WO2010137059A1 - 制動操作装置 - Google Patents
制動操作装置 Download PDFInfo
- Publication number
- WO2010137059A1 WO2010137059A1 PCT/JP2009/002297 JP2009002297W WO2010137059A1 WO 2010137059 A1 WO2010137059 A1 WO 2010137059A1 JP 2009002297 W JP2009002297 W JP 2009002297W WO 2010137059 A1 WO2010137059 A1 WO 2010137059A1
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- WO
- WIPO (PCT)
- Prior art keywords
- piston
- hydraulic pressure
- stroke
- brake
- pressure chamber
- Prior art date
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Classifications
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- 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
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
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- 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
- B60T8/38—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 including valve means of the relay or driver controlled type
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- 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
- B60T8/4081—Systems with stroke simulating devices for driver input
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- 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
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/60—Regenerative braking
- B60T2270/604—Merging friction therewith; Adjusting their repartition
Definitions
- the present invention relates to a braking operation device including a master cylinder that supplies brake fluid pressure to a wheel cylinder provided on each wheel of a vehicle, and a stroke simulator that creates a pedal feeling.
- a by-wire brake system such as an ECB (Electronically Controlled Brake) system
- ECB Electrically Controlled Brake
- a stroke simulator is connected to the master cylinder of this type of system in order to generate a reaction force on the brake pedal and give the driver a feeling of stepping on the brake.
- Patent Document 1 includes a first piston and a second piston, and a first hydraulic pressure chamber and a second hydraulic pressure chamber are defined by the piston and the bottom of the cylinder from the side close to the brake pedal.
- a tandem master cylinder device in which a stroke simulator is connected to a second hydraulic chamber is disclosed.
- the invalid stroke L2 for example, 5 to 7 mm
- the invalid stroke L1 for example, 1 to 2 mm
- the return spring arranged in the second hydraulic pressure chamber is set to a smaller set load than the return spring arranged in the first hydraulic pressure chamber.
- the brake fluid flows into the stroke simulator after the second piston is displaced by the invalid stroke L2 of the second hydraulic pressure chamber. That is, the stroke simulator starts to move during the pedal stroke. At this time, since the resistance by the stroke simulator is transmitted to the brake pedal, it is easy to feel looseness particularly in the case of sudden braking, and the pedal feeling is deteriorated.
- the stroke sensor fails, the braking force is generated based only on the value of the master cylinder pressure sensor. In this case, the master cylinder hydraulic pressure does not increase until the invalid stroke L2 ends, and therefore the pedal is not stroked for a while. And braking force cannot be generated.
- the present invention has been made in view of such a situation, and an object thereof is to provide a technique for reducing the influence of an initial pedal stroke due to the presence of an invalid stroke.
- a certain aspect of the present invention is a braking operation device.
- the device includes a first piston coupled to a brake pedal and configured to be displaceable in accordance with a brake operation, a second piston interlocked with the first piston, and the first piston and the second piston in an axial direction.
- a cylinder defined by the first piston and the second piston, and having a passage communicating with a reservoir tank for storing brake fluid, the first piston being displaced by the first stroke;
- the first hydraulic chamber configured to generate a hydraulic pressure by disconnecting the reservoir tank, and a passage communicating with the reservoir tank is defined by the second piston and a side wall of the cylinder.
- a second hydraulic pressure chamber configured to generate a hydraulic pressure by disconnecting from the reservoir tank when displaced by the second stroke of the second piston.
- the hydraulic chamber to which the stroke simulator is connected generates the hydraulic pressure first, but the piston stroke until communication with the reservoir tank in the hydraulic chamber is cut off to generate the hydraulic pressure.
- the length is made shorter than the stroke in the other hydraulic chamber. Therefore, the hydraulic pressure is transmitted to the stroke simulator from the initial stage of the pedal stroke, and the brake pedal reaction force can be generated. Therefore, pedal feeling at the initial stroke is improved.
- the device includes a first piston coupled to a brake pedal and configured to be displaceable in accordance with a brake operation, a second piston interlocked with the first piston, and the first piston and the second piston in an axial direction.
- a cylinder defined by the first piston and the second piston, and having a passage communicating with a reservoir tank for storing brake fluid, the first piston being displaced by the first stroke;
- the first hydraulic chamber configured to generate a hydraulic pressure by disconnecting the reservoir tank, and a passage communicating with the reservoir tank is defined by the second piston and a side wall of the cylinder.
- a second hydraulic pressure chamber configured as described above, a first hydraulic pressure line connecting the first hydraulic pressure chamber and a wheel cylinder provided in the first wheel, the second hydraulic pressure chamber, and the second wheel.
- a stroke cylinder configured to communicate with the second hydraulic pressure chamber and to generate a reaction force on the brake pedal when the brake is operated. And comprising.
- the second piston is configured to be displaced first when the brake pedal is operated.
- the invalid stroke of the second hydraulic pressure chamber to which the stroke simulator is connected is made smaller than the invalid stroke of the first hydraulic pressure chamber.
- the brake fluid pressure is transmitted from the second fluid pressure chamber to the stroke simulator in a short time because the length of the invalid stroke is relatively small. Therefore, the reaction force by the stroke simulator can be transmitted to the brake pedal from the initial stage of the pedal stroke, and the pedal feeling can be improved.
- a first return spring disposed within the first hydraulic chamber and urging the first piston toward an initial position when the brake pedal is released; and a brake disposed within the second hydraulic chamber, A second return spring that biases the second piston toward the initial position when the pedal is released may be further provided.
- the biasing force generated by the second return spring when the second piston is displaced from the initial position by a second stroke may be set smaller than the biasing force generated by the first return spring. According to this, the second piston can be displaced first by making a difference in the biasing force of the return spring.
- a restricting structure that connects the first piston and the second piston and restricts the second piston from being separated from the first piston by a predetermined distance or more may be disposed in the first hydraulic chamber. According to this, since the urging force of the first return spring is set to be larger than that of the second return spring, the first piston and the second piston are prevented from contracting when the brake pedal is depressed. The piston is displaced. Therefore, the displacement amount of the restriction structure is small. Therefore, it is possible to suppress the generation of noise due to the restriction structure when the brake pedal is returned.
- Still another aspect of the present invention is also a braking operation device.
- the device includes a first piston coupled to a brake pedal and configured to be displaceable in accordance with a brake operation, a second piston interlocked with the first piston, and the first piston and the second piston in an axial direction.
- a cylinder defined by the first piston and the second piston, and having a passage communicating with a reservoir tank for storing brake fluid, the first piston being displaced by the first stroke;
- the first hydraulic chamber configured to generate a hydraulic pressure by disconnecting the reservoir tank, and a passage communicating with the reservoir tank is defined by the second piston and a side wall of the cylinder. Then, when the second piston is displaced by a second stroke larger than the first stroke, the communication with the reservoir tank is cut off and a hydraulic pressure is generated.
- a second hydraulic pressure chamber configured as described above, a first hydraulic pressure line connecting the first hydraulic pressure chamber and a wheel cylinder provided in the first wheel, the second hydraulic pressure chamber, and the second wheel.
- a stroke cylinder configured to communicate with the first hydraulic chamber and to generate a reaction force on the brake pedal when the brake is operated. And comprising.
- the first piston is configured to be displaced first when the brake pedal is operated.
- the invalid stroke of the first hydraulic pressure chamber to which the stroke simulator is connected is made smaller than the invalid stroke of the second hydraulic pressure chamber. Then, when the first piston is displaced first when the brake pedal is operated, the brake fluid pressure is transmitted from the first fluid pressure chamber to the stroke simulator in a short time because the length of the invalid stroke is relatively small. Therefore, the reaction force by the stroke simulator can be transmitted to the brake pedal from the initial stage of the pedal stroke, and the pedal feeling can be improved.
- a first return spring disposed within the first hydraulic chamber and urging the first piston toward an initial position when the brake pedal is released; and a brake disposed within the second hydraulic chamber, A second return spring that biases the second piston toward the initial position when the pedal is released may be further provided.
- the biasing force generated by the first return spring when the first piston is displaced from the initial position by a first stroke may be set smaller than the biasing force generated by the second return spring. According to this, the first piston can be displaced first by making a difference in the urging force of the return spring.
- the influence of the initial pedal stroke due to the presence of the invalid stroke can be reduced.
- FIG. 7 is an enlarged view of the vicinity of the restriction structure in FIGS.
- FIG. 1 is a system diagram showing a brake control device 10 according to an embodiment of the present invention.
- the brake control device 10 shown in the figure constitutes an electronically controlled brake system for a vehicle, and independently controls the brakes of the four wheels of the vehicle according to the operation of the brake pedal 12 as a brake operation member by the driver. And it is set optimally.
- a vehicle equipped with the brake control device 10 according to the present embodiment includes a steering device (not shown) that steers steering wheels among the four wheels, and an internal combustion engine (not shown) that drives the driving wheels of these four wheels.
- a traveling drive source such as an engine or a motor is provided.
- the brake control device 10 is mounted on, for example, a hybrid vehicle including an electric motor and an internal combustion engine as a travel drive source.
- a hybrid vehicle including an electric motor and an internal combustion engine as a travel drive source.
- regenerative braking that brakes the vehicle by regenerating kinetic energy of the vehicle into electrical energy and hydraulic braking by the brake control device 10 can be used for braking the vehicle.
- the vehicle in the present embodiment can execute brake regenerative cooperative control that generates a desired braking force by using both the regenerative braking and the hydraulic braking together.
- Disc brake units 21FR, 21FL, 21RR and 21RL as braking force applying mechanisms apply braking force to the right front wheel, left front wheel, right rear wheel and left rear wheel of the vehicle.
- Each of the disc brake units 21FR to 21RL includes a brake disc 22 and wheel cylinders 20FR to 20RL incorporated in the brake caliper, respectively.
- the wheel cylinders 20FR to 20RL are connected to the brake actuator 80 through different fluid passages.
- the wheel cylinders 20FR to 20RL are collectively referred to as “wheel cylinder 20” as appropriate.
- the brake control apparatus 10 includes a right master cut valve 27FR and a left master cut valve 27FL, a pressure increasing valve 40FR to 40RL, a pressure reducing valve 42FR to 42RL, an oil pump 34, an accumulator 50, and the like, which will be described later. .
- a brake pad as a friction member is pressed against the brake disc 22 that rotates together with the wheel. As a result, a braking force is applied to each wheel.
- the disc brake units 21FR to 21RL are used, but other braking force applying mechanisms including a wheel cylinder 20 such as a drum brake may be used.
- a braking force applying mechanism that controls the pressing force of the friction member to the wheel by using an electric drive mechanism such as an electric motor can be used.
- the brake pedal 12 is connected to a master cylinder 14 that sends out brake fluid as hydraulic fluid in response to a depression operation by the driver.
- the brake pedal 12 is provided with a stroke sensor 46 for detecting the depression stroke.
- the stroke sensor 46 may be provided with two sensors in parallel.
- One output port of the master cylinder 14 is connected to a stroke simulator 24 that creates a reaction force according to the operating force of the brake pedal 12 by the driver.
- a simulator cut valve 23 is provided in the middle of the flow path connecting the master cylinder 14 and the stroke simulator 24.
- the simulator cut valve 23 is a normally closed electromagnetic on-off valve that is closed when not energized and is switched to an open state when an operation of the brake pedal 12 by the driver is detected.
- the installation of the simulator cut valve 23 is not essential, and the stroke simulator 24 may be directly connected to the master cylinder 14 without the simulator cut valve 23 being interposed.
- a brake hydraulic pressure control pipe 16 for the right front wheel is further connected to one output port of the master cylinder 14, and the brake hydraulic pressure control pipe 16 applies a braking force to the right front wheel (not shown). It is connected to the cylinder 20FR.
- a brake hydraulic control pipe 18 for the left front wheel is connected to the other output port of the master cylinder 14, and the brake hydraulic control pipe 18 is for the left front wheel that applies a braking force to the left front wheel (not shown). Connected to the wheel cylinder 20FL.
- a right master cut valve 27FR is provided in the middle of the brake hydraulic control pipe 16 for the right front wheel
- a left master cut valve 27FL is provided in the middle of the brake hydraulic control pipe 18 for the left front wheel.
- the right master cut valve 27FR and the left master cut valve 27FL are collectively referred to as a master cut valve 27 as appropriate.
- the master cut valve 27 has a solenoid and a spring that are ON / OFF controlled, and the valve closing state is guaranteed by the electromagnetic force generated by the solenoid upon receipt of a specified control current, so that the solenoid is in a non-energized state. It is a normally open electromagnetic control valve that is opened in some cases.
- the master cut valve 27 in the opened state can cause the brake fluid to flow in both directions between the master cylinder 14 and the wheel cylinders 20FR and 20FL on the front wheel side. When a prescribed control current is supplied to the solenoid and the master cut valve 27 is closed, the flow of brake fluid is interrupted.
- the differential pressure acts in the direction in which the master cut valve 27 is opened. That is, the master cut valve 27 is disposed so that the direction from the master cylinder 14 toward the wheel cylinder 20 is a so-called self-opening direction. Therefore, the master cut valve 27 is mechanically opened by the action of the differential pressure when the master cylinder 14 has a higher pressure than the wheel cylinder 20 and the differential pressure exceeds the open pressure of the master cut valve 27. Is done.
- the magnitude of this valve opening pressure is determined according to the magnitude of the control current to the master cut valve 27.
- the valve opening pressure increases as the control current increases. Therefore, as the control current is increased, the valve closed state is easily maintained against the differential pressure. That is, the valve opening pressure is a hydraulic pressure that is opened by the action of the differential pressure when the pressure difference acting on the valve that is closed by the supply of the valve closing current is gradually increased. Therefore, the valve closing current value and the valve opening pressure have a predetermined relationship (for example, a linear relationship).
- the above-mentioned prescribed control current value is set so as to have a valve opening pressure larger than the maximum differential pressure that can act on the master cut valve 27. This is to prevent the master cut valve 27 from being mechanically opened during the valve closing, and to ensure that the valve closing state is maintained in accordance with the valve closing command from the control unit.
- a right master pressure sensor 48FR for detecting the master cylinder pressure on the right front wheel side is provided in the middle of the brake hydraulic control pipe 16 for the right front wheel.
- a left master pressure sensor 48FL for measuring the master cylinder pressure on the left front wheel side is provided.
- the depressing operation force (depressing force) of the brake pedal 12 can also be obtained from the cylinder pressure.
- the master cylinder pressure is monitored by the two pressure sensors 48FR and 48FL on the assumption of the failure of the stroke sensor 46.
- the right master pressure sensor 48FR and the left master pressure sensor 48FL are collectively referred to as a master pressure sensor 48 as appropriate.
- the master cylinder 14 is connected to a reservoir tank 26 for storing brake fluid.
- One end of a hydraulic supply / discharge pipe 28 is connected to the reservoir tank 26, and a suction port of an oil pump 34 driven by a motor 32 is connected to the other end of the hydraulic supply / discharge pipe 28.
- the discharge port of the oil pump 34 is connected to a high pressure pipe 30, and an accumulator 50 and a relief valve 53 are connected to the high pressure pipe 30.
- a reciprocating pump including two or more pistons (not shown) that are reciprocally moved by the motor 32 is employed as the oil pump 34.
- an accumulator 50 that converts the pressure energy of the brake fluid into the pressure energy of an enclosed gas such as nitrogen is stored.
- the motor 32, the oil pump 34, and the accumulator 50 may be configured as a power supply unit separate from the brake actuator 80 and provided outside the brake actuator 80.
- the accumulator 50 stores brake fluid whose pressure has been increased to about 14 to 22 MPa by the oil pump 34, for example. Further, the valve outlet of the relief valve 53 is connected to the hydraulic supply / discharge pipe 28. When the pressure of the brake fluid in the accumulator 50 is abnormally increased to, for example, about 25 MPa, the relief valve 53 is opened and the high-pressure brake is opened. The fluid is returned to the hydraulic supply / discharge pipe 28. Further, the high-pressure pipe 30 is provided with an accumulator pressure sensor 51 that detects the outlet pressure of the accumulator 50, that is, the pressure of the brake fluid in the accumulator 50.
- the high pressure pipe 30 is connected to the right front wheel wheel cylinder 20FR, the left front wheel wheel cylinder 20FL, the right rear wheel wheel cylinder 20RR, and the left rear wheel through the pressure increasing valves 40FR, 40FL, 40RR, 40RL. It is connected to the cylinder 20RL.
- the pressure increasing valves 40FR to 40RL will be collectively referred to as “pressure increasing valve 40” as appropriate.
- the pressure increasing valve 40 has a linear solenoid and a spring, both of which are normally closed electromagnetic flow control valves (linear valves) that are closed when the solenoid is in a non-energized state.
- the pressure increasing valve 40 is installed so that the differential pressure between the upstream accumulator pressure and the downstream wheel cylinder pressure acts as a force for opening the valve.
- the booster valve 40 has its valve opening adjusted in proportion to the current supplied to each solenoid.
- An upstream pressure that is, an accumulator pressure is supplied through the pressure increasing valve 40, and the wheel cylinder 20 is increased.
- the wheel cylinder 20FR for the right front wheel and the wheel cylinder 20FL for the left front wheel are connected to the hydraulic supply / discharge pipe 28 via the pressure reducing valve 42FR or 42FL on the front wheel side, respectively.
- the pressure reducing valves 42FR and 42FL are normally closed electromagnetic flow control valves (linear valves) used for pressure reduction of the wheel cylinders 20FR and 20FL as necessary.
- the pressure reducing valves 42FR and 42FL have linear solenoids and springs, respectively, and both are closed when the solenoids are in a non-energized state, and the valve opening degree is proportional to the current supplied to each solenoid. Adjusted.
- the pressure reducing valves 42FR and 42FL are installed such that a differential pressure between the upstream wheel cylinder pressure and the downstream reservoir pressure (atmospheric pressure) acts as a force for opening the valve.
- the wheel cylinder 20RR for the right rear wheel and the wheel cylinder 20RL for the left rear wheel are connected to the hydraulic supply / discharge pipe 28 via a pressure reducing valve 42RR or 42RL which is a normally open electromagnetic flow control valve.
- a pressure reducing valve 42RR or 42RL on the rear wheel side has a linear solenoid and a spring, both of which are opened when the solenoid is in a non-energized state and are proportional to the current supplied to each solenoid. Is adjusted. Further, the valve is closed when the current exceeds a predetermined current value determined according to the wheel cylinder pressure.
- the pressure reducing valves 42RR and 42RL are installed such that a differential pressure between the upstream wheel cylinder pressure and the downstream reservoir pressure (atmospheric pressure) acts as a force for opening the valve.
- the pressure reducing valves 42FR to 42RL are collectively referred to as “pressure reducing valve 42” as appropriate.
- Wheel cylinder pressure sensors 44FR, 44FL, 44RR and 44RL are provided.
- the wheel cylinder pressure sensors 44FR to 44RL will be collectively referred to as “wheel cylinder pressure sensor 44” as appropriate.
- the brake actuator 80 is controlled by an electronic control unit (hereinafter referred to as “ECU”) 200 as a control unit in the present embodiment.
- the brake ECU 200 includes a CPU that executes various arithmetic processes, a ROM that stores various control programs, a RAM that is used as a work area for data storage and program execution, an input / output interface, a memory, and the like.
- the brake control device 10 configured as described above can execute brake regeneration cooperative control.
- the brake control device 10 receives the braking request and starts braking.
- the braking request is generated when a braking force should be applied to the vehicle, for example, when the driver operates the brake pedal 12.
- the brake ECU 200 calculates a target deceleration, that is, a required braking force, from the depression stroke of the brake pedal 12 and the master cylinder pressure.
- the brake ECU 200 calculates a required hydraulic braking force that is a braking force that should be generated by the brake control device 10 by subtracting the regenerative braking force from the required braking force.
- the value of the braking force by regeneration is supplied to the brake control device 10 from a higher-level hybrid ECU (not shown).
- the brake ECU 200 calculates the target hydraulic pressure of each wheel cylinder 20FR to 20RL based on the calculated required hydraulic braking force.
- the brake ECU 200 determines the value of the control current supplied to the pressure increasing valve 40 and the pressure reducing valve 42 by feedback control so that the wheel cylinder pressure becomes the target hydraulic pressure.
- the brake ECU 200 repeatedly executes calculation of the target deceleration and target hydraulic pressure and control of the control valve at a predetermined cycle during braking.
- the brake fluid is supplied from the accumulator 50 to each wheel cylinder 20 via the pressure increasing valve 40, and a desired braking force is applied to the wheel. Further, the brake fluid is discharged from each wheel cylinder 20 through the pressure reducing valve 42 as necessary, and the braking force applied to the wheel is adjusted. In this way, so-called brake-by-wire braking force control is performed.
- the wheel cylinder pressure control unit is configured including the accumulator 50, the pressure increasing valve 40, and the pressure reducing valve 42.
- the right master cut valve 27FR and the left master cut valve 27FL are normally closed.
- a differential pressure corresponding to the magnitude of the regenerative braking force acts between the upstream and downstream of the master cut valve 27.
- the brake fluid sent from the master cylinder 14 by the depression of the brake pedal 12 by the driver flows into the stroke simulator 24. As a result, an appropriate pedal reaction force is generated.
- FIG. 2 is a schematic sectional view of the master cylinder 14 and the stroke simulator 24 shown in FIG.
- the master cylinder 14 and the stroke simulator 24 are illustrated as being integrally configured, but may be configured separately.
- FIG. 2 is a cross-sectional view of the master cylinder 14 and the stroke simulator 24 cut along a plane passing through the central axis.
- the master cylinder 14 shown in FIG. 2 has two independent hydraulic systems, and is a tandem type in which braking operation is performed by the remaining one system even when any one of the systems has a problem.
- the master cylinder 14 includes a cylinder 15 and two pistons 73 and 83 extending in the horizontal direction in the drawing.
- the second piston 83 is completely accommodated in the cylinder 15.
- the first piston 73 is disposed on the opening side of the cylinder 15, and a part of the first piston 73 is located outside the cylinder 15.
- a rod 90 is connected to the right end of the first piston 73.
- the other end of the rod 90 is connected to the brake pedal 12 operated by the driver, and the rod 90 moves in the left-right direction in the figure in accordance with the driver's pedal operation.
- Each of the first piston 73 and the second piston 83 has a bottomed cylindrical shape having an opening at one end and a bottom at the other end.
- the first piston 73 and the second piston 83 are inserted into the cylinder 15 so as to be displaceable in the axial direction.
- FIG. 2 shows the positions of the first piston 73 and the second piston 83 when the driver completely removes his / her foot from the brake pedal 12.
- the position of each piston at this time is referred to as an “initial position”.
- the cylinder 15 is partitioned into a first hydraulic chamber 71 and a second hydraulic chamber 81.
- the first hydraulic pressure chamber 71 is defined by the bottoms of the first piston 73 and the second piston 83 and the side wall of the cylinder 15, and the second hydraulic pressure chamber 81 is defined by the bottom of the second piston 83 and the side wall of the cylinder 15. It is defined by the bottom wall.
- a first hydraulic chamber spring 72 is accommodated in the first hydraulic chamber, and a second hydraulic chamber spring 82 is accommodated in the second hydraulic chamber.
- the first hydraulic chamber spring 72 and the second hydraulic chamber spring 82 are accommodated in a state where they are contracted by a predetermined amount.
- the second piston 83 is supported by springs 72 and 82 on both sides.
- the restricting structure includes a first member 91 and a second member 92.
- the first member 91 is a tubular member that extends in the direction of the first piston from the bottom of the second piston 83, and has a bottom with a hole in the center at the end opposite to the second piston.
- the second member 92 is a rod-like member extending from the bottom of the first piston 73 toward the opening end, and is inserted into the hole in the bottom of the first member 91 and is not nipped so as not to come off from the first member 91. Shaped flange.
- the contraction of the spring 72 in the first hydraulic chamber can be restricted to a predetermined amount even when the brake pedal is not depressed, and the first piston 73 is The cylinder 15 is not pushed out.
- a structure for restricting the contraction of the spring 82 in the second hydraulic chamber to a predetermined amount is also provided in the cylinder 15.
- the annular wall having a concave cross section is formed at four locations on the side wall of the cylinder 15. Two of the annular grooves are disposed at positions facing the cylindrical portion of the second piston 83, and cups 84 and 85 are fitted in the annular groove. The remaining two of the annular grooves are arranged at positions facing the cylindrical portion of the first piston 73, and cups 74 and 75 are fitted in the annular groove. These cups are formed in an annular shape from an elastic material such as rubber, and a tongue portion extending toward the inner diameter side is in contact with the cylindrical portion of the piston. When the pistons 73 and 83 are moved, the tongue portion of the cup slides with respect to the cylindrical portion of the piston to serve as a seal that prevents the flow of brake fluid.
- the first hydraulic chamber 71 communicates with the left front wheel cylinder 20FL through the brake hydraulic control pipe 18. Further, the second hydraulic pressure chamber 81 communicates with the wheel cylinder 20FR of the right front wheel through the brake hydraulic pressure control pipe 16.
- the master cut valve 27 is disposed in the middle of each of the brake hydraulic control pipes 16 and 18, and the communication with the wheel cylinder is normally closed. When the accumulator or the like fails, the master cut valve opens, the first hydraulic chamber 71 and the second hydraulic chamber 81 of the master cylinder 14 communicate with the wheel cylinder, and the wheel cylinder is operated according to the operation of the brake pedal 12. To generate pressure.
- return passages 77 and 87 for communicating with the reservoir tank 26 are also provided in the first hydraulic pressure chamber 71 and the second hydraulic pressure chamber 81. Furthermore, communication holes 76 and 86 are respectively formed in the cylindrical portions of the first piston 73 and the second piston 83, and the first hydraulic pressure chamber 71 or the second hydraulic pressure chamber 81, the reservoir tank 26, and Has the role of communicating. A predetermined amount of brake fluid is stored in the reservoir tank 26, and the brake fluid can be taken in and out of the first hydraulic pressure chamber and the second hydraulic pressure chamber as necessary.
- the brake hydraulic control pipe 16 communicates with the stroke simulator 24.
- the simulator cut valve 23 is omitted.
- the stroke simulator 24 includes a first-stage cylinder 68 and a second-stage cylinder 69 having different cross-sectional areas.
- a first stage piston 62 is disposed in the first stage cylinder 68, and a second stage piston 64 is disposed in the second stage cylinder 69.
- the first-stage piston 62 has a substantially cylindrical shape
- the second-stage piston 64 has a structure in which a disk is combined in the middle of an elongated cylinder extending along the central axis of the cylinder.
- a first-stage spring 63 is contracted between the first-stage piston 62 and the second-stage piston 64, and a second-stage spring 65 is contracted by a predetermined amount between the second-stage piston 64 and the bottom surface of the second-stage cylinder 69. It is housed in the state.
- An annular groove is formed around the circumference of the first-stage piston 62 and a substantially annular cap 61 is fitted therein, and seals between the brake hydraulic control pipe 16 and the first-stage cylinder 68.
- FIG. 3 shows enlarged views (A) and (B) of the vicinity of the return path A and B shown in FIG.
- the first piston 73 and the second piston 83 are in the initial positions.
- the tip of the tongue of the cup 84 is in contact with the cylindrical wall of the second piston 83 on the left side of the communication hole 86.
- the second hydraulic pressure chamber 81 of the master cylinder communicates with the reservoir tank 26 via the communication hole 86 and the return passage 87.
- the distance between the right end of the communication hole 86 and the contact point between the cup 84 and the cylindrical wall is referred to as an invalid stroke L2.
- the invalid stroke represents the stroke amount of the second piston 83 required until the second hydraulic pressure chamber 81 of the master cylinder and the reservoir tank 26 are not communicated with each other. That is, when the second piston 83 is displaced L2 to the left in the figure, the communication between the communication hole 86 and the return passage 87 is prevented by the cup 84, and therefore the communication between the second hydraulic chamber 81 and the reservoir tank 26 is also prevented. Be disturbed.
- the tip of the tongue of the cup 74 is in contact with the cylindrical wall of the first piston 73 on the left side of the communication hole 76.
- the first hydraulic pressure chamber 71 of the master cylinder communicates with the reservoir tank 26 via the communication hole 76 and the return passage 77.
- the distance between the right end of the communication hole 76 and the contact point between the cup 74 and the cylindrical wall is referred to as an invalid stroke L1.
- the first piston 73 is displaced L1 to the left in the drawing, the communication between the communication hole 76 and the return passage 77 is prevented by the cup 74, and accordingly, the first hydraulic chamber 71, the reservoir tank 26, Communication is also hindered.
- the invalid stroke L1 of the first hydraulic chamber and the invalid stroke L2 of the second hydraulic chamber are set so as to satisfy the relationship L1> L2.
- L1 can be about 1.5 mm
- L2 can be less than 1 mm.
- the set load of the first hydraulic chamber spring 72 is set larger than the set load of the second hydraulic chamber spring 82. Specifically, before the pedal input load transmitted through the rod 90 overcomes the set load of the first hydraulic chamber spring 72 and the first piston starts to move so as to reduce the capacity of the first hydraulic chamber.
- the set load of the first hydraulic chamber spring 72 and the second hydraulic chamber spring 82 and the set load of the spring of the stroke simulator are such that the first piston 73 moves relative to the cup 74 by the invalid stroke L1 or more. It is determined.
- both the first hydraulic chamber 71 and the second hydraulic chamber 81 are in communication with the reservoir tank 26 via return passages 77 and 87.
- FIG. 4 shows the state of the master cylinder 14 when the driver starts depressing the brake pedal 12.
- the set load of the second hydraulic chamber spring 82 is smaller than that of the first hydraulic chamber spring 72, so the second hydraulic chamber spring 82 first contracts.
- the second piston 83 is displaced to the left in the figure.
- the first hydraulic chamber spring 72 does not contract, the relative distance between the first piston 73 and the second piston 83 does not change, and both are displaced substantially integrally.
- the second piston 83 is displaced by the distance L2 in this state, the communication between the second hydraulic pressure chamber 81 and the reservoir tank 26 is blocked by the cup 84, as shown in part C of FIG.
- the volume of the first hydraulic pressure chamber 71 does not change, the brake feeling of the driver is not affected through the brake pedal 12.
- FIG. 5 shows the state of the master cylinder 14 when the brake pedal 12 is further depressed.
- the brake fluid is sent from the second hydraulic chamber 81 to the first cylinder 68 of the stroke simulator 24 via the brake hydraulic pressure control pipe 16.
- the first stage piston 62 moves in the cylinder to the right in the figure.
- the set load of the first hydraulic chamber spring 72 of the master cylinder is set to be larger than the value obtained by adding the set load of the first-stage spring of the stroke simulator and the set load of the second hydraulic chamber spring.
- the first piston 73 and the second piston 83 move integrally within the cylinder without contracting the first hydraulic chamber spring 72, and are further displaced by the invalid stroke L1.
- the communication between the first hydraulic chamber 71 and the reservoir tank 26 is blocked by the cup 74, as shown in part D of FIG.
- FIG. 6 shows the state of the master cylinder 14 when the brake pedal 12 is further depressed.
- the brake fluid is sent from the second hydraulic chamber 81 to the first stage cylinder 68 of the stroke simulator 24 to move the first stage piston 62.
- the second-stage piston 64 starts a stroke.
- a pedal load exceeding the set load of the first hydraulic chamber spring 72 is input to the first piston of the master cylinder 14, but the first hydraulic chamber is not already in communication with the reservoir tank.
- the volume of the first hydraulic chamber does not substantially change.
- the first piston 73 and the second piston 83 are returned to the initial positions by the first hydraulic chamber spring 72 and the second hydraulic chamber spring 82.
- the first-stage piston 62 and the second-stage piston 64 are returned to the initial positions by the first-stage spring 63 and the second-stage spring 65.
- the first hydraulic chamber 71 and the second hydraulic chamber 81 recover the communication with the reservoir tank 26, and the brake fluid is returned to the reservoir tank.
- the invalid stroke L2 of the second hydraulic pressure chamber to which the stroke simulator is connected is made smaller than the invalid stroke L1 of the first hydraulic pressure chamber.
- the brake fluid pressure is transmitted from the second fluid pressure chamber to the stroke simulator in a short time because the length of the invalid stroke L2 is small. Therefore, the reaction force by the stroke simulator can be transmitted to the brake pedal from the initial stage of the pedal stroke, and the pedal feeling can be improved.
- the master cylinder pressure rises in a short time because the length of the invalid stroke L2 is small. Power can be generated. Further, the master cylinder can be reduced in size because the invalid stroke is short.
- the first piston is generally inserted after the second piston is first inserted into the cylinder, but according to the present embodiment, only the invalid stroke of the second hydraulic chamber is assembled during assembly. Strictly adjusting is sufficient, and dimension management and inspection for the invalid stroke L1 of the first hydraulic pressure chamber can be omitted. This is because the brake feeling is affected by L2, and as long as L2 ⁇ L1, a precise adjustment is not required for L1.
- the set load of the first hydraulic chamber spring is set higher than that of the other springs, so that there is an advantage that the generation of abnormal noise when the brake pedal is returned is small. This will be described below.
- FIG. 8 is an enlarged view of the vicinity of the regulation structure in FIGS.
- the master cylinder 14 of the present embodiment has a restriction structure that connects the first piston 73 and the second piston 83.
- the set load of the second hydraulic chamber spring 82 is smaller than that of the first hydraulic chamber spring 72, so that the second hydraulic chamber spring 82 begins to contract first and the second piston 83 is shown in FIG. Displace to the left of.
- the first hydraulic chamber spring 72 does not contract, the relative distance between the first piston 73 and the second piston 83 does not change, and both move together. Accordingly, the gap between the bottom of the first member 91 and the flange of the second member 92 of the restricting structure moves to the left without opening.
- the volume of the first hydraulic chamber does not change greatly.
- the gap between the flange of the second member 92 does not open greatly.
- the first piston 73 and the second piston 83 start to move right in the cylinder. At this time, if the bottom of the first member 91 of the restricting structure and the flange of the second member 92 are far apart, a loud collision sound is generated when the first piston 73 returns to the initial position. However, in this embodiment, since the first member and the second member are hardly separated from each other, a loud collision sound is not generated.
- the stroke simulator may communicate with the first hydraulic chamber of the master cylinder.
- the relationship between the invalid stroke L1 of the first hydraulic chamber and the invalid stroke L2 of the second hydraulic chamber is L1 ⁇ L2
- the set load of the first hydraulic chamber spring is the second hydraulic chamber. It is preferable to set it smaller than the spring.
- the master cylinder 14 used with the brake actuator 80 provided with the linear pressure increasing valve 40 and the linear pressure reducing valve 42 for each wheel cylinder has been described as an example.
- the master cylinder structure of the present invention can also be used with other types of brake actuators.
- the present invention is not limited to the above-described embodiments, and various modifications such as design changes can be added based on the knowledge of those skilled in the art.
- the configuration shown in each drawing is for explaining an example, and can be appropriately changed as long as the configuration can achieve the same function.
- the influence of the initial pedal stroke due to the presence of the invalid stroke can be reduced.
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Abstract
Description
Claims (8)
- ブレーキペダルに連結されブレーキ操作に応じて変位可能に構成された第1ピストンと、
前記第1ピストンと連動する第2ピストンと、
前記第1ピストンおよび前記第2ピストンを軸方向に摺動可能に収容するシリンダと、
前記第1ピストンと前記第2ピストンにより画成され、ブレーキフルードを貯留するリザーバタンクと連通する通路を有し、前記第1ピストンが第1ストロークだけ変位したときに前記リザーバタンクとの連通が断たれ液圧を発生するように構成された第1液圧室と、
前記第2ピストンと前記シリンダの側壁により画成され、前記リザーバタンクと連通する通路を有し、前記第2ピストンが第2ストロークだけ変位したときに前記リザーバタンクとの連通が断たれ液圧を発生するように構成された第2液圧室と、
前記第1液圧室と第1の車輪に設けられたホイールシリンダとを結ぶ第1液圧ラインと、
前記第2液圧室と第2の車輪に設けられたホイールシリンダとを結ぶ第2液圧ラインと、
を有するマスタシリンダと、
前記第1ストロークと前記第2ストロークの長さが小さい方の液圧室に連通し、ブレーキ操作時にブレーキペダルに反力を発生させるように構成されたストロークシミュレータと、
を備え、
ブレーキペダルの操作時に、前記ストロークシミュレータが接続された液圧室が他方の液圧室よりも先に液圧を発生するように構成されたことを特徴とする制動操作装置。 - ブレーキペダルに連結されブレーキ操作に応じて変位可能に構成された第1ピストンと、
前記第1ピストンと連動する第2ピストンと、
前記第1ピストンおよび前記第2ピストンを軸方向に摺動可能に収容するシリンダと、
前記第1ピストンと前記第2ピストンにより画成され、ブレーキフルードを貯留するリザーバタンクと連通する通路を有し、前記第1ピストンが第1ストロークだけ変位したときに前記リザーバタンクとの連通が断たれ液圧を発生するように構成された第1液圧室と、
前記第2ピストンと前記シリンダの側壁により画成され、前記リザーバタンクと連通する通路を有し、前記第2ピストンが第1ストロークよりも小さい第2ストロークだけ変位したときに前記リザーバタンクとの連通が断たれ液圧を発生するように構成された第2液圧室と、
前記第1液圧室と第1の車輪に設けられたホイールシリンダとを結ぶ第1液圧ラインと、
前記第2液圧室と第2の車輪に設けられたホイールシリンダとを結ぶ第2液圧ラインと、
を有するマスタシリンダと、
前記第2液圧室に連通し、ブレーキ操作時にブレーキペダルに反力を発生させるように構成されたストロークシミュレータと、
を備え、
ブレーキペダルの操作時に前記第2ピストンが先に変位するように構成されたことを特徴とする制動操作装置。 - 前記第1液圧室の内部に配置され、ブレーキペダルの操作解除時に前記第1ピストンを初期位置に向けて付勢する第1戻しばねと、
前記第2液圧室の内部に配置され、ブレーキペダルの操作解除時に前記第2ピストンを初期位置に向けて付勢する第2戻しばねと、をさらに備え、
前記第2ピストンが初期位置から第2ストロークだけ変位するとき前記第2戻しばねにより発生する付勢力が、前記第1戻しばねにより発生する付勢力よりも小さく設定されていることを特徴とする請求項1に記載の制動操作装置。 - 前記第1ピストンと前記第2ピストンを連結するとともに、前記第2ピストンが前記第1ピストンから所定距離以上離れることを規制する構造が前記第1液圧室内に配置されていることを特徴とする請求項2に記載の制動操作装置。
- ブレーキペダルに連結されブレーキ操作に応じて変位可能に構成された第1ピストンと、
前記第1ピストンと連動する第2ピストンと、
前記第1ピストンおよび前記第2ピストンを軸方向に摺動可能に収容するシリンダと、
前記第1ピストンと前記第2ピストンにより画成され、ブレーキフルードを貯留するリザーバタンクと連通する通路を有し、前記第1ピストンが第1ストロークだけ変位したときに前記リザーバタンクとの連通が断たれ液圧を発生するように構成された第1液圧室と、
前記第2ピストンと前記シリンダの側壁により画成され、前記リザーバタンクと連通する通路を有し、前記第2ピストンが第1ストロークよりも大きい第2ストロークだけ変位したときに前記リザーバタンクとの連通が断たれ液圧を発生するように構成された第2液圧室と、
前記第1液圧室と第1の車輪に設けられたホイールシリンダとを結ぶ第1液圧ラインと、
前記第2液圧室と第2の車輪に設けられたホイールシリンダとを結ぶ第2液圧ラインと、
を有するマスタシリンダと、
前記第1液圧室に連通し、ブレーキ操作時にブレーキペダルに反力を発生させるように構成されたストロークシミュレータと、
を備え、
ブレーキペダルの操作時に前記第1ピストンが先に変位するように構成されたことを特徴とする制動操作装置。 - 前記第1液圧室の内部に配置され、ブレーキペダルの操作解除時に前記第1ピストンを初期位置に向けて付勢する第1戻しばねと、
前記第2液圧室の内部に配置され、ブレーキペダルの操作解除時に前記第2ピストンを初期位置に向けて付勢する第2戻しばねと、をさらに備え、
前記第1ピストンが初期位置から第1ストロークだけ変位するとき前記第1戻しばねにより発生する付勢力が、前記第2戻しばねにより発生する付勢力よりも小さく設定されていることを特徴とする請求項5に記載の制動操作装置。 - ブレーキペダルに連結されブレーキ操作に応じて変位可能に構成された第1ピストンと、
前記第1ピストンと連動する第2ピストンと、
前記第1ピストンおよび前記第2ピストンを軸方向に摺動可能に収容するシリンダと、
前記第1ピストンと前記第2ピストンにより画成され、ブレーキフルードを貯留するリザーバタンクと連通する通路を有し、前記第1ピストンが第1ストロークだけ変位したときに前記リザーバタンクとの連通が断たれ液圧を発生するように構成された第1液圧室と、
前記第2ピストンと前記シリンダの側壁により画成され、前記リザーバタンクと連通する通路を有し、前記第2ピストンが第1ストロークよりも小さい第2ストロークだけ変位したときに前記リザーバタンクとの連通が断たれ液圧を発生するように構成された第2液圧室と、
前記第1液圧室と第1の車輪に設けられたホイールシリンダとを結ぶ第1液圧ラインと、
前記第2液圧室と第2の車輪に設けられたホイールシリンダとを結ぶ第2液圧ラインと、
を有するマスタシリンダと、
前記第2液圧室に連通し、ブレーキ操作時にブレーキペダルに反力を発生させるように構成されたストロークシミュレータと、
前記第1液圧室の内部に配置され、ブレーキペダルの操作解除時に前記第1ピストンを初期位置に向けて付勢する第1戻しばねと、
前記第2液圧室の内部に配置され、ブレーキペダルの操作解除時に前記第2ピストンを初期位置に向けて付勢する第2戻しばねと、を備え、
前記第2ピストンが初期位置から第2ストロークだけ変位するとき前記第2戻しばねにより発生する付勢力が、前記第1戻しばねにより発生する付勢力よりも小さく設定されていることを特徴とする制動操作装置。 - ブレーキペダルに連結されブレーキ操作に応じて変位可能に構成された第1ピストンと、
前記第1ピストンと連動する第2ピストンと、
前記第1ピストンおよび前記第2ピストンを軸方向に摺動可能に収容するシリンダと、
前記第1ピストンと前記第2ピストンにより画成され、ブレーキフルードを貯留するリザーバタンクと連通する通路を有し、前記第1ピストンが第1ストロークだけ変位したときに前記リザーバタンクとの連通が断たれ液圧を発生するように構成された第1液圧室と、
前記第2ピストンと前記シリンダの側壁により画成され、前記リザーバタンクと連通する通路を有し、前記第2ピストンが第1ストロークよりも大きい第2ストロークだけ変位したときに前記リザーバタンクとの連通が断たれ液圧を発生するように構成された第2液圧室と、
前記第1液圧室と第1の車輪に設けられたホイールシリンダとを結ぶ第1液圧ラインと、
前記第2液圧室と第2の車輪に設けられたホイールシリンダとを結ぶ第2液圧ラインと、
を有するマスタシリンダと、
前記第1液圧室に連通し、ブレーキ操作時にブレーキペダルに反力を発生させるように構成されたストロークシミュレータと、
前記第1液圧室の内部に配置され、ブレーキペダルの操作解除時に前記第1ピストンを初期位置に向けて付勢する第1戻しばねと、
前記第2液圧室の内部に配置され、ブレーキペダルの操作解除時に前記第2ピストンを初期位置に向けて付勢する第2戻しばねと、を備え、
前記第1ピストンが初期位置から第1ストロークだけ変位するとき前記第1戻しばねにより発生する付勢力が、前記第2戻しばねにより発生する付勢力よりも小さく設定されていることを特徴とする制動操作装置。
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CN2009801162617A CN102015389B (zh) | 2009-05-25 | 2009-05-25 | 制动操作装置 |
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- 2009-05-25 CN CN2009801162617A patent/CN102015389B/zh active Active
- 2009-05-25 WO PCT/JP2009/002297 patent/WO2010137059A1/ja active Application Filing
- 2009-05-25 EP EP09812505.7A patent/EP2436568B1/en active Active
- 2009-05-25 JP JP2009548524A patent/JP5126238B2/ja active Active
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2010
- 2010-03-31 US US12/750,810 patent/US20100295365A1/en not_active Abandoned
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JP2006160085A (ja) * | 2004-12-07 | 2006-06-22 | Nissan Motor Co Ltd | ブレーキ制御装置 |
JP2006306272A (ja) * | 2005-04-28 | 2006-11-09 | Nissan Motor Co Ltd | ブレーキ制御装置 |
JP2008273374A (ja) * | 2007-04-27 | 2008-11-13 | Hitachi Ltd | タンデム型マスタシリンダ装置 |
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JP2014129055A (ja) * | 2012-12-28 | 2014-07-10 | Honda Motor Co Ltd | 液圧発生装置 |
US9522663B2 (en) | 2012-12-28 | 2016-12-20 | Honda Motor Co., Ltd. | Hydraulic pressure generator |
JP2016150633A (ja) * | 2015-02-17 | 2016-08-22 | 日立オートモティブシステムズ株式会社 | ブレーキ装置 |
WO2016132938A1 (ja) * | 2015-02-17 | 2016-08-25 | 日立オートモティブシステムズ株式会社 | ブレーキ装置 |
DE112017005520T5 (de) | 2016-11-01 | 2019-08-22 | Hitachi Automotive Systems, Ltd. | Bremsvorrichtung und bremssystem |
CN108944871A (zh) * | 2017-05-26 | 2018-12-07 | 丰田自动车株式会社 | 液压制动装置 |
JP2019059470A (ja) * | 2018-11-13 | 2019-04-18 | 日立オートモティブシステムズ株式会社 | ブレーキ装置 |
JP2019073284A (ja) * | 2018-12-25 | 2019-05-16 | 日立オートモティブシステムズ株式会社 | ブレーキ装置 |
Also Published As
Publication number | Publication date |
---|---|
CN102015389B (zh) | 2013-07-24 |
EP2436568A1 (en) | 2012-04-04 |
US20100295365A1 (en) | 2010-11-25 |
JPWO2010137059A1 (ja) | 2012-11-12 |
JP5126238B2 (ja) | 2013-01-23 |
EP2436568B1 (en) | 2017-04-05 |
CN102015389A (zh) | 2011-04-13 |
EP2436568A4 (en) | 2013-03-13 |
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