is a model diagram of a brake pipe according to a second embodiment.

FIG. 6 is a flowchart illustrating a pumping control process according to the second embodiment.

FIG. 7 is a model diagram of a brake pipe according to a third embodiment.

FIG. 8 is a flowchart illustrating a pumping control process according to the third embodiment.

FIG. 9 is another brake pipe model diagram of the third embodiment.

FIG. 10 is a model diagram of a brake pipe according to a fourth embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Brake pedal 5 ... Master cylinder (M / C) 9 ... Wheel cylinder (W / C) 11 ... Reservoir 13 ... Regulatory valve 20 ... Electronic control unit (ECU) 21 ... Brake switch 23 ... Wheel speed sensor 31 ... Pump 41 ... pressure increasing control valve 51 ... proportional control valve (PV) A ... first piping system A1, A1a, A2, A3 ... pipeline B1, B2, B3 ... branch point

Claims (14)

[Claims] 1. A brake hydraulic pressure generating means for generating a brake hydraulic pressure for applying a braking force to a wheel when a vehicle is braked, and a brake hydraulic pressure from the brake hydraulic pressure generating means is transmitted to generate a braking force on the wheel. Wheel braking force generating means, a first pipeline communicating the brake fluid pressure generating means with the wheel braking force generating means, and a housing means capable of storing the brake fluid in the first pipeline. A second pipe having one end connected to the first pipe and the other end connected to the housing means; and a second pipe connected to the second pipe, and communicating with the second pipe. An adjusting valve capable of adjusting the shutoff, a judging means for judging whether or not the braking force of the wheel has become equal to or more than a predetermined value; and the judgment means judges that the braking force of the wheel has become equal to or more than a predetermined value. In such a case, the regulating valve is switched from the shut-off state to the communicating state, and And control means for controlling repeated its blocked state communication with at predetermined intervals, the vehicle brake system, characterized in that it comprises a. 2. The vehicle brake device according to claim 1, further comprising suction / discharge means for discharging the brake fluid stored in the storage means into the first conduit. 3. The vehicle brake device according to claim 2, wherein the operation of the suction / discharge unit is performed substantially simultaneously with the start of driving of the adjustment valve by the control unit. 4. The method according to claim 1, wherein the determination by the determining unit is performed based on a wheel slip amount.
4. The vehicle brake device according to any one of claims 1 to 3. 5. The vehicle brake device according to claim 1, wherein the determination by the determination unit is performed based on a wheel slip integrated value. 6. The method according to claim 1, wherein the determination by the determination unit is performed based on a slip ratio.
The brake device for a vehicle according to any one of the above. 7. The method according to claim 1, wherein the determination by the determination unit is performed based on a vehicle deceleration.
The brake device for a vehicle according to any one of the above. 8. The vehicle brake device according to claim 1, wherein the determination by the determination unit is performed based on a master cylinder pressure. 9. The vehicle brake device according to claim 1, wherein the determination by the determination unit is performed based on a wheel cylinder pressure. 10. The control device according to claim 1, wherein the control means controls the regulating valve for each wheel.
10. The vehicle brake device according to any one of claims 9 to 9. 11. The vehicle brake device according to claim 1, wherein the control means controls the regulating valve for each piping system. 12. The vehicular brake device according to claim 1, wherein the control of the regulating valve by the control means is performed simultaneously for all wheels. 13. A proportional control valve is provided in the first conduit, and a discharge destination of the suction / discharge means is connected between the proportional control valve and the wheel braking force control means. The vehicle brake device according to any one of claims 1 to 12, which performs the following. 14. An anti-skid control means for adjusting a brake fluid pressure in said wheel braking force generating means to maintain an optimum braking state. Vehicle brake equipment.