JPH1044959A - Active brake device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent generation of the fluid hammer noise by stopping a pump when the active control is completed, discharging the working fluid to a reservoir, and opening a shut-off valve after the pressure in a hydraulic control passage and in a wheel cylinder is dropped. SOLUTION: When the traction control to actively control the braking force becomes unnecessary through reduction of the acceleration slip below the prescribed value, a control valve 62R for connection is closed at the time t, and the oil feed from a master cylinder to a pump is shut off. The pump is stopped by stopping the energization to a motor 54 at the elapsed time t1 of the prescribed time Δt1 after the time t0, and the high pressure oil between a control valve 28FR for pressure increase and a shut-off valve 22R is discharged to a reservoir through a control valve 32FR for pressure reduction, and the pressure in a control conductor and a discharge conductor is reduced. The shut-off valve 22R is opened at the elapsed time t2 of Δt2 from the time t1, and the control valve 32FR for pressure reduction is closed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle brake device, and more particularly to an active brake device.

[0002]

2. Description of the Related Art In a vehicle such as an automobile, a braking type traction control for applying a braking force to a driving wheel having an excessive driving slip, an anti-lock brake control for reducing a braking force of a wheel having an excessive braking slip, and a wheel are selected. Active brake devices used for behavior control or the like for stabilizing the behavior of a vehicle by giving a braking force in general are generally provided in a hydraulic control passage connecting a master cylinder and a reservoir and in the middle of the hydraulic control passage. A hydraulic control valve, a wheel cylinder communicating with the hydraulic control valve, a shut-off valve provided in the middle of the hydraulic control passage between the master cylinder and the hydraulic control valve, and a suction connecting the reservoir and the suction side of the pump. A passage, a discharge passage connecting the hydraulic control passage between the shut-off valve and the hydraulic control valve and the discharge side of the pump, and a control device for controlling the cut-off valve, the hydraulic control valve, and the pump The a, so that by controlling the pressure in the wheel cylinder for controlling the braking force to activate by controlling to drive the pump at a state of being closed hydraulic control the shut-off valve.

As one of such active brake devices, as described in, for example, JP-A-4-262951, when the active control of the braking force is terminated, that is, when the active brake device is in the active control mode, the braking force is reduced by the driver. When the mode shifts to the normal mode controlled according to the depression force of the brake pedal, the pressure in the hydraulic control passage between the hydraulic control valve and the shutoff valve and the pressure in the wheel cylinder are opened by opening the shutoff valve. An active brake device configured to reduce the pressure is conventionally known.

[0004]

However, in the conventional active brake device as described above, the pressure in the hydraulic control passage between the hydraulic control valve and the shut-off valve during active control is high. If the shut-off valve is opened at the end of the active control, an impulsive sound (hereinafter referred to as "oil hammering sound") is generated due to the high-pressure hydraulic oil in the hydraulic control passage rapidly flowing to the master cylinder via the shut-off valve. However, there is a problem that the occupants of the vehicle feel uncomfortable.

The present invention has been made in view of the above-described problems in the conventional active brake device,
The main problem of the present invention is to reduce the pressure in the hydraulic control passage between the hydraulic control valve and the shut-off valve by using existing components of the active brake device before the shut-off valve is opened at the end of the active control. Thus, it is possible to reliably prevent the generation of the oil hammer sound.

[0006]

According to the present invention, there is provided a hydraulic control passage connecting a master cylinder and a reservoir, and a hydraulic control passage provided in the middle of the hydraulic control passage. A pressure increasing / closing valve and a pressure reducing / closing valve, a wheel cylinder communicating with the hydraulic control passage between the two on / off valves, and a hydraulic control passage between the master cylinder and the pressure increasing / closing valve. A shutoff valve provided in the middle of the pump, a suction passage connecting the reservoir and the suction side of the pump, a hydraulic control passage between the shutoff valve and the pressure increasing / closing valve, and a discharge side of the pump. And a control device that controls the shut-off valve, the two on-off valves and the pump, and drives the pump with the shut-off valve closed to drive the two on-off valves By controlling In an active brake device for a vehicle that controls the pressure in the wheel cylinder to actively control the braking force, the control device stops the pump and opens the two on-off valves at the end of the active control. Discharging the hydraulic oil to the reservoir to reduce the pressure in the hydraulic control passage and the pressure in the wheel cylinder between the pressure reducing on-off valve and the shut-off valve, and then open the shut-off valve. This is achieved by an active brake device for a vehicle.

In general, the pressure in the hydraulic control passage and the discharge passage between the shut-off valve and the pressure-increasing on-off valve during the active control is controlled by the hydraulic control passage between the pressure-increasing on-off valve and the pressure-reducing on-off valve and the wheel cylinder. And the pressure in the hydraulic control passage and the wheel cylinder between the pressure-increasing and depressurizing on-off valve and the pressure in the wheel cylinder are equal to or higher than the pressure in the reservoir.

According to the configuration of the present invention, at the end of the active control, the pressure-increasing on-off valve and the pressure-reducing on-off valve are first opened, and the hydraulic control passage and the discharge passage between the shut-off valve and the pressure-increasing on-off valve are opened. The high-pressure hydraulic oil decreases the pressure by releasing the pressure via the pressure increasing on-off valve, and further reduces the pressure by releasing the pressure to the reservoir via the pressure reducing on-off valve. Since the valve is opened, the pressure drop when the shut-off valve is opened is smaller than when the shut-off valve is opened without opening the two on-off valves. Is reliably prevented from being generated due to sudden flow of air through the shutoff valve to the master cylinder.

[0009]

According to a preferred aspect of the present invention, in the configuration of the first aspect, the control device closes the pressure increasing on-off valve at the end of the active control of the braking force. Open the pressure reducing on-off valve in the valved state to reduce the pressure in the hydraulic control passage and the pressure in the wheel cylinder between the pressure increasing and reducing valve and the pressure reducing on-off valve,
Next, the pressure-increasing on-off valve is opened while the pressure-reducing on-off valve is opened (preferred embodiment 1).

According to another preferred aspect of the present invention, in the configuration of the first aspect, the connecting passage connecting the suction passage to the master cylinder, The control device is configured to open the connection on-off valve at the time of active control and to close the connection on-off valve at the end of the active control (preferable mode 2). ).

According to another preferred embodiment of the present invention, in the above-mentioned preferred embodiment 1,
The control device includes a connection passage connecting the suction passage and the master cylinder reservoir, and a connection opening / closing valve provided in the middle of the connection passage. The control device opens the connection opening / closing valve during active control, and ends the active control. At times, the pressure reducing on-off valve is opened with the pressure increasing on-off valve closed, then the pressure increasing on-off valve is opened with the pressure reducing on-off valve opened, and then the connection on-off valve is opened. Is configured to be closed (preferred embodiment 3).

[0012]

BRIEF DESCRIPTION OF THE DRAWINGS The invention will now be described in more detail with reference to the accompanying drawings, in which several preferred embodiments are shown.

FIG. 1 is a schematic configuration diagram showing a first embodiment of an active brake device according to the present invention applied to an FF vehicle. In FIG. 1, the solenoids of the electromagnetic shut-off valves and the solenoid on-off valves are not shown.

In FIG. 1, an active brake device 1
0 has a master cylinder 14 for pumping brake oil from the first and second ports in response to a depression operation of the brake pedal 12 by the driver.
Is supplied with oil as hydraulic oil from the master cylinder reservoir 16 as necessary. One end of a first brake hydraulic control conduit 18R is connected to the first port, and one end of a second brake hydraulic control conduit 18L is connected to the second port. The other end of the first brake hydraulic control conduit 18R is connected to a reservoir 20R,
The other end of the second brake hydraulic control line 18L is connected to the reservoir 2
Connected to 0L.

In the middle of the first brake hydraulic control conduit 18R, a normally open electromagnetic shut-off valve 22R, a fixed throttle 24R, a fixed throttle 26FR, and a normally open electromagnetic solenoid valve are arranged in the order of proximity to the master cylinder 14. Pressure opening / closing valve 28FR, fixed throttle 30FR,
A normally closed electromagnetic pressure reducing on-off valve 32FR is provided. A pressure regulating valve 36R is provided in a bypass passage 34R bypassing the shutoff valve 22R. The pressure regulating valve 36R is a control conduit 18R between the shut-off valve 22R and the fixed throttle 24R.
When the internal pressure exceeds the set pressure, the valve is opened to release oil to the control conduit 18R between the master cylinder 14 and the shutoff valve 22R. A check valve 40R is provided in the bypass passage 38R bypassing the shut-off valve 22R and the fixed throttle 24R to allow only the oil flow from the master cylinder 14 toward the pressure increasing on-off valve 28FR.

A wheel cylinder 42FR for the right front wheel is connected to a hydraulic control conduit 18R between the pressure increasing on-off valve 28FR and the fixed throttle 30FR. The bypass passage 44FR that bypasses the fixed throttle 26FR and the pressure-increasing on-off valve 28FR is provided with a check valve 46FR that allows only the flow of oil from the wheel cylinder 42FR to the shutoff valve 22R.

One end of a hydraulic control conduit 48RL for the left rear wheel is connected to a control conduit 18R between the master cylinder 14 and the shut-off valve 22R, and the other end of the hydraulic control conduit 48RL is connected to a pressure reducing on-off valve 32FR and a reservoir 20R. Hydraulic control conduit 18 between
Connected to R. In the middle of the hydraulic control conduit 48RL, a fixed restrictor 26RL, a normally-open electromagnetic pressure-increasing on-off valve 28RL, a fixed restrictor 30RL, and a normally-closed electromagnetic depressurizing on-off valve 32RL are arranged in the order close to the master cylinder 14. Is provided.

A wheel cylinder 42RL for the left rear wheel is connected to a hydraulic control conduit 48RL between the pressure increasing on-off valve 28RL and the fixed throttle 30RL via a proportioning valve 50RL. Fixed throttle 26RL and pressure increasing on-off valve 28RL
A check valve 46RL that allows only the flow of oil from the wheel cylinder 42RL side to the master cylinder 14 side is provided in the bypass passage 44RL that bypasses.

One end of a suction conduit 52R is connected to the reservoir 20R, and the other end of the suction conduit 52R is connected to an electric motor 54.
Connected to the suction side of an oil pump 56R driven by the In the middle of the suction conduit 52R, there are provided check valves 58R and 60R which allow only the flow of oil from the reservoir 20R to the oil pump 56R. The suction conduit 52R between the check valves 58R and 60R is connected to one end of a connection conduit 64R having a normally closed solenoid-operated on-off valve 62R on the way. The other end of the connection conduit 64R is connected to the master cylinder 14R. Is connected to a hydraulic control conduit 48RL between the fixed restrictor 26RL.

The discharge side of the oil pump 56R is the discharge conduit 6
6R is connected to a hydraulic control conduit 18R between the fixed throttles 24R and 26FR. A check valve 68R, an accumulator 70R, and a fixed throttle 72R are provided in the middle of the discharge conduit 66R in order from the oil pump 56R.
The check valve 68R allows only the flow of oil from the oil pump 56R to the accumulator 70R.

Similarly, the first brake hydraulic control conduit 18
In the middle of L, a normally open electromagnetic shutoff valve 22L, a fixed throttle 24L, and a fixed throttle 2
6FL, a normally open electromagnetic pressure-increasing on-off valve 28FL, a fixed throttle 30FL, and a normally-closed electromagnetic depressurizing on-off valve 32FL are provided. 34L bypass passage bypassing the shutoff valve 22L
Is provided with a pressure regulating valve 36L. Pressure regulating valve 3
6L is opened when the pressure in the control line 18L between the shut-off valve 22L and the fixed throttle 24L exceeds a set pressure, and oil is released to control oil between the master cylinder 14 and the shut-off valve 22L.
Release to 8L. A check valve 40L is provided in the bypass passage 38L that bypasses the shutoff valve 22L and the fixed throttle 24L so as to allow only the oil flow from the master cylinder 14 toward the pressure increasing on-off valve 28FL.

A wheel cylinder 42FL for the left front wheel is connected to the hydraulic control conduit 18L between the pressure increasing on-off valve 28FL and the fixed throttle 30FL. A check valve 46FL is provided in the bypass passage 44FL which bypasses the fixed throttle 26FL and the pressure-increasing on-off valve 28FL so as to allow only the oil flow from the wheel cylinder 42FL to the shutoff valve 22L.

One end of a hydraulic control conduit 48RR for the right rear wheel is connected to the control conduit 18L between the master cylinder 14 and the shut-off valve 22L, and the other end of the hydraulic control conduit 48RR is connected to the pressure reducing on-off valve 32RR and the reservoir 20L. Hydraulic control conduit 18 between
Connected to L. In the middle of the hydraulic control conduit 48RR, a fixed restrictor 26RR, a normally-open electromagnetic pressure-increasing on-off valve 28RR, a fixed restrictor 30RR, and a normally-closed electromagnetic depressurizing on-off valve 32RR are viewed in the order close to the master cylinder 14. Is provided.

A wheel cylinder 42RR for the right rear wheel is connected to a hydraulic control conduit 48RR between the pressure increasing on-off valve 28RR and the fixed throttle 30RR via a proportioning valve 50RR. Fixed throttle 26RR and pressure increasing on-off valve 28RR
A check valve 46RR that allows only the flow of oil from the side of the wheel cylinder 42RR to the side of the master cylinder 14 is provided in the bypass passage 44RR that bypasses.

One end of a suction conduit 52L is connected to the reservoir 20L, and the other end of the suction conduit 52L is connected to a motor 54.
The oil pump 56L is connected to the suction side of the oil pump 56L. In the middle of the suction conduit 52L, check valves 58L and 60L are provided which allow only the flow of oil from the reservoir 20L to the oil pump 56L. The suction conduit 52L between the check valves 58L and 60L is connected to one end of a connection conduit 64L having a normally closed solenoid-operated on-off valve 62L on the way. The other end of the connection conduit 64L is connected to the master cylinder 14L. And a hydraulic control conduit 48RR between the fixed throttle 26RR.

The discharge side of the oil pump 56L is connected to the discharge conduit 6
6L is connected to a hydraulic control conduit 18L between the fixed throttles 24L and 26FL. A check valve 68L, an accumulator 70L, and a fixed throttle 72L are provided in the middle of the discharge conduit 66L in order from the oil pump 56L.
The check valve 68L permits only the flow of oil from the oil pump 56L to the accumulator 70L.

In the illustrated embodiment, in the normal mode, the shut-off valves 22R and 22L and the pressure increasing on-off valves 28FR and 28R are used.
FL, 28RR, and 28RL are maintained in the valve open position, and the other on-off valves are maintained in the valve closed position, whereby the braking force of each wheel is increased or decreased according to the driver's depression force on the brake pedal 12.

Each of the shut-off valves, the on-off valves and the electric motor is controlled by an electric control device 74 as shown in FIG. The control device 74 includes a wheel speed sensor 76F.
Signals indicating the wheel speeds of the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel are input from R, 76FL, 76RR, and 76RL, and a signal indicating the vehicle speed is output from another sensor 78.

When the braking slip of one of the wheels is excessive, the control device 74 determines that the pressure increasing on-off valve 28
Close FR, 28FL, 28RR, 28RL and open the pressure reducing on-off valves 32FR, 32FL, 32RR, 32RL,
Thus, the braking force of the corresponding wheel is reduced to reduce the braking slip of the corresponding wheel to a predetermined value or less (anti-lock brake control).

The control device 74 outputs a control signal to the engine control device 80 when the acceleration slip of the right front wheel or the left front wheel as the driving wheel is excessive, thereby reducing the output of the engine (not shown). Along with
The shutoff valves 22R and 22L are closed, and the on-off valves 62R and 62L are closed.
Is opened, and the electric motor 54 is operated to operate the pumps 56R and 5R.
6L, and controls the pressure increasing / closing valves 28FR, 28FL and the pressure reducing / closing valves 32FR, 32FL to actively control the braking force of the right front wheel or the left front wheel, thereby reducing the acceleration slip of the corresponding wheel to a predetermined value or less. (Traction control).

The active control of the braking force of each wheel does not constitute the gist of the present invention, and the pressure increase, holding and pressure reduction in the wheel cylinder are achieved by the combination of the following two on-off valves. As far as possible, the braking force of each wheel may be controlled for any purpose and in any manner. On / off valve for increasing pressure in wheel cylinder On / off valve for decreasing pressure Open Close Hold Close Close Close Reduce Pressure Close Open

Next, the operation of the illustrated embodiment at the end of the braking force active control will be described using the right front wheel as an example.

For example, when the acceleration slip is reduced to a predetermined value or less and traction control for actively controlling the braking force is no longer necessary, as shown in FIG.
At 0, the supply of oil from the master cylinder 14 to the pump 56R is shut off by first closing the connection on-off valve 62R. At this time, the pressure reducing on-off valve 32FR is opened in a state where the pressure increasing on-off valve 28FR is closed, whereby the control conduit 18R between the pressure increasing on-off valve 28FR and the pressure reducing on-off valve 32FR is opened. And the pressure in the wheel cylinder 42FR is reduced. At this time t0, the pressure-increasing on-off valve 28FR is closed when the pressure-increasing on-off valve 28FR is in the open state, and is opened when the pressure-decreasing on-off valve 32FR is in the closed state.

Next, at a time t1 when a predetermined time Δt1 has elapsed from the time t0, the power supply to the motor 54 is stopped to stop the pump 56R, and the pressure increasing on-off valve 28FR is opened. On-off valve for pressure increase 28
The high-pressure oil in the control conduit 18R and the discharge conduit 66R between the FR and the shutoff valve 22R is discharged to the reservoir 20R through the fixed throttle 30FR and the pressure reducing on-off valve 32FR, whereby the control conduit 18R and the discharge conduit 66R. The pressure is reduced.

Further, at time t2 when a predetermined time Δt2 has elapsed from time t1, the shut-off valve 22R is opened and the pressure reducing on-off valve 32FR is closed, whereby the active brake device is returned to the normal mode. .

In this case, the shut-off valve 22R is a pressure-increasing on-off valve 28.
The valve is opened with reduced pressure in the control conduit 18R and discharge conduit 66R between FR and the shutoff valve 22R,
At time t0 when the traction control is no longer necessary, the energization of the electric motor 54 is stopped and the connection on-off valve 62R
And the pressure reducing on-off valve 32FR is closed, and the pressure increasing on-off valve 28
Compared with the conventional active brake system in which the shut-off valve 22R is opened at the same time when the FR is opened, the shut-off valve 22 is opened.
The pressure drop at R is small, so that it is possible to reliably prevent the occurrence of oil hammer noise caused by the rapid flow of high-pressure oil through the shutoff valve 22R at the end of active control.

In particular, according to this embodiment, at time t0 when traction control is no longer necessary, the connection opening / closing valve 62R is first closed, and a predetermined time Δt from time t0.
The drive of the pump 56R is continued by energizing the electric motor 54 until 1 has elapsed, and the reservoir 20R
Is maintained at a relatively low pressure, the connection opening / closing valve 62R is closed at the time t0 and the electric motor 54 is closed.
A predetermined time Δt1 compared to when power supply to
In this case, the pressure in the control conduit 18R and the pressure in the wheel cylinder 42FR between the pressure increasing on-off valve 28FR and the pressure reducing on-off valve 32FR can be efficiently reduced.

FIG. 4 is a schematic configuration diagram showing a second embodiment of the active brake device according to the present invention applied to an FR vehicle. 4, the same members as those shown in FIG. 1 are denoted by the same reference numerals as those shown in FIG. 1, and members common to the left and right front wheels are provided with F Reference numerals are assigned, and members common to the left and right rear wheels are assigned an R symbol.

In this embodiment, a hydraulic control conduit 48FR for the right front wheel and a hydraulic control conduit 48FL for the left front wheel are provided at the end of the hydraulic control conduit 18F for the front wheels opposite to the master cylinder 14. One end is connected and the discharge conduit 66F
Are connected to each other. Hydraulic control conduit 18R for rear wheel
A proportioning and bypass valve (P & B valve) 90 is provided in the middle of the hydraulic control conduit 18R. A hydraulic control conduit 48RR for the right rear wheel and a left hydraulic control conduit 48RR are provided at the end of the hydraulic control conduit 18R opposite to the master cylinder 14. One end of a hydraulic control conduit 48RL for the rear wheel is connected, and a discharge conduit 66R
Are connected to each other.

An accumulator 70R is connected to the discharge conduit 66R.
Is provided with a check valve 92R which allows only oil flow from the side of the hydraulic control conduits 18R, 48RR, 48RL to the side of the connection. One end of a relief conduit 94R is connected to the discharge conduit 66R between the check valve 92R and the fixed throttle 72R, and the other end of the relief conduit 94R is directly connected to the master cylinder reservoir 16. In the middle of the relief conduit 94R are provided a pressure adjusting valve 36R and a normally closed solenoid-operated on-off valve 96R for relief control. The other end of the connection conduit 64R having a connection on-off valve 62R on the way is also directly connected to the master cylinder reservoir 16.

Also in this embodiment, in the normal mode, the shut-off valve 22R and the pressure increasing / closing valves 28FR, 28FL, 28
RR and 28RL are maintained in the valve open position, and the other on-off valves are maintained in the valve closed position, whereby the braking force of each wheel is increased or decreased according to the driver's depression force on the brake pedal 12.

Each of the shut-off valves, the on-off valves and the electric motor is controlled by an electric control device similar to the electric control device 74 shown in FIG. 2 as required, whereby antilock brake control and traction control are performed. Will be Particularly in the case of traction control, the control device reduces the output of the engine, closes the shutoff valve 22R, and opens and closes the on-off valve 62R,
96R is opened and the motor 54 is operated to operate the pump 56R.
And 56F are driven to control the pressure increasing on-off valves 28RR, 28RL and the pressure reducing on-off valves 32RR, 32RL to actively control the braking force of the right rear wheel or the left rear wheel, which is the driving wheel. Is reduced to a predetermined value or less.

At the end of the active control in the second embodiment, as shown in FIG. 5, the on-off valves are controlled in the same manner as in the first embodiment, but the electric motor 54 The relief opening / closing valve 96R is closed and the shutoff valve 22R is opened at a time t3 when a predetermined time Δt3 has elapsed from the time t2.
Thereby, the active brake device is returned to the normal mode.

Thus, also in this embodiment, the shut-off valve 2
2R is opened in a state where the pressure in the control conduit 18R and the discharge conduit 66R between the pressure increasing on-off valves 28RR, 28RL and the shut-off valve 22R is reduced. Thus, the pressure drop at the shutoff valve 22R is small, so that it is possible to reliably prevent the occurrence of an oil hammer noise caused by the rapid flow of high-pressure oil through the shutoff valve 22R at the end of the active control.

In particular, according to this embodiment, times t0 and t0
1, the shutoff valve 22R, the connection on-off valve 62R,
By opening the relief on-off valve 96R while the pressure increasing on-off valve 28RR is closed and the pump 56R is driven, the oil in the reservoir 20R is drained from the relief conduit 94R.
After that, the pressure is discharged to the master cylinder reservoir 16 and the pressure-increasing on-off valve 28RR is opened at the time t1. Therefore, the pressure drop in the shut-off valve 22R is reduced as compared with the first embodiment. However, this makes it possible to more reliably prevent the occurrence of the oil hammering sound than in the first embodiment.

FIG. 6 is a time chart similar to FIGS. 3 and 5 showing the operation at the end of the active control in the third embodiment having the same hydraulic circuit as the hydraulic circuit shown in FIG.

In the third embodiment, at time t0
At this time, the operation of the motor 54 is stopped to stop the pump 56R, and the connection opening / closing valve 62R is closed at the time t3 when a predetermined time Δt3 has elapsed from the time t2. The discharged oil is discharged to the master cylinder reservoir 16 through a check valve 60R and a connection opening / closing valve 62R, whereby the control conduit 18R between the pressure increasing opening / closing valves 28RL, 28RR and the shutoff valve 22R.
And the pressure in the discharge conduit 66R is efficiently reduced.

Therefore, also in this embodiment, the shutoff valve 22
Since R is opened in a state where the differential pressure before and after it is reduced, it is possible to reliably prevent the generation of an oil hammer sound at the end of the active control. Since the discharged oil is discharged to the master cylinder reservoir 16 without driving the pump 56R, the shut-off valve 2 is smaller than in the first and second embodiments.
The differential pressure before and after 2R can be reliably and efficiently reduced, and operating noise of the electric motor 54 and the pump 56R can be prevented, thereby improving quietness at the end of active control.

Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments may be included within the scope of the present invention. It will be clear to those skilled in the art that is possible.

[0050]

As is apparent from the above description, according to the present invention, the shut-off valve is opened compared to the case where the shut-off valve is opened without opening the two on-off valves. The pressure drop at the time is reduced, whereby it is possible to reliably prevent the generation of an impact sound caused by the high-pressure hydraulic oil flowing rapidly to the master cylinder via the shut-off valve, and the shut-off valve is opened. In this case, the pressure drop is reduced by using an on-off valve and a reservoir that the active brake device has in its function, so that new special equipment is unnecessary, and it is possible to achieve the prevention of impulsive sound at low cost. .

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a first embodiment of an active brake device according to the present invention applied to an FF vehicle.

FIG. 2 is an explanatory diagram illustrating a control system according to the first embodiment.

FIG. 3 is a time chart showing the operation of the first embodiment at the end of active control.

FIG. 4 is a schematic configuration diagram showing a second embodiment of the active brake device according to the present invention applied to an FR vehicle.

FIG. 5 is a time chart showing the operation of the second embodiment at the end of active control.

FIG. 6 is a time chart showing the operation of the third embodiment at the end of active control.

[Explanation of symbols]

 10 Active brake device 14 Master cylinder 20R, 20L Reservoir 22R, 22L Shut-off valve 56R, 56L Oil pump 28FR, 28FL, 28RR, 28RL Opening / closing valve for increasing pressure 32FR, 32FL, 32RR, 32RL Opening / closing valve for reducing pressure 42FR, 42FL, 42RR, 42RL: Wheel cylinder 74: Electric control device

Claims (1)

[Claims] A hydraulic control passage for connecting a master cylinder and a reservoir; a pressure increasing and decreasing valve provided in the middle of the hydraulic control passage; and the hydraulic control between the two pressure regulating valves. A wheel cylinder communicating with a passage, a shutoff valve provided in the middle of the hydraulic control passage between the master cylinder and the pressure-increasing on-off valve, and a suction passage connecting the reservoir and a suction side of the pump. A discharge passage connecting the hydraulic control passage between the shut-off valve and the pressure-increasing on-off valve to the discharge side of the pump; and a control device for controlling the shut-off valve, the two on-off valves, and the pump. A vehicle that controls the pressure in the wheel cylinder by controlling the two on-off valves to drive the pump in a state where the shut-off valve is closed to thereby actively control the braking force. In the active brake device,
At the end of the active control, the control device stops the pump and opens the two on-off valves to discharge hydraulic oil to the reservoir, so that the pressure between the pressure-reducing on-off valve and the shutoff valve is reduced. An active brake device for a vehicle, wherein the shut-off valve is opened after a pressure in a hydraulic control passage and a pressure in the wheel cylinder are reduced.