KR100297932B1 - Vehicle brake device - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake device for a vehicle. Especially, when it is desired to obtain a higher braking force on a road surface having a high coefficient of friction (μ), for example, a brake fluid pressure higher than the master cylinder pressure generated by the master cylinder is applied. A brake device capable of being applied to a wheel cylinder and exerting a high braking force, comprising: a brake fluid pressure generating means having a source for generating a first brake fluid pressure capable of applying a braking force to a vehicle; and a wheel for generating a braking force to a wheel A brake device for a vehicle having a braking force generating means and a first pipeline for communicating the brake hydraulic pressure generating means and the wheel braking force generating means, wherein the first conduit includes a first pipe portion on the side of the brake hydraulic pressure generating means and the wheel braking force generation. The first to divide the second pipe portion on the side of the vehicle; When the first brake fluid pressure is generated by the brake fluid pressure generating means, a predetermined amount of brake fluid is moved from the first pipe part to the second pipe part to move the second pipe part to the first pipe part. A brake apparatus for a vehicle is provided, comprising: a second brake hydraulic pressure higher than the brake hydraulic pressure; and a pressure amplifying means for applying the second brake hydraulic pressure to the wheel braking force generating means.

Description

Brake system

1 is a model diagram showing a first embodiment according to the present invention.

2 is a view showing a specific configuration and characteristics of the holding means according to the present invention.

3 is a view showing a specific configuration and characteristics of the holding means according to the present invention.

4 is a view showing a specific configuration and characteristics of the holding means according to the present invention.

5 is a view showing a specific configuration and characteristics of the holding means according to the present invention.

6 is a block diagram showing a second embodiment of the present invention.

7 is a configuration diagram showing a third embodiment of the present invention.

8 is a modified example of the flow rate amplifying means according to the third embodiment.

9 is a modified example according to the pressure amplification means.

10 is a configuration diagram showing a fourth embodiment of the present invention.

11 is a block diagram showing a fifth embodiment of the present invention.

12 is a block diagram showing a sixth embodiment of the present invention.

Fig. 13 is a flowchart showing control of the sixth embodiment.

14 is a characteristic diagram according to the sixth embodiment.

15 is a modified example of a flowchart according to the sixth embodiment.

16 is a model diagram of a brake piping showing the first embodiment.

17 is an explanatory diagram showing a pressure state according to the wheel cylinder.

18 is a model diagram of the brake piping showing the second embodiment.

19 is a model diagram of a brake piping showing the third embodiment.

20 is an explanatory diagram showing a pressure state according to the wheel cylinder.

21 is a model diagram of the brake piping according to the tenth embodiment.

22 is a graph showing changes in brake fluid pressure in the tenth embodiment.

FIG. 23 is a model diagram of brake piping showing the eleventh embodiment. FIG.

24 is a graph showing changes in brake fluid pressure in the eleventh embodiment.

25 is a model diagram of the brake piping according to the twelfth embodiment.

Fig. 26 is a block diagram showing the electrical construction of the twelfth embodiment.

27 is a flowchart showing a control process of the twelfth embodiment.

28 is a model diagram of the brake piping according to the thirteenth embodiment.

FIG. 29 is a model diagram of brake piping showing the first embodiment. FIG.

30 is a model diagram of a brake piping showing the second embodiment.

31 is a model diagram of a brake piping showing the second embodiment.

32 is a block diagram showing the electrical configuration of the second embodiment;

33 is a flowchart showing a control process of the second embodiment.

34 is a brake piping model showing an embodiment.

35 is a brake piping model showing the operation of the device example.

36 is a block diagram showing the electrical configuration of the embodiment;

37 is a flow chart showing a control process of the embodiment.

38 is a model diagram of the brake piping showing the eighteenth embodiment.

Fig. 39 is a block diagram showing the electrical construction of the eighteenth embodiment.

40 is a flow chart showing a control process of the nineteenth embodiment.

FIG. 41 is an explanatory diagram showing a starting criterion of the nineteenth embodiment; FIG.

42 is a graph showing experimental results according to the experimental example of the nineteenth embodiment.

43 is an explanatory diagram showing a starting criterion of a twentieth embodiment;

44 is an explanatory diagram showing a starting criterion of the twentieth embodiment;

45 is a flowchart showing control processing of the twenty-first embodiment;

FIG. 46 is a flowchart showing Embodiment 1 according to the twenty-second embodiment. FIG.

47 is a characteristic diagram showing the operation according to the twenty-second embodiment;

48 is a flowchart of the twenty-third embodiment.

49 is a characteristic diagram showing the operation according to the twenty-third embodiment;

50 is a configuration diagram showing a brake system according to the twenty-fourth embodiment.

51 is a flow chart according to the twenty-fourth embodiment.

FIG. 52 is an explanatory diagram showing the effect of the twenty-fifth embodiment; FIG.

53 is a schematic block diagram showing the brake control apparatus and its peripheral configuration in a twenty-fifth embodiment;

FIG. 54 is a block diagram showing the construction of the electronic control apparatus in Embodiment 25; FIG.

Fig. 55 is an explanatory diagram showing the operation of each valve of the vacuum booster of the 25th embodiment;

56 is a flow chart showing a control process of the brake control apparatus of the 25th embodiment.

Fig. 57 is a timing diagram showing the operation of each component of the brake control apparatus of the 25th embodiment.

58 is a schematic configuration diagram showing a 26th embodiment and a vacuum booster.

FIG. 59 is a model diagram of brake piping showing a modification of the first embodiment shown in FIG.

* Explanation of symbols for main parts of the drawings

1: Brake Pedal 2: Vacuum Booster

3, 105: master cylinder 4, 5: first second wheel cylinder

6: proportional control valve (holding means) 10: pressure amplification means

11 pressure sensor 12 electronic controller

13, 14: second, first proportional control valve 15, 35, 215: pump

17: relief valve 20, 36, 41, 140: storage container

21: ball valve 23: rod

24, 149: Piston 27, 147: Storage vessel

28: spring 30: anti skid control system

31, 32, 123, 125: first and second boost control valve

33, 34, 127, 129: first and second pressure reducing control valve

35 ABS pump 40, 550 flow rate amplification means

42: flow rate amplification pump 43: flow rate amplification proportional control valve

44: flow rate amplification proportional valve 46, 47, 48: the first, second, third pressure chamber

49: piston 50: check valve

51: liquid chamber 60: disk loading

61: pad 63: wheel piston

65 clutch mechanism 100 switching means

101, 102: second, first switching control valve 103, 134: non-return valve

111: pedal stroke sensor 112: G sensor

113: brake switch 114: voltage sensor

115: manual changeover switch 131, 133: 2-position valve

136: proportional control valve piston 137: coil spring

143: solenoid valve 153: stroke sensor

171: relative pressure relief valve 172: absolute pressure relief valve

200: second amplification means 201: wheel speed sensor

513: transformer chamber 515: negative pressure chamber

517, 519: first and second mechanical valves 521, 523: first and second communication control valve

561: Storage container cut valve 563, 564: Accumulator

605: clutch

[Purpose of invention]

[Technical field to which the invention belongs and the prior art in that field]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake device for a vehicle. Especially, when it is desired to obtain a higher braking force on a road surface having a high coefficient of friction (μ), for example, a brake fluid pressure higher than the master cylinder pressure generated by the master cylinder is applied. The present invention relates to a brake device capable of being applied to a wheel cylinder and exerting a high braking force.

As a brake apparatus which increases the brake fluid pressure according to a wheel cylinder in order to obtain an optimum braking force, for example, a brake pressure increasing apparatus for automobiles described in Japanese Patent Laid-Open No. 7-89432 can be cited. In this brake system, the wheel cylinder is applied to the wheel cylinder at normal pedal effort by increasing the backing force by the brake pressure booster in the frightened braking situation where the crew hesitates to press the pedal at maximum force. The wheel cylinder pressure higher than the pressure is generated to secure a high braking force.

However, conventionally, the pedal effort is not variable, and only the wheel cylinder pressure is increased when a constant pedal effort is exerted by an increase in the back pressure action of the brake pressure booster. It is not considered to reduce the reaction force caused by the pedal before or after this increase in force action. Therefore, before and after the increase in force action, the burden on Taiwan's pedaling ability is not reduced.

[Means to be solved by the present invention]

Therefore, the present invention amplifies and applies a brake fluid pressure generated at a predetermined brake fluid pressure source to a wheel cylinder during braking of the vehicle, thereby ensuring a high braking force and generating brake fluid pressure at the brake fluid pressure source. An object of the present invention is to provide a vehicle brake device that can reduce a load.

[Configuration and Function of Invention]

In order to solve the above problems, in the present invention, the amount of brake fluid that generates the first brake fluid pressure in the first pipeline is reduced, and the brake fluid pressure that is applied to the wheel braking force generating means at the same time as the amount of the brake fluid is reduced, is applied to the second brake. A pressure boosting means for boosting by hydraulic pressure is adopted.

The increase in the first brake fluid pressure is controlled by this pressure amplifying means reducing the amount of brake fluid that generates the first brake fluid pressure, and the load for generating the first brake fluid pressure is reduced. In addition, the pressure amplifying means applies the boosted second brake fluid pressure to the autogenous braking force generating means, thereby ensuring sufficient braking force.

As described above, in the present invention, it is possible to obtain the effect of reducing the generation load of the first brake fluid pressure generated by the brake fluid pressure generating means and ensuring sufficient braking force.

In addition, when the first brake fluid pressure is generated, the pressure amplifying means moves the brake fluid from the first pipe portion where the first brake fluid pressure is generated to the second pipe portion to apply the second brake fluid pressure with increased pressure to the wheel braking force generating means. Also good. As the brake fluid is moved, the excessive brake fluid pressure is not increased in the first pipeline part. On the contrary, the brake fluid pressure is increased by increasing the amount of brake fluid in the second pipeline part.

Moreover, when applied to the brake apparatus provided with the said brake pedal and a master cylinder, since the pressure amplification means can suppress the increase and decrease of the master cylinder pressure which a master cylinder generate | occur | produces, the pedal reaction force by master cylinder pressure is also reduced. Therefore, it is possible to reduce the burden of the crew when the master cylinder pressure is generated by the pedal by pressing the pedal. At the same time, the brake fluid pressure at the second pipe portion becomes the second brake fluid pressure higher than that of the master cylinder pressure, so that the braking force can be sufficiently secured.

When the piping of the brake device is constituted by the first pipe portion and the second pipe portion, even if a pressure difference is formed at the first and second brake fluid pressures by the pressure amplifying means, the pressure difference can be seen from the entire pipe of the brake device. The amount of brake fluid before and after the formation does not change.

Further, the pressure amplifying means may be provided with a holding means for holding the brake fluid pressure at the second pipe portion. In the case of using the proportional control valve as such a holding means, it is possible to mechanically realize that the second brake fluid pressure at the second pipeline portion is attenuated and flows at the first pipeline portion. Furthermore, setting the second brake fluid pressure corresponding to the first brake fluid pressure ratio can also be realized mechanically. In addition, the maintenance corresponding to the damping flow and the pressure ratio can be realized not only by the mechanical action by the proportional control valve but also by the communication and the shutoff control of the two-position valve having the communication and shut-off positions, for example. Alternatively, when the brake fluid movement is realized by the pump, it is also possible to implement the electric pump drive control or the like.

In addition, as a means for maintaining the second brake fluid pressure in the second pipeline part, for example, between the first pipeline part and the second pipeline part until the brake fluid is moved to form a differential pressure between the first brake fluid pressure and the second brake fluid pressure. The second brake fluid pressure may be maintained by blocking the flow. Specifically, a differential pressure valve can be adopted. In this case, the second brake fluid pressure can be kept higher than the first brake fluid pressure for the differential pressure value set in the differential pressure valve. In addition, the throttling means can also be employed to maintain the differential pressure between the first pipe portion and the second pipe portion. In other words, while the brake fluid has a dynamic characteristic, that is, when the brake fluid is flowing by a pump or the like for driving the brake fluid moving means, the pressure in the second pipe portion can be increased.

If the pressure amplifying means is provided with the first guarantee means, for example, even if the holding means or the brake fluid moving means provided in the pressure amplifying means fail, at least the first brake fluid pressure is applied to the wheel braking force generating means. The minimum braking force can be secured. Specifically, the non-return valve as the guarantee means is connected in parallel with the holding means.

In addition, when the first brake fluid pressure generated by the brake fluid pressure generating means is lowered to a predetermined value or less and it is sufficient to apply a high braking force to the vehicle, the magnetic pressure between the increased second brake fluid pressure and the first brake fluid pressure is reduced. Alternatively, it may be accommodated within a predetermined range to reduce the brake fluid pressure caused by the wheel braking force generating means. For example, in the case where the present invention is applied only to a brake device having a brake pedal and a pressure generating source, when the first brake fluid pressure caused by the pressure generating source is lowered by the crew removing the brake pedal, the wheel braking force is accordingly followed. The second brake fluid pressure applied to the generating means may also be reduced. As a result, excessive braking force can be avoided from being applied to the wheel due to the delay of the brake, and the like, it is possible to secure a feeling of brake in accordance with the crew's intention.

Further, based on the operation state of the brake pedal by the crew, the start time of the movement of the brake fluid from the first pipeline portion to the second pipeline portion may be determined. For example, the stepping force on the brake pedal by the crew increases, and when it is desired to reduce the load on the crew for this stepping, the first brake fluid pressure is reduced, and the second brake fluid pressure is increased.

In addition, the brake fluid flowing to the second pipeline may be replenished from brake fluid sources other than the first pipeline. At this time, the second brake fluid pressure is further increased, and it is possible to secure a higher braking force.

In addition, an antiskid system may be mounted on the brake device according to the present invention. In this case, the pump according to the anti-skid system and the pump constituting the brake fluid moving means can be shared. At this time, the pump may be provided with a switching means for selecting and switching the brake fluid from the reservoir configured in the anti-skid system or the suction of the brake fluid from the first conduit. That is, in the anti-skid system, the brake fluid which has remained in the storage container by the decompression means may be discharged toward the wheel braking force generating means such as a wheel cylinder. The pump is driven when it flows back toward the source of. That is, in the anti-skid system, the pump is driven when the brake fluid stays in the storage container. In addition, when anti skid control is executed and brake fluid is stored in the storage container, it means that the lock tendency of the wheel needs to be restored. Therefore, it is not preferable to increase the brake fluid pressure in the wheel cylinder to the second brake fluid pressure by the pressure amplification means. For this reason, when the brake fluid exists in the storage container, it is preferable to stop the suction of the brake fluid from the first conduit and discharge to the second conduit.

The wheel braking force generating means may be provided integrally with the brake fluid moving means and the holding means. That is, the wheel cylinder may be formed integrally with the pump and the holding means. In this case, the maintenance of the second brake fluid pressure higher than the first brake fluid pressure by the moving and holding means of the brake fluid from the first pipe part to the second pipe part by the pump is performed only in the wheel cylinder. Therefore, between the brake fluid pressure generating means and the retaining means in the wheel cylinder, the first brake fluid pressure with low pressure is present, and the second brake fluid pressure with high pressure is provided only in the wheel cylinder (exactly from the retaining means in the wheel cylinder). In fact, only between the wheel piston as the wheel braking force generating portion that generates the braking force on the wheels).

Therefore, in the conduit configuration from the brake hydraulic pressure generating means to the wheel cylinder, it is possible to adopt a relatively weak strength, and to realize the cost reduction of the entire brake system.

As the driving force supply source of the pump, a rotating member that rotates corresponding to the wheel, for example, a rotating member such as an axle and a disk rotor for pushing the brake pad may be used. At this time, a load is applied to the wheels according to the pump driving, and the kinetic energy of the wheels can be efficiently changed to the braking energy.

Further, if a clutch mechanism is provided in the transmission member that transmits rotation of the rotating member to the pump, the clutch can be arbitrarily operated to apply a load to the wheel when there is a demand for increasing the braking force along the wheel.

In addition, if the anti-skid control means is integrally configured, and the holding means is configured separately from the anti-skid control means, the configuration of the anti-skid control means may have universality regardless of the vehicle model. In addition, according to the vehicle model, only the maintenance means having many setting changes can be configured for each vehicle model.

In addition, when the second conduit is configured as a reflux conduit of the pump, the flow resistance of the brake fluid can be reduced at the time of brake braking, and the response can be improved. That is, it is possible to help the moving speed of the brake fluid by driving the pump. Further, for example, in an automatic brake or the like which electrically applies a atmospheric pressure of a power supply device to generate a master cylinder pressure and applies a wheel cylinder pressure, the present invention assisting the moving speed of the brake fluid can be applied. Can improve.

Moreover, X piping may be used as piping of brake fluid. This X piping includes one system pipe connecting the brake hydraulic pressure generating means (e.g., the master cylinder) and the braking force generating means (e.g. wheel cylinder) of the right front and left rear wheels, the brake hydraulic pressure generating means, the left front wheel and the right side. Another system includes pipes connected to the rear wheel braking force generating means. Then, by the pressure amplification means (for example, the proportional control valve and the pump), the amount of brake fluid that generates the first brake fluid pressure is reduced by a predetermined amount, and the brake fluid pressure applied to the braking force generating means by using this amount of brake fluid is predetermined. Is increased to the second brake fluid pressure. In other words, since the increase in the first brake fluid pressure is suppressed, the load generating the first brake fluid pressure is reduced, and at the same time, the boosted second brake fluid pressure is applied to the braking force generating means, thereby generating reaction force caused by the first brake fluid pressure. It is possible to ensure sufficient braking force.

In particular, in the above configuration, the pressure amplifying means boosts any one side of the front wheel side or the rear wheel side in each piping system, applies a second brake hydraulic pressure greater than the first brake hydraulic pressure, and simultaneously applies the first brake to the other wheel. Hydraulic pressure is applied.

In other words, a brake fluid pressure higher than that of the master cylinder pressure is applied to one side of the front wheel or the rear wheel, and the master cylinder pressure is applied to the other wheel side as it is.

Therefore, the loss of the master cylinder pressure and the like can be reduced, and the wheel cylinder pressure and the like can be increased with the maximum efficiency.

When the above X piping is used, the high pressure second brake fluid pressure may be applied to the front wheel side, and the low pressure first brake fluid pressure may be applied to the rear wheel side. In other words, the brake fluid pressure in the wheel cylinder on the front wheel side is made larger than the brake fluid pressure in the wheel cylinder on the rear wheel side.

This makes it possible to increase the braking force of the front wheels from the rear wheels without changing the structure of the brake pads of the front and rear wheels. It is possible to obtain a higher braking force than the conventional one as a whole vehicle while realizing a braking force distribution that avoids the maximum force.

In addition, this may inversely apply a high pressure second brake fluid pressure to the rear wheel side and a low pressure first brake fluid pressure to the front wheel side. In other words, the brake fluid pressure in the wheel cylinder on the rear wheel side is made larger than the brake fluid pressure in the wheel cylinder on the front wheel side.

Also in this case, the actual braking force is in a state where the direction of the front wheel side becomes large due to the size of the brake pad or the like. Therefore, when a load movement or the like occurs during braking of the vehicle, the rear wheel side is released into the locked state before the front wheel side. I can avoid that. In particular, in the case of a large amount of cargo, a large load is applied to the rear wheel side with less load moving force during braking. However, the present invention applies a large brake hydraulic pressure to the rear wheel side. .

Further, by the pressure increasing means, the amount of brake fluid that generates the first brake fluid pressure in the first pipeline is reduced by a predetermined amount, and the brake fluid pressure that is applied to the braking force generating means by using the predetermined amount of brake fluid is used as the second brake fluid pressure. When the pressure is increased by pressure, the brake fluid pressure in the second conduit may be suppressed by the suppressing means below the internal pressure of the second conduit. In this case, adverse effects on brake piping, seals, various devices of the brake device, and the like caused by excessive brake fluid pressure can be prevented. In addition, since the brake fluid pressure does not increase excessively, there is an advantage that the rating for the brake fluid pressure can be kept low.

As the suppressing means, a means for prohibiting the execution of the pressure amplifying means can be employed. Specifically, for example, when the pressure amplifying means is a pump, for example, when the brake fluid pressure in the second pipe reaches a predetermined brake fluid pressure, a means for prohibiting the output of the drive signal to the pump can be exemplified. have.

As the suppressing means, a means for releasing pressure in the second conduit can also be employed.

In other words, the brake fluid in the second conduit flows out so that the brake fluid pressure in the second conduit does not exceed the internal pressure. Among these, the relative pressure relief means (e.g., differential pressure valve) opens the valve when the second brake fluid pressure is higher than the brake fluid pressure of the first conduit, for example, to open the valve and release the brake fluid in the second conduit. By letting out a 1st pipeline, the hydraulic pressure of a 2nd pipeline can be reduced. In the case of using the relative pressure relief means, since there is little fear of external leakage, the reliability is high and it is also suitable for the feeling of the crew.

In addition, the absolute pressure relief means (for example, the differential pressure valve) can open the valve and lower the brake fluid pressure in the second pipeline so that the brake fluid pressure in the second pipeline does not increase the internal pressure. In addition, in the case of using the absolute pressure relief means, the brake fluid pressure can be reliably set to the predetermined hydraulic pressure or less, and there is an advantage that safety can be obtained.

In addition, when generating a differential pressure between the brake fluid pressure applied to the braking force generating means on the front wheel side and the brake fluid pressure applied to the braking force generating means on the rear wheel side in the piping system of the X piping, a holding means is provided for the front and rear wheels, respectively. The pressure holding ratio of the second brake hydraulic pressure may be different from the front and rear wheels. When this holding means is comprised with a proportional control valve, you may differ from a break point pressure in the front-back wheel. In this way, the brake fluid pressure on either of the front and rear wheels can be higher than the brake fluid pressure on the other side while realizing ideal distribution of braking force. Thereby, high braking ability can be exhibited while realizing the reduction of a step force.

As a result, an ideal braking force distribution can be realized from low braking to rapid braking due to low braking of the load movement, and an optimum braking state can be secured.

If the anti-skid control means is abnormal, the movement of the brake fluid from the first pipeline portion to the second pipeline portion may be prohibited. Thereby, generation | occurrence | production of the wheel lock resulting from abnormality of a pressure boosting means can be prevented. When the means for discharging the brake fluid moving means and the anti-skid control means are used in common, the operation of the pressure amplifying means is inevitably prohibited when the pump is abnormal in ABS.

For example, considering the case where the antiskid control pump and the pump as the pressure amplification means are provided differently, even when the antiskid control pump fails and the pressure reduction control of the wheel cylinder pressure cannot be performed, the pressure amplification means As a pump can be driven. Therefore, when the wheel cylinder pressure is increased while the pump is driven, there is a fear of reaching the wheel lock when anti skid control cannot be appropriately performed.

By the way, when the pump for anti-skid control and the pump as pressure amplification means are shared, when the pump fails and anti-skid control cannot be performed, it is natural that the pressure of the wheel cylinder pressure by the pressure amplification means cannot be increased. . Therefore, the occurrence of wheel lock can be suppressed, so that the safety according to the braking control is further improved.

In addition, when the brake fluid moving means and the discharge means are shared, there is no need to separately install the pump for the anti-skid control and the pump for the pressure amplification means for each of two uses, so that the configuration is simplified and the cost is reduced. There is an advantage that it can be done.

For example, when there is an abnormality in the applied voltage or the like by checking the applied voltage of the pump, the output of a signal or the like for driving the pump as the pressure amplification means can be prohibited to prevent the pump or the like from being driven.

As a result, the operation of the pressure boosting means can be regulated not only by the mechanical configuration of the hydraulic circuit but also by control, and thus the advantage of preventing the occurrence of wheel lock and increasing the safety.

In other words, when any abnormality occurs in the anti-skid control pump or the like, driving of the pump or the like as the pressure amplifying means is inhibited by control, thereby preventing an increase in the pressure of the wheel cylinder. Thereby, since generation | occurrence | production of a wheel lock can be prevented, there exists an effect that safety increases.

In addition, as an object of detecting the abnormality of the anti-skid control means, not only the above-mentioned pump but also the various kinds of solenoid valves provided in the hydraulic fluid circuit of brake fluid can be mentioned. Therefore, when any abnormality occurs in the pump, the solenoid valve, or the like, the execution of the pressure amplifying means can be prohibited, and the occurrence of wheel lock can be prevented reliably.

Further, a switching means for manually switching the control motor for braking with a high braking force by driving the above-described pressure amplifying means and the normal motor for braking with a normal brake may be provided. In this case, for example, when an abnormality occurs in a pressure amplifying means such as a pump, it is necessary to use a normal brake by switching from a control motor by the pressure amplifying means to a normal motor by a normal brake by this switching means. Braking can be performed.

Even when there is no abnormality, when the pressure amplification means is used, the brake fluid pressure is higher than that of the normal brake, so that a high braking force can be exerted. There is an advantage that can be selected properly.

When the switching means switches from the pressure amplifying means to the normal brake, the proportional control valve may attenuate the flow of the brake fluid from the other generating source side to the braking force generating means side at a predetermined damping ratio. In this case, the brake fluid pressure applied to the wheel cylinder is less than the brake fluid pressure applied to the first wheel. As a result, proper braking force distribution can be realized according to normal braking.

In addition, the reservoir is connected to the brake hydraulic pressure generating means (e.g. master cylinder), the braking force generating means (e.g. wheel cylinder) and the discharging means (e.g. pump), and the brake fluid is circulated into the conduit through the storage container. You may do so. For example, the brake fluid is circulated so as to be supplied from the brake hydraulic pressure generating means to the discharging means through the storage container, from the braking force generating means to the discharging means, and supplied from the discharging means to the braking force generating means.

When the decompression control is executed by the anti skid control means, the brake fluid discharged from the braking force generating means is stored in this storage container. Preferably, the switching means switches the connection state with the brake fluid pressure generating means in response to the amount of brake fluid stored in the storage container.

In other words, in response to the amount of brake fluid stored in the storage container, the connection state with the brake fluid pressure generating means is switched, for example, a state in which the brake fluid is supplied from the brake fluid pressure generating means and a state in which the supply of the brake fluid is cut off. This makes it possible to appropriately adjust the amount of brake liquid stored in the storage container by using the discharge means. As a result, a sufficient storage container capacity can be secured at all times so that the decompression control of the wheel cylinder pressure can be appropriately performed.

When the amount of brake fluid accumulated in the storage container is small, when the flow path of the brake fluid pressure generating means is opened by the switching means, it is possible to receive the brake fluid supply from the brake fluid pressure generating means by driving the discharge means. In this case, therefore, the brake fluid pressure can be increased to the second brake fluid pressure by, for example, the side pressure amplifying means.

In addition, when the amount of brake fluid accumulated in the storage container is large by the switching means, when the flow path of the brake fluid pressure generating means is closed, the discharge means is driven to allow pumping of the brake fluid from the storage container.

In this case, for example, the amount of brake liquid in the storage container can be reduced by the anti-skid control means, so that the following decompression control using the storage container is possible by securing the capacity of the storage container.

For example, the frictional engagement state between the road surface and the tire is estimated by the wheel slip state or vibration generated in the wheel tire or the tire.

From this result, the wheel braking state is detected, and the brake fluid pressure generating means and the flow path of the storage container are opened and closed by a control means such as an electromagnetic valve in response to the detected result.

This also makes it possible to appropriately set the amount of brake fluid stored in the storage container, thereby enabling the following decompression control by the storage container according to the anti skid control.

In response to the control state according to the anti-skid control means, even if the connection state between the brake fluid pressure generating means and the storage container is switched such that the brake fluid is supplied from the brake fluid pressure generating means and the brake fluid supply is cut off, for example. good. In this case, it is possible to appropriately adjust the amount of brake fluid stored in the storage container by using the discharge means. As a result, it is possible to ensure a sufficient capacity of the storage container at all times so as to properly perform the depressurization control of the wheel cylinder pressure.

Inhalation and discharge of the brake fluid of the reduced pressure during the control state of the valve for adjusting the increase and decrease of the brake fluid pressure according to the braking force generating means, or the decompression of the brake fluid pressure according to the braking force generating means, for example. The discharge means (for example, a pump) may be detected in a driving state. In response to the detection result, opening and closing control of the flow path of the brake hydraulic pressure generating means and the storage container is performed.

This also makes it possible to appropriately set the amount of brake fluid stored in the storage container, so that the following decompression control by the storage container according to the anti skid control is possible.

Moreover, in response to the value corresponding to the operation amount of the brake pedal detected by the operation amount detection means, the starting reference of the brake assist starting means may be changed by the reference changing means. In other words, the start timing of the brake assist start means is changed in response to the value corresponding to the operation amount of the brake pedal.

Therefore, the brake assist can be realized even when the operation speed of the brake pedal is not high, such as when the user presses the brake pedal again to some extent, for example, so that the intended high braking force can be ensured. It works. In other words, a high braking force can be secured regardless of the pedal pedal state or the like.

As a value corresponding to the operation amount of the brake pedal, the pedaling position of the brake pedal can be adopted.

This pedal position indicates where the brake pedal is currently located and can be detected by various electrical, magnetic or optical sensors.

As a value corresponding to the operation amount of the brake pedal, the pedal stroke of the brake pedal can be adopted.

This pedal stroke is the amount of pedaling force from the reference position of the brake pedal. For example, when the position where the brake pedal is not stepped on is set as the reference position, the amount of movement of the pedal pedal by the pedaling force (the amount of pedaling) from the reference position is measured. And the like can be detected.

As the value corresponding to the operation amount of the brake pedal, the first brake fluid pressure, that is, the master cylinder pressure, can be adopted.

In the detection of the master cylinder pressure, various pressure sensors for detecting the brake fluid pressure can be used.

As a value corresponding to the operation amount of the brake pedal, the stepping force of stepping on the brake pedal can be adopted.

As the sensor for detecting this step force, various pressure sensors for detecting the pressing force can be used.

In addition, in response to the value corresponding to the operation amount of the brake pedal, the action of the brake assist by the pressure amplifying means may be gradually changed. For example, when the value corresponding to the operation amount of the brake pedal is larger than the predetermined value, the action of the brake assist by the pressure amplifying means is gradually increased. Thus, for example, good control performance can be obtained not only in a gentle brake but also during sudden braking operation.

As a value corresponding to the operation amount of the brake pedal, the operation speed which is the various operation amount time change can be adopted.

For example, when the movement speed (operation speed) is used when the brake pedal is stepped, the brake assist can be started when the operation speed becomes more than a predetermined threshold value.

As a value corresponding to the operation amount of the brake pedal, an operation acceleration that is a time change of the operation speed can be adopted.

For example, when the movement acceleration (operation acceleration) at the time of pedaling of the brake pedal is employed, the brake assist can be started when the operation acceleration becomes equal to or more than a predetermined threshold value.

If the start timing of the brake assist by the pressure amplifying means can be changed by manual operation, appropriate adjustment can be made as necessary.

In addition, when the vehicle body deceleration becomes a predetermined value or more, the pressure amplification of the brake fluid pressure in the second pipe may be performed. Here, if the body deceleration is equal to or greater than a predetermined value, assuming that the crew requires a predetermined or more braking force, the road surface friction coefficient (μ) is somewhat higher than that of the friction coefficient (μ), and a sufficient vehicle body deceleration can be obtained. Is estimated.

When the deceleration of the vehicle body is detected by the deceleration detecting means, and the detected deceleration thereof reaches a predetermined deceleration limit value, the timing of the brake assist start by the pressure amplifying means may be changed. This has the advantage that a sufficient braking force can be obtained if necessary.

Two pressure amplifying means may be provided in the vehicle, and the first amplifying means may be executed continuously after the braking of the vehicle is started, and the second amplifying means may be executed when the wheel braking force is higher than or equal to a predetermined value. In this way, when the wheel braking force becomes more than a predetermined value and further wheel braking force is required, the brake fluid pressure corresponding to the wheel braking force generating means is amplified by the second amplifying means in response to the request, and braking in response to the wheel behavior is performed. You can run

In the case where the amplifying action of the brake fluid pressure corresponding to the wheel braking force generating means is simply assigned to the first amplifying means and the second amplifying means, the first amplifying means and the second amplifying means may be executed simultaneously. At this time, it becomes possible to relatively lower both the first amplifying means and the second amplifying means. And even in this way, the brake fluid pressure according to the wheel braking force generating means can secure sufficient wheel braking force by the amplification action in two stages in series by the first and second amplifying means.

Further, a judging means may be provided for executing each of the first amplifying means and the second amplifying means, and a means for determining a braking state of the vehicle may be provided. On the basis of the results from the braking state determining means, judging the execution of the first and second amplifying means, the pressure amplification can be realized according to the braking state of the vehicle, and the efficient wheel braking can be realized.

In addition, a pressure applying means (e.g., a vacuum booster) is provided, and even when the brake pedal is not operated by the crew, a predetermined brake fluid pressure is applied to the brake fluid pressure generating means by the pressure applying means (e.g., a vacuum booster). It is possible to make it possible. At the same time, the pump is driven by the pump control means, and the brake fluid pressure corresponding to the wheel brake force generating means can be increased above the predetermined brake fluid pressure by supplying brake fluid from the brake fluid pressure generating means to the wheel braking force generating means.

In other words, according to the above configuration, when performing braking control (e.g. TRC control) at the time of non-braking, it is possible to not only increase the brake fluid pressure by simply driving the pump, but also to quickly discharge the brake fluid from the pump. To this end, the pressure applying means imparts a certain pressure (usually a low pressure equal to the pressure of the storage container for decompression, for example, several bar) to the brake fluid pressure generating means.

After the pump is driven, the pump is delayed until the brake fluid is actually discharged and the pressure is increased. For example, in the type of sucking the brake fluid from the master cylinder (M / C magnetic suction, see dashed line in FIG. 52), the wheel cylinder pressure W / C does not increase rapidly. On the other hand, as shown by the solid line in FIG. 52, a predetermined back pressure can be applied to the suction side of the pump by the pressure applying means, so that the brake fluid pressure quickly increases when the pump is driven. This improves responsiveness. Also, it can be seen from FIG. 52 that the elapse of time and the pressurizing effect of the pressure applying means are large (increased pressure boosting).

Moreover, according to the said structure, when using the piping from a conventional master cylinder to a pump as it is, it is not necessary to provide the piping from a master cylinder to a pump separately, and there exists an advantage which can reduce cost. Further, the type (RES magnetic suction; see dashed line 1 in FIG. 52) that sucks brake fluid from the master cylinder is excellent in responsiveness at the beginning of operation of the pump, but disadvantageous in terms of cost as described above.

When the brake operation member is not operated by the crew, the pump is driven by the pump control means to increase the brake fluid pressure according to the wheel braking means, at least by the pressure applying means during the operation of the pump. A predetermined brake fluid pressure may be added to the suction side.

In other words, it is not limited to, for example, the master cylinder, but a predetermined brake fluid pressure is applied to the suction side of the pump to preload the pump back pressure. Therefore, when braking at the time of non-braking, the brake fluid pressure can be increased quickly, so it is excellent in responsiveness and also advantageous in terms of cost.

A storage means (e.g., a master storage container) for storing brake fluid for supplying brake fluid to the brake hydraulic pressure generating means is provided, and at the time of non-operation of the brake pedal by the crew, the brake hydraulic pressure generating means and the storage means are stored. A blocking means for blocking the means may be provided.

In other words, in the conventional non-braking braking control (e.g. TRC control), when the pump is driven, for example, the brake fluid is supplied from a master storage container other than the master cylinder. However, if the brake pedal is found during control, brake fluid is also supplied from the master cylinder. Therefore, the consumption amount of the wheel cylinder is larger than the consumption amount of the master cylinder, the operation of the brake pedal and the deceleration G degree do not coincide, and the driving feeling becomes worse.

On the other hand, in the above configuration, in the case of braking control during non-braking, the brake hydraulic pressure generating means and the storage means are shut off. Therefore, even if the pump is driven during TRC control, the brake hydraulic pressure consumed for the braking control is It is limited to the brake fluid in the master cylinder. Therefore, since the consumption amount of the master cylinder and the consumption amount of the wheel cylinder are the same, the operation of the brake pedal and the degree of deceleration G coincide with each other, and the driving feeling is improved.

As a brake hydraulic pressure generating means, when employing a master cylinder with a built-in piston, the blocking means is a means for moving the piston by a predetermined brake liquid pressure applied by the pressure applying means to block the brake hydraulic pressure generating means and the storage means. Can be adopted.

As a result, even if the flow path is not blocked by, for example, the solenoid valve, when the predetermined brake fluid pressure is applied, the flow path is automatically shut off, so that the configuration of the blocking means can be simplified.

As the pressure applying means, a vacuum booster or a hydro booster can be employed.

Thereby, since the structure used for boosting the pedaling force of the conventional brake pedal can be used as it is, there is an advantage that the structure can be simplified.

In the non-operation of the brake operating member by the crew, a means for generating a pressure difference between the first chamber and the second chamber of the vacuum booster can be employed. For example, in the case of braking control during non-braking, the solenoid valve is controlled (master cylinder side) to introduce a negative pressure into the first chamber, and the solenoid valve is controlled to introduce atmospheric pressure into the second chamber. Pressure difference can be generated, and the boosting effect by the vacuum booster can be exerted.

The pressure difference between the first chamber and the second chamber of the vacuum booster may be controlled so that the brake fluid pressure on the suction side of the pump is detected and the brake fluid pressure becomes the target brake fluid pressure.

As means for controlling the pressure difference, for example, a means for controlling the open / closed state of the solenoid valve to adjust the negative pressure introduced into the first chamber, and a means for adjusting the atmospheric pressure introduced to the second chamber by controlling the solenoid valve may be employed. have.

As a result, the back pressure of the pump can be set to the desired brake liquid pressure, so that the discharge capacity of the pump can always be maintained high.

EMBODIMENT OF THE INVENTION Hereinafter, the Example of the brake apparatus which concerns on this invention is described based on drawing.

1 is a brake piping model showing a first embodiment according to the present invention. In the present embodiment, an example in which the brake device according to the present invention is applied to a vehicle having an X pipe provided with each piping system of right front wheel, left rear wheel, left front wheel, and right rear wheel in a four-wheeled vehicle of front wheel drive is described.

In FIG. 1, the pedal 1 stepped on by a crew member when the braking force is applied to the vehicle is connected to the power booster 2, and the pedal force and pedal stroke applied to the pedal 1 are the power booster 2 Is passed on. The power supply device 2 has at least two chambers so as to have a first chamber and a second chamber. For example, the first chamber may be an atmospheric pressure chamber, and the second chamber may be a negative pressure chamber. As the negative pressure, for example, an intake manifold negative pressure of the engine or a negative pressure by a vacuum pump is used. This power supply device 2 has a pressure difference between the atmospheric pressure chamber and the negative pressure chamber, and directly delivers the pedal response or the pedal stroke of the crew. The boosting device 2 has a push rod for transmitting the stepped force or pedal stroke to the master cylinder 3, and the push rod pushes the master piston installed in the master cylinder 3 to push the master cylinder pressure PU. Occurs. The master cylinder 3 also supplies brake fluid into the master cylinder 3, and is provided with an independent master storage container 3a for storing excess brake fluid from the master cylinder 3.

In this way, the normal vehicle is provided with these brake pedals 1, a power booster 2, a master cylinder 3, and the like as brake fluid generating means for imparting braking force to the vehicle body.

The master cylinder pressure PU generated in the master cylinder 3 is installed in the master cylinder 3 and the right front wheel FR to the first wheel cylinder 4 that applies braking force to the wheel, and the master cylinder 3 and the left rear wheel RL. It is provided to the brake fluid in the first piping system A which is installed and connects the second wheel cylinder 5 that applies the braking force to this wheel. Similarly, the master cylinder pressure PU is also transmitted to the second piping system connecting the wheel cylinders and the master cylinders 3 installed on the left front wheel and the right rear wheel, but the same configuration as that of the first piping system A can be adopted. Do not.

The 1st piping system A consists of 2 parts isolate | separated by the pressure amplification means 70 provided in this 1st piping system A. As shown in FIG. That is, the first piping system A includes the first pipe portion A1 receiving the master cylinder pressure PU between the master cylinder 3 and the pressure amplification means 10, and each wheel cylinder 4 from the pressure amplification means 10. , 5) has a second pipeline part A2.

The pressure amplifying means 10 moves the brake fluid of the first pipeline portion A1 to the second pipeline portion A2 when the pedal 1 is stepped on and the master cylinder pressure PU is generated in the first piping system A. The pressure in the pipe portion A2 is maintained at the second brake hydraulic pressure PL. In the first embodiment, this pressure amplifying means 10 is composed of a holding means 13 and a pump 15 which will be described later. In addition, in the configuration of the first piping system A, the first pipe part A1 is formed between the holding means 13 and the pump 15 and the master cylinder 3, and the second pipe part A2 is each wheel cylinder 4. And 5) between the holding means 13 and the pump 15. In addition, in the second pipeline part A2, the brake fluid pressure at the second wheel cylinder 5 on the left rear wheel RL side is made to be smaller than the brake fluid pressure at the first wheel cylinder 4, that is, the master cylinder pressure PU. A normal proportional control valve 6 is arranged. The normal proportional control valve 6 is provided to avoid the rear wheel from falling into the locked state in the case where a load movement or the like occurs during braking of the vehicle, but it can also be closed.

The pump 15 is connected in parallel with the holding means 13 in the first piping system A. At the time of the generation of the master cylinder pressure PU, the pump 15 sucks the brake fluid from the first pipe portion A1 and discharges it to the second pipe portion A2. . That is, it is comprised as an example of the brake fluid moving means which moves the brake fluid of a 1st piping part A1 to the 2nd piping part A2 when a master cylinder pressure PU is generated. That is, the plunger pump normally used for an antiskid control apparatus etc. may be employ | adopted as this pump 15, and a compressor etc. may be employ | adopted. In addition, the pump 15 may be driven at all times when the master cylinder pressure PU is generated, or may be driven in response to a pedal effort, a pedal stroke, or a master cylinder pressure PU. The pump 15 may be driven by a rotor (not shown) which is usually used for an anti-skid control device or the like.

The holding means 13 moves the brake fluid of the first pipeline part A1 to the second pipeline part A2 by the pump 15, so that the brake fluid pressure of the second pipeline part A2 is greater than the master cylinder pressure PU. In the case of PL, the function of maintaining this differential pressure (PL-PU) is accomplished. When the crew member's foot is separated from the brake pedal 1 and the master cylinder pressure PU is opened, the brake fluid applied to the wheel cylinders 4 and 5 with the second brake fluid pressure PL is returned to the master cylinder 3 side. It is preferable. At this time, it is detected that the pedal 1 is in a non-responsive state due to the return flow through the holding means 13 or the output of the brake switch or the like, and for example, two connected in parallel to the holding means 13. The brake fluid may be returned by bringing the position valve or the like into communication from the shutoff state.

In this way, the pressure amplification means 10 including the pump 15 and the holding means 13 transfers the brake fluid of the first pipeline portion A1 to the second pipeline portion A2 of the predetermined master cylinder pressure according to the pedal effort. Means for depressurizing the brake fluid pressure in the first pipeline portion A1, that is, the master cylinder pressure, to form a master cylinder pressure PU, and at the same time maintaining the differential pressure between the amplified second brake hydraulic pressure PL in the second pipeline portion A2 and the master cylinder pressure PU. It is maintained by (13) and pressure amplification is performed.

Then, the second brake fluid pressure PL, which is higher than the master cylinder pressure PU, is applied to each of the wheel cylinders 4 and 5 to ensure high braking force.

The effect by the brake apparatus comprised as mentioned above is demonstrated below.

As described above, the pump 15 is driven when the master cylinder pressure is generated during vehicle control, and moves the brake fluid of the first pipeline portion A1 to the second pipeline portion A2. As a result, the master cylinder pressure is reduced, and the increase in the master cylinder pressure is suppressed even when the crew presses the pedal 1 strongly.

Therefore, the master cylinder pressure PU does not become very large, and the reaction force transmitted to the crew through the pedal 1 is reduced. Therefore, the burden for the generation of the master cylinder pressure by the crew can be reduced, and at the same time, the load caused by the master cylinder 3 or the like can be reduced. As described above, the generation of the master cylinder pressure PU is suppressed, but at the same time, the brake fluid pressure in the wheel cylinder is boosted by the holding means 13 and the pressure amplifying means 10 as the brake fluid moving means, thereby increasing the vehicle braking force. It is possible to secure enough.

In addition, since the pressure amplification of the second pipeline portion A2 is performed using the brake fluid in the first pipeline portion A1, the brake returned to the master cylinder 3 from the first piping system A when the crew releases the pedal 1. The amount of liquid is essentially equal to the amount of brake liquid introduced into the first piping system A from the master cylinder 3. Therefore, the return of the brake fluid to the master cylinder 3 can be realized without burdening the master cylinder 3.

Next, various concrete configurations and operations of the above-described holding means 13 will be described using FIGS. 2 to 5.

2 is an example in which the proportional control valve 13 (P valve) is employed as the structure of the holding means 13.

As shown in FIG. 2, the proportional control valve 13 is reversely connected to the portion of the holding means 13 according to FIG. The proportional control valve 13 normally has an action of transferring the basic pressure of the brake fluid to the downstream side with a predetermined damping ratio when the brake fluid flows in the forward direction. Therefore, when the proportional control valve 13 is reversely connected as shown in FIG. 2 (a), when the brake fluid flows in the forward direction with respect to the proportional control valve 13, the second pressure line A2 side has the basic pressure described above. 1st pipe part A1 side becomes a downstream side. Accordingly, as shown in FIG. 2 (b), the brake fluid pressure PL in the second pipeline part A2 is set in the proportional control valve 13 in accordance with the increase in the amount of brake fluid in the second pipeline part A2 by the pump 15. When the break point pressure P1 is equal to or greater than that, the second brake hydraulic pressure PL in the second pipeline portion A2 is transmitted to the first pipeline portion A1 in response to the inclination of the straight line ②, that is, the predetermined damping ratio. Accordingly, when the master cylinder pressure PU at the first pipeline portion A1 is used as a reference, the second brake hydraulic pressure PL boosted by the discharge of the pump 15 in this proportional control valve 13 is inversely related to the aforementioned predetermined damping ratio. Will remain amplified at. Further, even in the first pipeline portion A1, the predetermined brake liquid pressure is ensured in response to the brake liquid pressure of the second pipeline portion A2, that is, the second brake liquid pressure PL, so that the pump 15 may be driven excessively, for example, even if the pump 15 is excessively driven. The master cylinder pressure PU can be secured. Therefore, the brake fluid pressure, that is, the master cylinder pressure PU, of the first pipeline portion A1 is abnormally lowered to prevent the abnormal increase in the stroke of the pedal 1 and the no-load state of the pedal reaction force.

In addition, when the pedaling force of the pedal 1 by the crew becomes weak, the master cylinder pressure PU decreases, but at this time, the second brake fluid pressure PL also decreases through the proportional control valve 13 in accordance with the decrease of the master cylinder pressure PU. Therefore, the braking action according to the intention of the crew can be obtained. As also shown in FIG. 2 (b), in the state where the second brake fluid pressure PL has a brake fluid pressure smaller than the break point pressure P1 of the proportional control valve, the second brake fluid pressure PL is connected to the first brake fluid via the proportional control valve. Since it is a state which is open to the pipeline part A1 side, the differential pressure of the 1st pipeline part A1 and the 2nd pipeline part A2 is not formed. In addition, since the second brake fluid pressure PL is adjusted to a pressure in response to the master cylinder pressure PU, even when the master cylinder pressure PU is smaller than the break point pressure P1, the differential pressure between the master cylinder pressure PU and the second brake fluid pressure PL Not formed. That is, when the master cylinder pressure PU or the second brake hydraulic pressure PL is smaller than the break point pressure P1, the relationship between the master cylinder pressure PU and the second brake hydraulic pressure PL according to FIG. 2 (b) is one to one. It follows the straight line ①.

Therefore, when the break point pressure P1 of the proportional control valve 13 is set to a certain high pressure, a high braking force is required and the brake pedal 1 is strongly stepped down, whereby the master cylinder pressure PU becomes very high. From the beginning, the second brake hydraulic pressure PL in the wheel cylinders 4 and 5 may be rolled up in comparison with the master cylinder pressure PU.

Also, when the break point pressure P1 is set to 0, when the brake fluid is moved by the pump 15, the second brake fluid pressure PL is always increased with respect to the master cylinder pressure PU, and the second brake fluid pressure side is the master cylinder. The differential pressure is ensured to be higher than the pressure PU.

In addition, when the brake fluid flows in the reverse direction with respect to the proportional control valve 13, the brake fluid pressure equal to the basic pressure is transmitted to the downstream side without performing the damping action of the brake fluid pressure. The basic pressure side of the proportional control valve 13 according to this embodiment is the first pipeline portion A1 side, and the downstream side is the second pipeline portion A2 side. That is, the case where brake fluid flows from the master cylinder 3 side to the wheel cylinders 4 and 5 side. Therefore, when the proportional control valve 13 is reversely connected as shown in FIG. 2 (a) as in the present embodiment, the master cylinder pressure PU may be increased to the second brake fluid pressure PL by, for example, a poor driving of the pump 15. Even if a condition that cannot be generated occurs, at least the master cylinder pressure PU can be applied to the wheel cylinders 4 and 5.

In this way, when the proportional control valve 13 is adopted as the holding means, not only the pressure amplification means of the brake hydraulic pressure in each wheel cylinder can be realized by the mechanical configuration, but also the break point pressure P1 can be set as a mechanical design matter. Therefore, the pressure amplification effect in accordance with the will of the crew can be performed with little electrical control set. For example, even if the pump drive is started in response to the brake pedal effort and the pump is driven at all times during vehicle control, the pressure amplification action is not realized when the master cylinder pressure PU is lower than the break point pressure P1. That is, if the break point pressure setting value is set to the master cylinder pressure PU where the brake pedal is strongly stepped on and the crew needs high braking force, the master cylinder pressure PU has risen above the break point pressure. At this time, the pressure amplification action is performed by electrical control, and brake assist can be realized. In addition, in the execution judgment of the pump driving or the like, it is possible to use a brake switch or the like already installed in a normal vehicle, and there is an advantage that the increase of the sensor parts and the control of complexity are not required.

In addition, a known load sensing proportioning valve may be used for the proportional control valve 13. At this time, it is also possible to vary the amplification effect of the second brake fluid pressure, that is, the point pressure P1, which is in response to the vehicle weight changing in response to the load.

Next, the operation and effect of employing the two-position valve 131 having a port for realizing a communication state with a port having a differential pressure valve will be described in the concrete configuration of the holding means 13 in FIG. do.

When the brake pedal 1 is stepped on and the master cylinder pressure PU is generated, the valve body of the two-position valve 131 is in the position shown in FIG. 3 (a). The flow of the brake fluid to the site A2 side is prohibited, and the flow of the brake fluid in the reverse direction is such that the differential pressure between the second brake hydraulic pressure PL at the second pipeline portion A2 and the master cylinder pressure PU at the first pipeline portion A1 is predetermined. This is allowed if something goes wrong Therefore, when the pump 15 is driven, as shown in Fig. 3 (b), the second brake hydraulic pressure PL at the second pipeline portion A2 and the master cylinder pressure PU at the first pipeline portion A1 ensure a predetermined differential pressure. Each wheel cylinder 4, 5 is applied with a second brake liquid pressure PL of a pressure higher than this master cylinder pressure PU by this differential pressure.

When the braking operation by the crew is finished, the two-position valve 131 is switched to the communication state, and the second brake hydraulic pressure PL is opened to the master cylinder 3 side.

In addition, the back flow prevention valve 134 is connected to the two-position valve 131 in parallel. The non-return valve 134 permits only the flow of the brake fluid from the first pipeline portion A1 to the second pipeline portion A2. Therefore, even when the second brake hydraulic pressure PL is boosted relative to the master cylinder pressure PU, the second brake hydraulic pressure PL is maintained.

Moreover, when such a non-return valve 134 is connected, the bad state which is hold | maintained by the valve position of a differential pressure valve in the 2-position valve 131 may generate | occur | produce, for example, and the malfunction of the pump 15 occurred. Even if it is possible to ensure that the wheel cylinders 4 and 5 are at least applied to the master cylinder pressure PU.

Next, as shown in FIG. 4, the effect of the case where the throttling means 132 is employed as the holding means 13 will be described.

In the first piping system A, when the throttling means 132 is provided, when the brake fluid in the first pipe portion A1 is moved to the second pipe portion A2 by the pump 17, the flow resistance according to the pipe area ratio is applied. As a result, the brake fluid pressure at the second pipeline part A2 can be made higher than the master cylinder pressure PU in the first pipeline part A1, that is, the second brake fluid pressure.

At this time, according to the driving method of the pump 15, it is also possible to increase the 2nd brake fluid pressure PL with a certain ratio with respect to the master cylinder pressure PU, as shown by the straight line (4) of FIG. In other words, when the pump 15 is driven at a constant discharge pressure, the same characteristics as in the straight line ④ can be exhibited. If the pump 15 is driven after the predetermined pressure P1 or higher without driving the pump 15 until either the brake fluid pressure of the master cylinder pressure PU or the second brake hydraulic pressure PL becomes the predetermined pressure P1, The characteristics of the straight lines ⑤ and ⑥ can be obtained. At this time, by varying the discharge capacity of the pump 15, it is possible to obtain the characteristic of the straight line ⑤, and also to obtain the characteristic of the straight line ⑥.

Next, as shown in FIG. 5, when the holding means 13 employs the two-position valve 133 which forms the two position of disconnection and communication, it demonstrates.

After the generation of the master cylinder pressure PU, when the pump 15 is driven, the differential pressure between the second brake hydraulic pressure PL and the master cylinder pressure PU is secured by the two-position valve 133 to the first pipeline portion A1 and the second pipeline. It is realized by interrupting the flow of brake fluid between the parts A2. At this time, the driving of the pump 15 may be performed to maintain a constant discharge capacity. In this case, if the shutoff state and the communication state are variably controlled with respect to the valve position of the two-position valve 133 at a predetermined duty rate, the second brake as shown in the straight lines ⑧ and ⑨ of FIG. The inclination can be varied depending on the relationship between the hydraulic PL and the master cylinder pressure PU. Alternatively, the duty control of the two-position valve 133 may be started in response to the master cylinder pressure or the second brake hydraulic pressure PL. In this case, the master cylinder pressure PL and the second brake hydraulic pressure are performed as in the straight lines ⑧ and ⑨. The master cylinder pressure PU and the second brake fluid pressure PL have a one-to-one relationship until PL becomes a predetermined pressure P1. In addition, when the master cylinder pressure PU and the second brake fluid pressure PL are equal to or greater than the predetermined pressure P1, the master cylinder pressure PU is controlled as shown in the straight lines ⑧ and ⑨ by variably controlling the communication and shut-off state of the two-position valve 133. The second brake hydraulic pressure PL is increased.

In addition, when the pump 15 is driven at a constant discharge capacity, when the communication and shut-off control of the two-position valve 133 are started at the same time as the generation of the master cylinder pressure PU, the execution of the pump at the constant duty rate starts. As shown by the straight line 7 in FIG. 5 (b), an approximate linear pressure ratio characteristic having a predetermined slope can be obtained.

In addition, in the above description, in the relationship between the master cylinder pressure PU and the second brake fluid pressure PL, the two-position valve 133 is controlled with variable efficiency by the characteristics such as the straight lines ⑦, ⑧ and ⑨ as the pump driving source having a constant discharge capacity. Getting by doing. However, for example, it is also possible to obtain characteristics such as straight lines ⑦, ⑧ and ⑨ by driving the communication shutoff control of the two-position valve 133 at a constant efficiency ratio and varying the discharge capacity of the pump 15. . In addition, in order to control the pump discharge capacity in a constant or variable manner, the discharge capacity may be ensured by monitoring the temperature of the brake fluid or the voltage force value for driving the pump.

Next, on the basis of FIG. 6, the second embodiment will be explained only by adding the anti-skid system 30 in the brake apparatus according to the present invention. Incidentally, the same configuration and operation and effect as those of the first embodiment will not be described.

The anti-skid system 30 (ABS system) has the following structures. First, in the second pipeline part A2, the pressure increase of the brake fluid pressure to the second wheel cylinder 5 and the first boost control valve 31 for controlling the boost of the brake fluid pressure to the first wheel cylinder 4 are controlled. The second boost control valve 32 is provided. These 1st, 2nd boost control valves 31 and 32 are comprised by the 2 position valve which can control a communication and a interruption | blocking state. When the two-position valve is controlled in the communicating state, the brake fluid pressure due to the discharge of the brake fluid of the master cylinder pressure or the pump 15 can be applied to each wheel cylinder 45. When the normal brake is not executed with the anti skid control (ABS control), the first and second boost control valves 31 and 32 are controlled in a constant communication state.

Second pipe portion A2 between the first and second boost control valves 31 and 32 and the wheel cylinders 4 and 5 described above, and the second storage container hole 27 of the storage container 20 to be described later. ), The first pressure reducing control valve 33 and the second pressure reducing control valve 34 are respectively provided in the conduit. These first and second pressure reducing control valves 33 and 34 are always interrupted in the normal brake state. In addition, the communication between the first and second pressure reducing control valves 33 and 34 and the shutoff control are performed when the anti skid control is started and the first and second boost control valves 31 and 32 are turned off. Is executed. That is, when the first or second pressure reducing control valves 33 and 34 are shut off, the wheel cylinder pressure at that time is maintained in the corresponding wheel cylinder. When the locked state of the wheel is detected, the first or second pressure reducing control valves 33 and 34 are in communication, and the wheel cylinder pressure of the corresponding wheel cylinder is reduced in pressure. At this time, the brake fluid applied to the wheel cylinder through the first or second pressure reducing control valves 33 and 34 is accommodated in the storage container chamber 27 through the second storage container hole 26. Thereby, each wheel cylinder pressure can be reduced.

In addition, when the locking tendency of the wheel is solved and the wheel cylinder pressure is to be increased, the wheel cylinder pressure is increased by using the brake fluid stored in the storage chamber 27. That is, the brake fluid is sucked from the second storage container hole 27 by the pump 15, and the brake fluid pressure is applied to the wheel cylinder through the first or second boost control valves 31 and 32 in communication. .

In this way, during the anti-skid control, when the brake fluid is stored in the storage container 20, the pump 75 sucks the brake fluid from the second storage container hole 27, and each wheel cylinder 4, 5. Increase the brake fluid pressure at). The storage container 20 is configured such that when the brake fluid is accommodated in the storage container 20, the flow of the brake fluid between the storage container 20 and the first pipe portion A1 is blocked. .

The structure of the storage container 20 is demonstrated below.

As shown in FIG. 6, the storage container 20 is connected between the 1st pipeline part A1 and the suction side of the brake fluid of the pump 15. As shown in FIG. The storage container 20 is connected between the master cylinder 3 and the proportional control valve 13 to receive a flow of brake fluid from a pipe having a pressure equal to that of the master cylinder pressure PU. Has) A ball valve 21 is provided from the storage vessel hole 25 to the inside of the storage vessel 20. And the lower side of this ball valve 21 is provided with the rod 23 which has a predetermined stroke in order to move this ball valve 21 up and down. In the storage container chamber 27, the piston 24 which cooperates with the rod 23 is provided. The piston 24 slides downward when the brake fluid flows into the second storage container hole 26, and stores the brake fluid in the storage container chamber 27. In this way, when the brake fluid is stored, the piston 24 moves downward. Then, the rod 23 also moves downward, and the ball valve 21 comes into contact with the valve seating surface 22. Therefore, when the brake fluid is stored in the storage chamber 27 more than the stroke of the rod 23, the suction side of the pump 15 and the first pipe line portion A1 are provided by the ball valve 21 and the valve seating surface 22. The flow of brake fluid between and is interrupted. The ball valve 21, the rod 23, and the valve seating surface 22 have the same effect even in the normal brake state before the anti skid control is executed. That is, in the normal brake state, when the master cylinder pressure is generated, the brake fluid flows through the first pipe portion A1 to the storage container 20, but the brake fluid is stored in the storage container 20 by the stroke of the rod 23. When the liquid remains, the flow of the brake liquid is interrupted by the ball valve 21 and the valve seating surface 22. Therefore, in the normal brake, the storage container 20 is not filled with the brake fluid, and it is possible to accommodate the brake fluid in the storage container 20 at the time of depressurization in the anti skid control.

In addition, if the ball valve 21 and the rod 23 are separately provided, the storage capacity can be ensured in the storage container at the time of decompression in anti-skid control without lengthening the stroke of the rod 23 so much.

In addition, when the brake fluid in the storage chamber 20 is consumed by the suction of the pump 15 during the increase in the anti-skid control, the piston 24 moves upwards, and accordingly the pud 23 Moves the ball valve 21 upward. Therefore, the ball valve 21 is managed by the valve seating surface 22, and the suction side of the pump 15 and the 1st pipeline part A1 communicate. And when it communicates in this way, the pump 15 draws brake fluid from a 1st pipeline part A1, and increases pressure of wheel cylinder pressure, and performs the function of the pressure control means 100 mentioned above. Therefore, for example, even when the road surface of the low friction coefficient mu moves up to the road surface of the high friction coefficient mu, the optimum braking force cannot be obtained by the amount of brake fluid in the storage container 20. In place, the action by the pressure amplifying means 10 can be shifted to obtain a high braking force.

In addition, the storage container 20 has a spring 28 that pressurizes the piston 24 upward and generates a force that tries to extrude the brake fluid in the storage container chamber.

When the anti skid control is completed, the storage container 20 should be left empty. The pump 15 returns the brake fluid in the storage container 20 to the master cylinder side through the proportional control valve 13. You may do so. In this way, sufficient brake fluid can be accommodated in the storage container 20 at the next anti-skid control to reduce the wheel cylinder pressure. When the spring force of the above-mentioned spring 28 is made more than predetermined, it is also possible to return brake fluid from the 1st storage container hole 25 by this spring force. By using the storage container 20 configured as described above, the pump 15 for moving the brake fluid pressure of the second pipeline part A2 to the second brake fluid pressure PL and the brake fluid of the first pipeline part A1 to the second pipeline part A2 is provided. In the skid system, a pump that drives when increasing the pressure of each wheel cylinder and returning the brake fluid in the storage container 20 to the master cylinder can be shared.

Further, even if the storage oil 20 is interposed in the suction flow path of the brake fluid from the first pipe portion A1 of the pump 15 which performs the pressure amplifying action, the pump suction end is applied to the first pipe portion A1 or the storage vessel chamber as described above. (27) If a means for selecting application is provided, the brake fluid is stored in the storage container 20 more than a predetermined time during normal braking or operation of the pressure amplifying means 10, and decompression is performed when anti-skid control is executed. There is no impossibility or limitation of decompression time.

Next, a third embodiment of the present invention will be described with reference to FIGS. 7 and 8.

The third embodiment relates to a brake device that constitutes the flow rate amplifying means 40 in addition to the pressure amplifying means 10 described in the first embodiment.

Based on FIG. 7, the flow volume amplification means 40 is demonstrated.

The flow rate amplification means 40 is supplied with the braking fluid from the original storage container 41 and the storage container 41, and in the pressure proportional cylinder 45, the flow rate amplification forming the second pressure chamber 47. The pump 42 is provided.

The pressure proportional cylinder 45 includes a first pressure chamber 46, a second pressure chamber 47, and a third pressure chamber 48 into which the master cylinder pressure PU is introduced from the first pipe portion A1. It has the piston 49 which forms these chambers 46, 47, and 48. As shown in FIG. The storage container 41 described above is in communication with the second pressure chamber 47, but when the brake pedal 1 is pressed and a predetermined pressure is generated in the master cylinder 3, the piston 49 moves to the left side of the drawing. By doing so, the storage container 41 and the second pressure chamber 47 are shut off. As the piston 49 moves, the discharge port of the flow-amplification pump 42 communicates with the second pressure chamber, and the brake fluid pressure in the second pressure chamber 47 is increased in pressure. In addition, the pedal force of the brake pedal 1 becomes weak and the master cylinder pressure PU becomes below a predetermined value, and the piston 47 communicates with the original storage container 41 and the second pressure chamber 47 as shown in FIG. If so, the brake fluid pressure of the second pressure chamber 47 is opened to the storage container 41 side, and the pressure is reduced. In addition, when the piston 49 moves to the right side in the drawing, the discharge port of the flow rate amplification pump 42 is blocked by the piston 49.

The third pressure chamber 48 and the second pressure chamber 47 communicate with each other via the flow rate amplification proportional control valve 43. The flow rate amplification proportional control valve 43 attenuates the brake fluid pressure from the second pressure chamber 47 at a predetermined ratio and transfers it to the third pressure chamber 48.

The brake acting on the third pressure chamber 48 through the flow rate amplification control valve 43 when the brake fluid pressure in the second pressure chamber 47 is increased in pressure by the discharge of the brake fluid by the flow amplifier pump 42. The relationship between the hydraulic pressure and the brake hydraulic pressure in the second pressure chamber 47 is determined by the damping ratio set in the flow rate amplification proportional control valve 43. In addition, the piston 49 moves to the left and right by the master cylinder pressure to allow or prohibit the discharge from the flow-amplification pump 42 into the second pressure chamber 47, and the storage container 41 and the second pressure chamber. The communication of 47 is also interrupted or the brake fluid pressure of the second pressure chamber is influenced. Accordingly, the brake fluid pressure in the second pressure chamber 47 is controlled at a pressure ratio corresponding to the master cylinder pressure PU in response to the damping ratio set in the flow rate amplification proportional control valve 43.

The brake fluid in the second pressure chamber 47 controlled in this manner controls the communication or interruption to the second pipeline portion A2 by the flow rate amplification control valve 44. The flow rate amplification control valve 44 is normally in a shut-off state, but is controlled in a communication state in response to a vehicle behavior such as a slip state of a wheel, for example. When the flow rate amplification control valve 44 is brought into communication, the high-pressure brake fluid whose pressure is controlled as described above flows to the wheel cylinders 4 and 5 via the flow rate amplification control valve 44. In addition, the flow rate amplification control valve 44 is not limited to being controlled in response to vehicle behavior, but is controlled in a communication state when, for example, the brake pedal is stepped down and a predetermined time elapses in response to the state of the brake pedal 1. You may also

In this way, in the brake device having the flow rate amplifying means 40, the brake fluid pressure higher than the second brake fluid pressure PL of the second pipeline portion A2 increased by the pressure amplifying means 10 can be executed. Further, in order to supply the brake fluid from the original storage container 41 to the second pipeline portion A2, the amount of brake liquid is amplified with respect to the second pipeline portion A2. When the execution of the flow rate amplifying means 40 is started after the execution of the pressure amplifying means 10 is finished, for example, the stepping force of the step by the pressure amplifying means 10 is maintained and the crew leaves only a light burden. The braking force can be ensured by the flow rate amplifying means 40. At this time, when the execution of the pressure amplification means 10 is terminated, the above step force reduction is not performed, and an appropriate reaction force can be left in the pedal sense. In addition, when the pressure amplification means 10 is converted into the flow rate amplification means 40, the pressure amplification means 10 reduces the amount of brake liquid in the first pipe portion A1, that is, the brake fluid pressure in the first pipe portion A1. After the reduction of the pressure is completed and the pressure in the second pipe portion A2 due to the flow rate amplification is increased, it is possible to prevent the pedal stroke from being extended to the extreme and to secure the braking force. Further, the amplification of the amount of brake liquid to the second pipeline portion A2 by the flow rate amplification means 40, the movement of the brake liquid from the pipeline portion A1 of the second pipeline to the second pipeline portion by the pressure amplification means 10, and The pressure amplification may be appropriately converted and controlled, or may be simultaneously executed. The pressure amplification means 10 can reduce the step force and the pressure amplification according to the wheel cylinder. It is possible to control the reduction and to impart an appropriate reaction force to the crew. In addition, when the point pressure set at the flow rate amplification proportional control valve 43 is increased, it is possible to discharge from the flow rate amplification pump 42 to the second pressure chamber 47 as much as when the master cylinder pressure PU is at a high pressure. Even if the flow rate amplification control valve 44 is closed, the amplification of the brake flow rate to the second pipeline portion A2 can be realized only when the master cylinder pressure is at a predetermined or higher pressure.

Next, a modification of the above-described third embodiment will be described with reference to FIG.

8 shows a flow amplification means 550 that can be replaced with the flow amplification means 40 according to FIG.

In the same manner as in the third embodiment, the flow rate amplifying means 550 includes an original storage container 47 and a flow rate amplifying pump 42 which sucks the brake fluid from the storage container 41 and discharges it under high pressure. Equipped. The discharge end of the flow rate amplification pump 42 is connected to the second pipeline portion A2 via a flow rate amplification control valve 44. Flow rate which attenuates brake fluid pressure by a predetermined damping ratio when the high pressure brake fluid from the flow-amplification pump 42 passes through the piping extended between the discharge side of the flow-amplification pump 42, and the flow-amplification control valve 44. An amplification proportional control valve 43 is connected. A check valve 50 is provided in the pipeline connecting the flow rate amplification proportional control valve 43 and the first pipeline section A1. The check valve 50 acts to equalize the pressure of the brake fluid existing between the master cylinder pressure PU on the first pipeline portion A1 side and the flow rate amplification control valve 43 and the check valve 50 described above. In other words, the check valve 50 acts so that the master cylinder pressure PU and the brake fluid pressure attenuated by the flow rate amplification control valve 43 in the brake fluid discharged by the flow rate amplification pump 42 become the same pressure. At this time, when the brake fluid pressure between the flow-amplification proportional control valve 43 and the check valve 50 becomes higher than that of the master cylinder pressure PU, the check valve 50 includes a liquid chamber (which corresponds to the check valve 50). 51 and the storage container 41 communicate with each other by the hole 52, and return the brake liquid to the storage container 41 until the brake liquid pressure becomes equal to the master cylinder pressure PU. Therefore, the brake fluid pressure in the pipeline to the flow rate amplification control valve 44 increased by the brake fluid discharged from the flow rate amplification pump 42 increases and decreases at a predetermined ratio in accordance with the master cylinder pressure PU. That is, when the master cylinder pressure PU is a pressure equal to or higher than the break point pressure of the flow rate amplification control valve 43, the brake of the pipeline to the flow rate amplification control valve 44 increased by the brake fluid discharged from the flow rate amplification pump 42. The hydraulic pressure is increased by an inverse multiple of the damping ratio set in the flow rate amplification proportional control valve 43 on the basis of the master cylinder pressure PU. When the set value of the damping ratio set in the flow rate amplification proportional control valve 43 is made constant, the flow rate amplification control valve increased by the brake fluid discharged from the flow rate amplification pump 42 in accordance with the increase and decrease of the master cylinder pressure PU ( The brake hydraulic pressure of the pipe up to 44 is increased and decreased in proportion to the inverse of the damping ratio set in the flow rate amplification control valve 44.

In this way, the brake fluid, which has become a high-pressure brake fluid in response to the master cylinder pressure PU, flows to the second pipeline part A2 due to the flow rate amplification control valve 44 communicating, and amplifies the brake fluid amount of the second pipeline part A2. . By thus amplifying the amount of brake fluid, the same effects as in the third embodiment described with reference to FIG. 7 can be obtained.

In addition, the check valve 50 equals the pressure of the brake fluid existing between the master cylinder pressure PU from the first pipe portion A1 side and the flow rate amplification control valve 43 and the check valve 50 described above. It is also possible to operate at a predetermined ratio, instead.

It is also possible to simplify the flow rate amplification control valve 44. At this time, the pressure amplification by the pressure amplification means 10 and the amplification of the brake fluid amount by the flow rate amplification means with respect to the second pipe portion A2, It is executed simultaneously in response to the master cylinder pressure PU. In this case, the pressure reduction and the pressure increase due to the movement of the brake fluid executed by the pressure amplifying means 10 from the first pipe portion A1 to the second pipe portion A2, and the second pipe by the flow rate amplifying means 550 The increase in the pressure due to the increase in the amount of brake fluid at the site A2 and the prevention of excessive increase in the pedal stroke can be achieved.

Further, the throttling means 104 constituting the pressure amplifying means 10 according to FIG. 7 may be replaced with the proportional control valve 13 described above in the first embodiment. At this time, the break pressure at the proportional control valve 13 and the break pressure at the second control valve 43 may be set to different values. Then, for example, if the break point pressure along the flow rate amplification control valve 43 is set higher than the break point pressure along the proportional control valve 13, the second brake fluid pressure PL at the second pipeline portion A2 is set as described above. When the pressure is greater than the break pressure set in the proportional control valve 13 and greater than the break pressure set in the flow rate amplification control valve 43, the pressure is amplified for the first time.

Next, the fourth embodiment will be described with reference to FIG. In addition, about the structure which has the same effect as the Example mentioned above, the same code | symbol is attached | subjected as mentioned above, and description is abbreviate | omitted.

The feature of this embodiment is that the proportional control valve 13 as the holding means and the pump 15 as the brake fluid moving means are incorporated in the wheel cylinders 4 and 5 for generating braking force on the wheels. That is, in the components of the wheel cylinders 4 and 5, the proportional control valve 13 and the pump 15 are disposed, and also the proportional control valve 13 and the pump 15 and the wheel piston which actually generate the wheel braking force. The piping structure which connects between 63 is arrange | positioned. In addition, when the wheel piston 63 moves to the right in the drawing under the brake hydraulic pressure, the pad 71 is pressed against the disc rod 60 to generate wheel braking force on the wheel. Further, the disc rod 60 rotates integrally with the wheel and brakes the wheel by friction between the disc rod 60 and the pad 61.

The pump 15 according to the present embodiment receives drive energy from the disk rod 60 that rotates with the wheel. That is, the transfer member 62 is connected to the pump 15 and the disc rod 60 to transfer the rotational energy of the disc rod 60 to the pump 15, and is disposed on the transfer member 62 and the pump ( The clutch 705 which switches the connection state between the 15 and the disk rod 60 is comprised.

The transmission member 62 is eccentrically mounted with the center line of the wheel shaft 74 by a predetermined amount. The transmission member 62 may generate a piston movement or a scroll movement in the pump 15 to perform a pumping action. . In addition, in this embodiment, the clutch 605 is comprised only in the rear wheel side, and is not provided in the front wheel side. In this way, the pump 15 is always driven when the wheel is rotating. However, when the master cylinder pressure is not generated, the proportional control valve 13 simply does not move because the pressure holding action does not move. The brake fluid only flows back in the pipeline and no brake pulls occur. In addition, since hydraulic pulsation always acts on the wheel piston 63 due to the reflux of such brake fluid, the clearance between the wheel piston 63 and the pad 61 can be kept to a minimum. The initial response at the time of speaking can be improved. That is, since the hydraulic force is always applied to the wheel piston 63 by the hydraulic pulsation, the wheel piston 63 does not move to the left side of the figure due to the body vibration, so that the clearance is not increased. When the pump is always driven, as in the front wheel side, when the master cylinder pressure is higher than the break point pressure of the proportional control valve 13 in the master cylinder 3 when the brake pedal is stepped on by the crew, Pressure amplification works. The rotation speed and discharge pressure (discharge amount per unit time) of the pump 15 also change in accordance with the wheel rotation speed. That is, when the wheel speed is small, the discharge pressure of the pump 15 is small, and when the wheel speed is large, the discharge pressure of the pump 15 is large. That is, if the master cylinder pressure is constant, a large pressure amplification can be exerted when the vehicle body speed is large, and only a small pressure amplification is exerted when the vehicle body speed is small. By driving in this way, the so-called sudden brake can be prevented when the vehicle body speed is small, and the increase in pressure gain of the brake fluid pressure at the wheel piston 63 can be increased when the vehicle body speed is high, and short-range braking is performed. It can be realized.

In addition, since the clutch mechanism 65 is adopted on the rear wheel side, for example, the clutch may be connected after a predetermined time has elapsed after the brake pedal effort to realize a pressure amplification action.

In addition, the clutch 65 may use an electric clutch mechanism or a mechanical clutch mechanism. For example, when the electric clutch mechanism is actuated, the clutch may be connected by receiving a brake switch signal (not shown). When the mechanical clutch mechanism is employed, the clutch may be connected to the main body of the machine when the master cylinder pressure becomes higher than or equal to the predetermined pressure.

In this embodiment, the rotational energy of the wheel can be efficiently recovered and used as a pump drive, and the regenerative brake can be fulfilled.

In addition, when the present embodiment is applied to an electric vehicle, it is possible to obtain a large absolute energy as compared with the regenerative brake by a known retarder, and it is possible to avoid the lack of braking force, especially in the case of large braking.

In addition, in the present embodiment, as shown in the drawing, the booster control valves 31 and 32 and the pressure reduction control valves 33 and 34 which realize the anti-skid control action are provided with the master cylinder 33 and the wheel cylinder 4, You may arrange | position between 5). That is, the ABS storage container 36 and the storage container which constitute the boost control valves 31 and 32 and the pressure reducing control valves 33 and 34, and which store the brake fluid for the wheel cylinder pressure-reduced pressure during anti skid control, An ABS pump 35 for discharging the brake fluid stored in 36 is configured. At this time, between the master cylinder 3 and the proportional control valve 73 in the wheel cylinders 4 and 5, the increase and the decompression control are possible by the pressure lower than the brake fluid pressure in the wheel piston 63. . In this way, the load by each control valve etc. is reduced.

Next, based on FIG. 11, the method of the component of a brake piping and an ABS actuator block in a normal vehicle is demonstrated as 5th Embodiment. In addition, the same code | symbol is attached | subjected to the structure which has the same effect as the Example mentioned above, and description is abbreviate | omitted.

As shown in FIG. 11, in the present embodiment, the first piping system A and the second piping system B are illustrated, and the first piping system A includes the wheel cylinder 4 of the right front wheel FR and the wheel cylinder of the left rear wheel RL ( 5) is connected, and the second piping system B employs an X piping in which a wheel cylinder of the left front wheel FL and a wheel cylinder of the right rear wheel RR are connected.

The ABS actuator 30A includes four booster control valves and four pressure reducing control valves, two storage vessels, two pumps, and a motor for driving the pumps disposed in the first piping system A and the second piping system B, respectively. It is componentized in a single block.

In addition, the proportional control valve 13 provided for the 1st piping system A and the 2nd piping system B, respectively, is integrated, and is comprised in 13A of proportional control valve blocks.

In this way, if the ABS actuator 30A and the proportional control valve 13A are separately configured to be connected to the brake piping, the ABS actuator 30A, which does not need to change an arbitrary state for each vehicle model, can be commonly used in common. In addition, only the proportional control valve 13 which needs to change the break point setting etc. for each vehicle model can be made into arbitrary states for each vehicle model. That is, if the ABS actuator 30A common to each vehicle model can be adopted, the cost of the whole product can be reduced.

In addition, when the structure of the proportional control valve block 13A is explained in full detail, the master cylinder pressure which the normal cylinder 3 generate | occur | produced in the brake normally passes through the valve chamber 135 from the 1st pipeline part A1, B1, and the 2nd pipeline It is transmitted to the parts A2 and B2 substantially without depressurization and is pressed to each wheel cylinder. Subsequently, when the brake fluid is sucked from the first pipeline part by the pump and discharged to the second pipeline part, the brake fluid pressure of the second pipeline parts A2 and B2 becomes a second brake hydraulic pressure higher than the master cylinder pressure. The proportional control valve piston 136 is always pressurized upward by the coil spring 137 until the second brake fluid pressure becomes equal to or higher than the predetermined break point pressure and during normal brake. Therefore, a gap is opened between the valve chamber 135 and the proportional control valve piston 137, and the first pipe line and the second pipe line are in a conductive state. In addition, when the second pipe portion becomes the break point pressure due to the pump discharge, the force due to the proportional control valve piston 137 is greater than the spring force of the coil spring 137, and the proportional control valve piston 737 is an air chamber ( 138) side (lower side in drawing). By this drive, the shoulder of the valve chamber 135 and the proportional control valve piston 137 abuts, and the conduction | blocking is interrupted | blocked. In addition, when the second conduit portion is higher than the break point pressure, a force for pressing the proportional control valve piston 136 upward is driven, while the master cylinder pressure is a force for pressing the proportional control valve piston 136 downward. It acts to keep the balance. As such, the proportional control valve piston 136 always repeats fine vibration when the brake fluid pressure of the second pipeline portion is changed to a pressure higher than the break point pressure, and the pressure flowing from the second pipeline portion to the first pipeline portion is increased. Drop by the specified pressure. That is, the hydraulic pressure component of the second pipeline portion is kept high at the prescribed pressure portion by the brake hydraulic pressure of the first pipeline portion. In addition, the brake fluid pressure in the second pipe section acts as an annular area BA (step B> A), subtracting the cross-sectional area A of the proportional control valve piston 136 from the valve chamber diameter cross-section B, and the master cylinder pressure is the valve chamber diameter cross-section B As a result, the brake fluid pressure in the second pipeline portion is balanced with a high hydraulic pressure as compared with the master cylinder pressure. This hydraulic balance ratio is, in other words, the damping ratio of the second brake hydraulic pressure, which is determined by the ratio of the two hydraulic pressure areas A and B (B / A). In addition, when this ratio B / A becomes large, a damping ratio will become large and the boosting pressure gradient of the 2nd brake fluid pressure in a 2nd piping part may become large. Therefore, for example, when the present invention is adopted for the front and rear piping, in the brake piping on the front wheel side, the proportions (B / A) of the hydraulic pressure areas A and B of the proportional control valve are increased, and the proportional control according to the rear wheel piping is performed. If the ratios B and A of the hydraulic pressure areas A and B of the valve are set small, a large brake fluid pressure is applied to the wheel cylinder on the front wheel side when the pump amplification capacity is driven to the front and rear wheels and the pressure amplification means is executed. In addition, lower brake fluid pressure is applied to the wheel cylinder on the rear wheel side than on the front wheel side, and the front and rear braking force distribution can be realized in a pressure region higher than the master cylinder pressure. Also, 139 is a cup.

Next, based on FIG. 12, a 1st Example is described. In addition, also in this embodiment, what has an effect similar to the structure which concerns on the above-mentioned embodiment attaches | subjects the same code | symbol, and abbreviate | omits description.

As shown in FIG. 12, pumps 15A and 15B are respectively provided in the first piping system A and the second piping system B to suck brake fluid from the Mr cylinder 3 and discharge them to the respective wheel cylinders. In addition, these pumps 15A and 15B are provided with pipelines A10 and B10 in parallel, respectively, and the pump discharge is formed to be refluxable.

In the flowchart shown in FIG. 13, the conditions for starting the respective pumps 15A and 15B are shown. First, in step 1, the state initial setting of each flag etc. is performed, and in step 2, the input of the brake switch which is not shown in figure is detected. This brake switch is turned on when the brake pedal 1 is stepped on by the crew member and the vehicle is in a braking state. In step 3, it is judged whether or not the brake switch is turned on. If affirmative determination is made, the flow advances to step 4, and energizes a motor (not shown) for driving the pump to perform suction discharge operation of the pump. In step 5, if it is determined that the predetermined time has elapsed since the start of power supply of the motor, the process proceeds to step 6 if it is determined to be positive, and returns to step 3 if it is determined to be negative. In step 6, energization to the motor is turned off. Also in the case where it is determined indefinitely in step 3, the process proceeds to step 6.

The operation and effect will be described based on FIG. The change in the wheel cylinder pressure when the brake switch is turned ON, that is, when the vehicle is in a braking state, when the motor is energized, that is, when there is control in the present embodiment, and when there is no control in this embodiment is shown. In the figure, the solid line is the change of the wheel cylinder pressure when there is control of this embodiment, the dotted line is the change of the wheel cylinder when there is no control of this embodiment, and the two-dot dashed line is substantially free of the flow resistance of the brake fluid. It is a change of the wheel cylinder pressure when it passes without it. As can be seen from this, in this embodiment, the moving speed of the brake fluid can be assisted by pump driving and reflux, and the flow resistance can be reduced, so that the response of wheel cylinder pressure increase can be improved.

As shown in Fig. 15, the pump drive control may be executed in view of the change in the pedal stroke. That is, in step 11, the state initial setting is made, and in step 12, the pedal stroke PS is detected by a sensor (not shown). In step 13, it is determined whether the current pedal stroke detection value PS (n) is larger than the previous pedal stroke detection value PS (n-1). If affirmative determination is made, the motor is energized in step 14. If the judgment is negative, the process proceeds to step 15. If it is determined that the predetermined time has elapsed after the motor is energized, the process proceeds to step 16 and the motor power is stopped. If no judgment is made, the process returns to Step 12. In this way, the same effect can be obtained even when the brake fluid movement speed is assisted by the pump when the pedal stroke change amount is present. In addition, since there is a shim in a normal brake pedal, when the brake pedal stroke is changed, the pump can be driven between the rest of the pedal and the rest of the pedal. When the master cylinder pressure is actually generated, the first pipe line In A, flow of the brake fluid by the pump is achieved. Therefore, it can fully cope also with a brake pedal initial stage. As the stroke of the brake pedal, the pump driving control may be performed by detecting the master cylinder pressure or the pedal force.

Moreover, the modification to the Example mentioned below is shown.

For example, in the first embodiment and the like, the pressure amplifying means 10 is constituted by the pump 15 and the holding means 13. However, the pressure amplifying means 10 is not limited thereto, and as shown in FIG. In this case, a simple configuration in which the pumps 15 are connected in series may be used. At this time, for example, the pump 15 is installed to be embedded in the first conduit A, and the pump 15 is rotated forward in response to the operation state of the brake pedal, and the brake fluid of the first conduit A1 is sucked out. By discharging to the second pipeline portion A2, movement of the brake fluid may be realized. In the case where the crew weakens the pedal effort from the brake pedal state or the like, the pump 15 may be driven in reverse rotation to reduce the brake fluid pressure in the wheel cylinder to the normal state. Further, even if a failure or the like of the pump 15 occurs, at least the master cylinder pressure PU is applied to the wheel cylinder so that the pressure of the second pipe line A2 is at least equal to the master cylinder pressure PU so that the master cylinder pressure PU is applied to the wheel cylinder. It is preferable that a guarantee means be installed.

In addition, in the above-described embodiment, the pressure amplification of the second pipeline portion A2 by the pressure amplification means 10 and the amplification of the brake fluid amount to the second pipeline portion A2 by the flow rate amplification means 40 are performed on the right front wheel FR and the left side. Both rear wheels RL are performed. However, for example, the pressure amplification by the pressure control means 100 or the amplification of the brake fluid amount by the flow rate amplifying means 40 may be performed only by the left and right front wheels. That is, since the load movement occurs during the braking of the vehicle, securing the braking force according to the left and right rear wheels is not very expected. In addition, when a large load movement occurs, there is a possibility that a large braking force is applied to the rear wheels and a wheel slip easily occurs. Therefore, in this case, if the pressure amplification is performed only by the left and right front wheels, an efficient braking force can be secured.

In addition, in the flow rate amplifying means described in FIG. 7 and FIG. 8, a flow rate amplifying pump 42 is employed to suck the brake fluid from the storage container 41 and to discharge the high pressure brake fluid. However, it is also possible to replace these flow rate amplification pumps and the storage container 41 with a liquid storage chamber for storing a predetermined amount of brake fluid at a high pressure, and the amount of brake liquid in the second pipe line A2 using the high pressure brake liquid from the liquid storage chamber. May be amplified.

Further, in the above embodiment, the generation of the brake fluid pressure by the brake fluid pressure generating means is realized by the master cylinder pressure PU being generated in the master cylinder by the pedal operation of the crew. However, for example, the present invention may be applied to an automatic brake that operates the brake regardless of the crew's brake pedal effort since the inter-vehicle distance is equal to or less than a predetermined distance. At this time, by replacing the brake pedal and the master cylinder, a pump for automatic brake or the like may be provided as the brake hydraulic pressure generating means according to the present invention. Also in this case, if the pressure amplification means 10 which concerns on this invention is provided, the burden which generate | occur | produces a 1st brake fluid pressure in the pump etc. which comprise a brake fluid pressure generation means can be reduced.

In addition, if it is possible to increase the pressure of the second brake fluid by the pressure amplifying means 10 as in the present invention, it can be miniaturized by lowering the capability of the power booster 2 configured in the above-described embodiment. It is also possible to abolish it. In other words, even if the master cylinder pressure PU by the power booster 2 does not increase, the burden on the pedaling force of the crew can be sufficiently reduced and a high braking force can be ensured.

In addition, in the above-described embodiment, the present invention is applied to the front-wheel drive X piping vehicle, but the present invention can be implemented without being limited to the driving system and the piping system, for example, right front wheel-left front wheel, right side. It is also applicable to a vehicle having a TT pipe of the rear wheel-left rear wheel.

A seventh embodiment will be described with reference to FIG.

In this embodiment, in the basic configuration of the brake device, the anti-skid control system is combined. Here, in the four-wheel drive of the front wheel drive, the X piping having each piping system of right front wheel-left rear wheel and left front wheel-right rear wheel The example which applied the vehicle brake apparatus by this invention to the vehicle of the following is demonstrated.

First, the basic structure of a brake apparatus is demonstrated based on the brake piping model diagram shown in FIG. In addition, the same thing as the above-mentioned embodiment is attached | subjected with the same code, and description is simplified.

In FIG. 16, the brake pedal 1 stepped on by the crew when applying the braking force to the vehicle is connected to the power booster 2, and the pedal force and pedal stroke applied to the brake pedal 1 are the power booster 2 Is delivered).

The master cylinder 3 applies the brake fluid pressure boosted by the power supply device 2 to the entire brake pipe as described later. The master cylinder 3 may also supply brake fluid into the master cylinder 3, A unique master cylinder storage container 3a for storing surplus brake liquid in the master cylinder 3 is provided.

The master cylinder pressure PU generated in the master cylinder (3) is installed in the master cylinder (3) and the right front wheel FR, and the first wheel cylinder (W / C) (4) and the master cylinder (3) to apply braking force to the wheel The second wheel cylinder 5, which is installed on the left rear wheel RL and applies a braking force to the wheel, is coupled to the brake fluid in the first piping system A. Similarly, the master cylinder pressure PU is transmitted to the second piping system by combining the wheel cylinders and the master cylinders 3 installed on the left front wheel and the right rear wheel, but they are not described above because they can be employed in the same manner as the first piping system A. .

The first piping system A is comprised of two parts separated by the pressure amplification means 10 provided in the 1st piping system A. As shown in FIG.

That is, the first piping system A includes a first pipe portion A1 receiving the master cylinder pressure PU between the master cylinder 3 and the pressure amplification means 10 and the first wheel cylinder from the pressure amplification means 10. It has the second pipeline part A2 between (4).

In addition, the first pipe part Al is connected to the first branch pipe part A1a from the master cylinder 3 to the pump 15 through the storage container 20 and from the master cylinder 3 to the second wheel cylinder 5. It has a second branch line A1b.

The pressure amplifying means 10 moves the brake fluid of the first pipeline portion A1 to the second pipeline portion A2 when the brake pedal 1 is stepped on and the master cylinder pressure PU is generated in the first piping system A. The pressure in the second pipeline portion A2 is maintained at the second brake fluid pressure PL. In this embodiment, the pressure amplifying means 10 is constituted by a proportional control valve (PV) 13 and a pump 15.

The pump 15 is connected in parallel with the proportional control valve 13 to the first piping system A. At the time of generating the cylinder cylinder pressure PU, the pump 15 sucks the brake fluid from the first pipeline part A1 and discharges it to the second pipeline part A2. do.

In the proportional control valve 73, the brake fluid of the first pipeline part A1 is moved to the second pipeline part A2 by the pump 75, and the second brake hydraulic pressure of which the brake fluid pressure of the second pipeline part A2 is larger than the master cylinder pressure PU is increased. In case of PL, the function of maintaining this differential pressure (PL-PU) is accomplished.

Thus, the pressure amplification means 10 provided with the pump 15 and the proportional control valve 13 supplies the brake fluid of the 1st piping part A1 by which the predetermined | prescribed master cylinder pressure PU was based on the pedaling force of the brake pedal 1, and 2nd. The brake fluid pressure in the first pipeline portion A1 is reduced by moving to the pipeline portion A2, and the differential pressure between the amplified second brake hydraulic pressure PL and the master cylinder pressure PU in the second pipeline portion A2 is maintained by the proportional control valve 13. Pressure amplification.

Therefore, since the second brake fluid pressure PL, which is higher than the master cylinder pressure PU, is applied to the first wheel cylinder 4 via the second pipeline portion A2, high pressure is applied to the front wheel side (left front wheel FR). In addition, since the master cylinder pressure PU lower than the second brake hydraulic pressure PL is applied to the second wheel cylinder 5 through the second branch pipe portion A1b, a pressure lower than the front wheel side is applied to the rear wheel side (right rear wheel RL). All.

In addition, anti-skid control and pressure amplification control (execution control of the pressure amplification means 10) for increasing the braking force by moving the brake fluid from the master cylinder 3 side to the wheel cylinders 4 and 5 side are not shown. It is performed by control unit ECU. This ECU is configured as a microcomputer having a known CPU, ROM, RAM, input / output unit, bus line, and the like.

In this embodiment, the pressure amplification means 70 is disposed in the first piping system A, and the proportional control valve 13 is reversely connected, so that the first pipeline portion A1 on the low pressure side and the second pipeline on the high pressure side are connected. It constitutes site A2. In addition, the first branch pipe portion A1 is connected to the first branch pipe portion A1a from the master cylinder 3 through the storage container 20 to the pump 15 and from the master cylinder 3 to the second wheel cylinder 5. It consists of the 2nd branch pipe part A1b.

In other words, the first wheel cylinder 4 is configured to apply a high pressure second brake hydraulic pressure PL and the second wheel cylinder 5 to apply a master cylinder pressure PU lower than the second brake fluid pressure PL.

Therefore, since the second brake fluid pressure PL, which is higher than the master cylinder pressure PU, is applied to the first wheel cylinder 4, the front wheel side (right front wheel FR) can exert a high braking force while exerting a high braking force. Since the left rear wheel RL is applied with a master cylinder pressure PU which is a pressure lower than the front wheel side, the likelihood of a slip ratio becoming high is low.

Although this state is shown in FIG. 17, in the example in which the proportional control valve is tangent to the side closer to the left rear wheel RL without the conventional pressure amplification means, the state of the pressure between the right front wheel FR and the left rear wheel RL is shown in FIG. As shown in the figure, both are suppressed together low in the relationship between the wheel cylinder pressure (W / C pressure) and the master cylinder pressure (M / C pressure), but in this embodiment, the right front wheel FR and the left rear wheel RL and As shown in FIG. 17 (b), both pressures are set higher than the conventional ones while maintaining a predetermined magnitude relationship.

In other words, according to such a configuration, the brake fluid pressure at the first wheel cylinder 4 on the forward wheel side and the brake fluid pressure at the second wheel cylinder 5 on the rear wheel side are set at an ideal distribution of braking force along the front and rear wheels. Since the brake fluid pressure can be set higher as a whole and the brake pressure can be set higher as a whole, the braking force as the whole vehicle can be improved while exhibiting the effect of reducing the stepping force.

In addition, the brake fluid pressure that is higher than the master cylinder pressure PU is applied to the front wheel side, and the master cylinder pressure PU is applied to the rear wheel as it is, so that the master cylinder pressure PU is not lost, and the wheel cylinder pressure can be increased with maximum efficiency. have.

In addition, in this embodiment, since the anti skid control system 30 is provided, the brake fluid pressure at the wheel cylinder 4 on the front wheel side is made larger than the brake fluid pressure at the wheel cylinder 5 on the rear wheel side, and the brake as a whole. Even if the hydraulic pressure is set high, there is an advantage that no wheel lock is generated.

In the present embodiment, the example in which the proportional control valve is not disposed near the second wheel cylinder 5 has been described, but the proportional control valve may be tangent as in the prior art. In this case, the difference between the brake fluid pressure of the second wheel cylinder 5 and the brake fluid pressure of the first wheel cylinder 4 can be further increased.

In addition, in the embodiment described in FIG. 16, the storage vessel in which the pipeline A1a, which sucks the brake fluid from the pump 15 from the master cylinder 3 side, is closed, and the storage vessel 20 is used for ordinary ABS. (See FIG. 59). In this configuration, the following control is executed in order to form a pressure higher than the master cylinder pressure in the wheel cylinder. That is, known ABS control is carried out on the front and rear wheels, the rear wheel RL becomes locked and the pressure control valve 32 is shut off, and the pressure reducing control valve 34 is in communication with the wheel cylinder 5. When the brake fluid pressure is reduced, the brake fluid for this reduced pressure is braked at the wheel cylinder 4 of the front wheel FR by the suction discharge by the pump 75 and the holding action of the pressure by the proportional control valve 13. The hydraulic pressure is increased to a brake hydraulic pressure higher than that of the master cylinder. Even if the pipeline A1a is closed in this manner, the wheel braking force exerted by the front wheel FR can be increased in accordance with the ABS control. Further, when performing such control, for example, it is effective to set the front and rear braking force distribution such that the rear wheel locks faster than the front wheel with the master cylinder pressure corresponding to the sudden braking. In this way, when one side wheel is ABS and decompression control at the time of sudden braking, the brake fluid for the reduced pressure can be effectively used to increase the brake fluid pressure of the other wheel higher than the master cylinder pressure, and the other wheel can be quickly slipped to an optimum slip state. The braking distance can be shortened compared to the normal ABS control.

In addition, the same configuration as that in FIG. 19 may be applied, in which case the relationship between the front and rear wheels with respect to the brake pressure is reversed. Instead of the proportional control valve 13, a two-position valve may be employed. Further, the wheel cylinders 4 and 5 may be applied to the brake system of the front and rear piping corresponding to the right front wheel and the left front wheel. In this case, the same effect can be obtained between the left and right wheels of the vehicle body at the time of turning braking. That is, the brake fluid pressure of the wheel cylinder of the swinging inner ring is reduced, and the brake fluid pressure of the swinging outer ring becomes higher than the master cylinder pressure by using the reduced brake fluid.

Next, the eighth embodiment will be described, but the description of the same parts as the above-described embodiment will be simplified.

This embodiment does not have an anti skid control system different from the seventh embodiment.

First, the basic configuration of the brake device will be described based on the brake piping model diagram shown in FIG.

In FIG. 18, the brake pedal 1 is connected to the power supply apparatus 2, and the master cylinder 3 is provided with the master storage container 3a.

The master cylinder pressure PU is transmitted to the brake fluid in the first piping system A leading to the first and second wheel cylinders 4 and 5. Similarly, the master cylinder pressure PU is also transmitted to the second piping system. However, since the same configuration as that of the first piping system A can be adopted, it is not described in detail.

The first piping system A is composed of two parts separated by the pressure amplifying means 10. That is, the first piping system A is the first wheel portion A1 receiving the master cylinder pressure PU between the master cylinder 3 and the pressure amplification means 10, that is, the second wheel cylinder 5 from the master cylinder 3. It has a 1st pipeline part A1 which leads to, and the 2nd pipeline part A2 between the pressure amplification means 10 and the 1st wheel cylinder 4 to it.

The pressure amplification means 10 moves the brake fluid of the first pipeline portion A1 to the second pipeline portion A2 when the brake pedal 1 is stepped on and the master cylinder pressure PU is generated in the first piping system A. The pressure in the pipe portion A2 is maintained at the second brake hydraulic pressure PL. In this embodiment, the pressure amplifying means 10 is constituted by a proportional control valve (PV) 13 and a pump 75.

The pump 15 is connected to the first piping system A in parallel with the proportional control valve 13, and when the master cylinder pressure PU is generated, it sucks the brake fluid from the first pipeline part A1 and discharges it to the second pipeline part A2. do.

The proportional control valve 13 is reversely connected to the first piping system A. The brake fluid of the first pipeline part A1 is moved to the second pipeline part A2 by the pump 15, and the brake hydraulic pressure of the second pipeline part A2 is transferred. When the second brake hydraulic pressure PL is larger than the master cylinder pressure PU, the function of maintaining this differential pressure PL-PU is accomplished. In addition, a relief valve 17 is provided in parallel with the proportional control valve 13.

As described above, although the anti-skid control system is not provided in this embodiment, the first pipe line on the low pressure side is provided by arranging the pressure amplification means 10 in the first piping system A and reversely connecting the proportional control valve 13. A part A1 and the second pipe part A2 on the high pressure side are formed.

Therefore, since the second brake hydraulic pressure PL of the second pipeline portion A2, which is higher than the master cylinder pressure PU, is applied to the first wheel cylinder 4, the front wheel side (right front wheel FR) can exert high braking force by applying high pressure. In addition, since the rear cylinder side (left rear wheel RL) is applied with the master cylinder pressure PU of the first pipeline part A1 which is lower than the front wheel side, the possibility of the slip ratio becomes low.

In other words, according to the above configuration, the brake fluid pressure at the wheel cylinder 4 at the front wheel side is adjusted at the rear wheel side 5 at the same time as the ideal braking force distribution on the front wheel side as in the first embodiment. It is possible to set the brake fluid pressure higher than the brake fluid pressure, so that the braking force as the whole vehicle can be improved while exhibiting the effect of reducing the stepping force.

Similarly, since the brake fluid pressure is higher than that of the master cylinder pressure PU on the front wheel side, and the master cylinder pressure PU is applied on the rear wheel side, the wheel cylinder pressure can be increased with maximum efficiency without losing the master cylinder pressure PU. .

In the present embodiment, the example in which the proportional control valve is not disposed near the second wheel cylinder 5 has been described, but the proportional control valve may be tangent as in the prior art. In this case, the difference between the brake fluid pressure of the second wheel cylinder 5 and the brake fluid pressure of the first wheel cylinder 4 can be further increased.

Next, the ninth embodiment will be described, but the description of the same parts as the above-described embodiment will be simplified.

In this embodiment, the basic configuration of the brake device and the anti-skid control system are provided in the same manner as in the seventh embodiment, but the state in which the pressure is applied is reversed from the first embodiment in the front wheel side and the rear wheel side.

First, the basic configuration of the brake device will be described based on the brake piping model diagram shown in FIG.

In FIG. 19, the brake pedal 1 is connected to the power supply apparatus 2, and the master cylinder 3 is provided with the master storage container 3a.

The master cylinder pressure PU is transmitted to the brake fluid in the first piping system A leading to the first and second wheel cylinders 4 and 5. Similarly, the master cylinder pressure PU is also transmitted to the second piping system. However, since the same configuration as that of the first piping system A can be adopted, it is not described in detail.

The first piping system A consists of two parts separated by the pressure amplifying means 10 provided in the first piping system A. As shown in FIG.

That is, the first piping system A is the first wheel portion A1 receiving the master cylinder pressure PU between the master cylinder 3 and the pressure amplification means 70 and the second wheel cylinder 5 from the pressure amplification means 10. ) Has a second pipe section A2. In addition, the first pipe part A1 is the first branch pipe part A1a from the master cylinder 3 to the pump 15 through the storage container 20, and the second part from the master cylinder 3 to the first wheel cylinder. It has site A1b as a branch tube.

The pressure amplification means 10 moves the brake fluid of the first pipeline portion A1 to the second pipeline portion A2 when the brake pedal 1 is stepped on and the master cylinder pressure PU is generated in the first piping system A. The pressure of the site A2 is maintained at the second brake hydraulic pressure PL. In this embodiment, the pressure amplifying means 10 is constituted by a proportional control valve (PV) 13 and a pump 15 which are inversely connected in the same manner as in the first embodiment.

In addition, the storage container 20, the 1st, 2nd pressure booster control valves 31 and 32, the 1st, 2nd pressure reduction control valves 33 and 34 are also the same as that of Example 1 above.

Thus, in this embodiment, the pressure amplification means 10 is arranged in the first piping system A and the proportional control valve 13 is reversely connected, so that the first pipeline portion A1 on the low pressure side and the A2 pipeline portion A2 on the high pressure side are connected. Consists of. In addition, the first branch pipe part A1 from the master cylinder 3 to the pump 15 through the storage container 20 and the second branch pipe part A1a from the master cylinder 3 to the first wheel cylinder 4 from the master cylinder 3. It consists of branch pipe part A1b.

In other words, the first embodiment conversely applies the high pressure second brake hydraulic pressure PL to the second wheel cylinder 5, and simultaneously applies the master cylinder pressure PU lower to the first wheel cylinder 4 than the second brake hydraulic pressure PL. It is set to add.

Therefore, since the second brake hydraulic pressure PL, which is higher than the master cylinder pressure PU, is applied to the second wheel cylinder 5, the rear wheel side (left rear wheel RL) can apply high pressure, and the front wheel side (right front wheel FR) It is possible to apply the master cylinder pressure PU which is lower than the rear wheel side.

In the example in which this state is shown in FIG. 20, but the proportional control valve is tangent near the left rear wheel RL without the conventional pressure amplification means, the pressure state between the right front wheel FR and the left rear wheel RL is shown in FIG. 20 (a). As described above, both are kept low. In addition, in the present embodiment, the pressure state between the left rear wheel RL and the right front wheel FR is opposite to that shown in FIG. 17 (b) of the first embodiment, but has a predetermined magnitude relationship as shown in FIG. 20 (b). The left rear wheel RL side is set high.

In other words, the above configuration reduces the brake hydraulic pressure at the wheel cylinder 5 on the rear wheel side than the brake hydraulic pressure at the wheel cylinder 4 on the front wheel and at the same time sets the brake fluid pressure higher as a whole. The braking force can be improved as a whole vehicle while exhibiting the effect.

In particular, for example, in the case of a lot of cargo, the load movement due to braking takes a large load to the rear wheel side. This has the advantage that it can improve the braking performance when there is a lot of cargo.

In addition, even when the brake fluid pressure at the rear wheel cylinder 5 is greater than the brake fluid pressure at the front wheel cylinder 4 as in the present embodiment, the braking force on the front wheel side is actually due to the configuration of the brake pads. This rear wheel side braking force is set larger. Therefore, when the load movement or the like occurs during the braking of the vehicle, the rear wheel side can be avoided from falling into the locked state first.

In addition, in the present embodiment, the example with the anti-skid control system has been described, but it is also applicable to the example without the anti-skid control system as in the second embodiment, in which case the rear wheel is different from the second embodiment. The point differs significantly only in that the brake fluid pressure at the wheel cylinder 4 on the side is larger than the brake fluid pressure at the wheel cylinder on the front wheel.

Next, a tenth embodiment of the present invention will be described based on FIG.

This embodiment is a combination of an anti-skid control system as a basic configuration of a brake system. Here, in a four-wheeled vehicle of front wheel drive, a vehicle of X piping having each piping system of right front wheel-left rear wheel and left front wheel-right rear wheel The example which applied the vehicle brake apparatus by this invention is demonstrated.

First, the basic configuration of the brake device will be described based on the brake piping model diagram shown in FIG. In addition, in the structure which has the same effect | action as the above-mentioned embodiment, the same code | symbol is attached | subjected and description is simplified.

The first piping system A consists of two parts separated by the pressure amplifying means 10 provided in the first piping system A. As shown in FIG. That is, the first piping system A is the first pipe line portion Al which receives the master cylinder pressure PU between the master cylinder 3 and the pressure amplification means 10 and each wheel cylinder 4, from the pressure amplification means 10. It has a second pipeline part A2 between 5).

The pressure amplification means 10 is a so-called brake assist power brake, and when the brake pedal 1 is stepped on and the master cylinder pressure PU is generated in the first piping system A, the brake fluid of the first pipeline portion A1 is applied to the second brake fluid. It moves to the pipeline part A2 and maintains the pressure of the 2nd pipeline part A2 at the 2nd brake hydraulic pressure PL.

In this embodiment, the pressure amplifying means 70 is constituted by a proportional control valve (PV) 13 and a pump 15. In addition, in the configuration of the first piping system A, the first conduit part A1 is formed between the proportional control valve 13 and the pump 15 and the master cylinder 3, and the second conduit part A2 is each wheel cylinder 4, 5) and the proportional control valve 13 and the pump 15 are formed.

The pressure amplification means (10) having a pump (15) and a proportional control valve (13) carries the brake fluid of the first pipeline portion A1 of the predetermined master cylinder pressure PU according to the stepping force of the brake pedal (1) into the second pipeline. The pressure difference between the amplified second brake hydraulic pressure PL and the master cylinder pressure PU in the second pipeline portion A2 is reduced while the brake fluid pressure (ie, the master cylinder pressure PU) in the first pipeline portion A1 is reduced by moving to the portion A2. It is maintained by (13) and pressure amplification is performed. The second brake hydraulic pressure PL, which is higher than the master cylinder pressure PU, is applied to each of the wheel cylinders 4 and 5 to ensure a high braking force.

In particular, in this embodiment, the relative pressure relief valve 17 is provided in parallel with the pump 15. The relative pressure relief valve 17 is a case in which the brake fluid pressure in the conduit between the proportional control valve 13 and the pump 15 is greater than a predetermined value than the conduit brake fluid pressure between the storage container 20 and the pump 15. The valve is opened when the brake fluid pressure of the second pipe part A2 is greater than the brake fluid pressure of the first pipe part A1 by a predetermined value or more, and the brake fluid in the second pipe part A2 is avoided to the first pipe part A so as to provide a second pressure. This is to reduce the brake fluid pressure in the piping portion A2.

As a result, the brake fluid pressure in the second pipe portion A2 does not rise above a certain level (that is, more than a predetermined differential pressure) than the brake fluid pressure of the first pipe portion A1.

As described above, the present embodiment adopts a configuration in which the anti-skid control system is combined with the basic configuration of the brake device described above, and the relative pressure relief valve 17 is arranged in parallel with the pump 15.

For this reason, when the brake fluid pressure of the 2nd piping part A2 becomes larger than the brake fluid pressure of the 1st piping part A1 by more than a predetermined value, the brake fluid in the 2nd piping part A2 is opened by opening the relative pressure relief valve 17. FIG. Can be avoided to the first pipe portion A1, and the brake fluid pressure in the second pipe portion A2 can be reduced.

In addition, when the brake fluid pressure in the second piping part A2 is reduced through the relative pressure relief valve 17, the relative pressure relief valve 17 is the pressure that the first piping part A1 has immediately after the brake fluid pressure is reduced. It functions to relief the relative pressure with respect to, but after that, the piston 24 of the storage container 20 is extruded downward, so that the suction port of the first pipe portion A1 and the pump 15 is opened by the ball valve 21. When shut off, the brake fluid pressure is released in the storage container chamber 27 having only about water pressure by the spring 28, so that the relative pressure relief valve 17 has a function similar to that of the absolute pressure relief valve.

Although both are shown in FIG. 22, for example, when there is no relative pressure relief valve 17, the brake fluid pressure (wheel cylinder pressure PL) of the 2nd piping part A2 is rapidly made, like the straight line ② of FIG. As it increases, the brake fluid pressure rapidly approaches the internal pressure of the second pipe portion A2 as indicated by the dashed-dotted line. By the way, in the case where the relative pressure relief valve 17 is present as in the present embodiment, when the differential pressure Δ P between the wheel cylinder pressure PL and the master cylinder pressure PU is set to be equal to or higher than a predetermined value, the relative pressure relief valve 17 Closes, and the brake fluid escapes from the high pressure side (the second pipeline part A2) to the low pressure side (the second pipeline part A1), and the differential pressure between the wheel cylinder pressure PL and the master cylinder pressure PU as shown in the straight line of FIG. ΔP is adjusted to fall below a predetermined value.

As described above, when the brake fluid pressure in the second pipe portion A2 is reduced, and the suction ports of the first pipe portion A1 and the pump 15 are blocked by the ball valve 21, the relative pressure relief valve ( 17 shows the same function as the absolute pressure relief valve as shown in the straight line ⑪ of FIG.

As a result, the degree of increase of the wheel cylinder pressure PL is smoothed, so that the wheel cylinder pressure PL is bound to reach the internal pressure of the pipe. Therefore, by using the standard relative pressure relief valve 17 which opens a valve by the pressure difference of the state which has not normally reached, it can prevent that the brake fluid pressure of a pipe line becomes substantially more than internal pressure. Therefore, the durability of the brake is increased and the failure is also reduced.

In addition, in the present embodiment, since excessive pressure resistance performance is not required, the pressure-resistant equipment can also be suppressed, thus contributing to the cost reduction.

In addition, the structure which makes it difficult for this brake fluid pressure to reach the internal pressure of a pipe | pipe is not using a sensor etc., but since it exists in a circuit structure itself, it is extremely safe and is not affected by the failure of a sensor etc.

Next, the eleventh embodiment will be described based on FIG. 23, but the description of the same parts as those in the first embodiment will be simplified.

In the present embodiment, the anti-skid control system is combined with the basic structure of the brake device in the same way as the tenth embodiment, but the present invention is characterized in that not only the relative pressure relief valve but also the absolute pressure relief valve is used.

In FIG. 23, the brake pedal 1 is connected to the power supply apparatus 2, and the master cylinder 3 is provided with the master storage container 3a.

The master cylinder pressure PU is transmitted to the brake fluid in the first piping system A leading to the first and second wheel cylinders 108 and 109. Similarly, although the master cylinder pressure PU is also transmitted to the second piping system B, since the same configuration as that of the first piping system A can be adopted, it is not described above. In particular, in this embodiment, the relative pressure relief valve 171 is provided in parallel with the proportional control valve 13. The relative pressure relief valve 171 is such that the pipeline brake fluid pressure between the proportional control valve 13 and the pump 15 is greater than a predetermined value than the pipeline brake fluid pressure between the proportional control valve 13 and the master cylinder 3. In this case, that is, the valve is opened when the brake fluid pressure of the second pipe part A2 becomes higher than the brake fluid pressure of the first pipe part A1 by a predetermined value or more, and the brake fluid in the second pipe part A2 is avoided to the first pipe part A1. The brake fluid pressure in the second pipe portion A2 is reduced.

As a result, the brake fluid pressure in the second pipe part A2 does not rise above the predetermined value than the brake fluid pressure of the first pipe part A1.

Moreover, the absolute pressure relief valve 172 applied to the said relative pressure relief valve 171 is provided. The absolute pressure relief valve 172 is installed in the conduit connecting the proportional control valve 13 and the pump 15 and the master storage container 3a, and the conduit between the proportional control valve 13 and the pump 15. Of the brake fluid pressure of the master storage container 3a is greater than the brake fluid pressure in the master storage container 3a, that is, the brake fluid pressure of the second pipe portion A2 is greater than the brake fluid pressure in the master storage container 3a (almost atmospheric pressure). In this case, the valve opens, and the brake fluid in the second pipe portion A2 is avoided by the master storage container 3a to reduce the brake liquid pressure in the second pipe portion A2.

As a result, the brake fluid pressure in the second pipe portion A2 does not rise above a predetermined absolute pressure (pressure at atmospheric pressure).

As described above, in the present embodiment, since the above-described relative pressure relief valve 171 and absolute pressure relief valve 172 are provided, the configuration is higher in safety than the first embodiment.

Although this is shown in FIG. 24, for example, when there is a relative pressure relief valve 171 but there is no absolute pressure relief valve 172, the brake of the 2nd piping part A2 like the straight line (2) and (b) of FIG. The hydraulic pressure (wheel cylinder pressure PL) rapidly increases, and then gradually changes as the crushed point pressure P2, gradually approaching the internal pressure of the pipeline, and when the state is interrupted, the pressure reaches the internal pressure as indicated by the dashed-dotted line. However, in the case where there is an absolute pressure relief valve 172 as in the present embodiment, even when the wheel cylinder pressure PL increases as in the straight line 하면, when the absolute pressure is reached at the break point pressure P3, the absolute pressure relief valve 172 opens. The brake fluid is avoided from the high pressure side to the low pressure side, and the brake fluid pressure in the pipeline is adjusted so as not to exceed the internal pressure as shown in the straight line 의 of FIG.

As a result, since the wheel cylinder pressure PL does not become higher than the internal pressure, it is possible to prevent adverse effects of the brake device due to excessive increase in the brake fluid pressure. In other words, there is a remarkable advantage that the transient increase in the brake fluid pressure can be prevented more reliably than in the case of the relative pressure relief 171 alone.

Next, the twelfth embodiment will be described, but the description of the same parts as in the tenth embodiment will be simplified.

In the present embodiment, the anti-skid control system is combined with the basic configuration of the brake device in the same way as the tenth embodiment, but the configuration of controlling the operation of the pump with respect to the relative pressure relief valve is adopted. There is this.

First, the structure of a brake apparatus is demonstrated based on the brake piping model diagram shown in FIG.

In particular, in the present embodiment, a pressure sensor 11 is provided between the proportional control valve 13 and the master cylinder 3 to detect the brake fluid pressure of the first pipeline portion A1. In this pressure sensor 11, the code | symbol is introduce | transduced into the ECU 12, and it is set as the structure which a control signal is sent from the ECU 12 to the pump 215.

As shown in FIG. 26, the ECU 12 includes a known CPU 12a, a ROM 12b, a RAM 12c, an input / output unit 12d, a bus line 12e, and the like. In addition to the pressure sensor 11, 12d, a pedal stroke sensor 111 for detecting the amount of pedal effort of the brake pedal 1, a G sensor 112 for detecting the deceleration acceleration of the vehicle, and the brake pedal 1 are pressed down. The brake switch 113 and the like for detecting the same, and the pump 15, the first and second boost control valves 31 and 32, the first and second pressure reducing control valves 33 and 34, etc. Connected.

In addition, although the information of the brake fluid pressure obtained by the pressure sensor 11 is of the 1st piping part A1, since there exists a predetermined proportional relationship between the brake fluid pressure of the 1st piping part A1 and the brake fluid pressure of the 2nd piping part, The value detected by the pressure sensor 11 can be converted into the pressure of the second pipeline portion A2 by a map or the like to obtain the brake fluid pressure of the second pipeline portion A2. Alternatively, since there is a proportional relationship as described above, it is also possible to use the brake fluid pressure of the first pipeline part A1 as it is and to indicate the brake fluid pressure of the second pipeline part A2 as it is.

Next, a control process performed by the ECU 12 of the present embodiment will be described based on the flowchart of FIG. 27. This process is also started when ignition is turned on.

In step 20 to step 23 in FIG. 27, the condition for allowing the pressure amplification by the pump 15 (operation condition for boosting means) is calculated.

In other words, the pedal stroke amount Pp is determined based on the signal from the pedal stroke sensor 111 in step 20. Subsequently, in step 21, the pedal stroke change amount Pp is calculated from the pedal stroke amount Pp obtained in step 20 above.

Subsequently, the signal from the G sensor 112 is decoded in step 22 to calculate the deceleration and acceleration ΔVB of the vehicle.

Subsequently, in step 23, the brake fluid pressure BP at the first pipeline portion A1 is obtained based on the signal from the pressure sensor 11.

Subsequently, in step 24, it is determined whether or not the brake pedal 1 is pressed by the brake switch 113 being ON. If affirmative determination is made, the process proceeds to step 25, and if affirmative determination is made, the process returns to the step 27.

In step 25, it is determined whether any of the values calculated in the above steps 20, 21, and 22 satisfy the condition. That is, it is determined whether any one of the boosting means execution conditions satisfies the reference value by comparing each calculated value of the boosting means execution conditions with a predetermined reference value. If affirmative determination is made, the process proceeds to step 26. If affirmative determination is made, the process returns to the step 20 above.

In step 25, it is determined whether or not the brake fluid pressure BP of the detected first pipeline portion A1 exceeds the predetermined reference value KBP. In this case, the brake fluid pressure BP of the first pipeline part A1 is not corrected to the brake fluid pressure of the second pipeline part A2, and the brake fluid pressure of the second pipeline part A2 does not exceed the internal pressure of the pipeline. Set the reference value KBP of the brake hydraulic pressure BP. If affirmative determination is made here, the process proceeds to step 27, and if it is determined that judging, the process proceeds to step 28.

In step 27, since the increase in pressure is permitted, the pump 15 is driven to increase the pressure of the brake fluid at the second pipeline portion A2.

In addition, in step 25, since the increase in pressure is prohibited, the driving of the pump 15 is stopped to suppress the increase in the brake fluid pressure in the second pipeline part A2, and the flow returns to step 20.

As described above, in the present embodiment, even when the brake pedal is stepped on, for example, when any of the conditions for executing the predetermined boosting means is not satisfied, the first pipeline portion (suggesting the brake hydraulic pressure of the second pipeline portion A2) is used. When the brake fluid pressure BP of A1 exceeds the reference value KBP, the driving of the pump 15 is prohibited, so that the brake fluid pressure of the second pipeline part A2 increases excessively and can be prevented from exceeding the internal pressure of the pipeline. .

In addition, although the pressure sensor was arrange | positioned in the 1st piping part A1 in this embodiment, you may arrange | position a pressure sensor in the 2nd piping part A2. In this case, since the brake fluid pressure of the second pipeline part A2 can be detected directly, there is an advantage that appropriate processing can be performed based on more accurate brake fluid pressure, and the arithmetic processing can also be reduced.

Next, a thirteenth embodiment will be described. In addition, description of the same part as Example 12 is simplified or abbreviate | omitted.

As shown in FIG. 28, in the present embodiment, the pipeline A from the master cylinder 3 to the wheel cylinders 4 and 5 is provided with a two-position valve 133 which is not provided with the proportional control valve but is controlled to open / close two positions. It is.

In addition, the pump 15 is provided in parallel with the two-position valve 133. The pump 15 pumps the brake fluid from the first pipeline portion A1 to the second pipeline portion A2 to increase the brake liquid pressure of the second pipeline portion A2 than the brake liquid pressure of the first pipeline portion A1.

Therefore, an absolute pressure relief valve 172 is provided between the pipeline (the second pipeline portion A2) and the master storage container 3a between the two-position valve 133 and the wheel cylinders 4 and 5. The absolute pressure relief valve 172 opens the valve when the brake fluid pressure of the second pipeline part A2 becomes higher than a predetermined value (absolute pressure) and opens the brake fluid from the high pressure side to the low pressure side (master storage container 3a side; atmospheric pressure). To avoid.

Therefore, also in this embodiment, there is an advantage that it is possible to reliably prevent the brake fluid pressure of the second pipeline part A2 from being increased beyond the internal pressure of the pipeline, similarly to the case of using the absolute pressure relief valve of the above embodiment.

Next, a fourteenth embodiment will be described based on FIG.

First, the basic structure of a brake apparatus is demonstrated based on the brake piping model diagram shown in FIG.

As shown in FIG. 29, the first piping system A is separated by a first proportional control valve (PV) 11, a second proportional control valve 13, and a pump 15 provided in the first piping system A. As shown in FIG. It consists of three parts.

That is, the first piping system A receives the master cylinder pressure PU from the master cylinder 3 to the suction side of the pump 15 (via the reservoir 20) and the suction side of the pump 15. From the discharge side of the second pipeline part A2 and the pump 15 between the first pipeline part A1 and the first proportional control valve 14 to the second proportional control valve 13 and the second wheel cylinder 5. It has the 3rd piping part A3 between the proportional control valve 13 and the 1st wheel cylinder 4. As shown in FIG.

In addition, the first proportional control valve 14 is inverted into a conduit between the master cylinder 3 and the second conduit part A2, and the second proportional control valve 13 is connected to the second conduit part A2 and the third. It is in direct contact with the pipeline between the pipeline section A3. The pump 15 is disposed in the pipeline between the storage vessel 20 and the third pipeline portion A3. At the time of the generation of the master cylinder pressure PU, the pump 15 sucks the brake fluid from the first pipeline portion A1 and the third pipeline portion. It is a structure which discharges to A3. In this embodiment, the pressure amplification means 10 is constituted by the first and second proportional control valves 14 and 13 and the pump 15.

Therefore, when the pump 15 is driven while the brake pedal 1 is stepped on and the master cylinder pressure PU is generated in the first pipeline system A, the brake fluid of the first pipeline section A1 moves to the third pipeline section A3. Therefore, the brake hydraulic pressure of the third pipeline part A3 is maintained at the third brake hydraulic pressure BP3 by the driving of the second proportional control valve 13. At this time, by the driving of the second proportional control valve 13, the second brake fluid pressure BP2 of the second pipeline portion A2 is set lower than the third brake fluid pressure BP3 at a predetermined ratio. Therefore, the magnitude relationship between the brake fluid pressure of the first to third pipeline parts A1 to A3 is set to master cylinder pressure PU (first brake fluid pressure BPI) <second brake fluid pressure BP2 <third brake fluid pressure BP3.

Therefore, since the second brake fluid pressure BP2, which is higher than the master cylinder pressure PU, is applied to the second wheel cylinder 5, a certain high pressure is applied to the rear wheel side (right rear wheel RL) to secure the braking force. In addition, since the third brake hydraulic pressure BP3, which is higher than the second brake hydraulic pressure BP2, is applied to the first wheel cylinder 4, a higher braking force is secured by applying a higher pressure to the front wheel side (right front wheel FR) than the rear wheel side. have.

Thus, in the present embodiment, the first proportional control valve 14 is in contact with the pipeline between the master cylinder 33 and the second pipeline part A2, and the second proportional control valve 13 is the second pipeline part A2 and the third. The pump 15 is disposed in the pipeline between the storage vessel 20 and the third pipeline portion A3, and the brake fluid is sucked from the first pipeline portion A1 to the third pipeline portion A3. It is a structure which discharges.

Therefore, when the pump 15 is driven while the brake pedal 1 is stepped on and the master cylinder pressure PU is generated in the first piping system A, the master cylinder pressure PU (first brake fluid pressure BP1 of the first pipeline part A1) is driven. << 2nd brake fluid pressure BP2 of 2nd piping part A2 <3rd brake fluid pressure BP3 of 3rd piping part A3 is set.

As a result, since the third brake fluid pressure BP3 of high pressure is applied to the first wheel cylinder 4 once, a high pressure is applied to the front wheel side (right front wheel FR), thereby exhibiting a high braking force. In addition, since the second brake fluid pressure BP2 lower than that is applied to the second wheel cylinder 5, the rear wheel side (right rear wheel RL) is less likely to have a large slip ratio on the front wheel side.

In other words, with such a configuration, the brake fluid pressure in the wheel cylinder 4 on the front wheel side is made larger than the brake fluid pressure in the wheel cylinder 5 on the rear wheel side while making the ideal braking force distribution along the front and rear wheels. Since the brake fluid pressure can be set high as a whole, the braking force as the whole vehicle can be improved while exhibiting the effect of reducing the effort.

In addition, in each of the proportional control valves 13 and 14, not only the break point pressures are different, but, for example, in FIG. 11, the hydraulic pressure area ratio is proportionally controlled with the proportional control valve 13 as described above. The valves 14 may be overlaid. At this time, for example, if the boosting gradient of the proportional control valve 13 is set higher than the boosting gradient of the proportional control valve 14, the braking force distribution can be approached even more. That is, the damping ratio of the proportional control valve 13 may be set higher than the damping ratio of the proportional control valve 14.

Next, the fifteenth embodiment will be described, but the description of the same parts as in the fourteenth embodiment will be simplified.

In the present embodiment, the basic structure of the brake device and the anti-skid control system are provided in the same manner as in the first embodiment, but the pressure is applied to the front wheel side and the rear wheel side, as opposed to the first embodiment.

As shown in FIG. 30, in the present embodiment, the first and second proportional control valves 13 and 14, the pump 15, the first to third pipe sections A1 to A3, the storage container 20, and the like are shown. The configuration is the same as in the embodiment 14, but the first master cylinder 3 connected to the second conduit A2 performs braking of the left front wheel FR, and the second master cylinder connected to the third conduit A3. The point at (3) of braking the right rear wheel RL is different from that of the first embodiment.

Accordingly, a small brake fluid pressure is applied to the first wheel cylinder 4 of the right front wheel FR (although larger than the wheel cylinder pressure PU), and the second wheel cylinder 5 of the left rear wheel RL is less than the first wheel cylinder 4. Large brake fluid pressure is applied.

In other words, by such a configuration, the brake fluid pressure at the second wheel cylinder 5 on the rear wheel side is made larger than the brake fluid pressure at the first wheel cylinder 4 on the front wheel side, and the brake fluid pressure is increased as a whole. Since the setting can be made high, the braking force as a vehicle premise can be improved while exhibiting the effect of reducing the effort.

In particular, for example, in the case of a lot of cargo, a large load is applied to the rear wheel side so that the load movement is small. Since it is possible to do this, there is an advantage that the braking performance can be improved when there are many cargoes.

Also, as in the present embodiment, even when the brake fluid pressure at the second wheel cylinder 5 at the rear wheel side is greater than the brake fluid pressure at the first wheel cylinder 4 at the front wheel side, the brake pad or the like may be used. In reality, the braking force on the front wheel side sets the braking force on the rear wheel side to be larger. Therefore, in the case where a load movement or the like occurs during braking of the vehicle, it is possible to avoid the rear wheel side falling into the locked state first.

In addition, even if one or two in the first and second proportional control valves 13 and 14 are replaced with two-position valves or throttling means, the same effect can be expected.

Next, the sixteenth embodiment will be described, but the description of the same parts as the above-described embodiment will be simplified.

First, the basic structure of a brake apparatus is demonstrated based on the brake piping model diagram shown in FIG.

In FIG. 31, the brake pedal 1 is connected with the power booster 2, and the master cylinder 3 is provided with the master storage container 3a.

The master cylinder pressure PU is transmitted to the brake fluid in the first piping system A leading to the first and second wheel cylinders 4 and 5. Similarly, the master cylinder pressure PU is also transmitted to the second piping system. However, the same configuration as that of the first piping system A can be adopted, and thus the description will not be given.

The first piping system A is composed of two parts separated by the pressure amplifying means 10. That is, the first piping system A includes the first pipe portion A1 receiving the master cylinder pressure PU between the master cylinder 3 and the pressure amplification means 10 and the wheel cylinders 4 from the pressure amplification means 10. , 5) has a second pipeline part A2.

When the brake pedal 1 is stepped on and the master cylinder pressure PU is generated in the first piping system A, the pressure amplification means 10 moves the brake fluid of the first pipeline portion A1 to the second pipeline portion A2. 2 Maintain the pressure of pipeline A2 at the second brake fluid pressure PL.

In this embodiment, this pressure amplifying means 10 is constituted by a proportional control valve (PV) 13 and a pump 15 as means for maintaining pressure.

The pump 15 is connected to the first piping system A in parallel with the proportional control valve 73. At the time of generating the master cylinder pressure PU, the pump 15 sucks the brake fluid from the first pipeline portion A1 to the second pipeline portion A2. Discharge.

Similarly to the first embodiment, the proportional control valve 13 is in direct contact with the first piping system A. The brake fluid of A1 in the first pipeline portion is moved to the second pipeline portion A2 by the pump 15. When the brake fluid pressure of the second pipeline part A2 becomes the second brake fluid pressure PL which is larger than the master cylinder pressure PU, the function of maintaining this differential pressure PL-PV is accomplished.

In the present embodiment, the anti-skid system 30 is arranged so as not to share the pump 15 in the second pipeline part A2. That is, the anti-skid system 30 is configured with its own ABS pump 35. In addition, the ABS storage container 36 also does not serve as a suction flow path of the pump 15, and does not coexist in the configuration of the anti-skid system 30 with the function of the pressure amplifying means.

In such a configuration, the anti-skid control and the control to increase the braking force by moving the brake fluid from the master cylinder 3 side to the wheel cylinders 4 and 5 side are as shown in FIG. (12).

The ECU is configured as a microcomputer having a known CPU 12a, a RAM 12c, an input / output unit 72d, a bus line 12e, and the like. In the input / output unit 12d, the antiskid control A voltage sensor 532 is detected which is detected by a voltage applying an abnormality of the pump 35, and the pump 15 as the pressure amplification means 10, the first and second boost control valves 31 and 32, First and second pressure reducing control valves 33 and 34 are connected.

Next, the control process performed by this ECU 12 will be described.

As shown in the flowchart of FIG. 33, the voltage sensor 114 detects the state of the voltage applied to the pump 35 for the anti-skid control in step 30, and based on the signal from the voltage sensor 114, It is determined whether or not an abnormality has occurred in the pump 35. If it is determined that an abnormality has occurred, the driving of the pump 15 of the pressure amplifying means 10 is prohibited in step 31.

As described above, the present embodiment employs a configuration in which the anti-skid control system is combined as the basic configuration of the brake device described above. The pump 35 used for the skid control is constituted by a hydraulic circuit separately.

The abnormality of the anti-skid control pump 35 is detected by the voltage sensor 114. When the abnormality occurs in the anti-skid control pump 35, the driving of the pump 15 of the pressure amplifying means 10 is stopped. Prohibited.

Therefore, when any abnormality occurs in the anti-skid control pump 35 and the decompression control of the wheel cylinder pressure cannot be performed, the wheel cylinder for increasing the braking force by the pump 15 of the pressure amplifying means 10 is prevented. Pressure boost control can be prevented.

In other words, when anti-skid control is not properly performed, since the wheel cylinder pressure by the pump 15 of the pressure amplification means 10 cannot be increased, wheel lock can be prevented, and thus braking control. According to this, there is an advantage of further improving braking performance and safety.

In addition, although the abnormality of the pump 35 was detected in this embodiment, when it raises more safety, besides that, the storage container 36, the 1st, 2nd pressure control valves 31, 32, the 1st, 2nd When the abnormality such as the pressure reducing control valves 33 and 34 is detected and those abnormalities are detected, the driving of the pump 15 of the pressure amplifying means 10 may be prohibited.

In addition, as shown in FIG. 6, in the configuration in which the anti-skid control system is combined with the basic structure of the brake device, the pump 15 used for the boosting and anti-skid control of the second brake hydraulic pressure PL of the second pipeline part A2. The case where it is set as common structure is demonstrated.

In other words, in FIG. 6, the pump 75 which moves the brake fluid of the first pipeline part A1 to the second pipeline part A2 via the storage container 20 of the structure, and raises the brake fluid pressure to the second brake fluid PL 75. ) And a pump 15 for sucking and returning brake fluid in the storage containers 20 removed from the wheel cylinders 4 and 5 for reducing the pressure of the wheel cylinders in the anti-skid control.

Therefore, in the case of the anti-skid control structure (especially the pump 15), when the control and mechanical abnormality occur and the decompression control of the wheel cylinder pressure cannot be performed, the same pump 15 is pressure-amplified means. Since it is also used as (10), it is impossible to increase the control of the wheel cylinder pressure to increase the braking force by the pressure amplifying means 10.

In other words, in the present embodiment, since the antiskid control pump and the pump 15 as the pressure amplifying means 10 are shared, when the pump 15 fails and the antiskid control cannot be performed, naturally The pressure increase of the wheel cylinder pressure by the pressure amplification means 10 is also impossible. Therefore, there is an effect that the safety according to the braking control is further improved.

Moreover, since the structure for preventing this wheel lock does not use a sensor etc., since it exists in the circuit structure itself, it is extremely safe and is not affected by the failure of a sensor etc.

In addition, since there is no need to install two application-specific pumps, there is an advantage that the configuration can be simplified and the cost can be reduced.

Next, the seventeenth embodiment will be described with reference to FIG.

First, the basic configuration of the brake device will be described based on the brake piping model diagram shown in FIG. In addition, in the same operation as the configuration according to the above-described embodiment, the same reference numerals are used and description thereof will be omitted.

The switching means 100, which is a feature of the present embodiment, will be described.

The switching means 100 switches the configuration of the braking (power brake) by the pressure amplification means 10 and the configuration by the normal brake.

The switching means 100 includes a first switching control valve 102 arranged in a conduit between the master cylinder 3 and the first boost control valve 31 and a proportional control valve 13 from the master cylinder 3. ) Is composed of a second switching control valve 101 arranged in the conduit.

The first and second switching control valves 102 and 101 are solenoid valves which switch the pipeline to two positions in communication and interruption by control signals. In addition, the non-return valve 103 is provided in parallel with the first switching control valve 102.

Therefore, in the case where the brake fluid pressure is increased by using the pressure amplification means 10 to increase the braking force, as shown in FIG. 34, the first switch control valve 102 is closed and the second switch control valve 101 is opened. To be set. As a result, the high pressure first brake hydraulic pressure PL is applied to the first wheel cylinder 4 on the front wheel side, and the master cylinder pressure PU of lower pressure is applied to the second wheel cylinder 5 on the rear wheel side at isochronous time. It becomes a configuration.

On the other hand, since the driving of the pump 15 of the pressure amplifying means 70 is not carried out when the normal brake is operated, the first switching control valve 102 is opened as shown in FIG. The switching control valve 101 is set to be closed. (In addition, this is a state where the energization to both switching control valves 102 and 101 is turned off.). As a result, the master cylinder pressure PU is applied to the first wheel cylinder 4 on the front wheel side via the first switching control valve 102 in a communicating state, and the pressure lower than that is achieved by the proportional control valve 13. The brake fluid pressure thus obtained is a configuration of a normal brake applied to the second wheel cylinder 5 on the rear wheel side.

In addition, the control by the switching means 100 mentioned above, the control which raises a braking force by moving brake fluid from the master cylinder 3 side to the wheel cylinders 4 and 5 side, etc. are shown in FIG. ECU 12).

The ECU 12 is configured as a microcomputer provided with a known CPU 12a, a ROM 12b, a RAM 12c, an input / output unit 12d, a bus line 12e, and the like.

The input / output unit 12d drives the switching means 100 by a driver's operation, and means for detecting abnormality of the manual switching switch 115 and the pump 15 to switch the power brake state and the normal brake state. The voltage sensor 114 which detects the abnormality of the pump 15 by the voltage applied to the pump 15 is connected. The first and second switching control valves 102 and 101, the first and second boost control valves 31 and 32, the first and second pressure reducing control valves 33 and 34 are connected.

Next, the drive control of the switching means 100 performed in this ECU 12 will be described based on the flowchart of FIG.

First, in step 40 of FIG. 37, it is determined whether the manual changeover switch 115 is ON or OFF. In other words, it is determined whether it is set to the power brake state (switch; ON) or normal brake state (switch; OFF). If the manual changeover switch 115 is ON, the process proceeds to step 41, and if it is OFF, the process proceeds to step 44. FIG.

In step 41, it is determined whether or not an abnormality has occurred in the pump 15 based on the signal from the voltage sensor 114. Here, if it is determined that an abnormality has occurred, the process proceeds to step 44. If it is determined that no abnormality has occurred, the process proceeds to step 42.

In step 42, since the power brake is permitted, first, the first switching control valve 102 is turned on to be cut off, and in step 43, the second switching valve 101 is turned off to be in a communicating state. This process ends once. In other words, as a result, the power brake can be used as shown in FIG.

On the other hand, since the power brake is not permitted in step 44 and the normal brake is used, the first switching control valve 102 is first turned off to be in a communication state, and then in step 45 the second switching control valve ( 101) is turned on to be in the cutoff state, and at step 46, the operation of the pump 15 for the power brake is prohibited, and the present process ends. In other words, as a result, the normal brake can be used as shown in FIG.

As described above, in the present embodiment, the first and second changeover control valves 102 and 101 are controlled based on the signals from the manual changeover switch 115 or the voltage sensor 114. The state of using normal brake can be switched.

Therefore, for example, when the power brake cannot be legally used due to the abnormality of the pump 15, the brake fluid pressure on the front wheel side and the rear wheel side becomes the same, and the rear wheel side is easier to lock before the front wheel side. The braking becomes unstable, but in the present invention, when the abnormality of the pump 15 is detected by the voltage sensor 114, it is possible to switch to the state of the normal brake. In other words, when such an abnormality occurs, the circuit configuration is transmitted to the normal connection state of the normal proportional control valve 13, and the braking force distribution of the front and rear wheels can be made, so that stable braking can be performed. Effect.

In addition, even when there is no abnormality of the pump 15, the driver can operate the manual changeover switch 115 so that the state of the power brake and the state of the normal brake can be selected and switched appropriately. This becomes possible.

Next, an eighteenth embodiment will be described with reference to FIG. The description of the same parts as the above-described embodiment will be simplified.

First, the basic configuration of the brake device will be described based on the brake piping model diagram shown in FIG.

In FIG. 38, the storage container 140 is connected between the first pipeline portion A1 and the suction side of the brake fluid of the pump 15, and at the same time, between the master cylinder 105 side and the storage container 140. The solenoid valve 143 is connected to the 1st pipeline part A1.

The storage container 140 is for storing brake fluid discharged from the wheel cylinders 4 and 5, a storage container hole 145 connected to the pipe, a storage container chamber 147 for storing brake fluid, The piston 149 which changes the volume of the storage container chamber 140, and the spring 151 which presses the piston 149 to the upper side of the figure, and exerts the force which extrudes a brake fluid, are provided. Moreover, in order to detect the amount of brake fluid in the storage chamber 147 from the movement amount of the piston 149, the storage container 140 is equipped with a stroke sensor 753 which measures the movement amount of the piston 149.

In addition, the solenoid valve 143 is controlled to open and close two positions in order to switch the pipeline of the first pipeline portion A1 between the master cylinder 105 side and the storage container 140 to communicate, cut off.

The signal from the stroke sensor 153 is introduced into the ECU 12, and the control signal is sent from the ECU 12 to the solenoid valve 143.

As shown in FIG. 39, the ECU 12 includes a known CPU 12a, a ROM 12b, a RAM 12c, an input / output unit 12d, a bus line 12f, and the like. 12d) is connected to the stroke sensor 153 and at the same time the solenoid valve 143, the pump 15, the first and second boost control valves 123 and 125, the first and second pressure reducing control valves 127, 129) and the like are connected.

Next, the control process of this embodiment configured as described above will be described.

On the basis of the information from the wheel speed sensor (not shown), when the locked state of the wheel is detected, the solenoid valve 143 is closed, and the first and second boost control valves 123 and 125 are closed. 1 The brake fluid applied to the wheel cylinders 4 and 5 can be accommodated in the storage chamber 147 by opening the second pressure reducing control valves 127 and 129, whereby the respective wheel cylinder pressures can be stored. The pressure can be reduced. That is, the decompression control of the wheel cylinder pressure according to the anti skid control can be executed.

When the wheel lock tendency is solved and the wheel cylinder pressure is to be increased, the solenoid valve 143 is closed and the first and second boost control valves 123 and 125 are opened. By closing the second pressure reducing control valves 127 and 129, the pump 15 is driven to pump the brake fluid stored in the storage chamber 147 to increase the pressure of the wheel cylinder.

In addition, when the brake fluid in the storage chamber 27 is consumed by suction of the pump 15 during the increase in pressure under the anti skid control, the solenoid valve 143 is opened and the pump 15 is opened. By driving, the brake fluid can be sucked from the first pipeline portion A1 to increase the wheel cylinder pressure (while preventing the reaction force caused by the master cylinder pressure).

In addition, when the storage container 140 is full due to a signal from the stroke sensor 153, the solenoid valve 143 is closed and the first and second boost control valves 123 and 125 are closed. By closing and opening the first and second pressure reducing control valves 127 and 129, the brake fluid stored in the storage container chamber 147 can be pumped by driving the pump 15, thereby ensuring the storage container capacity. Thereby, the decompression control using the storage container 140 at the time of the next anti skid control can be reliably performed.

As described above, in this embodiment, the flow path from the master cylinder 105 to the storage container 140 in response to the amount of brake fluid in the storage container 140, that is, the first pipe portion A1 and the suction side of the brake fluid of the pump 15 is obtained. Since the flow path between the opening and closing is controlled by the solenoid valve 143 and the pump 15 is driven as needed, the decompression control according to the anti skid control and the boosting control of the wheel cylinder pressure can be suitably performed. have.

In particular, in this embodiment, since the flow path is opened and closed by the solenoid valve 143, there is an advantage that more precise control can be performed.

The nineteenth embodiment will be described below based on the flowchart shown in FIG. Incidentally, the system configuration of the brake device and the configuration of the ECU can be adopted from time to time as described in the above embodiments.

In step 50, it is determined whether or not the brake pedal 1 is stepped on or not by the brake switch 113 being ON. If affirmative determination is made here, the process proceeds to step 51, and if affirmative determination is made, this processing ends.

In step 51, the manipulated variable X of the brake pedal 1 is detected based on the signal from the stroke sensor 111. In other words, the degree to which the brake pedal 1 is stepped (ie, the current position) is obtained.

Subsequently, in step 52, the start criterion dXs for starting the brake assist in response to the operation amount X of the brake pedal 1 is changed. Specifically, the manipulated variable threshold dXs is obtained from the map of the manipulated variable X and the manipulated variable threshold value (starting reference) dXs as shown in FIG. 41 (a), and the manipulated variable change amount starting brake assist for the interval. Set as the threshold dXs.

Subsequently, in step 53, the manipulated variable X of the brake pedal 1 is differentiated to calculate the manipulated variable amount dX which is the moving speed (operating speed) of the brake pedal 1.

Subsequently, in step 54, it is determined whether or not the manipulated variable change amount dX of the brake pedal 1 is equal to or larger than the manipulated variable threshold value dXs. If affirmative determination is made here, the process proceeds to step 55, and if affirmative determination is made, the present process ends.

In step 55, since it is the timing to start the brake assist, the pump 15 is driven to increase the wheel cylinder pressure to start the brake assist, and this process ends once.

Thus, in the present embodiment, in the device with the power brake including the pressure amplification means 10, the position (operation amount X) and the speed (operation change amount x) of the brake pedal 1 are obtained, and the brake assist is made in response to the operation amount X. The starting manipulated variable threshold (starting standard) dXs is changed, and the brake assist is started when the manipulated variable dX is equal to or more than this starting standard dXs.

Therefore, since the brake assist can be reliably performed even in the stepping state of any brake pedal 1, a remarkable effect is obtained that sufficient braking force can be secured. In other words, high braking force can be reliably ensured in a state in which a greater braking force is required than a vehicle braking during normal braking, such as scary sudden braking.

For example, conventionally, when the brake pedal 1 is pressed down to some extent, the operation speed of the brake pedal 1 does not increase, and therefore, the brake assist cannot be started since the start speed of the brake assist is not reached. However, in this embodiment, in such a case, the start criteria of the brake assist are changed in response to the state where the brake pedal 1 is stepped down (decreased). Can be started (the pump 15 can be started to drive or the pump speed up (UP) brake assist can be started).

As a map for changing the start criterion, for example, a stepped map as shown in FIG. 41 (b) can be used. In this case, there is an advantage that the storage area of the ROM 12b is small.

After the start of the brake assist, the assist force of the brake assist may be constant, but the assist force gradually decreases in response to the operation amount X of the brake pedal 1 (specifically, when the operation amount X exceeds a predetermined value). It may change (specifically, gradually increase). In this case, for example, it is advantageous in that good control performance can be obtained not only in a gentle brake but also in a sudden braking operation.

Experimental Example

Next, an experimental example performed to fine-tune the effects of the present embodiment will be described.

This experiment is based on the relationship between the hydraulic pressure of the master cylinder before pedaling, pedal speed, pedaling gradient, and boosting gradient, respectively, when the driver presses the brakes as usual and assumes the state of fear. To save. The result is recorded in FIG. The relationship between the pedal speed and the pedal pressure is the relationship shown in Fig. 42 (the line between the frightened state and normal time) X1, X2, and X3.

As is apparent from FIG. 42, when the hydraulic pressure before the stepping force is low, that is, when the brake pedal 1 is not stepped on, the pedal speed or the like is greatly output when the pedal pedal is pressed down. Even when this is fixed, the brake assist can be started at an appropriate timing.

However, when the pressure before the step is high, that is, when the brake pedal 1 is stepped on the way, the pedal speed and the like are not greatly output even when the brake pedal 1 is pressed down. Assist cannot start at an appropriate timing.

On the other hand, in this embodiment, the start criterion dXs of the brake assist is changed in response to the operation amount X of the brake pedal 1. Specifically, when the operation amount X of the brake pedal 1 is large, the start timing of the brake assist is increased. Since the starting criterion dXs is changed so quickly, the brake assist can be started at an appropriate timing. Therefore, a high braking force can be ensured even when the brake is pressed from the brake state, for example, in a frightened case.

Next, a twentieth embodiment will be described. Also in this embodiment, the system configuration of the brake device and the configuration of the ECU can be adopted at any time as described in the above embodiment.

As shown in the flowchart of Fig. 7, in the present embodiment, it is first determined in step 60 whether the brake switch 113 is ON. In this case, the process proceeds to step 61 where it is determined as affirmative, and when this is found to be negative, the present process ends.

In step 61, the manipulated variable X indicating the position of the brake pedal 1 is detected based on the signal from the stropin sensor 111. FIG.

Subsequently, at step 62, it is determined whether or not the manipulated variable X of the brake pedal 1 is equal to or larger than the predetermined manipulated variable threshold value (first start reference) Xs. Specifically, as shown in FIG. 44, it is determined whether or not the manipulated variable X has reached the manipulated variable threshold (first start criterion) Xs. If affirmative determination is made, the process proceeds to step 63;

In step 63, in response to the operation amount X of the brake pedal 1, the second starting reference dXs for starting the brake assist is changed. Specifically, the manipulated variable threshold dXs is obtained in response to the manipulated variable X from the map of the manipulated variable X and the manipulated variable threshold value (second start criterion) dXs as shown in FIG. 44, and the value of the manipulated variation starting brake assist is obtained. Set as the threshold value dXs.

Subsequently, in step 64, the manipulated variable X of the brake pedal 1 is differentiated, and the manipulated variable change amount dX which is the operating speed of the brake pedal 1 is calculated.

Subsequently, in step 65, it is determined whether the manipulated variable change amount dX of the brake pedal 1 is equal to or larger than the manipulated variable threshold value dXs. If affirmative determination is made here, the process proceeds to Step 66. If affirmative determination is made, this processing ends once.

In step 66, it is the timing to start the brake assist, so that the pump 15 is driven to increase the wheel cylinder pressure, start the brake assist, and finish this processing once.

Thus, in the present embodiment, in the apparatus with the power brake including the pressure amplification means 10, the position (operation amount X) of the brake pedal 1 is obtained, and the operation amount threshold value (first operation amount at which the operation amount X starts brake assist) is obtained. Start criterion) The brake assist is started when Xs or more. At the same time, the position (operation amount X) and speed (operation change amount x) of the brake pedal 1 are obtained, and the operation change amount threshold (starting criterion) dXs which starts the brake assist in response to the operation amount X is changed. When it exceeds the start criterion dXs, the break assist is started.

Therefore, in the same manner as in the nineteenth embodiment, since the brake assist can be reliably performed even in the stepping state of any brake pedal 1, a significant braking force can be secured, and at the same time, the brake pedal 1 is over a certain level. In this case, since power assist is performed, there is an advantage that subsequent computational processing is reduced.

Next, the twenty-first embodiment will be described.

In particular, in the present embodiment, the G sensor is used to detect the deceleration of the vehicle body, and the start criterion of the execution (ON) of the power assist (OFF) is changed in response to the output.

As shown in the flowchart of FIG. 45, in this embodiment, first, in step 70, it is determined whether or not the brake switch 113 is ON. If affirmative determination is made, the process proceeds to step 71. If it is judged negative, the process ends once.

In step 71, the vehicle body deceleration Y is detected based on the signal from the G sensor.

Subsequently, in step 72, the starting reference (manipulation change amount threshold) dXs for starting the brake assist in response to the vehicle body deceleration Y is changed.

Subsequently, in step 73, the manipulated variable X of the brake pedal 1 is detected, and in step 74, the manipulated variable X of the brake pedal 1 is differentiated to calculate the manipulated variable change amount dX which is the moving speed (operating speed) of the brake pedal 1. do.

Subsequently, at step 75, it is determined whether the manipulated variable change amount dX of the brake pedal 1 is equal to or larger than the manipulated variable amount dXs. If affirmative determination is made, the process proceeds to step 76. If affirmative determination is made, the main processing ends.

In step 76, it is the timing to start the brake assist, so that the pump 15 is driven to increase the wheel cylinder pressure, start the brake assist, and finish this process once.

As described above, in the present embodiment, in the apparatus having the power brake including the pressure amplifying means 10, the vehicle body deceleration Y is obtained, the manipulated variable change threshold dXs is changed in response to the vehicle body deceleration Y, and the brake pedal 1 The brake assist is started when the manipulated variable change amount dX is equal to or greater than this manipulated variable threshold value dXs.

Therefore, when deceleration G of a predetermined value or more occurs (for example, when a sudden brake is applied during panic), the brake assist can be reliably performed, so that a sufficient braking force can be secured.

In the present embodiment, the vehicle body deceleration Y is obtained by the G sensor. For example, the estimated vehicle body speed and the estimated vehicle deceleration speed may be obtained by a known method from the wheel speed obtained by the wheel speed sensor.

A twenty-second embodiment will be described based on the flowchart shown in FIG.

In addition, the structure of a brake apparatus or the structure of ECU can employ | adopt the structure demonstrated in the above-mentioned embodiment from time to time. The power booster 2 is used as the first amplifying means, and the pressure amplifying means 10 is used as the second amplifying means.

The electronic control apparatus 12 executes the flow shown in FIG. 45 in accordance with the ON operation of the ignition switch of the crew and the like. That is, in step 80, the wheel speed VW of each wheel is calculated based on the output from the wheel speed sensor not shown. Subsequently, in step 81, the wheel speed reduction dVW is calculated based on the wheel speed VW.

In step 82, it is determined whether or not the brake switch 113 is turned on at the wheel speed VW, that is, the brake pedal 1 is stepped over a predetermined level or not and the vehicle is in a braking state. If the brake switch 113 is in the ON state, the flow advances to Step 83. If it is determined that the brake switch 113 is not in the ON state, the flow from Step 80 is repeated.

In step 83, it is determined whether the vehicle deceleration dVW calculated in step 81 is smaller than the predetermined deceleration KdVW. The predetermined deceleration KdVW may be set as a target, for example, a wheel deceleration generated in each wheel when a sudden brake is applied on a road surface having a friction coefficient equal to or greater than a middle friction coefficient (μ) such as rainy weather asphalt. . When affirmative determination is made in step 83, the second amplifying means described above is subsequently executed in step 84. In this case, sudden braking of the vehicle along the road surface having a predetermined road surface friction coefficient mu is achieved. Further, the comparison between the predetermined deceleration KdVW and the wheel deceleration dVW of each wheel may be performed on only one side wheel. If the wheel deceleration dVW of at least one of the wheels is smaller than the predetermined deceleration KdVW, the second amplification means may be executed for a predetermined time as the front wheels to be compared. If the second amplifying means is executed for a predetermined time in step 84, the flow advances to step 85 to determine whether or not the brake switch 113 is in the ON state. If the brake switch 113 is in the OFF state, the second amplifying means is terminated by ending the braking state in the vehicle, and the process returns to step 80. If the brake switch 113 is in the ON state, the process returns to Step 84 and the second amplifying means is continued.

The relationship between the operating force with respect to the brake pedal 1 and the wheel cylinder pressure PL when such a flow is performed is demonstrated based on FIG.

The straight line S1 of FIG. 47 shows the wheel cylinders 4 and 5 when the driving force of the brake pedal 1 by the crew, that is, the stepping force by the brake booster 2 and the second amplifying means do not amplify the pedaling force. The wheel cylinder pressure PL applied to) is shown. With respect to this straight line S1, the vehicular brake device described in FIG. 1 has a characteristic of having a line at least above the straight line S1 due to the backing action of the brake booster 2 as the first amplifying means. If the second amplification means is not executed, the wheel cylinder pressure PL and the master cylinder pressure PU are shifted together with the two-dot chain lines BB by the backing action by the power boosting device (brake booster) 2. In addition, in this Embodiment 1, the proportioning valve 6 arrange | positioned with respect to the wheel cylinder 5 of the rear wheel side is abbreviate | omitted, and wheel cylinder pressure PL is set as the brake fluid pressure in wheel cylinders 4 and 5. As shown in FIG. .

Next, when the change of the wheel cylinder pressure PL is observed, the boost force by the brake booster 2 before the wheel deceleration dVW becomes larger than the predetermined deceleration KdVW from time 0 at which the brake pedal 1 is pressed is time t1. By operation, the characteristic shown by the straight line S2 is obtained. If the pressure amplification means is executed when the wheel deceleration dVW becomes equal to or greater than the predetermined deceleration KdVW at time t1, the pump 15 sucks the brake fluid from the first pipeline portion A1 and applies the brake liquid to the second pipeline portion A2. Discharge. That is, the brake fluid having the master cylinder pressure PU in the first pipeline portion A1 is moved to the second pipeline portion A2, and the brake liquid pressure in the second pipeline portion A2 is increased to the second brake hydraulic pressure PU. At this time, since the amount of brake fluid at the first pipeline portion Al is reduced, the reaction force transmitted from the brake pedal 1 to the crew when the crew presses the brake pedal 1 is reduced. That is, the crew burden when maintaining the pedaling stroke of the brake pedal 1 is reduced. In addition, since the brake fluid is discharged to the second pipeline portion A2 by the pump 15, the brake hydraulic pressure in the second pipeline portion A2 is increased to the second brake hydraulic pressure PU, and the wheel cylinder pressure PL as in the straight line S3 according to FIG. Increases. In other words, the wheel cylinder pressure PL is increased to the wheel cylinder pressure P1 according to the time t1 and the gradient of the crew operation amount F is increased to the brake pedal 1 above P1. The gradient shown in the straight line S3 is set by the damping ratio set in the proportional control valve 13, that is, the damping ratio of the brake fluid pressure when the brake fluid flows from the second pipeline part A2 to the first pipeline part A1. As described above, in the first embodiment, the amplifying action of the operating force by the power boosting device 2 corresponding to the first amplifying means is performed for the low braking step with respect to the wheel braking force, and the pressure amplifying means 10 corresponding to the second amplifying means 10. Amplification is carried out for the high braking stage for the wheel braking force.

As described above, in the present embodiment, the vehicle is larger by executing the pressure amplification means by judging the situation in which the braking force is required by applying to the power supply device 2 that normally performs the hydraulic action during braking, for example, by the wheel deceleration. Braking power can be obtained. In other words, if the braking device 2 that does not have too large lifting force is adopted and the braking of the normal area is ensured by the power supply device 2, the braking of the normal area can be made to be smooth with the feeling of the crew. At the same time, in a state where the vehicle is to be braked quickly, the pressure braking means 10 as the second amplifying means can be executed to achieve both braking. In addition, since the pressure amplification means is provided, there is an amplification assist of the brake fluid pressure by the pressure amplification means 10. Therefore, the capacity of the first chamber and the second chamber is small and does not have a large force (power ratio). It is also possible to employ the brake booster 2 as a brake device.

In addition, in the pressure amplification means 10, the proportional control valve 13, which is inverted, is employed as the holding means for maintaining the differential pressure between the first pipe portion A1 and the second pipe portion A2. The pressure amplifying means 10 as the second amplifying means can be executed without adding a sensor type other than the wheel speed sensor already adopted. That is, even after the pressure amplification means 10 is executed, the pedal pedal pressure is released and the master cylinder pressure PU is lowered, the wheel cylinders 4 and 5 are operated by the mechanical proportional control valve 13. No brake delay occurs without residual brake fluid pressure. In addition, when mechanically setting the break point pressure and the damping ratio of the pressure in advance in the proportional control valve 13, the driving force of the pump 15 is fixed and the pressure amplification means 10 is executed. do.

Next, the twenty-third embodiment will be described based on FIG. 48 and FIG. 49.

In the control according to the above embodiment, the second amplifying means is executed based on the wheel deceleration dVW corresponding to the wheel behavior in accordance with the road surface condition. However, in the second embodiment, the second amplifying means, that is, the pressure amplifying means 10, is executed based on the pedal stroke PS of the brake pedal 1 according to the crew operation.

That is, as shown in FIG. 48, in the starting prow according to the ON operation of the ignition switch or the like, in step 90, the pedal stroke PS is detected based on the signal from the stroke sensor 111. FIG. Subsequently, the pedal stroke PS is compared with the predetermined value KPS in step 91. This predetermined value KPS may be set, for example, in light of a stepped pedal stroke when the crew member suddenly stops the vehicle to some extent when driving a vehicle having a predetermined body speed. If it is determined that the pedal stroke PS is larger than the predetermined value KPS, the process proceeds to step 92, and if it is determined to be incorrect, the process returns to step 90. At the time of non-response of the brake pedal 1 during the non-braking of the vehicle, since the pedal stroke PS becomes less than or equal to the predetermined value KPS, the flow returns to step 90.

In step 92, the pedal amplification amount of the crew, that is, the pedal stroke PS is larger than the predetermined value KPS, and the second amplifying means is executed as a condition that the vehicle is to be stopped quickly.

Next, the operation will be described using FIG.

When the pedal stroke PS is 0, the brake pedal 1 is stepped on the vehicle, and the master cylinder pressure PU becomes P2 by the action of the brake booster 2, which is the first amplification means, until the pedal stroke PS becomes PS1. The brake fluid pressure at the wheel cylinder 4 on the front wheel side is also at the same pressure as the master cylinder pressure PU, and changes as shown in the line S2. In addition, the brake fluid pressure in the wheel cylinder 5 on the rear wheel side is applied with a pressure lowered by a predetermined damping ratio than the master cylinder pressure PU by the known action of the proportioning valve 6 in contact with the pipeline. That is, the brake fluid pressure of the wheel cylinder 5 on the rear wheel side is compared with the line S2 in response to the pedal stroke PSO at which the master cylinder pressure PU above the break point pressure of the proportioning valve 6 is generated as shown in the line S4. The pressure is reduced by a predetermined pressure.

When the pedal stroke is larger than PS1 (= KPS), the pressure amplification means 100 is executed, and the line BB1 indicating the change of the brake fluid pressure in the wheel cylinder 4 on the front wheel side by the backing action of the power booster 2 and In comparison, the brake fluid pressure of the wheel cylinder 4 on the front wheel side is amplified upward as in the line S3. At this time, the pedal stroke PS2 can realize a pressure P4 that is larger than the pressure P3 which is a limit of the wheel cylinder pressure that can be generated in the hydraulic power action by the hydraulic power supply device 2. In addition, the brake fluid pressure in the wheel cylinder 5 on the rear wheel side is also amplified and shifted to the upper side in comparison with the line BB2 indicating the transition of the brake fluid by the back force action of the power booster 2. In this way, when the pedal stroke is larger than the predetermined value, the pressure amplification means is executed, and it is possible to make the boosting gradient larger than the boosting gradient of the wheel cylinder pressure by the power boosting device 2, so that the braking force of the vehicle can be obtained. At this time, the effect by the pressure amplification means achieves the same thing as the above-mentioned embodiment.

In addition, even if the power booster 2 adopts a small power factor such that the boosting action almost disappears in the pedal stroke PS2, the brake pressure at the wheel cylinders 4 and 5 can be gradually increased by the second amplification means. Can be. Further, since the second amplifying means is executed by the proportional control valve 13 inversely connected with the movement of the brake fluid by the pump 15, even if the pedal stroke is almost stopped in PS1 or PS2, the proportional control valve 13 By the mechanical throttling effect, the brake fluid pressure in the wheel cylinders 4 and 5 can be gradually increased.

Next, a twenty-fourth embodiment according to the present invention will be described with reference to FIG. In addition, the configuration to achieve the same operation as the configuration described in the above embodiment will be avoided. In this twenty-fourth embodiment, the power boosting device 2 constituting the first amplifying means in the above-described embodiment is abolished, and the pressure amplifying means 10 corresponding to the second boosting means according to the above-described embodiment. An example of arranging the configuration of) in the first piping system A will be described.

The first piping system A extending from the master cylinder 3 is connected to the wheel cylinder 4 of the right front wheel FR and the wheel cylinder 5 of the left rear wheel RL, respectively. The first piping system A is provided with a first proportional control valve 13 reversely connected as the first amplifying means 10 and a first pump 15 connected in parallel with the first proportional control valve 13. . Moreover, in the 1st piping system A, the 2nd amplification means 200 is arrange | positioned in the pipeline to the stake which the 1st amplification means 10 and each wheel cylinder 4 and 5 connect. This second amplifying means 200 is also the same as the first amplifying means 10, and is constituted by a second proportional control valve 14A and a second pump 215 which are in contact with each other.

In the first and second amplification means 10 and 200 provided in this way, the first piping system A is divided into a first pipeline portion A1, a second pipeline portion A2, and a third pipeline portion A3. That is, the first pipeline portion A1 between the master cylinder 3 and the first amplifier means 10 and the second pipeline portion A2 between the first amplifier means 10 and the second amplifier means 200 and 2 is divided into a third pipeline part A3 between the amplifying means 200 and each wheel cylinder 4,5. Further, the suction port of the first pump 15 is connected to the first suction pipe C1 connected to the first pipe part A1, and the discharge port of the first pump 15 is connected to the first discharge pipe B1 connected to the second pipe part A2. Is connected to. Similarly, the suction port of the second pump 215 is connected to the second suction pipe C2 connected to the second pipe part A2, and the discharge port of the second pump 215 is connected to the second discharge pipe part A3. Is connected to.

In the brake device configured in this manner, when the brake pedal is depressed and the first amplifying means 10 and the second amplifying means 200 are not acted on, the master cylinder generated in response to the stepping force of the brake pedal 1 is generated. The brake fluid including the pressure PU passes through the first and second proportional control valves 13 and 14A without being attenuated, and the master cylinder pressure PU is transmitted to the wheel cylinders 4 and 5.

Next, the operation according to the twenty-fourth embodiment will be described based on FIG. 51. FIG.

The flow starting in response to the ON operation of the ignition switch or the like calculates the wheel speed VW based on the output signals from the wheel speed sensors 201 and 201 in step 10. Subsequently, in step 110, the vehicle body speed VB is calculated. At this time, the body speed VB may be calculated based on the wheel speed VW of the driven wheel, or an integrated value of an output value such as a body acceleration sensor not shown may be adopted. In step 120, the wheel acceleration dVW of the wheel is calculated. In addition, the wheel speed VW or the like may be calculated for each wheel for one flow.

In step 130, the pedal stroke PS is detected and calculated based on the output from the stroke sensor 111. In step 140, the amount of change dPS per time of the pedal stroke is calculated.

In step 150, in order to detect whether the vehicle is in a braking state or not, it is detected whether the brake switch 113 is in an on state. If it is determined that the brake switch is in the on state and is not in the vehicle braking state, the flow returns to step 10. If it is determined that the brake switch 113 is on, the process proceeds to step 160.

In step 160, the first amplifying means 10 is executed. That is, the brake fluid is moved by driving the first pump 15 and sucking the brake fluid from the first pipeline portion A1 and discharging it to the second pipeline portion A2. In response to this, the brake fluid pressure of the second pipe part A2 and the third pipe part A3 increases, and the pressure in the wheel cylinders 4 and 5 becomes the second brake fluid pressure that is increased compared with the master cylinder pressure PU. At this time, when the brake fluid flows from the second and third pipeline parts A2 and A3 to the first pipeline part A1, the reversely connected first proportional control valve 13 decompresses and moves the brake fluid at a predetermined damping ratio. . As a result, the brake fluid pressure of the second and third pipe sections A2 and A3 is maintained. In addition, when the brake pedal is gradually stepped on, the flow of brake fluid from the second pipeline portion A2 side to the first pipeline portion A1 side is substantially absent, and the increase of the brake liquid pressure at the first pipeline portion A1 and the first pipeline portion A1 from the The brake fluid pressure is amplified at a predetermined pressure ratio in accordance with the movement of the brake fluid by the pump to the two pipeline portions A2.

In step 170, the wheel speed VW is compared with the predetermined value KVW. If the wheel speed VW is larger than the predetermined value KVW, the process proceeds to step 180. In step 180, the vehicle body speed VB is compared with the predetermined value KVB. If it is determined that the self-controlled speed VB is larger than the predetermined value KVB, the flow proceeds to step 190. Here, the predetermined value KVW and the predetermined value KVB are set to values capable of judging whether there is vehicle braking from the state at which the vehicle is traveling at a certain speed. For example, the predetermined value KVB may be set at about 80 km / s, and the predetermined value KVW may be set at about 85 km / s by stepping on a slip of a wheel while traveling. In step 190, it is determined whether the wheel acceleration dVW is smaller than the predetermined value KdVW, that is, whether the deceleration acceleration in the deceleration direction is larger than the predetermined value. This predetermined value KdVW is set, for example, aiming at a value generated as wheel behavior when a crew member desires a sudden stop. When affirmative determination is made in step 190, the vehicle enters a certain sudden stop state from a predetermined or more vehicle speed, proceeds to step 1130, and executes the second amplifying means 200. FIG. That is, the second pump 215 drives the brake fluid having the brake fluid pressure amplified by the first amplifying means 10 at the second pipeline part A2 by the second pump 215, and 3 Discharge to the pipe part A3. As a result, the brake fluid pressure of the third pipeline part A3 is increased with respect to the brake fluid of the second pipeline part A2 that is higher than the master cylinder pressure PU, and becomes the third brake fluid pressure. Then, this elevated brake fluid is maintained in the same manner as the action of the first proportional control valve 13 by the second proportional control valve 14A inverted. Accordingly, the third cylinder hydraulic pressure amplified in two stages by the first and second amplifying means is applied to the wheel cylinder 4, and the second stage by the first and second amplifying means is applied to the wheel cylinder 5 in the same manner. The brake fluid pressure (pressure attenuated by the predetermined pressure by the proportioning valve 6) based on the third brake fluid pressure amplified by is applied. Therefore, in response to the brake fluid pressure amplified in two stages compared with the master cylinder pressure PU, each wheel FR and RL exhibits a high wheel braking force.

In step 190, if it is determined indefinitely, the process proceeds to step 200. In step 200, it is determined whether the pedal stroke PS is larger than the predetermined value KPS. In this case, the process returns to step 150 if it is determined to be negative, and proceeds to step 210 if it is determined to be affirmative. In step 210, it is determined whether or not the amount of change dPS per unit time of the pedal stroke is greater than the predetermined value KdPS. In this case, if it is judged to be negative, the process proceeds to step 150, and the wheel braking is continued until the wheel is stopped only by the execution of the first amplifying means 10.

In affirmative determination in step 210, it is determined that there is no such rapid brake state in the wheel behavior, but from the pedal 1 by the crew and the stepping state, it is determined that the brake is in a sudden brake state. The amplification means 200 is executed.

During the execution of the second amplifying means 200, when a predetermined time has elapsed, the process proceeds to step 230 to determine whether the brake switch is on. That is, since the second amplifying means 200 is applied to the first amplifying means 10 until the vehicle is stopped or the vehicle braking state is released, a large vehicle braking force can be generated, for example, to reach a stop. The distance can be shortened.

In this way, since the first amplifying means 10 and the second amplifying means 200 are arranged in series in the conduit from the master cylinder 3 to the wheel cylinders 4 and 5, the first amplifying means 10 The pressure amplification effect at is somewhat small, and for example, the first pump 15 does not need to adopt such a high performance. In addition, since the pressure amplification of the first stage is performed by the first amplifying means 10, the performance of the second pump 215 according to the second amplifying means 200 for further increasing the second brake fluid pressure is also high. There is no need to adopt one.

53 is a twenty-fifth embodiment, which is a braking control (hereinafter referred to as braking control at the time of non-braking) that does not depend on the crew's operation. For example, traction control (TRC) that gives a braking force to a wheel in order to suppress slippage of the wheel. It is a schematic block diagram of the brake control apparatus for automobiles which can control, etc., and its peripheral structure. In addition, the same code | symbol is attached | subjected to the thing which has the same effect | action as the structure demonstrated in the Example mentioned above.

As shown in FIG. 53, in the brake control apparatus of the present embodiment, a vacuum booster (brake booster) 2 is connected to the tandem master cylinder 3, and the master cylinder 3 has an X piping (diagonal piping). A hydraulic control circuit 30 'for traction control and the like is connected to two hydraulic systems. Hereinafter, each structure is demonstrated.

The vacuum booster 2 adjusts the pressure difference according to the stepping force of the brake pedal 1 by using the pressure difference between the negative pressure (intake negative pressure) of the intake manifold and the atmospheric pressure generated in the engine, and adjusts the pressure difference of the master cylinder 3. The so-called back force action is exerted to increase the force applied to the pistons 9a and 9b.

In this vacuum booster 2, a diaphragm 511 is shown in the drawing, in the case of exerting a boosting action, a transformer chamber (second chamber) 513 into which atmospheric pressure is introduced, and a negative pressure chamber into which the intake negative pressure is constantly introduced ( The first chamber 515 is provided, and the first mechanical valve 517 and the second mechanical valve 519 and the first communication control valve 521 for adjusting the pressure of both chambers 513 and 515. And a second communication control valve 523 is provided.

Among them, the first second mechanical valves 517 and 519 perform a mechanical opening / closing operation according to the operation of the brake pedal 1. When the brake pedal 1 is stepped on, the first mechanical valve 517 is closed. The two mechanical valves 519 are opened, and atmospheric pressure is introduced only to the transformer chamber 513.

In addition, the first and second communication control valves 521 and 523 may be opened or closed in two positions by, for example, a signal from an electronic control unit (ECU; see FIG. 3) 12 'during traction control. The solenoid valve is driven. The first communication control valve 521 is installed in the first communication chamber 527 which communicates the transformer chamber 515 and the first and second mechanical valves 517 and 519, and is always turned off to the first communication chamber. (527) is opening. On the other hand, the second communication control valve 523 is provided in the second communication path 529 communicating with the transformer chamber 515 and the atmospheric pressure side, and is always turned off to close the second communication path 529.

The master cylinder 3 is connected upright via the master storage container 3a and the flow paths 33a and 33b. The openings (not shown) on the side of the master cylinder 3 of these flow paths 33a and 33b operate when the vacuum booster 2 is operated and the pistons 9a and 9b move in the direction of the arrow A. 9b) It is installed closed by itself.

Moreover, the master cylinder 3 is connected to the 1st hydraulic piping 37a and the 2nd hydraulic piping 37b which comprise the hydraulic control circuit 30 'through two flow paths 35a 35b, respectively.

(3) In the hydraulic control circuit (30 '), the wheel cylinder (4) of the right (FR) wheel and the wheel cylinder (5) of the left and rear (RL) wheels pass through the first hydraulic pipe (37a) by the first piping system A. In communication. The wheel cylinder 7 of the right rear (RR) wheel and the wheel cylinder 8 of the left front FL wheel communicate with each other through the second hydraulic pipe 37b.

In addition, the first hydraulic piping 37a controls the hydraulic pressure of the booster control valve 31 and the pressure reducing valve 33 for controlling the hydraulic pressure of the wheel cylinder 4 of the FR wheel, and the wheel cylinder 42 of the RL wheel. A booster control valve 32 and a pressure reduction control valve 34 are provided, and the pressure booster control valve 31 'and pressure reduction control for controlling the hydraulic pressure of the wheel cylinder 7 of the RR wheel are installed in the second hydraulic pipe 37b. A valve 33 ', a boosting control valve 32' and a pressure reducing control valve 34 'for controlling the oil pressure of the wheel cylinder 8 of the FL wheel are provided.

Here, the structure of the said 1st hydraulic piping 37a is demonstrated.

The master cylinder cut valve (SMC valve) 133 which connects and interrupts the hydraulic path 71a is provided in the master cylinder 3 side rather than each boost control valve 31 and 32. As shown in FIG. The SMC valve 133 has a structure in which a flow path is opened when the oil pressure on the wheel cylinders 4 and 5 becomes greater than or equal to a predetermined value.

On the downstream side of each of the pressure reducing control valves 33 and 34, a storage container 20 for temporarily collecting the brake oil discharged from each of the pressure reducing control valves 33 and 34 is provided. Brake oil is sucked from the storage container 20 or the master cylinder 3 to the hydraulic path 70a between the storage container 20 and the SMC belt 133 and the booster control valves 31 and 32. A hydraulic pump 15 for pumping the hydraulic path 72a between the SMC valve 133 and the boost control valves 31 and 32 is provided. Moreover, in the discharge path of brake oil from the hydraulic pump 15, the accumulator 573 which suppresses the pulsation of the internal hydraulic pressure is provided.

The first hydraulic pipe 37a is provided with a hydraulic path 73a for supplying brake oil directly from the master cylinder 3 to the hydraulic pump 15 at the time of traction control, which will be described later. The storage container cut valve (SRC valve) 561 which connects and interrupts the hydraulic path 73a is provided in 73a.

In particular, in the present embodiment, in order to detect the pressure on the suction side of the hydraulic pump 15, a pressure sensor 567 is provided in the hydraulic path 71a between the SMC valve 133 and the master cylinder (3). have.

On the other hand, the second hydraulic pipe (37b), the same as the first hydraulic pipe (37a), the boosting control valve (31 ', 32'), the pressure reducing control valve (33 ', 34'), SMC valve (133 ') The storage container 20 ', the hydraulic pump 15', the accumulator 564, the SRC valve, and the pressure sensor 568 are provided at the same location.

As shown in FIG. 54, the ECU 12 'that controls the brake control apparatus of the present embodiment includes a known CPU 12a', a ROM 12b ', a RAM 12c', and an input / output unit ( 12d ') and a bus line 12e' and the like, and are mainly composed of a wheel speed sensor 75, a brake switch 113, a pressure switch 567, 568, etc. disposed at each wheel. It is input to the ECU 12 '.

For example, the first and second communication control valves 521 and 523 and the boost control valve are based on input signals from the wheel speed sensors 201, 202 and 201'202 'or the pressure sensors 567 and 568, for example. (31, 32, 31 ', 32'), pressure reducing control valves (33, 34, 33 ', 34'), SMC valves (133, 133 '), SRC valves (561, 562), hydraulic pumps (15, 15) Traction control and the like are performed by driving control of an actuator such as a motor 580 for driving '.

b) Next, the operation of the vacuum booster 3 according to the braking operation at the time of non-braking will be briefly described.

① In case of not exerting a power action (state of Fig. 55 (a))

Since the brake pedal 1 is not braked by the crew, the brake pedal 1 is not stepped on, and therefore the first mechanical valve 517 is opened and the second mechanical valve is closed. At this time, since the first communication control valve 521 is turned off and the second communication control valve 523 is turned off and closed, atmospheric pressure is not introduced into the transformer chamber 513, and the negative pressure chamber 515 and the voltage transformer are not opened. The negative pressure is introduced from the negative pressure source while the seal 513 is in communication.

Therefore, since no pressure difference arises in both chambers 513 and 515, a back force action is not exhibited.

① When exerting a large force action (state of Fig. 55 (b))

Since the brake pedal 1 is not braked by the crew, the brake pedal 1 is not stepped on, so the first mechanical valve 517 is open and the second mechanical valve is closed. At that time, when braking control such as traction control is performed, the first communication control valve 521 is turned on and opened, and the second communication control valve 523 is turned on and closed. As a result, the communication between the transformer chamber 513 and the negative pressure chamber 515 is interrupted, that is, since the negative pressure is introduced only into the negative pressure chamber 515, the atmospheric pressure is introduced only into the transformer chamber 513.

Therefore, for example, a pressure difference of several bars occurs in the two chambers 513 and 515, so that the back force action is exerted.

Next, the operation of the brake braking apparatus of the present embodiment will be described based on the flowchart of FIG. 56, the time chart of FIG. 57, and the like.

In step 300 of FIG. 56, it is determined whether or not the brake pedal 1 is pressed down or not, whether the brake switch 113 is on or not. If it is determined that the brake pedal 1 is pressed down, there is no braking control at the time of non-braking. Therefore, this processing is ended once, and if it is judged negatively, the process proceeds to step 310.

In step 310, for example, it is determined whether or not the condition for starting traction control is satisfied, for example, whether or not the slip ratio of the wheel is equal to or greater than a predetermined value. If affirmative determination is made, the process proceeds to step 320, and if affirmative determination is made, the present process ends.

In step 320, since the boosting effect by the vacuum booster 2 is exerted, as shown in FIG. 57, the first communication control valve 521 is turned on, so that the transformer chamber 513 and the negative pressure chamber ( At the same time, the second communication control valve 523 is turned on and atmospheric pressure is introduced into the transformer chamber 513.

At this time, since the negative pressure is introduced into the negative pressure chamber 515, the vacuum booster 2 operates by the pressure difference between the negative pressure and the atmospheric pressure, and a low pressure of several bars is applied to the master cylinder 3. . In other words, since the suction side of the hydraulic pumps 15 and 15 'is preloaded by applying this pressure, the hydraulic pumps 15 and 15' are able to discharge the brake fluid immediately after the operation.

By applying this pressure, the pistons 9a and 9b move simultaneously with the brake pedal 1 in the direction of the arrow A in FIG. 53 to block the flow paths 33a and 33 with the master storage container 3a.

Subsequently, in step 340, as shown in FIG. 57, the SMC valves 133 and 133 'are turned on to close the hydraulic path, and in step 350, the SRC valves 571 and 562 are turned on and the hydraulic path is turned on. Open

Subsequently, in step 360, the motor 550 is turned on to operate the hydraulic pumps 15 and 15 '. As a result, the brake oil is transferred from the master cylinder 3 to the hydraulic pumps 15 and 15 'via the SRC valves 561 and 562 and the hydraulic paths 73a and 73b, not from the master storage container 3a. Each is sucked and discharged to the hydraulic paths 72a, 72b leading to the respective wheel cylinders 4, 5, 7, 8.

Subsequently, in step 370, the booster control valves 31, 32, 31 ', 32' or the pressure reducing control valves 33, 34, 33 ', 34' are controlled in response to the slim state of the wheel. In this way, normal traction control is not performed, and this process is performed once.

As described above, in the present embodiment, in the case of performing traction control, which is a braking control at the time of non-braking, in the normal traction control, the operation of applying the braking force to the wheel, that is, the motor 580 is turned on, the SMC valves 133 and 133 ' ), The SRC valves 561 and 562, the boost control valves (31, 32, 31 ', 32'), and the pressure control valves (33, 34, 33 ', 34'), The first communication control valve 521 and the second communication control valve 523 are turned on to generate a boosting force by the vacuum booster 2. Thereby, by applying a predetermined low pressure to the master cylinder 3, the preload which barely increases the pressure on the suction side of the hydraulic pumps 15 and 15 'is performed.

Therefore, when the hydraulic pumps 15 and 15 'are operated in the state where the preload is performed, the wheel cylinder pressure can be quickly increased as shown in FIG. 1, so that the response according to the traction control is improved. Effect.

In particular, in the present embodiment, the structure that sucks the brake fluid from the master cylinder 3a can be adopted, not the configuration that sucks the brake fluid from the master storage container 3a, so that the configuration can be simplified. Therefore, a remarkable effect is achieved that both high responsiveness and cost reduction can be achieved.

In addition, in this embodiment, when applying the pressure by the vacuum booster 2, the flow path 33a, 33b from the master storage container 3a to the master cylinder 3 is interrupted | blocked, and other than the master cylinder 3 is carried out. Since the brake oil is not introduced into the hydraulic control circuit 30 ', the consumption flow rate of the master cylinder 3 and the flow rate of the wheel cylinders 4, 5, 7 8 coincide. Since the deceleration G corresponding to the pedaling position of the brake pedal 1 can be obtained by this, there is an advantage that the driving sensation is improved.

In addition, in the control description of this embodiment, in order to specify each valve used for control, the example which controls the brake hydraulic pressure of both systems of the 1st and 2nd hydraulic piping 37a, 37b is given, either of which is one side. Of course, it is also possible to control the brake hydraulic pressure of the hydraulic piping only.

When only the hydraulic pipe of one system of the first second hydraulic pipes 37a and 37b is controlled during braking control at the time of non-braking, the pressure of the other system is generated by pressurization by the vacuum booster 2, This is not particularly a problem for low pressure. On the contrary, the wheel cylinders 4, 5, 7, 8 are effective in supplementing the gap (useless stroke) between the pads in the cylinder. This is the case, for example, in VSC control (control that prevents the vehicle from slipping to the side of the vehicle in case of suddenly turning the steering wheel while driving) and prevents the spin by one system control. Since most of the control of the other system for preventing shaking is eliminated, eliminating the useless stroke of the other system has the advantage of improving the hydraulic response.

Next, Example 26 will be described.

Since the brake booster of this embodiment differs from the twenty-fifth embodiment only in the vacuum booster, and the other configuration is the same as in the first embodiment, only the vacuum booster will be described.

As shown in FIG. 58, the vacuum booster 2 used in the present embodiment includes the same first mechanical valve 5101, second mechanical valve 5102, first communication control valve 5103, and the like. In addition to the second communication control valve 5104, the third communication control valve 5107 is provided in a communication path communicating the negative pressure chamber 5105 and the negative pressure source, and the negative pressure chamber 5105 communicates with the atmospheric side. A fourth communication control valve 5107 is provided in the communication path.

When the braking control at the time of non-braking is started, the first communication control valve 5103 is turned on (shielded), the second communication control valve 5104 is turned on (opened), and the third communication control valve 5706 is turned on. ) Is off (open), and the fourth communication control valve 5107 remains off (shielded). As a result, atmospheric pressure is introduced only into the transformer chamber 5108 while the negative pressure is introduced into the negative pressure chamber 5105, so that a pressure difference occurs between the two chambers 5105 and 5108, whereby the booster action of the vacuum booster 2 is exerted. do.

In this case, when it is desired to stop the back-up operation of the vacuum booster 2 from time to time, the third communication control valve 5107 is turned on (shielded) to block the introduction of the negative pressure into the negative pressure chamber 5105 and at the same time, the fourth communication control valve. 5107 turns on (opens) and introduces air into the negative pressure chamber 5105. This eliminates the pressure difference between the two chambers 5105 and 5108 at atmospheric pressure, so that the back force action is stopped.

As shown in FIG. 58 (b), the vacuum booster 2 used in this embodiment has the same first mechanical valve 5201, second mechanical valve 5202, and first communication control as in the first embodiment. In addition to the valve 5203 and the second communication control valve 5204, the fifth communication control valve 5206 may be provided in a communication path communicating the transformer chamber 5205 and the negative pressure source.

When the braking control is started during non-braking, the first communication control valve 5103 is turned on (shielded), the second communication control valve 5104 is turned on (opened), and the fifth communication control valve 5107 is turned on. ) We keep off (shielding). As a result, a pressure difference is generated between the negative pressure chamber 5205 and the transformer chamber 5207 to exert a backing action.

Here, in the case where it is desired to stop the boosting operation from time to time, the second communication control valve 5204 is turned off (blocked) to block the introduction of atmospheric negative pressure into the transformer chamber 5207, and the fifth communication control valve 5206 is turned on. (Opening), negative pressure is introduced into the transformer chamber 5207. As a result, the pressure difference between the two chambers 5205 and 5207 is reduced to a negative pressure, so that the back force action is stopped.

Below, the modification of 25th and 26th Example is shown.

(1) In addition to the hydraulic control circuit of the above embodiment, various hydraulic control circuits may be employed.

(2) In the above embodiment, the engine booster pressure and the atmospheric pressure are used as the vacuum booster. However, the vacuum booster may be one using a different pressure source.

In other words, in order to exert the boosting action of the vacuum booster, it is only necessary to introduce a higher pressure to the transformer chamber side than the negative pressure chamber side. Therefore, various configurations for generating such a pressure difference can be adopted.

(3) In addition to the stopping method of the boosting operation shown in the above embodiment, various configurations can be adopted in which the same pressure is applied to the negative pressure chamber and the transformer chamber of the vacuum booster to stop the boosting operation.

(4) In addition to the vacuum booster, a hydro booster may be used.

(5) In the above embodiment, the back pressure of the hydraulic pump may be controlled to the target hydraulic pressure by controlling the degree of back pressure action of the vacuum booster based on the hydraulic pressure (back pressure) on the suction side of the hydraulic pump detected by the pressure sensor. .

For example, when the back pressure of the hydraulic pump is too large, for example, the first communication control valve installed in the communication path connecting the negative pressure chamber and the transformer chamber is duty controlled to reduce the pressure difference between the negative pressure chamber and the transformer chamber. You may control so that it may be carried out. As a result, the pressure difference between the two chambers is reduced, so that the back pressure action is also reduced, thus reducing the back pressure of the hydraulic pump.

(6) In the above embodiment, the traction control is taken as an example, but the present invention can be applied to various braking control when the brake pedal is not pressed, for example, VSC control, or for example, automatic brake control to prevent a collision. Of course it can.

Claims (73)

Brake hydraulic pressure generating means having a source for generating a first brake hydraulic pressure capable of applying a braking force to a vehicle, wheel brake force generating means for generating a braking force on a wheel, and a first pipeline for communicating the brake hydraulic pressure generating means and the wheel braking force generating means. A brake device for a vehicle, comprising: a first pipeline disposed in the first pipeline to divide the first pipeline into a first pipeline portion on the side of the brake hydraulic pressure generating means and a second pipeline portion on the side of the wheel braking force generating means; When the first brake hydraulic pressure is generated by the generating means, a second amount of brake fluid is moved from the first pipeline to the second pipeline to move the second pipeline to be higher than the first brake hydraulic pressure. And amplifying means for applying hydraulic pressure to the wheel braking force generating means. A vehicle brake device, characterized in that. Brake hydraulic pressure generating means having a source for generating a first brake hydraulic pressure capable of applying a braking force to a vehicle, wheel brake force generating means for generating a braking force on a wheel, and a first pipeline for communicating the brake hydraulic pressure generating means and the wheel braking force generating means. A brake device for a vehicle comprising: a first pipe line disposed in the first pipe line so as to divide the first pipe line into a first pipe line portion on the brake hydraulic pressure generating means side and a second pipe line portion on the wheel braking force generating means side; Holding means adapted to maintain a difference in brake hydraulic pressure between the conduit portion and the second conduit portion; And brake fluid moving means for moving the brake fluid from the first conduit to the second conduit. And a pressure amplifying means, wherein when the first brake hydraulic pressure is generated by the brake hydraulic pressure generating means, a predetermined amount of brake fluid is transferred from the first pipe portion to the second pipeline portion by the brake liquid moving means. And hold the second conduit portion so as to have a second brake fluid pressure higher than the first brake fluid pressure by the holding means, and apply the second brake fluid pressure to the wheel braking force generating means. . Brake hydraulic pressure generating means having a source for generating a first brake hydraulic pressure capable of applying a braking force to a vehicle, wheel brake force generating means for generating a braking force on a wheel, and a first pipeline for communicating the brake hydraulic pressure generating means and the wheel braking force generating means. A brake device for a vehicle comprising: a first pipe portion arranged in the first pipe line to divide the first pipe portion into a first pipe portion on the brake hydraulic pressure generating means side and a second pipe portion on the wheel braking force generating means side; Holding means for maintaining a difference in brake fluid pressure between the first pipe portion and the second pipe portion; And brake fluid moving means for moving the brake fluid from the first conduit to the second conduit. And a pressure amplifying means, wherein when the first brake fluid is generated by the brake fluid pressure generating means, a predetermined amount of brake fluid is reduced by the brake fluid moving means from the first conduit and the first pipe path. The part is made into the 2nd brake fluid pressure lower than the said 1st brake fluid pressure, the said predetermined amount of brake fluid is moved to the said 2nd pipeline part, and the said 2nd pipeline part is moved by the said holding means to the said 2nd brake fluid pressure. And the second brake fluid pressure is applied to the wheel braking force generating means, while maintaining the second brake fluid pressure higher than the second brake fluid pressure. The said 2nd brake fluid pressure is an increase, a decrease, and a maintenance control according to any one of Claims 1 thru | or 3 corresponding to the pedaling state of the crew brake pedal or the change state of the 1st brake fluid pressure of the said brake fluid pressure generating means. Vehicle brake device, characterized in that the. The said holding means attenuates the flow of brake fluid from the said 2nd pipeline part to the said 1st pipeline site | part, and made it possible to flow by attenuating from the said 2nd brake fluid pressure to the said 1st brake fluid pressure. A brake device for a vehicle, wherein the brake fluid pressure at the second pipe section is kept higher than the brake fluid pressure at the first pipe section. 6. The holding means according to claim 5, wherein the holding means performs the flow of brake fluid from the first conduit portion to the second conduit portion substantially without depressurizing and from the second conduit portion to the first conduit portion. And a proportional control valve for performing a flow of brake fluid with a predetermined damping ratio in response to the first brake fluid pressure when the first brake fluid pressure is equal to or greater than a predetermined pressure. 3. The brake device for a vehicle according to claim 2, wherein the holding means is an throttling means for narrowing the flow diameter of the brake fluid in the first conduit. 3. The vehicular brake device according to claim 2, wherein the holding means is a shutoff valve that blocks the flow of brake fluid from the second pipe portion to the first pipe portion. The said holding means is a said 2nd holding | maintenance means of Claim 2, when the differential pressure of the said 2nd brake fluid pressure in a said 2nd pipeline part and the said 1st brake fluid pressure in a said 1st pipeline part becomes more than predetermined value. 2. A brake device for a vehicle, comprising: a differential pressure valve allowing flow of brake fluid from a pipe portion to a first pipe portion. The said holding means is integrally comprised with the said 2 position valve as another port of the 2 position valve which has a port which communicates the said 1st pipeline part and the said 2nd pipeline part. The brake device for a vehicle, characterized in that. The vehicle brake device according to claim 8, wherein the holding means holds the second brake fluid pressure at a pressure ratio in response to the first brake fluid pressure. 3. The vehicle brake apparatus according to claim 2, wherein the brake moving means is a pump capable of moving brake fluid from the first conduit portion to the second conduit portion. 13. The vehicle brake according to claim 12, wherein the pressure amplifying means is provided with first guarantee means for making the brake fluid pressure of the second conduit portion at least equal to the first brake fluid pressure during vehicle control. Device. 15. The backflow according to claim 13, wherein the first assured means is connected in parallel with the holding means in the first conduit and permits only flow of the brake fluid from the first conduit portion side to the second conduit portion side. The brake device for a vehicle, characterized in that the prevention valve. 4. The pressure amplifying means according to claim 2 or 3, wherein the pressure amplifying means, when the first brake fluid pressure generated by the brake fluid pressure generating means is equal to or less than a predetermined value, is applied to the brake fluid pressure of the second conduit and the first pressure. 1. A brake device for a vehicle, characterized in that the pressure difference with the brake fluid pressure in the pipe portion is within a predetermined range. 4. The pressure brake means according to claim 2 or 3, wherein the pressure amplifying means includes, when the first brake fluid pressure generated by the brake fluid pressure generating means is equal to or less than a predetermined value, the second brake fluid pressure at the second pipe line portion. Reducing the pressure to the first brake fluid pressure, thereby making the second pipe part equal to the brake fluid pressure of the first pipe part. 3. The holding means according to claim 2, wherein the holding means abolishes the pressure holding function at the second pipe line when the first brake fluid pressure generated by the brake fluid pressure generating means is equal to or less than a predetermined value. Vehicle brake device. 13. The brake hydraulic pressure generating means according to claim 12, wherein the brake hydraulic pressure generating means includes a brake pedal that is cauterized by a crew member when braking the vehicle and a generator for generating the first brake hydraulic pressure in response to a stroke that is variable by the pedal force of the brake pedal. A vehicle brake device, characterized in that. 13. The brake fluid moving means according to claim 12, wherein the brake fluid moving means includes a state detecting means for detecting a state of the brake pedal and moves from the first duct portion to the second duct portion in response to the state of the brake pedal. A brake device for a vehicle, characterized by starting movement of brake fluid. 4. The vehicle brake apparatus according to any one of claims 1 to 3, wherein the vehicle brake apparatus includes a brake fluid source having a brake fluid pressure smaller than the first brake fluid pressure when a first brake fluid pressure is generated by the brake fluid pressure generating means. And a flow rate amplifying means for amplifying the amount of brake fluid that discharges brake fluid in the wheel cylinder direction to apply brake fluid pressure to the wheel cylinder. 4. The brake fluid according to claim 2 or 3, wherein the brake fluid is sucked from a brake fluid source that is at a pressure smaller than the first brake fluid pressure when the first brake fluid pressure is generated by the brake fluid pressure generating means. And a flow rate amplifying means for discharging the brake fluid on the basis of a predetermined condition and setting the brake fluid pressure of the second pipeline part to a third brake fluid pressure having a pressure equal to or greater than the second brake fluid pressure. Device. 13. The pressure reducing means according to claim 12, wherein the second conduit portion includes pressure increasing means for increasing and decreasing the brake fluid pressure according to the wheel braking force generating means to realize an optimum slip state of the wheels. An anti-skid control means having a storage means for storing the brake fluid for minutes and a discharge means for discharging the brake fluid stored in the storage means. The brake device for a vehicle according to claim 22, wherein said discharge means is constituted by a pump as said brake fluid moving means. 24. The brake device according to claim 23, further comprising switching means for switching the suction end of the brake of the pump to the first pipe portion or the storage means in response to the amount of brake fluid stored in the storage means. . A brake pedal in which a crew member who can apply braking force to the vehicle performs a stepping operation; A power booster which drives in response to the brake pedal and at the same time boosts the operating force to the brake pedal by the crew member; In the boosting device, a master cylinder for generating a master cylinder pressure in response to the boosted operation force; A wheel cylinder which generates a braking force on a wheel which can apply a braking force to the vehicle; A conduit connecting the master cylinder and the wheel cylinder; A proportional control valve installed in the conduit and configured to reduce the pressure at a predetermined damping ratio when the brake fluid on the wheel cylinder side flows to the master cylinder side; And a pump connected to the pipe line in parallel with the proportional control valve, the suction of the brake fluid being carried out from the master cylinder side, and the pump for discharging the sucked brake fluid to the wheel cylinder side. . The vehicle brake apparatus according to claim 12, wherein the brake moving means and the holding means are integrally formed with the wheel braking force generating means. The vehicle brake apparatus according to claim 12, wherein the wheel braking force generating means is a wheel cylinder installed on each wheel, and the brake fluid moving means and the holding means are integrally formed in each wheel cylinder. 28. The vehicular brake device according to claim 26 or 27, wherein the driving force supply source for driving the pump as the brake fluid moving means is a rotating member that exhibits a rotational motion corresponding to the rotation of the wheel. 29. The transmission member according to claim 28, wherein a transmission member for receiving rotational force from the rotational member as the driving force source and transmitting the rotational force to the pump is disposed between the pump and the rotational member, and the transmission member has a clutch mechanism. Automotive brake device. 23. The anti-skid control means according to claim 22, wherein the anti-skid control means integrally constitutes the storage container, a pressure reducing control valve as the pressure reducing means, a boosting control valve as the boosting means, and a pump as a brake fluid moving means. And the anti-skid control means are configured separately between the brake hydraulic pressure generating means and the holding means, between the holding means and the anti-skid control means, and between the anti-skid control means and the wheel braking force generating means. Each of them is connected by a brake tube constituting the first conduit. Brake fluid pressure generating means for generating a first brake fluid pressure capable of applying a braking force to the vehicle; Wheel braking force generating means for generating wheel braking force on the wheel; A first conduit communicating the brake hydraulic pressure generating means and the wheel braking force generating means; A pump installed in the first conduit to suck the brake fluid on the brake fluid pressure generating means side and to discharge the brake fluid on the wheel braking force generating means side; A second conduit allowing reflux of the brake fluid between the pump discharge port and the pump suction port; And a control means for driving the pump in response to the change of the first brake fluid pressure and providing control means for promoting wheel brake force generation by imparting pulsation of brake fluid pressure to the wheel brake force generating means. Device. 3. The wheel driving apparatus according to claim 2, wherein the wheel braking force generating means is provided for each of a wheel on the front wheel side and a wheel on the rear wheel side; The first conduit is arranged to communicate the brake hydraulic pressure generating means and the wheel braking force generating means on the front wheel side and the rear wheel side; The holding means holds only the brake fluid pressure corresponding to one side of the wheel braking force generating means on the front wheel side or the rear wheel side at a second brake fluid pressure higher than the first brake fluid pressure; The brake fluid pressure according to the wheel braking force generating means of the other side is the first brake fluid pressure. 3. The wheel driving apparatus according to claim 2, wherein the wheel braking force generating means is provided for each of the wheel on the front wheel and the wheel on the rear wheel; The first conduit extends from the brake hydraulic pressure generating means side and branches in the middle and is connected to each wheel braking force generating means on the front wheel side and the rear wheel side; The holding means is disposed only between the branched portion and the wheel braking force generating means on one side in the first pipe line, and is higher than the first brake hydraulic pressure only on one side of the wheel braking force generating means on the front wheel side or the rear wheel side. And said second conduit portion formed of a second brake fluid pressure. 34. The vehicular brake device according to claim 32 or 33, wherein the second brake fluid pressure is applied to the wheel brake force generating means on the front wheel side, and the first brake fluid pressure is applied to the wheel brake force generating means on the rear wheel side. . 34. The vehicular brake device according to claim 32 or 33, wherein the first brake hydraulic pressure is applied to the wheel braking force generating means on the front wheel side, and the second brake hydraulic pressure is applied to the wheel braking force generating means on the rear wheel side. . 4. The brake device for a vehicle according to claim 2 or 3, further comprising a suppression means for suppressing the brake fluid pressure of the second pipeline portion to be equal to or less than the internal pressure of the second pipeline portion. The brake device for a vehicle according to claim 36, wherein said suppressing means prohibits execution of said brake fluid moving means. 38. The pressure reducing means according to claim 37, wherein said suppressing means is an absolute pressure relief means for opening the brake fluid pressure in said second conduit toward a substantially atmospheric master storage means when the pressure in said second conduit becomes a predetermined value or more. A vehicle brake device, characterized in that. 38. A counterpart according to claim 37, wherein said suppressing means is configured to open the brake fluid in the second conduit into the first conduit when the pressure in the second conduit and the pressure in the first conduit become equal to or greater than a predetermined differential pressure. The brake device for a vehicle, characterized in that the pressure relief means. 3. The wheel driving apparatus according to claim 2, wherein the wheel braking force generating means is provided for each of a wheel on the front wheel side and a wheel on the rear wheel side; The first conduit is arranged to communicate the brake hydraulic pressure generating means and the wheel braking force generating means on the front wheel side and the rear wheel side; The holding means is provided for each of the wheel braking force generating means on the front wheel side and the rear wheel side, and each holding means has a different maintenance ratio of the differential pressure with respect to the first brake fluid pressure. 3. The wheel driving apparatus according to claim 2, wherein the wheel braking force generating means is provided for each of a wheel on the front wheel side and a wheel on the rear wheel side; The first conduit extends from the brake hydraulic pressure generating means side and branches in the middle and is connected to each wheel braking force generating means on the front wheel side and the rear wheel side; The holding means is provided in both of the branched portions from the branched portion to the wheel braking force generating means on the front wheel side and between the wheel braking force generating means on the rear wheel side, respectively; The holding means on the side of the wheel braking force generating means on the rear wheel side makes it possible to maintain a second brake fluid pressure higher than the first brake hydraulic pressure, and the holding means on the side of the wheel braking force generating means on the front wheel side is more than the second brake hydraulic pressure. A brake device for a vehicle, characterized by maintaining a high brake fluid pressure. 3. The holding means on the side of the wheel braking force generating means on the rear wheel side and the holding means on the side of the wheel power generating means on the front wheel side are respectively moved from the respective wheel braking force generating means side to the brake hydraulic pressure generating means side. And a proportional control valve that attenuates and flows the pressure at a predetermined damping ratio when the brake fluid flows, wherein the pressure at the break point of each proportional control valve is set to a different pressure. 25. The apparatus according to any one of claims 22 to 24, further comprising detecting means for detecting an abnormality of the anti-skid control means, and prohibiting execution of the brake fluid moving means when the anti-skid control means is abnormal by the detecting means. A brake device for a vehicle, characterized by comprising a prohibition means. 3. The normal brake operating means according to claim 2, wherein the first brake hydraulic pressure generated by the brake fluid generating means can be applied to the wheel braking force generating means without increasing the first brake liquid pressure to the second brake liquid pressure by the pressure amplifying means. A brake apparatus for a vehicle, comprising: a crew manually replaces the usual brake actuation means. 7. The method of claim 6, wherein the pressurization direction of the first brake hydraulic pressure generated by the brake hydraulic pressure generating means to the proportional control valve is at the time of pressure amplification to which the brake liquid moving means is driven, and the first brake hydraulic pressure is A brake device for a vehicle, characterized in that reversed during normal braking applied to a wheel braking force generating means. 46. The vehicle according to claim 45, wherein, during the normal brake, the first brake fluid pressure from the brake fluid pressure generating means that has passed through the proportional control valve is attenuated by a brake fluid pressure smaller than the first brake fluid pressure. Brake device. The wheel brake force generating means according to claim 6, wherein, when the pressure amplifying means is executed, a second brake fluid pressure higher than the first brake fluid pressure formed on the second conduit portion is applied to the wheel braking force generating means configured on the front wheel side. Applying the first brake hydraulic pressure generated by the generating means to the wheel braking force generating means configured on the rear wheel side; When the pressure amplification means is not executed, the first brake fluid pressure generated by the brake fluid pressure generating means is applied to the wheel braking force generating means on the front wheel side, and the pressure attenuation is reduced by a predetermined pressure ratio in the proportional control valve configured as the holding means. And a brake fluid pressure lower than the first brake fluid pressure applied to the wheel brake force generating means on the rear wheel side. 25. The method of claim 24, wherein the switching means opens the flow path to the first conduit part when the amount of brake fluid collected in the storage means is small, and when the amount of brake fluid collected in the storage means is large, A vehicle brake device, characterized in that the passage is closed. The brake device according to claim 48, wherein the switching means is integrally formed with the storage means and is a valve body driven in response to the amount of brake liquid stored in the storage means. 24. The apparatus of claim 23, further comprising: brake fluid amount detecting means for detecting the brake fluid amount stored in the storage container; And opening / closing control means for opening and closing control of a flow path between the first pipe portion and the storage means in response to the detection result of the brake fluid amount detecting means. 24. The vehicle according to claim 23, further comprising switching means for switching the brake fluid suction end of the pump to the first pipe portion or the storage means in response to a control state of the anti-skid control means. Brake device. 3. The apparatus of claim 2, further comprising: manipulated variable detecting means for detecting a value corresponding to an manipulated amount of the brake pedal operated by a crew member; And execution means for driving the brake fluid moving means to execute brake assist in response to the detection result of the manipulated variable detecting means. 3. The apparatus according to claim 2, further comprising: execution means for starting the driving of said brake fluid moving means when the physical quantity that changes in response to the braking state reaches a predetermined start criterion; Operation amount detection means for detecting a value corresponding to an operation amount of a brake pedal operated by a crew member; And reference changing means for changing the presentation criterion in response to a detection result of the manipulated variable detecting means. 54. The vehicle brake apparatus according to claim 52 or 53, wherein a value corresponding to the brake pedal manipulation amount is a stepping position of the brake pedal. 54. The vehicular brake device according to claim 52 or 53, wherein a value corresponding to the brake pedal operation amount is a brake pedal stroke. 54. The vehicle brake apparatus according to claim 52 or 53, wherein a value corresponding to the brake pedal operation amount is a value of the first brake hydraulic pressure generated by the brake hydraulic pressure generating means. 54. The vehicular brake device according to claim 52 or 53, wherein a value corresponding to the brake pedal operation amount is a crew's response to the brake pedal. 54. The vehicle brake apparatus according to claim 52 or 53, wherein a value corresponding to the brake pedal manipulation amount is an operation speed which is a time change of the brake pedal manipulation amount. 54. The vehicle brake apparatus according to claim 52 or 53, wherein a value corresponding to the brake pedal operation amount is an operation acceleration that is a time change of the operation speed. 4. The apparatus according to any one of claims 1 to 3, further comprising: execution means for starting the action of said pressure amplifying means and executing brake assist when a physical quantity that changes in response to a braking state reaches a predetermined predetermined starting criterion; And a manual reference changing means for manually changing the starting criterion. 4. The vehicle according to any one of claims 1 to 3, further comprising a vehicle deceleration detecting means for detecting a vehicle deceleration of the vehicle, wherein the pressure amplification means is operated to brake when the vehicle deceleration becomes a predetermined value or more. A brake apparatus for a vehicle, characterized by performing assist. 4. The apparatus according to any one of claims 1 to 3, further comprising: execution means for starting the operation of said pressure amplifying means to start a brake assist when a physical quantity that changes in response to a braking state reaches a predetermined starting criterion; Vehicle body deceleration detection means for detecting a vehicle body deceleration of the vehicle; And reference changing means for changing the starting criterion in response to the detection result of the vehicle deceleration detecting means. 4. The power amplifier according to claim 2 or 3, wherein the power boosting device that is always operated during vehicle braking is configured as a first amplifying means, and the holding means and the brake fluid moving means are configured as a second amplifying means, and the second amplifying means. And the brake fluid moving means according to the means is driven when the wheel braking force generated by the wheel braking force generating means becomes more than a predetermined braking force. 4. The vehicle brake apparatus according to claim 2 or 3, wherein the brake fluid moving means is driven in accordance with the braking start of the vehicle. The vehicle brake apparatus according to any one of claims 1 to 3, wherein a plurality of pressure amplifying means are configured in series in the first pipe line. 2. The apparatus of claim 1, further comprising: pressure applying means for generating the first brake hydraulic pressure in the brake pressure generating means when the brake pedal is not operated; And automatic brake pressurizing means for operating the pressure amplifying means to increase the brake liquid pressure according to the wheel braking force generating means to the second brake liquid pressure when the first brake hydraulic pressure is generated by the pressure applying means. A vehicle brake device, characterized in that. 67. The brake fluid pressure generating means as claimed in claim 66, further comprising a storage means for storing brake fluid for supplying brake fluid to the brake fluid pressure generating means and at the time of non-operation of the brake pedal by the crew member. A brake device for a vehicle, comprising: blocking means for blocking the storage means. 67. The method of claim 67, wherein the brake hydraulic pressure generating means comprises a master cylinder incorporating a piston; And said blocking means moves said piston by said predetermined brake hydraulic pressure applied by said pressure applying means to block said brake fluid pressure generating means and said storage means. 68. The brake device according to claim 67, wherein the pressure applying means is a vacuum booster or a hydro booster. The brake device for a vehicle according to claim 69, wherein, during non-operation of the brake pedal by the crew, pressure is generated between the first chamber and the second chamber of the vacuum booster. 71. The vacuum booster according to claim 70, wherein the brake booster on the suction side of the pump, which is constituted by a pressure amplification means and sucks the brake fluid having the first brake fluid pressure, is detected, so that the brake fluid pressure becomes the target brake fluid pressure. And a pressure difference between the first chamber and the second chamber of the vehicle. A vehicle brake device comprising a plurality of wheel cylinders for generating wheel braking force on each wheel, a master cylinder for applying brake hydraulic pressure to each wheel cylinder, and a hydraulic circuit for performing anti skid control for optimizing slip state of each wheel. The hydraulic circuit includes a control valve for controlling the brake hydraulic pressure of the wheel cylinders of the wheels; Storage means for storing the brake fluid of the reduced pressure during the reduced pressure control by the control valve; And a pump for sucking the brake fluid decompressed in the storage means direction and discharging the brake fluid in the other wheel cylinder direction during the depressurization control of one wheel cylinder; And a holding member for holding the brake fluid pressure corresponding to the wheel cylinder on the other side higher than the pressure on the master cylinder side when the brake fluid is discharged by the pump. 6. The amount of flow of attenuated pressure from said second brake fluid pressure to said first brake fluid pressure is controlled in response to a stepped state of a rider's brake pedal or a change state of a first brake fluid pressure of said brake fluid pressure generating means. Vehicle brake device, characterized in that the.