WO2008056741A1 - Dispositif de freinage pour un véhicule - Google Patents

Dispositif de freinage pour un véhicule Download PDF

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Publication number
WO2008056741A1
WO2008056741A1 PCT/JP2007/071717 JP2007071717W WO2008056741A1 WO 2008056741 A1 WO2008056741 A1 WO 2008056741A1 JP 2007071717 W JP2007071717 W JP 2007071717W WO 2008056741 A1 WO2008056741 A1 WO 2008056741A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
hydraulic
wheel
pipe
cylinder
Prior art date
Application number
PCT/JP2007/071717
Other languages
English (en)
Japanese (ja)
Inventor
Hiroshi Isono
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2007289385A external-priority patent/JP4492675B2/ja
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Priority to US12/092,414 priority Critical patent/US8366204B2/en
Priority to DE112007002608.1T priority patent/DE112007002608B4/de
Priority to CN200780002061XA priority patent/CN101365611B/zh
Publication of WO2008056741A1 publication Critical patent/WO2008056741A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4077—Systems in which the booster is used as an auxiliary pressure source

Definitions

  • the present invention relates to a vehicle braking device that electronically controls a braking force applied to a vehicle in response to an occupant's braking operation.
  • the braking force of the braking device that is, the hydraulic pressure supplied to the wheel cylinder that drives the braking device is electrically controlled with respect to the braking operation force and the operation amount input from the brake pedal.
  • ECB Electronicically Controlled Brake
  • This ECB stores hydraulic pressure boosted by a pump in an accumulator, and controls the pressure according to a driver's braking request and supplies it to a wheel cylinder as a braking device.
  • the master cylinder when the driver operates the brake pedal, the master cylinder generates hydraulic pressure according to the amount of operation, and part of the hydraulic fluid flows into the stroke simulator, and the brake pedal according to the depression force (operating force) of the brake pedal.
  • the brake ECU sets the target deceleration of the vehicle according to the pedal stroke, determines the braking force distribution to be applied to each wheel, and determines the predetermined hydraulic pressure from the accumulator to each wheel cylinder. Let's give it.
  • an appropriate braking hydraulic pressure is set according to the brake operation input from the brake pedal, and the appropriate hydraulic pressure is supplied from the accumulator to each wheel cylinder, thereby electrically increasing the braking force. Therefore, when the power supply unit fails, it is not possible to supply the proper hydraulic pressure to the wheel cylinder. Therefore, a master cut valve is provided between the master cylinder and each wheel cylinder, and when the power supply unit fails, this master cut valve is opened and the pressure from the master cylinder is directly applied to the wheel cylinder. The braking force is secured.
  • Patent Document 1 Japanese Patent Laid-Open No. 2001-225739
  • the present invention is intended to solve such a problem, and can simplify the structure and reduce the cost, and can provide an appropriate braking force even when the power supply device fails.
  • the vehicle braking device of the present invention includes an operation member that is braked by an occupant and a drive piston that is movably supported in the cylinder.
  • the front pressure chamber and the rear pressure chamber are partitioned, and the driving piston is moved by the operating member, and a master cylinder capable of outputting the hydraulic pressure of the front pressure chamber is input to the driving piston from the operating member.
  • Control pressure setting means for setting a target control pressure according to the operating force to be operated, a hydraulic pressure supply source, first and second wheel cylinders connected to the front pressure chamber to generate braking force on the wheels, and the target
  • a first pressure control valve capable of adjusting the hydraulic pressure from the hydraulic pressure supply source based on the control pressure and outputting the pressure to the first wheel cylinder; and the hydraulic pressure from the hydraulic pressure supply source based on the target control pressure.
  • Pressurize Serial and second pressure control valve that can be output to the rear pressure chamber is characterized in that the said first wheel cylinder and the second wheel silicon Sunda equipped with a communication and blockable switching valve.
  • the first and second wheel cylinders are arranged on the left and right sides of the front wheels. It is a wheel cylinder that generates a braking force to the wheel.
  • the hydraulic pressure supply source includes an accumulator.
  • the hydraulic pressure supply is based on the third and fourth wheel cylinders that are connected to the hydraulic pressure supply source and generate braking force on the left and right wheels of the rear wheel, and the target control pressure.
  • a third and fourth pressure control valve capable of adjusting the hydraulic pressure from the power source and outputting it to the third and fourth wheel cylinders is provided.
  • the drive piston has an input piston and a pressure piston arranged in series in a cylinder, and an operation force of the operation member can be input to the input piston.
  • the front pressure chamber is defined in front of the pressurizing piston, and the rear pressure chamber is defined between the input piston and the pressurizing piston.
  • a power separation mechanism is provided in series with the first pressure control valve in a hydraulic line capable of regulating the hydraulic pressure from the hydraulic pressure supply source and outputting the hydraulic pressure to the first wheel cylinder. It is characterized by being established!
  • connection line that bypasses the power separation mechanism and connects the first wheel cylinder and the second wheel cylinder is provided, and the switching valve is provided in the connection line. It is characterized by that.
  • the switching valve can communicate and block the first wheel cylinder and the second wheel cylinder according to the hydraulic pressure regulated by the first pressure control valve. It is characterized by being.
  • the switching valve is capable of communicating and blocking the first wheel cylinder and the second wheel cylinder according to a hydraulic pressure acting on a power separation mechanism. Yes.
  • the switching valve shuts off the first wheel cylinder and the second wheel cylinder when energized, so that either of the! When the one control pressure is lower than the target control pressure by a predetermined value or more, the first wheel cylinder and the second wheel cylinder are communicated by the switching valve.
  • the first wheel is controlled by the switching valve.
  • the cylinder and the second wheel cylinder are shut off.
  • the driving piston is movably supported in the cylinder so that the front pressure chamber and the rear pressure chamber are partitioned, and the driving piston is moved by the operation member.
  • a master cylinder capable of outputting the hydraulic pressure of the front pressure chamber is provided, and the first and second wheel cylinders that generate braking force on the wheels are connected to the front pressure chamber, and the hydraulic pressure supply source is connected based on the target control pressure.
  • a first pressure control valve that regulates the hydraulic pressure and outputs it to the first wheel cylinder, and a second pressure control that regulates the hydraulic pressure from the hydraulic supply source and outputs it to the rear pressure chamber based on the target control pressure
  • a switching valve capable of communicating and shutting off the first wheel cylinder and the second wheel cylinder.
  • the first wheel cylinder and the second wheel cylinder are cut off by the switching valve, and the first pressure control valve is disconnected from the hydraulic supply source based on the target control pressure.
  • the second pressure control valve regulates the hydraulic pressure from the hydraulic supply source based on the target control pressure and outputs it to the rear pressure chamber to assist the pressurizing piston.
  • the switching valve When the power supply unit fails, the switching valve The first wheel cylinder and the second wheel cylinder are in communication with each other, and the hydraulic pressure generated by pressurizing the front pressurizing chamber by the movement of the drive piston by the operation of the operating member causes the first and second wheel series to move. Output to the wheel, the wheel cylinder can apply an appropriate braking force to the wheel, which is always appropriate. By ensuring a positive braking force, reliability and safety can be improved, and the structure can be simplified and the cost can be reduced.
  • FIG. 1 is a schematic configuration diagram showing a vehicle braking apparatus according to Embodiment 1 of the present invention.
  • FIG. 2 is a schematic configuration diagram illustrating a vehicle braking device according to a second embodiment of the present invention.
  • FIG. 3 is a flowchart showing braking force control in the vehicle braking apparatus according to Embodiment 3 of the present invention.
  • FIG. 4 is a schematic configuration diagram showing a vehicle braking apparatus according to Embodiment 4 of the present invention.
  • FIG. 5 is a schematic configuration diagram showing a vehicle braking apparatus according to Embodiment 5 of the present invention.
  • FIG. 6 is a flow chart showing automatic braking force control in the vehicle braking apparatus of the fifth embodiment.
  • FIG. 1 is a schematic configuration diagram showing a vehicle braking device according to Embodiment 1 of the present invention.
  • the master cylinder 11 includes a cylinder 12 in which an input piston 13 and a pressure piston 14 as drive pistons move in the axial direction. It is configured to be supported.
  • the cylinder 12 has a cylindrical shape with an open base end and a closed end, and an input piston 13 and a pressure piston 14 are coaxially arranged inside and supported so as to be movable in the axial direction. ing.
  • the brake pedal 15 as an operation member is supported at its upper end portion by a support shaft 16 so as to be rotatable on a mounting bracket of a vehicle body (not shown), and a pedal 17 which can be operated by the driver at the lower end portion. Is installed.
  • the brake pedal 15 has a clevis 19 attached to an intermediate portion by a connecting shaft 18, and the base end portion of the operation rod 20 is connected to the clevis 19.
  • the input piston 13 disposed on the base end side of the cylinder 12 is connected to the base end of the operation rod 20 of the brake pedal 15.
  • the input piston 13 is movably supported by the inner peripheral surfaces of the front and rear support members 21 and 22 having a cylindrical shape whose outer peripheral surface is fixed by being press-fitted or screwed into the inner peripheral surface of the cylinder 12.
  • a disk-shaped flange portion 23 is supported on the inner peripheral surface of the cylinder 12 so as to be movable. The movement of the input piston 13 is restricted by the flange portion 23 coming into contact with the support members 21 and 22, and the input piston 13 is stretched between the support member 22 and the bracket 24 of the brake pedal 15. The flange portion 23 is biased and supported at a position where it comes into contact with the support member 22 by the anti-spring 25.
  • the pressurizing piston 14 disposed on the distal end side of the cylinder 12 has a U-shaped cross section, and an outer peripheral surface is movably supported on the inner peripheral surface of the cylinder 12.
  • the pressure piston 14 has its front and rear end surfaces in contact with the cylinder 12 and the support member 21 so that the movement stroke thereof is restricted, and the pressure piston 14 is biased by a biasing spring 26 stretched between the cylinder 12 and the pressure piston 14. 14 is urged and supported at a position where it contacts the support member 21.
  • the distal end surface of the input piston 13 and the proximal end surface of the pressurizing piston 14 are spaced apart by a predetermined interval (stroke) S.
  • the operating force is transmitted to the input piston 13 via the operating rod 20, and the input piston 13 is connected to the anti-spring 25. It can move forward against the urging force, and when the input piston 13 moves forward by a predetermined stroke, it can abut against the pressurizing piston 14 and push it forward.
  • the input piston 13 and the pressurizing piston 14 are arranged coaxially in the cylinder 12 so as to be movable coaxially, so that the front pressure chamber is moved forward in the pressurizing piston 14 (leftward in FIG. 1). R is demarcated and retracted in the pressure piston 14 (to the right in Fig. 1), that is, the input piston
  • a rear pressure chamber R is defined between the piston 13 and the pressurizing piston 14, and the retreating direction of the input piston 13 (rightward in FIG. 1), that is, the circulating pressure chamber R between the input piston 13 and the support member 22 is defined. Is partitioned. In addition, a reaction between the support member 21 and the flange portion 23 of the input piston 13 occurs.
  • a force chamber R is formed.
  • the rear pressure chamber R and the circulation pressure chamber R are connected to the input piston.
  • the communication path 27 formed in 13 communicates.
  • the front wheels FR, FL and rear wheels RR, RL are equipped with wheel cylinders 28FR, 28FL, 28RR, 28RL, respectively, for operating the brake device (braking device), and ABS (Antilock Brake System) It can be operated by 29.
  • the wheel cylinders 28FR and 28FL of the front wheels FR and FL correspond to the first and second wheel cylinders of the present invention
  • the wheel cylinders 28RR and 28RL of the rear wheels RR and RL are the third and fourth of the invention. Applies to wheel cylinders.
  • the first pressure port 30 communicating with the front pressure chamber R of the master cylinder 11 has a first oil
  • One end of the pressure pipe 31 is connected, and the other end of the first hydraulic pipe 31 is connected to the wheel cylinder 28FL of the front wheel FL. Further, one end of the second hydraulic pipe 34 is connected to the second pressure port 33 that communicates with the rear pressure chamber R of the master cylinder 11 via the annular connecting passage 32.
  • the hydraulic pump 35 can be driven by a motor 36 and is connected to the reservoir tank 38 via a pipe 37 and is connected to an accumulator 40 via a pipe 39. Therefore, when the motor 36 is driven, the hydraulic pump 35 can supply the hydraulic oil stored in the reservoir tank 38 to the accumulator 40 to increase the pressure, and the accumulator 40 can accumulate a predetermined hydraulic pressure.
  • a hydraulic pressure supply source is constituted by the hydraulic pump 35 and the accumulator 40, and V.
  • the accumulator 40 is connected to the base end of the high-pressure supply pipe 41, and the tip of the high-pressure supply pipe 41 is branched into four hydraulic supply pipes 42a, 42b, 42c, and 42d.
  • the tip of the pressure supply pipe 42a is connected to the wheel cylinder 28FR of the front wheel FR.
  • the front end of the supply pipe 42c is connected to the wheel cylinder 28RR of the rear wheel RR, and the front end of the fourth hydraulic supply pipe 42d is connected to the wheel cylinder 28RL of the rear wheel RL!
  • Each of the hydraulic pressure supply pipes 42a, 42b, 42c, 42d is provided with one electromagnetic pressure booster valve 43a, 43b, 43c, 43 (one pressure booster valve 43a, 43b, 43c, 43d). Is a normally open type electromagnetic on-off valve that closes when power is supplied.
  • hydraulic discharge pipes 44a, 44b, 44c, 44d are connected to the downstream side of the pressure increasing valves 43a, 43b, 43c, 43d in the hydraulic supply self-pipes 42a, 42b, 42c, 42d.
  • the hydraulic discharge pipes 44 a, 44 b, 44 c, 44 d are assembled and connected to the pipe 37 via the third hydraulic pipe 45.
  • electromagnetic pressure reducing valves 46a, 46b, 46c, and 46d are arranged in the respective hydraulic output self-tubes 44a, 44b, 44c, and 44d, respectively.
  • the other end of the second hydraulic pipe 3 4 whose one end communicates with the rear pressure chamber R of the master cylinder 11 via the second pressure port 33 and the connecting passage 32 is the hydraulic supply pipe 42b and the hydraulic discharge pipe 44b. Is connected to a pipe between the second pressure increasing valve 43b and the second pressure reducing valve 46b.
  • the pressure reducing valves 46a, 46b, 46c, and 46d are normally closed electromagnetic on / off valves that are opened when power is supplied.
  • a switching valve 47 that enables communication between and disconnection of the wheel cylinder 28FR and the wheel cylinder 28FL in the front wheel FR is connected to the connection pipe 48 that connects the first hydraulic pipe 31 and the first hydraulic supply pipe 42a.
  • This switching valve 47 is a normally open type electromagnetic on-off valve that closes when power is supplied.
  • the first pressure increasing valve 43a and the first pressure reducing valve 46a constitute the first pressure control valve of the present invention, and the hydraulic pressure from the accumulator 40 is regulated and output to the wheel cylinder 28 FR of the front wheel FR. It is possible.
  • the second pressure increasing valve 43b and the second pressure reducing valve 46b constitute the second pressure control valve according to the present invention.
  • the hydraulic pressure from the accumulator 40 is adjusted to adjust the rear pressure of the master cylinder 11 via the second hydraulic pipe 34. It can output to the chamber R, and assists the caloric pressure piston 14 to transfer the hydraulic pressure in the front pressure chamber R via the first hydraulic pipe 31 to the front wheel FL.
  • the third pressure increasing valve 43c and the third pressure reducing valve 46c constitute the third pressure control valve of the present invention, which can adjust the hydraulic pressure from the accumulator 40 and output it to the wheel cylinder 28RR of the rear wheel RR.
  • the fourth booster valve The fourth pressure control valve of the present invention is constituted by 43d and the fourth pressure reducing valve 46d, and the hydraulic pressure from the accumulator 40 can be regulated and output to the wheel cylinder 28RL of the rear wheel RL.
  • auxiliary ports 49 and 50 are provided in the front pressure chamber R of the master cylinder 11 with the cylinder 12 and
  • the auxiliary port 49, 50 is connected to the reservoir tank 38 via a hydraulic pipe 51.
  • the cylinder 12 of the master cylinder 11 has a reaction force port 52 communicating with the reaction force chamber R.
  • the reaction force port 52 and the pipe 37 communicating with the reservoir tank 38 are connected by a connecting pipe 53, and a stroke simulator 54 is disposed in the connecting pipe 53.
  • This stroke simulator 54 generates a pedal stroke according to the amount of operation of the brake pedal 15 by the driver, and adds the reaction force chamber R of the master cylinder 11.
  • a bypass pipe 55 that bypasses the stroke simulator 54 is provided between the connecting pipe 53 and the pipe 37, and an open / close valve 56 is disposed in the bypass pipe 55.
  • the on-off valve 56 is a normally open type electromagnetic on-off valve that is closed when power is supplied.
  • an O-ring 57 and a one-way seal 58 are attached to the main parts of the cylinder 12, the input piston 13, the pressurizing piston 14, and the like to prevent hydraulic leakage. .
  • the electronic control unit (ECU) 61 responds to the operating force (pedal pedaling force) input from the brake pedal 15 to the input piston 13.
  • Each wheel cylinder 28FR via ABS29 by controlling the pressure increasing valves 43a, 43c, 43d and pressure reducing valves 46a, 46c, 46d based on the set target control pressure.
  • 28RR, 28RL and the second pressure increasing valve 43b and the second pressure reducing valve 46b are controlled to apply the control pressure to the rear pressure chamber R of the master cylinder 11 to Assist, output braking hydraulic pressure from the front pressure chamber R, ABS29
  • the brake pedal 15 detects the pedal stroke Sp of the brake pedal 15.
  • a stroke sensor 6 2 to output, depression sensor 63 which detects have been found providing the pedal effort Fp, which transmit the results of detection to the ECU 61.
  • the first hydraulic pressure supply pipe 42a is provided with a first pressure sensor 64 for detecting the hydraulic pressure, and this first pressure sensor 64 detects the control pressure P supplied to the wheel cylinder 28FR of the front wheel FR.
  • the detection result is ECU6
  • the first hydraulic pipe 31 is provided with a second pressure sensor 65 for detecting the hydraulic pressure.
  • the second pressure sensor 65 is connected to the front wheel F from the front pressure chamber R of the master cylinder 11.
  • the control pressure P supplied to the wheel cylinder 28FL of L is detected and the detection result is output to the ECU 61.
  • the third and fourth hydraulic pressure supply pipes 42c and 42d are provided with third and fourth pressure sensors 66 and 67 for detecting the hydraulic pressure, and the third and fourth pressure sensors 66 and 67 are provided on the rear side. Detects control pressures P and P supplied to wheel cylinders 28RR and 28RL of wheels RR and RL.
  • a pressure sensor 68 for detecting oil pressure is provided in the high pressure supply pipe 41 leading to the 7 "accumulator 40 force and the respective hydraulic supply self-pipes 42a, 42b, 42c, 42d.
  • the sensor 68 detects the hydraulic pressure P accumulated in the accumulator 40 and outputs the detection result to the ECU 61.
  • a pressure sensor 69 for detecting hydraulic pressure is provided between the reaction force port 52 and the stroke simulator 54 in the connecting pipe 53.
  • the pressure sensor 69 detects the reaction force hydraulic pressure P acting on the reaction force chamber R by the stroke simulator 54, and outputs the detection result to the ECU 61. Also before
  • the wheel speed sensor 70 is provided for each of the wheels FR and FL and the rear wheels RR and RL, and the detected wheel speed is output to the ECU 61! /.
  • the ECU 61 determines that the pedal effort Fp of the brake pedal 15 detected by the pedal effort sensor 63
  • control pressures ⁇ , ⁇ , ⁇ , ⁇ detected by the pressure sensors 64, 65, 66, 67 are fed.
  • the target control pressure ⁇ and the control pressures ⁇ , ⁇ , ⁇ , ⁇ are controlled to match. This
  • the ECU 61 increases and decreases the pressure increasing valves 43a, 43b, 43c, 43d and the pressure reducing valves according to the running state of the vehicle.
  • the pressure valves 46a, 46b, 46c, 46d individually, each wheel cylinder 28FR, 28 FL, 28RR, 28RL is pressurized independently and the front wheels FR, FL and rear wheels RR, RL are controlled. The power is adjusted.
  • the reaction force applied to the brake pedal 15 at this time is an added value of the spring force by the reaction force spring 25 and the reaction force hydraulic pressure ⁇ acting on the reaction force chamber R.
  • the spring force is an added value of the spring force by the reaction force spring 25 and the reaction force hydraulic pressure ⁇ acting on the reaction force chamber R.
  • the spring force is an added value of the spring force by the reaction force spring 25 and the reaction force hydraulic pressure ⁇ acting on the reaction force chamber R.
  • the pedal effort sensor 63 detects the pedal effort Fp, and the ECU 61 sets the target control pressure P based on the pedal effort Fp.
  • the ECU 61 is based on this target control pressure P.
  • the pressure control valves 43a, 43b, 43c, 43d and the pressure reducing valves 46a, 46b, 46c, 46d are controlled, and the brake hydraulic pressure of each wheel cylinder 28FR, 28FL, 28RR, 28RL of the front wheels FR, FL and rear wheels RR, RL is controlled. To control.
  • the connection pipe 48 is closed by the switching valve 47 and the bypass pipe 55 is closed by the on-off valve 56. Therefore, the ECU 61 controls the first pressure increasing valve 43a and the first pressure reducing valve 46a based on the target control pressure P, so that
  • the hydraulic pressure from the accumulator 40 is increased or decreased and output to the wheel cylinder 28FR of the front wheel FR, and the control pressure P detected by the first pressure sensor 64 is fed back.
  • the ECU 61 controls the second pressure increasing valve 43b and the second pressure reducing valve 46b based on the target control pressure P.
  • the hydraulic pressure from the accumulator 40 is increased or decreased and output to the rear pressure chamber R of the master cylinder 11 through the second hydraulic pipe 34. Then, in this master cylinder 11, the pressurizing piston 14 is assisted by pressurizing or depressurizing the rear pressure chamber R, pressurizing the front pressure chamber R, and supplying the hydraulic pressure through the first hydraulic pipe 31. Wheel Output to Linda 28FL and feed back the control pressure P 2 detected by the second pressure sensor 65! /.
  • the ECU 61 determines whether the third and fourth pressure increasing valves 43c and 43d and the third and ⁇ are based on the target control pressure P.
  • the hydraulic pressure from the accumulator 40 is increased or reduced and output to the wheel cylinders 28RR, 28RL of the rear wheels RR, RL, as well as the 3rd, 4th pressure sensors.
  • the control pressures P and P detected by 66 and 67 are fed back.
  • the hydraulic pressure from the accumulator 40 is output to the wheel cylinders 28FR, 28RR, 28RL as the braking hydraulic pressure via the pressure-increasing valves 43a, 43c, 43d and the pressure-reducing valves 46a, 46c, 46d.
  • the hydraulic pressure is output to the rear pressure chamber R of the master cylinder 11 via each pressure increasing valve 43b and the pressure reducing valve 46b, and the front pressure chamber R is pressurized by assisting the pressurizing piston 14, and the hydraulic pressure from the front pressure chamber R is increased.
  • the booster valves 43a, 43b, 43c, 43d and the pressure reducers 46a, 46b, 46c, 46d can be The brake hydraulic pressure applied to each wheel cylinder 2 8FR, 28FL, 28RR, 28RL cannot be controlled to an appropriate hydraulic pressure.
  • the 28FL is directly connected to the first hydraulic pipe 31, and a normally open switching valve 47 is provided on the connecting pipe 48 that connects the first hydraulic pipe 31 and the first hydraulic pressure supply pipe 42a.
  • the two pistons 13 and 14 move forward as a body in contact with the pressure piston 14.
  • the front pressure chamber R is pressurized, and the hydraulic pressure in the front pressure chamber R is discharged to the first hydraulic pipe 31.
  • the hydraulic pressure discharged to the first hydraulic pipe 31 passes through the first hydraulic pipe 31 and is applied as a brake hydraulic pressure to the wheel cylinder 28FL of the front wheel FL, and also passes through the connecting pipe 48 and the first hydraulic supply pipe 42a. This is applied to the wheel cylinder 28FR of the front wheel FR as a braking hydraulic pressure, and a braking force corresponding to the operating force of the brake pedal 15 of the occupant can be generated on the front wheels FR and FL.
  • the front pressure chamber R and the rear pressure chamber R are supported in the cylinder 12 by movably supporting the input piston 13 and the pressurizing piston 14 in series.
  • a master cylinder 11 that can output the hydraulic pressure of the front pressure chamber R via the pressurizing piston 14 by moving the input piston 13 by the brake pedal 15 and partitioning the input piston 13 is provided.
  • the high pressure supply pipe 41 of the integrator 40 is connected to the wheel cylinders 28FR, 28RR, 28RL via the hydraulic supply pipes 42a, 42c, 42d, and to the rear pressure chamber R via the hydraulic supply pipe 42b and the second hydraulic pipe 34.
  • Pressure booster valves 43a, 43b, 43c, 43d and pressure reducing valves 46a, 46b, 46c, 46d are attached to the hydraulic pressure supply pipes 42a, 42b, 42c, 42d, and the first pressure pipe 31 is connected to the front pressure chamber R. Connect the wheel cylinder 28FL to the first hydraulic pipe 31
  • a switching valve 47 is provided in a connecting pipe 48 that connects the hydraulic supply pipe 42a.
  • the ECU 61 sets the target control pressure P according to the pedal depression force Fp.
  • the hydraulic pressure from the accumulator 40 is regulated and output to the wheel cylinder 28FR of the front wheel FR and the wheel cylinders 28RR and 28RL of the rear wheels RR and RL, and the second pressure increasing valve 43b and second
  • the hydraulic pressure from the accumulator 40 is regulated and output to the rear pressure chamber R through the second hydraulic pipe 34 to assist the pressurizing piston 14, and the hydraulic pressure that pressurizes the front pressure chamber R is adjusted.
  • the connecting pipe 48 that connects the first hydraulic pipe 31 and the hydraulic supply pipe 4 2a is opened by the switching valve 47, and the input piston is operated according to the operation of the brake pedal 15. 13 and pressurizing piston 14 move as a body and the front pressure chamber R is pressurized. The hydraulic pressure in the front pressure chamber R is transferred to the front wheel FL wheel cylinder 28 via the first hydraulic pipe 31.
  • the hydraulic pressure in the front pressure chamber R is the first hydraulic pipe 31, the connecting pipe 48, the first
  • the hydraulic pressure is output to the wheel cylinder 28FR of the front wheel FR via the hydraulic pressure supply pipe 42a, and the braking hydraulic pressure is applied to each wheel cylinder 28FR, 28FL, 28RR, 28RL, and the front wheels FR, FL and rear wheels RR, RL
  • the first hydraulic pipe 31 is connected to the front pressure chamber R of the master cylinder 11.
  • the front wheel FR wheel cylinder 28FR is connected, and the first hydraulic pipe 31 is connected to the hydraulic supply pipe 42a via the connection pipe 48a, and the front wheel FL wheel cylinder 28FL is connected to the hydraulic supply pipe 42a and connected.
  • a normally open switching valve 47 is provided in the pipe 48. Therefore, with a simple configuration, it is possible to secure an appropriate braking hydraulic pressure when the power supply system is normal and when the power supply system fails, and it is possible to simplify the structure and reduce the cost.
  • the pressure is increased based on the target control pressure P.
  • valves 43a, 43c, 43d and the first pressure reducing valves 46a, 46c, 46d By unloading the valves 43a, 43c, 43d and the first pressure reducing valves 46a, 46c, 46d, it is possible to reliably generate hydraulic pressure according to the operation of the brake and rake pedal 15 by the passenger, while the power supply system is lost.
  • the hydraulic pressure according to the operation of the brake pedal 15 by the occupant can be reliably generated by applying the static pressure of the master cylinder 11 directly to the wheel cylinders 28FR and 28FL, resulting in a simplified hydraulic path.
  • the structure can be simplified and the manufacturing cost can be reduced.
  • appropriate braking force control can be performed, and the reliability and safety can be improved.
  • FIG. 2 is a schematic configuration diagram showing a vehicle braking device according to Embodiment 2 of the present invention.
  • symbol is attached
  • the master cylinder 11 includes a cylinder 12 in which an input piston 13 and a pressure piston 14 as drive pistons move in the axial direction. Supported and configured.
  • the brake pedal 15 is connected via the operation rod 20. Connected to the input piston 13.
  • the movement of the input piston 13 is regulated by the flange portion 23 coming into contact with the support members 21 and 22, and the anti-spring 25 is urged and supported by the anti-spring 25 at a position where the flange portion 23 comes into contact with the support member 22. ing.
  • the pressure piston 14 has its front and rear end surfaces abutted against the cylinder 12 and the support member 21 to restrict the movement stroke thereof, and is urged and supported at a position where it abuts against the support member 21 by the urging spring 26.
  • the input piston 13 and the pressurizing piston 14 have a predetermined interval (stroke) S.
  • a forward pressure chamber R is defined in the forward direction of the pressurizing piston 14 (leftward in Fig. 2), and the reverse direction of the pressurizing piston 14 (rightward in Fig. 2), that is, , Input pin
  • a rear pressure chamber R is defined between the ston 13 and the pressurizing piston 14, and the retreating direction of the input piston 13 (to the right in FIG. 2), that is, the circulating pressure between the input piston 13 and the support member 22. Room R is partitioned. Also, between the support member 21 and the flange 23 of the input piston 13
  • Reaction force chamber R is formed.
  • the rear pressure chamber R and the circulating pressure chamber R are formed.
  • the front wheels FR and FL and the rear wheels RR and RL are provided with wheel cylinders 28FR, 28FL, 28RR and 28RL, which can be operated by ABS29.
  • the first hydraulic port is connected to the first pressure port 30 communicating with the front pressure chamber R of the master cylinder 11.
  • One end of 31 is connected, and the other end of the first hydraulic pipe 31 is connected to a wheel cylinder 28FL of the front wheel FL.
  • one end of a second hydraulic pipe 34 is connected to the second pressure port 33 that communicates with the rear pressure chamber R of the master cylinder 11 via an annular connecting passage 32.
  • the accumulator 40 capable of accumulating the hydraulic pressure boosted by the hydraulic pump 35 is connected to four hydraulic supply pipes 42a, 42b, 42c, 42d via a high-pressure supply pipe 41, and the tip of the first hydraulic supply pipe 42a
  • the power separation mechanism 71 is connected to the wheel cylinder 28FR of the front wheel FR by the first hydraulic transmission pipe 72, and the tip of the third hydraulic supply pipe 42c is the wheel cylinder 28RR of the rear wheel RR.
  • the fourth hydraulic pressure supply pipe 42d is connected to the wheel cylinder 28RL of the rear wheel RL.
  • Each hydraulic supply pipe 42 a, 42 b, 42 c, 42 d has a normally open type electromagnetic pressure increase valve 43 a, 43b, 43c, 43 (One is left alone.
  • hydraulic discharge pipes 44a, 44b, 44c, 44d are connected to the downstream side of the pressure increasing valves 43a, 43b, 43c, 43d in the respective hydraulic supply self-tubes 42a, 42b, 42c, 42d.
  • the hydraulic discharge pipes 44 a, 44 b, 44 c, 44 d are assembled and connected to the pipe 37 via the third hydraulic pipe 45.
  • normally-reduced electromagnetic pressure reducing valves 46a, 46b, 46c, 46d are respectively arranged.
  • the other end of the second hydraulic pipe 34 is connected to a connecting part between the hydraulic supply pipe 42b and the hydraulic discharge pipe 44b, that is, a pipe between the second pressure increasing valve 43b and the second pressure reducing valve 46b.
  • the power separation mechanism 71 described above separates the power of the hydraulic system on the master cylinder 11 side and the hydraulic system on the accumulator 40 side, so that when the power supply device fails, This prevents malfunction due to air contamination. That is, in the hollow cylinder 73, the power separating piston 74 is movably supported, and is urged and supported on one side by the urging spring 75, and the two pressure chambers R and R are partitioned. ing.
  • the first hydraulic pressure supply pipe 42a is connected to the input port 76 that communicates with the pressure chamber R.
  • a first hydraulic pressure transmission pipe 72 is connected to an output port 77 communicating with the pressure chamber R.
  • the cylinder 73 has an auxiliary port 78 communicating with the side surface of the power separating piston 74 and is connected to the reservoir tank 38 via an auxiliary pipe 79.
  • One-way seals 80 are attached to both sides of the auxiliary port 78. This prevents the leakage of hydraulic pressure.
  • a switching valve 47 that allows the wheel cylinder 28FR and the wheel cylinder 28FL in the front wheel FR to communicate with and shut off from each other is connected to a connecting pipe 48 that connects the first hydraulic pipe 31 and the first hydraulic transmission pipe 72.
  • This switching valve 47 is a normally open type electromagnetic on-off valve that closes when power is supplied.
  • the connecting pipe 48 functions as a connecting line that bypasses the power separating mechanism 71 and connects the wheel cylinder 28FR and the wheel cylinder 28FL.
  • the pressure chamber R is pressurized by moving the power separation piston 74, and the first output port 77 It is output to the wheel cylinder 28FR via the hydraulic transmission pipe 72.
  • the connecting pipe 48 is opened by the switching valve 47, the pressure is discharged from the front pressure chamber R of the master cylinder 11.
  • the control pressure thus obtained passes from the first hydraulic pipe 31 through the connecting pipe 48, bypasses the power separation mechanism 71, and is output to the wheel cylinder 28FR via the first hydraulic transmission pipe 72.
  • auxiliary ports 49, 50 are connected to the cylinder 12 and
  • the auxiliary port 49, 50 is connected to the reservoir tank 38 via a hydraulic pipe 51. Further, the cylinder 12 of the master cylinder 11 is formed with a reaction force port 52 communicating with the reaction force chamber R. The reaction force port 52 and the piping 37
  • a stroke simulator 54 is arranged in a connecting pipe 53 that connects the two.
  • a bypass pipe 55 that bypasses the stroke simulator 54 is provided between the connecting pipe 53 and the pipe 37, and a normally open type electromagnetic on-off valve 56 is disposed in the bypass pipe 55. .
  • the connecting pipe 48 connected to the first hydraulic supply pipe 42a has a control pressure P supplied to the wheel cylinder 28FR of the front wheel FR.
  • a first pressure sensor 64 for detecting 1 is provided.
  • the first hydraulic pipe 31 has a front pressure chamber R force of the master cylinder 11 and a control pressure P supplied to the wheel cylinder 28FL of the front wheel FL.
  • a second pressure sensor 65 for detecting 1 2 is provided. Further, the third and fourth hydraulic pressure supply pipes 42c and 42d are provided with control pressures P and C supplied to the wheel cylinders 28RR and 28RL of the rear wheels RR and RL.
  • Third and fourth pressure sensors 66 and 67 for detecting P are provided. And each pressure sensor
  • the detection result is output to ECU6 and output.
  • a pressure sensor 68 for detecting the hydraulic pressure P accumulated in the accumulator 40 is provided in the high pressure supply pipe 41 from the accumulator 40 to each hydraulic supply pipe 42a, 42b, 42c, 42d.
  • reaction force hydraulic pressure P acting on the reaction force chamber R is detected by the stroke simulator 54 between the reaction force port 52 and the stroke simulator 54 in the connecting pipe 53.
  • Each pressure sensor 68, 69 outputs a detection result to the ECU 61.
  • the front wheel FR, FL and rear wheel RR, RL have wheel speed sensors 70 The wheel speed detected is output to the ECU 61.
  • the ECU 61 determines that the pedal effort Fp of the brake pedal 15 detected by the pedal effort sensor 63
  • control pressures ⁇ , ⁇ , ⁇ , ⁇ detected by the pressure sensors 64, 65, 66, 67 are fed.
  • the ECU 61 controls the pressure booster valves 43a, 43b, 43c, 43d and the pressure reducer valves 46a, 46b, 46c, 46d individually according to the running state of the vehicle, thereby allowing each wheel cylinder 28FR, 28 FL, 28RR and 28RL are pressurized independently, and the braking force of front wheels FR and FL and rear wheels RR and RL is adjusted.
  • the ECU 61 detects the pedaling force Fp, and sets the target control pressure P ⁇ based on the pedaling force Fp. The ECU 61 then increases the pressure increase valves 43a, 43b, 43c, 4 based on the target control pressure P.
  • pressure reducing valves 46a, 46b, 46c, 46d are controlled to control the brake hydraulic pressure of each wheel cylinder 28FR, 28FL, 28RR, 28RL of the front wheels FR, FL and rear wheels RR, RL.
  • the connection pipe 48 is closed by the switching valve 47 and the bypass pipe 55 is closed by the on-off valve 56. Therefore, the ECU 61 controls the first pressure increasing valve 43a and the first pressure reducing valve 46a based on the target control pressure P, thereby
  • the hydraulic pressure from the accumulator 40 is increased or decreased and output to the wheel cylinder 28FR of the front wheel FR via the power separation mechanism 71, and the control pressure P detected by the first pressure sensor 64
  • the ECU 61 determines whether the second booster valve 43 is based on the target control pressure P.
  • the hydraulic pressure from the accumulator 40 is increased or reduced and output to the rear pressure chamber R of the master cylinder 11 through the second hydraulic pipe 34. Then, in this master cylinder 11, the pressurizing piston 14 is assisted by pressurizing or depressurizing the rear pressure chamber R, pressurizing the front pressure chamber R and supplying the hydraulic pressure to the first hydraulic pipe 31.
  • the ECU 61 determines whether the third and fourth pressure increasing valves 43c, 43d and the third pressure boosting valve 43 are based on the target control pressure P.
  • the hydraulic pressure from the accumulator 40 is increased or decreased and output to the wheel cylinders 28RR and 28RL of the rear wheels RR and RL, as well as the third and fourth pressure sensors 66, The control pressures P and P detected by 67 are fed back.
  • the hydraulic pressure from the accumulator 40 is output to the wheel cylinders 28FR, 28RR, 28RL as the braking hydraulic pressure via the pressure-increasing valves 43a, 43c, 43d and the pressure-reducing valves 46a, 46c, 46d.
  • the hydraulic pressure is output to the rear pressure chamber R of the master cylinder 11 via each pressure increasing valve 43b and the pressure reducing valve 46b, and the front pressure chamber R is pressurized by assisting the pressurizing piston 14, and the hydraulic pressure from the front pressure chamber R is increased.
  • connection pipe 48 is opened by the switching valve 47, and the bypass pipe 55 is opened by the on-off valve 56. Therefore, when the occupant steps on the brake pedal 15, the operating force causes the input piston 13 to move to a predetermined stroke S.
  • the hydraulic pressure discharged to the first hydraulic pipe 31 passes through the first hydraulic pipe 31 and is applied to the wheel cylinder 28FL of the front wheel FL as a braking hydraulic pressure, and also passes through the connecting pipe 48 to the wheel of the front wheel FR.
  • the brake oil pressure is applied to the cylinder 28FR, and a braking force corresponding to the operating force of the occupant's brake pedal 15 can be generated for the front wheels FR and FL.
  • the power separation mechanism 71 is interposed between the first hydraulic pressure supply pipe 42a connected to the high pressure supply pipe 41 of the hydraulic pump 35 and the accumulator 40 and the first hydraulic pressure transmission pipe 72 of the wheel cylinder 28FR.
  • the pressure is applied to the wheel cylinder 28FR of the front wheel FR from the first hydraulic pipe 31 through the connecting pipe 48 and the first hydraulic transmission pipe 72 in a state separated from the high pressure supply pipe 41 side. 1 It is applied directly from the hydraulic pipe 31 to the wheel cylinder 28FL of the front wheel FL.
  • the high pressure supply pipe 41 of the accumulator 40 is connected to the Hoinore cylinder 28FR, 28RR, 28R L via the hydraulic supply self-pipe 42a, 42c, 42d.
  • the hydraulic pressure supply valves 42a, 42b, 42c, 42d are connected to the pressure increasing valves 43a, 43b, 43c, 43d and Pressure reducing valves 46a, 46b, 46c, 46d are installed, and the first pressure piping 31 is connected to the front pressure chamber R.
  • the ECU 61 sets the target control pressure P ⁇ corresponding to the pedal depression force Fp, and based on this target control pressure P, the pressure increasing valves 43a, 43c, 43d and the pressure reducing valves 46a, 4 ⁇
  • the hydraulic pressure from the accumulator 40 is regulated and output to the wheel cylinder 28FR of the front wheel FR and the wheel cylinders 28RR and 28RL of the rear wheels RR and RL. 2
  • the hydraulic pressure from the accumulator 40 is regulated and output to the rear pressure chamber R through the second hydraulic pipe 34 to assist the pressurizing piston 14, and the hydraulic pressure that pressurizes the front pressure chamber R. 1st hydraulic piping 31 through front wheel FL hoist
  • the connecting pipe 48 that connects the first hydraulic pipe 31 and the hydraulic supply pipe 4 2a is opened by the switching valve 47, and in accordance with the operation of the brake pedal 15.
  • the input piston 13 and the pressure piston 14 move as a body and the front pressure chamber R is pressurized.
  • the hydraulic pressure in the front pressure chamber R is the first hydraulic pipe 31, the connecting pipe 48, the first
  • the pressure increases ⁇ based on the target control pressure P.
  • valves 43a, 43c, 43d and the pressure reducing valves 46a, 46c, 46d it is possible to reliably generate hydraulic pressure according to the operation of the brake and rake pedal 15 by the occupant, while in the event of a power system failure.
  • static pressure of the master cylinder 11 directly to the wheel cylinders 28FR and 28FL, it is possible to reliably generate hydraulic pressure according to the operation of the brake pedal 15 by the occupant, and as a result, the hydraulic path is simplified and the structure In addition to being able to achieve simplification, it is possible to reduce manufacturing costs and to enable appropriate braking force control, thereby improving reliability and safety.
  • FIG. 3 is a flowchart showing the braking force control in the vehicle braking apparatus according to the third embodiment of the present invention. Note that the overall configuration of the vehicle braking device of the present embodiment is substantially the same as that of the first embodiment described above, and will be described with reference to FIG. 1 and have the same functions as those described in this embodiment. The same reference numerals are given to the members, and duplicate descriptions are omitted.
  • the pressure chamber R, the circulation pressure chamber R, and the reaction force chamber R are partitioned, and the rear pressure chamber R and circulation
  • the front wheels FR and FL and the rear wheels RR and RL are provided with wheel cylinders 28FR, 28FL, 28RR and 28RL, which can be operated by ABS29.
  • the first pressure port 30 communicating with the front pressure chamber R of the master cylinder 11 is connected to the front wheel FL via the first hydraulic pipe 31.
  • a second hydraulic pipe 34 is connected to the second pressure port 33 connected to the wheel cylinder 28FL and communicating with the rear pressure chamber R.
  • four hydraulic supply pipes 42a, 42b, 42c, 42d are connected via a high pressure supply pipe 41
  • the first hydraulic supply pipe 42a is connected to the wheel cylinder 28FR
  • the third hydraulic supply pipe 42c is a wheel.
  • Cylinder 28 is connected to 8RR
  • the fourth hydraulic pressure supply pipe 42d is connected to wheel cylinder 28RL.
  • the pressure increasing valves 43a, 43b, 43c, and 43d force S are arranged on the hydraulic pressure supply self-pipes 42a, 42b, 42c, and 42d.
  • each of the hydraulic supply self-pipes 42a, 42b, 42c, 42d is connected to a hydraulic output self-pipe 44a, 44b, 44c, 44d and is connected to a pipe 37 via a third hydraulic pipe 45.
  • the pressure reducing valves 46a, 46b, 46c, and 46d are respectively installed in the hydraulic pressure output pipes 44a, 44b, 44c, and 44d.
  • the second hydraulic pipe 34 is connected to a connecting portion between the hydraulic supply pipe 42b and the hydraulic discharge pipe 44b.
  • a switching valve 47 is arranged in the connecting pipe 48 that connects the first hydraulic pipe 31 and the first hydraulic supply pipe 42a. This switching valve 47 is a normally open type electromagnetic on-off valve. Closed when power is supplied.
  • the brake pedal 15 has a stroke sensor for detecting the pedal stroke Sp.
  • the first hydraulic pressure supply pipe 42a is provided with a first pressure sensor 64 for detecting the control pressure P supplied to the wheel cylinder 28FR of the front wheel FR.
  • First hydraulic piping 31 Is supplied to the wheel cylinder 28FL of the front wheel FL from the front pressure chamber R force of the master cylinder 11
  • a second pressure sensor 65 for detecting the control pressure P is provided.
  • the third and fourth hydraulic pressure supply pipes 42c and 42d are provided with third and fourth pressure sensors 66 and 67 for detecting the control pressures P and P supplied to the wheel cylinders 28RR and 28RL of the rear wheels RR and RL. Being done. And each pressure
  • the sensors 64, 65, 66 and 67 output the detection results to the ECU 61.
  • a pressure sensor 68 for detecting the hydraulic pressure P accumulated in the accumulator 40 is provided in the high pressure supply pipe 41 extending from the accumulator 40 force to the respective hydraulic pressure supply self-pipes 42a, 42b, 42c, 42d.
  • a pressure sensor 69 is provided. Each of the pressure sensors 68 and 69 outputs a detection result to the ECU 61.
  • the front wheels FR and FL and the rear wheels RR and RL are each provided with a wheel speed sensor 70, and each detected wheel speed is output to the ECU 61! /.
  • the ECU 61 determines that the pedal effort Fp of the brake pedal 15 detected by the pedal effort sensor 63
  • control pressures ⁇ , ⁇ , ⁇ , ⁇ detected by the pressure sensors 64, 65, 66, 67 are fed.
  • the control is performed so that the target control pressure ⁇ and the control pressures ,, ⁇ , ⁇ , ⁇ coincide with each other.
  • the ECU 61 controls each wheel cylinder 28FR, 28d by controlling the pressure increasing valves 43a, 43b, 43c, 43d and the pressure reducing valves 46a, 46b, 46c, 46d individually according to the running state of the vehicle.
  • FL, 28RR and 28RL are pressurized independently, and the braking force of front wheels FR and FL and rear wheels RR and RL is adjusted.
  • the pressurizing piston 14 moves forward in the master cylinder 11 and enters a bottoming state in which the tip end is in contact with the cylinder 12, the front pressure chamber R is pressurized.
  • Hydraulic pressure cannot be applied. Also, if the hydraulic supply system that supplies hydraulic pressure to the wheel cylinders 28FR, 28 FL of the front wheels FR, FL, for example, the first hydraulic supply pipe 42a or the first hydraulic pipe 3 1 is damaged and fails, the front wheels The brake hydraulic pressure corresponding to the target control pressure P cannot be applied to the FL wheel cylinder 28FL. Therefore, in the vehicle braking device of the present embodiment, the ECU 61 controls the opening and closing of the switching valve 47 when the master cylinder 11 described above is bottomed or when the hydraulic pressure supply system fails, so that the front wheels FR, FL Appropriate braking force can be secured by the wheel cylinders 28FR and 28FL.
  • the braking force control when the master cylinder 11 is bottomed by the vehicular braking apparatus of the present embodiment when the hydraulic pressure supply system fails will be described with reference to the flowchart of FIG.
  • the ECU 61 performs the stroke sensor 62, the pedaling force sensor 63, and the pressure sensors 64, 65, 66, 67. , 68 and 69 are read, and drive control of the hydraulic pump 35 is started in step S12. That is, the ECU 61 drives the motor 36 so that the hydraulic pressure P accumulated in the accumulator 40 detected by the pressure sensor 68 becomes equal to or higher than a preset pressure.
  • step S13 the ECU 61 determines whether or not there is a braking request from the driver.
  • the brake control valves that is, the pressure increasing valves 43a and 43b and the pressure reducing valves 46a and 46b constituting the ABS 29 are turned off in step S26. To do.
  • step S14 when it is determined in step S13 that the driver has requested braking, in step S14, the on-off valve 56 for operating the stroke simulator 54 is energized and closed, and the step is started.
  • step S15 the ECU 61 calculates the target control pressure P based on the pedal depression force Fp and sets ⁇
  • step S16 the ECU 61 determines that the target control pressure P and the first and second pressure sensors
  • Deviations dp and dp from the actual control pressure (hydraulic pressure) P and P detected by the sensors 64 and 65 are calculated.
  • step S 17 the deviation dp, dp force is the absolute value of the preset rule ⁇ ⁇ ⁇ 1
  • step S19 the brake control valves, that is, the pressure increasing valves 43a and 43b and the pressure reducing valves 46a and 46b are kept energized.
  • step S17 the deviations dp and dp are smaller than the minus of the absolute value of the prescribed value ⁇ 1.
  • step S20 the pressure supplied to the wheel cylinders 28FR and 28FL of the front wheels FR and FL is reduced by performing pressure reduction control using the pressure increasing valves 43a and 43b and the pressure reducing valves 46a and 46b. .
  • step S25 the switching valve 47 is closed. That is, if the hydraulic pressure P, P supplied to each wheel cylinder 28FR, 28FL is too high than the target control pressure P
  • the oil pressure supply system can supply sufficient oil pressure to each of the wheel cylinders 28FR and 28FL, and the bottom cylinder of the master cylinder 11 1 has failed! By closing the switching valve 47, the hydraulic pressure supply system of each wheel cylinder 28F R, 28FL is separated and independently controlled.
  • step S18 it is determined that the deviations dp and dp are larger than the absolute value of the specified value ⁇ 1.
  • step S21 the hydraulic pressure supplied to the wheel cylinders 28FR and 28FL of the front wheels FR and FL is increased by controlling the pressure increase using the pressure increasing valves 43a and 43b and the pressure reducing valves 46a and 46b.
  • step S22 the deviations dp and dp are completely different from the preset specified value ⁇ 2.
  • the specified values ⁇ 1 and ⁇ 2 have a relationship of ⁇ 1 ⁇ 2. That is, in this case, whether or not the deviations dp and dp are widened even though the pressure increasing control is executed for each wheel cylinder 28FR and 28FL in step S21.
  • step S22 If it is determined in step S22 that the deviations dp and dp are smaller than the absolute value of the specified value ⁇ 2,
  • step S25 the switching valve 47 is closed. That is, in step S21 described above, the deviations dp and dp are reduced by executing the pressure increasing control on the wheel cylinders 28FR and 28FL.
  • step S22 it is determined that the deviations dp and dp are larger than the absolute value of the prescribed value ⁇ 2.
  • step S21 it is determined that the deviations dp and dp are wide even though the pressure increase control is executed for the wheel cylinders 28FR and 28FL, and the process proceeds to step S23.
  • step S23 only one of the deviations dp and dp is the specified value ⁇ .
  • the switching valve 47 is opened in step S24.
  • the hydraulic pressure supply systems of the wheel cylinders 28FR and 28FL are connected to perform cooperative control. That is, the hydraulic pressure from the accumulator 40 is output to the wheel cylinder 28FR by the first hydraulic pressure supply pipe 42a, and is supplied from the first hydraulic pressure supply pipe 42a to the first hydraulic pressure pipe 31 through the connecting pipe 48. Output from 42a to the wheel cylinder 28FL suppresses the decrease in the hydraulic pressure P of the wheel cylinder 28FL due to the bottoming of the master cylinder 11. If only one of the deviations do and dp is determined to be larger than the absolute value of the specified value ⁇ 2, either one of the hydraulic supply systems of the wheel cylinders 28 FR and 28FL may be defective. It is thought to be the cause. Accordingly, in this case as well, by opening the switching valve 47, the hydraulic pressure supply systems of the wheel cylinders 28FR and 28FL are connected and cooperatively controlled.
  • step S23 both deviations dp and dp are larger than the absolute value of specified value a 2.
  • step S25 If it is determined, the switching valve 47 is closed in step S25. That is, the deviations dp and dp
  • the hydraulic pressure supply system of the 28FR and 28FL is shut off and controlled independently.
  • the high pressure supply pipe 41 of the accumulator 40 is connected to the Hoinore cylinders 28FR, 28RR, 28R L via the hydraulic supply self-pipes 42a, 42c, 42d.
  • the hydraulic pressure supply valves 42a, 42b, 42c, 42d are connected to the pressure increasing valves 43a, 43b, 43c, 43d and Pressure reducing valves 46a, 46b, 46c, 46d are installed, and the first pressure pipe 31 is connected to the front pressure chamber R.
  • a switching valve 47 is provided in the connecting pipe 48 that connects the first hydraulic pipe 31 and the hydraulic pressure supply pipe 42a, and the control pressure (hydraulic pressure) P, P is applied to the wheel cylinders 28FR, 28RR. Based on this, the switching valve 47 is controlled to open and close.
  • the switching valve 47 is opened, and the hydraulic supply system of each wheel cylinder 28FR, 28FL is connected to perform coordinated control. It is possible to suppress a decrease in the hydraulic pressure of the wheel cylinder 28FL due to the above, and an appropriate braking force can be applied to the front and rear wheels FR, FL, and the running stability of the vehicle can be improved.
  • each wheel cylinder 28FR, 28FL By closing 47, the hydraulic pressure supply system of each wheel cylinder 28FR, 28FL is shut off and controlled independently, and the hydraulic pressure P, P of the further wheel cylinder 28FR, 28FL is reduced.
  • FIG. 4 is a schematic configuration diagram showing a vehicle braking device according to Embodiment 4 of the present invention.
  • symbol is attached
  • the master cylinder 11 is configured such that an input piston 13 and a pressurizing piston 14 are movably supported in a cylinder 12, and the input is input.
  • the operating rod 20 of the brake pedal 15 is connected to the piston 13.
  • the input piston 13 and the pressurizing piston 14 are arranged in the cylinder 12, so that the front pressure chamber R and the rear
  • the pressure chamber R, the circulation pressure chamber R, and the reaction force chamber R are partitioned, and the rear pressure chamber R is circulated.
  • the pressure chamber R communicates with the communication passage 27. Therefore, the driver must be
  • the front wheels FR, FL and the rear wheels RR, RL are provided with wheel cylinders 28FR, 28FL, 28RR, 28RL, which can be operated by ABS29.
  • the first hydraulic port is connected to the first pressure port 30 communicating with the front pressure chamber R of the master cylinder 11.
  • One end of 31 is connected, and the other end of the first hydraulic pipe 31 is connected to a wheel cylinder 28FL of the front wheel FL.
  • one end of a second hydraulic pipe 34 is connected to the second pressure port 33 that communicates with the rear pressure chamber R of the master cylinder 11 via an annular connecting passage 32.
  • the accumulator 40 capable of accumulating the hydraulic pressure boosted by the hydraulic pump 35 is connected to four hydraulic supply pipes 42a, 42b, 42c, 42d via a high-pressure supply pipe 41, and the tip of the first hydraulic supply pipe 42a
  • the power separation mechanism 71 is connected to the wheel cylinder 28FR of the front wheel FR by the first hydraulic transmission pipe 72, and the tip of the third hydraulic supply pipe 42c is the wheel cylinder 28RR of the rear wheel RR.
  • the fourth hydraulic pressure supply pipe 42d is connected to the wheel cylinder 28RL of the rear wheel RL.
  • Each hydraulic supply pipe 42a, 42b, 42c, 42d is provided with a normally open type electromagnetic pressure increasing valve 43a, 43b, 43c, 43 (one unit).
  • hydraulic discharge pipes 44a, 44b, 44c, 44d are connected to the downstream side of the pressure increasing valves 43a, 43b, 43c, 43d in the hydraulic supply self-pipes 42a, 42b, 42c, 42d.
  • the hydraulic discharge pipes 44 a, 44 b, 44 c, 44 d are assembled and connected to the pipe 37 via the third hydraulic pipe 45.
  • normally-reduced electromagnetic pressure reducing valves 46a, 46b, 46c, 46d are respectively arranged.
  • the other end of the second hydraulic pipe 34 is connected to a connecting part between the hydraulic supply pipe 42b and the hydraulic discharge pipe 44b, that is, a pipe between the second pressure increasing valve 43b and the second pressure reducing valve 46b.
  • the power separation piston 74 is movably supported in the cylinder 73, and is urged and supported by the urging spring 75 in one direction, so that the two pressure chambers R, R is partitioned.
  • the first hydraulic pressure is applied to the input port 76 communicating with the pressure chamber R. While the supply pipe 42a is connected, the first hydraulic transmission is sent to the output port 77 that communicates with the pressure chamber R.
  • Extension pipe 72 is connected.
  • the cylinder 73 has an auxiliary port 78 that communicates with the side surface of the power separating piston 74 and is connected to the reservoir tank 38 via an auxiliary pipe 79.
  • One-way seals 80 are provided on both sides of the auxiliary port 78. Installed to prevent hydraulic leakage.
  • the switching valve 81 that allows the wheel cylinder 28FR and the wheel cylinder 28FL in the front wheel FR to communicate and shut off is connected to the connecting pipe 48 that connects the first hydraulic pipe 31 and the first hydraulic transmission pipe 72. Has been placed.
  • the switching valve 81 is configured to be able to communicate and block the wheel cylinder 28RR and the wheel cylinder 28RL according to the hydraulic pressure regulated by the first pressure increasing valve 43a as the first pressure control valve.
  • a hollow housing 82 has a connection port 83a, a discharge port 83b, and an operation port 83c.
  • the operation port 83c is connected to the hydraulic pressure discharge pipe 44a.
  • a movable element 84 is movably supported in the housing 82.
  • the movable element 84 has a communication hole 85 that allows the connection port 83a and the discharge port 83b to communicate with each other.
  • a ball valve 86 is mounted to face one end of the ball. Further, the movable element 84 is urged and supported in a direction in which one end portion of the communication hole 85 is separated from the ball valve 86 by an urging force of an urging spring 87 interposed between the movable element 84 and the housing 82. When the movable element 84 moves against the urging force of the urging spring 87, one end of the communication hole 85 is brought into close contact with the ball valve 86, and the communication hole 85 can be closed.
  • the connecting pipe 48 is composed of a first connecting pipe 48a whose end is connected to the first hydraulic pipe 31 and a second pipe 48b whose end is connected to the first hydraulic transmission pipe 72.
  • the first connection pipe 48a is connected to the connection port 83a of the valve 81
  • the second connection pipe 48b is connected to the discharge port 83b.
  • a hydraulic operation pipe 88 branched from the first hydraulic supply pipe 42 a connected to the input port 76 of the power separation mechanism 71 is connected to the operation port 83 c of the switching valve 81.
  • the control pressure does not act on the operation port 83c of the switching valve 81, and the movable element 84 of the switching valve 81 communicates with the biasing force of the biasing spring 87.
  • One end of the hole 85 is separated from the ball valve 86 to open the communication hole 85. Therefore, this cut
  • the first hydraulic pipe 31 and the first hydraulic transmission pipe 72 communicate with each other through the valve 81, and the control pressure discharged from the front pressure chamber R of the master cylinder 11 is transferred from the first hydraulic pipe 31 to the wheel cylinder 28R.
  • the controlled pressure is output from the first hydraulic pipe 31 only to the wheel cylinder 28RL.
  • the control pressure adjusted by the first pressure increasing valve 43a and the first pressure reducing valve 46a acts on the pressure chamber R from the first hydraulic pressure supply pipe 42a through the input port 76 of the power separation mechanism 71, and the energizing spray.
  • the pressure chamber R is pressurized by moving the power separation piston 74 against the biasing force of the
  • the ECU 61 Detects the pedal depression force Fp, and the ECU 61 sets the target control pressure P based on the pedal depression force Fp. Then, the ECU 61 determines that the pressure increasing valves 43a, 43b, ⁇ ⁇ are based on the target control pressure P.
  • 43c, 43d and pressure reducing valves 46a, 46b, 46c, 46d are controlled to control the brake hydraulic pressures of the front wheel FR, FL and rear wheel RR, RL wheel cylinders 28FR, 28FL, 28RR, 28RL.
  • the control pressure regulated by the first pressure increasing valve 43a acts on the switching valve 81.
  • the connecting pipe 48 is closed by the switching valve 81.
  • the bypass pipe 55 is closed by the on-off valve 56. Therefore, the ECU 61 determines that the first pressure increase valve 43a and the first pressure decrease are based on the target control pressure P.
  • ECU61 By controlling the pressure valve 46a, the hydraulic pressure from the accumulator 40 is increased or decreased and output to the wheel cylinder 28FR of the front wheel FR via the power separation mechanism 71 and the first pressure The control pressure P detected by the sensor 64 is fed back.
  • ECU61 also has target control
  • the accumulator is controlled by controlling the second pressure increasing valve 43b and the second pressure reducing valve 46b based on the pressure P.
  • the hydraulic pressure from the cylinder 40 is increased or decreased and output to the rear pressure chamber R of the master cylinder 11 through the second hydraulic pipe 34. Then, in this master cylinder 11, the pressurizing piston 14 is assisted by pressurizing or depressurizing the rear pressure chamber R, and pressurizes the front pressure chamber R.
  • the ECU 61 determines whether the third and fourth pressure increasing valves 43c and 43d and the third and ⁇ are based on the target control pressure P.
  • the hydraulic pressure from the accumulator 40 is increased or reduced and output to the wheel cylinders 28RR, 28RL of the rear wheels RR, RL, and the 3rd, 4th pressure sensors 66, The control pressures P and P detected by 67 are fed back.
  • the hydraulic pressure from the accumulator 40 is output to the wheel cylinders 28FR, 28RR, 28RL as braking hydraulic pressure via the pressure increasing valves 43a, 43c, 43d and the pressure reducing valves 46a, 46c, 46d, and the accumulator 40 power
  • the hydraulic pressure is output to the rear pressure chamber R of the master cylinder 11 via each pressure increasing valve 43b and the pressure reducing valve 46b, and the front pressure chamber R is pressurized by assisting the pressurizing piston 14, and the hydraulic pressure from the front pressure chamber R is increased.
  • the first pressure increasing valve 43a is in a closed state, so that the control pressure regulated by the first pressure increasing valve 43a is applied to the switching valve 81.
  • the connecting pipe 48 is opened by this switching valve 81 without acting.
  • the bypass pipe 55 is opened by the opening / closing valve 56. Therefore, when the occupant steps on the brake pedal 15, when the input piston 13 moves forward by a predetermined stroke S due to the operating force, the input piston 13 comes into contact with the pressure piston 14 and both pistons.
  • the hydraulic pressure in the front pressure chamber R is discharged to the first hydraulic pipe 31.
  • This first hydraulic pipe 31 The hydraulic pressure discharged to the front wheel FL is applied as braking hydraulic pressure to the front wheel FL wheel cylinder 28FL through the first hydraulic piping 31, and is also applied to the front wheel FR wheel cylinder 28FR as braking hydraulic pressure through the connection piping 48.
  • a braking force corresponding to the operating force of the brake pedal 15 of the occupant can be generated on the front wheels FR and FL.
  • the high pressure supply pipe 41 of the accumulator 40 is connected to the Hoinore cylinders 28FR, 28RR, 28R L via the hydraulic supply self-pipes 42a, 42c, 42d.
  • the hydraulic pressure supply valves 42a, 42b, 42c, 42d are connected to the pressure increasing valves 43a, 43b, 43c, 43d and Pressure reducing valves 46a, 46b, 46c, 46d are installed, and the first pressure piping 31 is connected to the front pressure chamber R.
  • the wheel cylinder 28FL is connected, the power separation mechanism 71 is connected to the hydraulic pressure supply pipe 42a, the wheel cylinder 28FR is connected via the first hydraulic pressure transmission pipe 72, and the connection pipe 48 that bypasses the power separation mechanism 71 is connected to A switching valve 81 that opens and closes by hydraulic pressure acting from the first pressure increasing valve 43a is provided.
  • the hydraulic pressure from the accumulator 40 is regulated and output to the wheel cylinder 28FR of the front wheel FR and the wheel cylinders 28RR and 28RL of the rear wheels RR and RL, and the second pressure increasing valve 43b and the second 2
  • the pressure reducing valve 46b the hydraulic pressure from the accumulator 40 is regulated and output to the rear pressure chamber R through the second hydraulic pipe 34 to assist the pressurizing piston 14 and pressurize the front pressure chamber R.
  • the brake pedal 15 of the occupant is operated on the front wheels FR, FL and rear wheels RR, RL.
  • An appropriate braking force corresponding to the force can be generated.
  • the input piston 13 and the pressurizing piston 14 become a single body according to the operation of the brake pedal 15. It moves and pressurizes the front pressure chamber R, and the hydraulic pressure in the front pressure chamber R is the first hydraulic pipe. 31 is output to the wheel cylinder 28FL of the front wheel FL via the front pressure chamber R
  • Hydraulic pressure is output to the wheel cylinder 28FR of the front wheel FR via the first hydraulic piping 31, connecting piping 48, switching valve 81, and first hydraulic pressure transmission piping 72, and braking hydraulic pressure is supplied to each wheel cylinder 28FR, Acting on 28FL, 28RR, 28RL, it is possible to generate an appropriate braking force according to the operating force of the passenger's brake pedal 15 on the front wheels FR, FL and rear wheels RR, RL.
  • the wheel cylinder 28FL is connected to the first hydraulic pipe 31, while the wheel cylinder 28FR is connected to the hydraulic supply pipe 42a via the power separation mechanism 71 and the first hydraulic transmission pipe 72, thereby A switching valve 81 that opens and closes by the hydraulic pressure regulated by the first pressure increasing valve 43a is provided in the connecting pipe 48 that connects the pipe 31 and the hydraulic pressure supply pipe 42a. Therefore, an expensive electromagnetic valve is not required, and the hydraulic circuit can be simplified and reduced in cost.
  • FIG. 5 is a schematic configuration diagram showing a vehicle braking device according to a fifth embodiment of the present invention
  • FIG. 6 is a flowchart showing automatic braking force control in the vehicle braking device of the fifth embodiment. Note that members having the same functions as those described in the above-described embodiments are denoted by the same reference numerals, and redundant description is omitted.
  • the master cylinder 11 is configured such that an input piston 13 and a pressurizing piston 14 are movably supported in a cylinder 12, and an input is made.
  • the operating rod 20 of the brake pedal 15 is connected to the piston 13.
  • the input piston 13 and the pressurizing piston 14 are arranged in the cylinder 12, so that the front pressure chamber R and the rear
  • the pressure chamber R, the circulation pressure chamber R, and the reaction force chamber R are partitioned, and the rear pressure chamber R and circulation
  • the front wheels FR and FL and the rear wheels RR and RL are provided with wheel cylinders 28FR, 28FL, 28RR and 28RL, which can be operated by ABS29.
  • the first hydraulic port is connected to the first pressure port 30 communicating with the front pressure chamber R of the master cylinder 11.
  • One end of 31 is connected, and the other end of the first hydraulic pipe 31 is the wheel cylinder of the front wheel FL. It is linked to da 28FL.
  • one end of a second hydraulic pipe 34 is connected to the second pressure port 33 that communicates with the rear pressure chamber R 2 of the master cylinder 11 via an annular connection passage 32.
  • the accumulator 40 capable of accumulating the hydraulic pressure boosted by the hydraulic pump 35 is connected to four hydraulic supply pipes 42a, 42b, 42c, 42d via a high-pressure supply pipe 41, and the tip of the first hydraulic supply pipe 42a Is connected to the power separation switching valve 91 having the functions of the switching valve and the power separation mechanism of the present invention.
  • This power separation switching valve 91 is connected to the wheel cylinder 28FR of the front wheel FR by the first hydraulic pressure transmission pipe 72, and the tip of the third hydraulic pressure supply pipe 42c is connected to the wheel cylinder 28RR of the rear wheel RR.
  • the hydraulic supply pipe 42d is connected to the wheel cylinder 28RL of the rear wheel RL.
  • the hydraulic supply pipes 42a, 42b, 42c, 42d are respectively provided with normally open type electromagnetic pressure increasing valves 43a, 43b, 43c, 43d.
  • hydraulic discharge pipes 44a, 44b, 44c, 44d are connected to the downstream side of the pressure increasing valves 43a, 43b, 43c, 43d in the hydraulic supply self-pipes 42a, 42b, 42c, 42d.
  • the hydraulic discharge pipes 44 a, 44 b, 44 c, 44 d are assembled and connected to the pipe 37 via the third hydraulic pipe 45.
  • normally-reduced electromagnetic pressure reducing valves 46a, 46b, 46c, 46d are respectively arranged.
  • the other end of the second hydraulic pipe 34 is connected to a connecting part between the hydraulic supply pipe 42b and the hydraulic discharge pipe 44b, that is, a pipe between the second pressure increasing valve 43b and the second pressure reducing valve 46b.
  • the power separation piston 74 is movably supported in the cylinder 73 and is urged and supported on one side by the urging spring 75, so that two pressure chambers are provided. R and R are partitioned. The first oil is connected to the input port 76 communicating with the pressure chamber R.
  • the first hydraulic pressure is connected to the output port 77 that communicates with the pressure chamber R.
  • Transmission pipe 72 is connected.
  • the cylinder 73 and the power separation piston 74 are formed with auxiliary ports 78a and 78b penetrating through the cylinder 73 and the power separation piston 74, and seals 92 are mounted on both sides of the auxiliary port 78a to prevent hydraulic leakage.
  • One end is connected to the other end portion force S of the connecting pipe 48 connected to the first hydraulic pipe 31, and to the auxiliary port 78a of the power separation switching valve 91.
  • the first hydraulic pressure transmission pipe 72 is provided with a first pressure sensor 64 for detecting the hydraulic pressure. It is
  • the hydraulic pressure does not act on the input port 76 of the power separation switching valve 91, and the power separation piston 74 is moved in one direction by the biasing force of the biasing spring 75.
  • the connecting pipe 48 and the pressure chamber R are connected via the auxiliary ports 78a and 78b.
  • the control pressure discharged from the front pressure chamber R of the master cylinder 11 is supplied from the first hydraulic pipe 31.
  • the pressure chamber R is pressurized by moving the ston 74, and the first hydraulic transmission line is connected from the output port 77.
  • the ECU 61 Detects the pedal depression force Fp, and the ECU 61 sets the target control pressure P based on the pedal depression force Fp. Then, the ECU 61 determines that the pressure increasing valves 43a, 43b, ⁇ ⁇ are based on the target control pressure P.
  • 43c, 43d and pressure reducing valves 46a, 46b, 46c, 46d are controlled to control the brake hydraulic pressures of the front wheel FR, FL and rear wheel RR, RL wheel cylinders 28FR, 28FL, 28RR, 28RL.
  • the control pressure regulated by the first pressure increasing valve 43a acts on the power separation switching valve 91. Therefore, the connecting pipe 48 is closed by the power separation switching valve 91. Further, the bypass pipe 55 is closed by the on-off valve 56. Therefore, the ECU 61 increases the first increase based on the target control pressure P.
  • the pressure valve 43a and the first pressure reducing valve 46a the hydraulic pressure from the accumulator 40 is increased or decreased, and the pressure is output to the wheel cylinder 28FR of the front wheel FR via the power separation switching valve 91, and the first pressure sensor 64 The control pressure P detected by is fed back. Also,
  • the ECU 61 controls the second pressure increasing valve 43b and the second pressure reducing valve 46b based on the target control pressure P.
  • the hydraulic pressure from the accumulator 40 is increased or decreased and output to the rear pressure chamber R of the master cylinder 11 through the second hydraulic pipe 34.
  • the pressurizing piston 14 is assisted by pressurizing or depressurizing the rear pressure chamber R, and the front pressure chamber R is pressurized and the hydraulic pressure is supplied to the wheel of the front wheel FL through the first hydraulic pipe 31.
  • the control pressure P detected by the second pressure sensor 65 is fed back.
  • the ECU 61 determines whether the third and fourth pressure increasing valves 43c and 43d and the third and ⁇ are based on the target control pressure P.
  • the hydraulic pressure from the accumulator 40 is increased or reduced and output to the wheel cylinders 28RR, 28RL of the rear wheels RR, RL, and the 3rd, 4th pressure sensors 66, The control pressures P and P detected by 67 are fed back.
  • the hydraulic pressure from the accumulator 40 is output to the wheel cylinders 28FR, 28RR, 28RL as the braking hydraulic pressure through the pressure increasing valves 43a, 43c, 43d and the pressure reducing valves 46a, 46c, 46d, and the accumulator 40 power
  • the hydraulic pressure is output to the rear pressure chamber R of the master cylinder 11 via each pressure increasing valve 43b and the pressure reducing valve 46b, and the front pressure chamber R is pressurized by assisting the pressurizing piston 14, and the hydraulic pressure from the front pressure chamber R is increased.
  • the ECU 61 automatically controls each pressure increasing valve 43a, 43b, 43c, 43d and each pressure reducing valve 46a, 46b, 46c, 46d regardless of the depression of the brake pedal 15 by the occupant.
  • the braking force is activated dynamically.
  • the ECU 61 is currently in the automatic braking mode. If it is determined that there is no automatic brake mode, do nothing and exit this routine. On the other hand, if it is determined here that the automatic brake mode is set, in step S32, the ECU 61 sets the target control pressures P and P according to the current traveling state of the vehicle.
  • step S33 the ECU 61 is based on the preset target pre-control pressure P.
  • the target pre-control pressure ⁇ is the hydraulic pressure supplied to the pressure chamber R of the power separation switching valve 91.
  • step S34 the first pressure sensor 64
  • step S35 pre-pressurization of the power separation switching valve 91 is completed.
  • valves 46a, 46b, 46c, 46d By controlling the valves 46a, 46b, 46c, 46d, the accumulator 40 force and other hydraulic pressures are increased or decreased and output to the wheel cylinders 28FR, 28FL.
  • the ECU 61 controls the first pressure increasing valve 43a and the first pressure reducing valve 46a to increase or decrease the hydraulic pressure from the accumulator 40, and the power of the front wheel FR via the power separation switching valve 91 is increased. Output to wheel cylinder 28FR.
  • the ECU 61 controls the second pressure increasing valve 43b and the second pressure reducing valve 46b to increase or decrease the hydraulic pressure from the accumulator 40 and output it to the rear pressure chamber R of the master cylinder 11 through the second hydraulic pipe 34. Then, the pressure piston 14 can be assisted to discharge the hydraulic pressure to the first hydraulic pipe 31 and output it to the wheel cylinder 28FL of the front wheel FL. That is, even in the case of automatic braking force control in a vehicle braking device, the left and right front wheel FR, FL wheel cylinders 28FR, 28FL are controlled independently.
  • the first pressure increasing valve 43a is in a closed state, so the control pressure regulated by the first pressure increasing valve 43a is the power separation switching valve. Without connecting to 91, this power separation switching valve 91 opens the connecting pipe 48. Further, the bypass pipe 55 is opened by the on-off valve 56. Therefore, when the occupant steps on the brake pedal 15, when the input piston 13 moves forward by a predetermined stroke S by the operating force, the pressure piston 14
  • Both pistons 13 and 14 move forward as a body. Then, the front pressure chamber R is pressurized
  • the hydraulic pressure discharged to the first hydraulic piping 31 is applied as braking hydraulic pressure to the wheel cylinder 28FL of the front wheel FL through the first hydraulic piping 31 and to the power separation switching valve 91 through the connection piping 48.
  • the brake oil pressure is applied to the wheel cylinder 28FR of the front wheel FR via the power separation switching valve 91, and a braking force corresponding to the operating force of the brake pedal 15 of the occupant is generated on the front wheels FR and FL. be able to.
  • the high pressure supply pipe 41 of the accumulator 40 is connected to the Hoinore cylinders 28FR, 28RR, 28R L via the hydraulic supply self-pipes 42a, 42c, 42d.
  • the hydraulic pressure supply valves 42a, 42b, 42c, 42d are connected to the pressure increasing valves 43a, 43b, 43c, 43d and Pressure reducing valves 46a, 46b, 46c, 46d are installed, and the first pressure piping 31 is connected to the front pressure chamber R.
  • the wheel cylinder 28FL is connected, the power separation switching valve 91 is connected to the hydraulic supply pipe 42a, the wheel cylinder 28FR is connected via the first hydraulic transmission pipe 72, and the first hydraulic pipe 31 is connected.
  • the pipe 48 is connected to the first hydraulic transmission pipe 72 via a power separation switching valve 91.
  • the hydraulic pressure from the accumulator 40 is regulated and output to the wheel cylinder 28FR of the front wheel FR and the wheel cylinders 28RR, 28RL of the rear wheels RR, RL, and the second pressure increasing valve.
  • the second pressure reducing valve 46b By controlling 43b and the second pressure reducing valve 46b, accumulating Regulates the hydraulic pressure from the mulator 40, outputs it to the rear pressure chamber R 2 through the second hydraulic pipe 34, assists the pressurizing piston 14, and passes the hydraulic pressure pressurizing the front pressure chamber R through the first hydraulic pipe 31.
  • the ECU 61 regulates the hydraulic pressure of 40 accumulators by the first pressure-increasing valve 43a, supplies it to the pressure chamber R of the dynamic separation switching valve 91, and pre-pressurizes it.
  • valves 46a, 46b, 46c, and 46d are controlled to regulate the hydraulic pressure of 40 accumulators and output to each wheel cylinder 28FR, 28FL, 28RR, 28RL. Therefore, even with the automatic braking force control in the vehicle braking device, the left and right front wheels FR, FL can be independently controlled with high precision.
  • a power separation switching valve 91 having a function of a switching valve capable of communicating with and shutting off 28FL and a power separation mechanism for separating the hydraulic system on the accumulator 40 side and the hydraulic system on the wheel cylinder 28FR side is provided. Therefore, it is possible to simplify the hydraulic circuit and reduce the cost. it can.
  • the master cylinder 11 is configured by movably supporting the input piston 13 and the pressurizing piston 14 as drive pistons in the cylinder 12, but one cylinder is provided in each cylinder.
  • the drive piston may be movably supported.
  • a front pressure chamber and a rear pressure chamber are partitioned in the cylinder before and after the moving direction of the drive piston.
  • the vehicle braking device is configured such that even if the power supply device fails, the hydraulic pressure can be supplied to the wheel cylinder so as to ensure an appropriate braking force. It is also suitable for use with various types of braking devices.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un dispositif de freinage pour un véhicule, le dispositif de freinage comprenant un maître-cylindre (11) dans lequel un piston d'entrée (13) et un piston de pression (14) sont supportés de façon mobile dans un cylindre (12), et une chambre de pression avant (R1) et une chambre de pression arrière (R2) sont divisées. Le tuyau d'alimentation haute pression (41) d'un accumulateur (40) est relié à des cylindres de roue (28FR, 28RR, 28RL) par des tuyaux d'alimentation hydrauliques (42a, 42c, 42d), et relié à une chambre de pression arrière (R2) par un tuyau d'alimentation hydraulique (42b) et un second tuyau hydraulique (34). Des clapets d'augmentation de pression (43a, 43b, 43c, 43d) et des clapets de réduction de pression (46a, 46b, 46c, 46d) sont installés respectivement dans les tuyaux d'alimentation hydrauliques (42a, 42b, 42c, 42d). Un cylindre de roue (28FR) est relié à la chambre de pression avant (R1) par un premier tuyau hydraulique (31). Un clapet sélecteur (47) est monté dans un tuyau de connexion (48) pour relier le premier tuyau hydraulique (31) au tuyau d'alimentation hydraulique (42a).
PCT/JP2007/071717 2006-11-08 2007-11-08 Dispositif de freinage pour un véhicule WO2008056741A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
US12/092,414 US8366204B2 (en) 2006-11-08 2007-11-08 Brake system for vehicle
DE112007002608.1T DE112007002608B4 (de) 2006-11-08 2007-11-08 Bremssystem für ein Fahrzeug
CN200780002061XA CN101365611B (zh) 2006-11-08 2007-11-08 车辆制动系统

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2006303130 2006-11-08
JP2006-303130 2006-11-08
JP2007289385A JP4492675B2 (ja) 2006-11-08 2007-11-07 車両用制動装置
JP2007-289385 2007-11-07

Publications (1)

Publication Number Publication Date
WO2008056741A1 true WO2008056741A1 (fr) 2008-05-15

Family

ID=39364552

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2007/071717 WO2008056741A1 (fr) 2006-11-08 2007-11-08 Dispositif de freinage pour un véhicule

Country Status (1)

Country Link
WO (1) WO2008056741A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63159169A (ja) * 1986-12-22 1988-07-02 Aisin Seiki Co Ltd 車輪ロツク防止装置
JP2005153555A (ja) * 2003-11-20 2005-06-16 Nissan Motor Co Ltd 車両のブレーキ装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63159169A (ja) * 1986-12-22 1988-07-02 Aisin Seiki Co Ltd 車輪ロツク防止装置
JP2005153555A (ja) * 2003-11-20 2005-06-16 Nissan Motor Co Ltd 車両のブレーキ装置

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