WO2013094592A1

WO2013094592A1 - Brake control device

Info

Publication number: WO2013094592A1
Application number: PCT/JP2012/082763
Authority: WO
Inventors: 大澤　俊哉
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2011-12-22
Filing date: 2012-12-18
Publication date: 2013-06-27
Also published as: JP2013129362A

Abstract

A brake control device comprises a stroke simulator provided with: a first space which contains brake fluid therein and into which brake fluid flowing out of a master cylinder due to the operation of a brake pedal by a driver can flow; a piston which divides the first space into a primary side chamber for allowing the brake fluid to flow therein and into a secondary side chamber and which is configured so that the brake fluid flowing into the primary side chamber causes the piston to increase the volume of the primary side chamber and decrease the volume of the secondary side chamber; and a coiled spring which applies a pressing force to the piston so as to press the piston toward the primary side chamber. The brake control device also comprises a fluid pressure control unit for adjusting fluid pressure in a wheel cylinder, which is provided to a wheel, using brake fluid flowing out of the secondary side chamber due to the decrease in the volume of the secondary side chamber.

Description

Brake control device

The present invention relates to a brake control device.

In the conventional brake control device, a stroke simulator for storing brake fluid flowing out from the master cylinder is provided on a circuit connecting the master cylinder and the suction side of the pump. An example related to the technique described above is described in Patent Document 1.
In the above-described conventional device, there is a need for suppressing fluctuations in the pedal effort when the brake pedal is increased after switching from the regenerative braking force to the friction braking force.

JP 2010-47201

An object of the present invention is to provide a brake control device that can suppress fluctuations in pedal effort when the brake pedal is stepped on after switching from regenerative braking force to friction braking force.

In the brake control device of the present invention, the volume of the secondary side chamber accompanying the volume expansion of the primary side chamber is generated while the brake fluid flowing out from the master cylinder flows into the primary side chamber of the stroke simulator to generate the pedal depression force. The wheel cylinder pressure is adjusted using the brake fluid that has flowed out of the secondary chamber due to the reduction.

Therefore, in the brake control device of the present invention, it is possible to suppress fluctuations in the pedal effort when the brake pedal is stepped up after switching from the regenerative braking force to the friction braking force.

The system block diagram which shows the braking / driving system of the electric vehicle to which the brake control apparatus of Example 1 is applied. It is a circuit block diagram of the brake control apparatus of Example 1. 3 is a schematic diagram showing a configuration of a stroke simulator 28. FIG. 4 is a flowchart illustrating a flow of a brake fluid pressure control process executed by the brake control unit BCU according to the first embodiment. 6 is a setting map of a target wheel cylinder pressure Pw0 corresponding to a master cylinder pressure Pm0 when regenerative cooperative control is not performed. It is a setting map of target wheel cylinder pressure Pw0 'according to brake pedal stroke Sp0 when not implementing regenerative cooperative control. In Example 1, it is a time chart which shows the operation | movement of brake fluid pressure control when a driver depresses a brake pedal and maintains a fixed stroke at the time of regeneration cooperative control. In Example 1, it is a time chart which shows the operation | movement of brake fluid pressure control when a driver depresses a brake pedal at the time of regeneration cooperative control, maintains a fixed stroke, and depresses the brake pedal after that. It is explanatory drawing which shows the sudden decrease of the pedal effort of a brake pedal which generate | occur | produces when a driver steps on a brake pedal after switching from regenerative braking force to friction braking force in the conventional apparatus. It is explanatory drawing which shows the pedal depression force fluctuation | variation suppression effect when a driver steps on a brake pedal after switching from regenerative braking force to friction braking force in Example 1. FIG. It is a circuit block diagram of the brake control apparatus of Example 2. It is a flowchart which shows the flow of the brake fluid pressure control process of the non-regenerative wheel (rear wheel) performed with the brake control unit BCU of Example 2. In Example 2, it is a time chart which shows the operation | movement of the brake fluid pressure control of a non-regenerative wheel (rear wheel) when a driver | operator depresses a brake pedal and maintains a fixed stroke at the time of regeneration cooperative control. In Example 2, the time chart showing the operation of brake fluid pressure control of the non-regenerative wheel (rear wheel) when the driver depresses the brake pedal during the regenerative cooperative control to maintain a certain stroke and then depresses the brake pedal. It is. It is a circuit block diagram of the brake control apparatus of Example 3. FIG. 10 is a setting map of a target wheel cylinder pressure Pw0 for a non-regenerative wheel (rear wheel) according to a master cylinder pressure Pm0 in Embodiment 3. FIG. FIG. 10 is a setting map of a target wheel cylinder pressure Pw0 ′ for a non-regenerative wheel (rear wheel) according to a brake pedal stroke Sp0 in Embodiment 3. FIG. In Example 3, it is a time chart which shows the operation | movement of the brake fluid pressure control of a non-regenerative wheel (rear wheel) when a driver steps on a brake pedal and maintains a fixed stroke at the time of regeneration cooperative control. In Example 3, the time chart showing the operation of the brake fluid pressure control of the non-regenerative wheel (rear wheel) when the driver depresses the brake pedal during the regenerative cooperative control to maintain a constant stroke and then depresses the brake pedal. It is.

EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing the brake control apparatus of this invention is demonstrated based on the Example shown on drawing.
The embodiments described below have been studied so as to be able to adapt to many needs, and it is considered that the fluctuation of the pedal depression force when the brake pedal is increased after switching from the regenerative braking force to the friction braking force can be suppressed. Is one of the needs.
[Example 1]
First, the configuration will be described.
FIG. 1 is a system configuration diagram showing a braking / driving system of an electric vehicle to which the brake control device of the first embodiment is applied, and FIG. 2 is a circuit configuration diagram of the brake control device of the first embodiment.
[System configuration]
The hydraulic pressure control unit (hydraulic pressure adjustment unit) HU is based on the friction braking force command from the brake control unit (hydraulic pressure control unit) BCU, the wheel cylinder W / C (FL) of the left front wheel FL, the right rear wheel RR The hydraulic pressures of the wheel cylinder W / C (RR), the wheel cylinder W / C (FR) of the right front wheel FR, and the wheel cylinder W / C (RL) of the left rear wheel RL are increased, decreased or held.
Motor generator MG is a three-phase AC motor, and performs power running or regenerative operation based on a command from motor control unit MCU, and applies driving force or regenerative braking force to left and right front wheels FL, FR.
The inverter INV performs the power running operation of the motor generator MG by converting the DC power of the battery BATT into AC power based on a drive command from the motor control unit MCU and supplying the AC power to the motor generator MG. On the other hand, based on a regenerative command from the motor control unit MCU, the AC power generated by the motor generator MG is converted into DC power and the battery BATT is charged to regenerate the motor generator MG.

The motor control unit MCU outputs a drive command to the inverter INV based on the drive force command from the drive controller 1. Also, based on the regenerative braking force command from the brake control unit BCU, the regenerative command is output to the inverter INV.
The motor control unit MCU sends the state of output control of the driving force or regenerative braking force by the motor generator MG and the maximum regenerative braking force that can be generated at present to the brake control unit BCU and drive controller 1 via the communication line 2. send. Here, the “maximum regenerative braking force that can be generated” is, for example, the battery SOC estimated from the voltage between terminals of the battery BATT and the current value, or the vehicle speed (vehicle speed) calculated (estimated) by the wheel speed sensor 3. Calculate from Further, when turning, the calculation is performed in consideration of the steering characteristic of the vehicle.
That is, at the time of full charge when the battery SOC is in the upper limit value or near the upper limit value, it is necessary to prevent overcharge from the viewpoint of battery protection. Further, when the vehicle speed decreases due to braking, the maximum regenerative braking force that can be generated by motor generator MG decreases. Furthermore, when regenerative braking is performed during high-speed traveling, the inverter INV becomes a high load, so the maximum regenerative braking force is limited even during high-speed traveling.
The motor generator MG, the inverter INV, the battery BATT, and the motor control unit MCU constitute a regenerative braking device that generates a regenerative braking force for the wheels (left and right front wheels FL, FR).
The drive controller 1 receives the accelerator opening from the accelerator opening sensor 4, the vehicle speed (vehicle speed) calculated by the wheel speed sensor 3, the battery SOC, and the like directly or via the communication line 2.
The drive controller 1 controls the operation of the motor generator MG by a driving force command to the motor control unit MCU based on information from each sensor.

The brake control unit BCU is connected to the brake fluid pressure from the first pressure sensor 5, the brake pedal stroke amount from the brake pedal stroke sensor (brake operation state detection unit) 6, and the steering angle sensor 7 directly or via the communication line 2. Steering wheel angle, wheel speeds from the wheel speed sensor 3, yaw rate from the yaw rate sensor 8, brake fluid pressure from the second pressure sensor 9 to be described later, battery SOC, and the like. The first pressure sensor 5 detects a brake fluid pressure closer to the master cylinder M / C than the connection point (connection position) of the pipe line 11 to be described later, that is, the master cylinder pressure. The second pressure sensor 9 detects the discharge pressure of the pipe 12, that is, the pump P described later.
The brake control unit BCU calculates the braking force (all wheels) required for the vehicle based on the information from each sensor, etc., and distributes the necessary braking force between the regenerative braking force and the friction braking force, Operation control of the hydraulic pressure control unit HU by the friction braking force command to the control unit BCU and operation control of the motor generator MG by the regenerative braking force command to the motor control unit MCU are performed.
Here, in the first embodiment, as the regenerative cooperative control, the regenerative braking force is given priority over the friction braking force, and the maximum (maximum regenerative control) is used without using the hydraulic pressure as long as the necessary braking force can be covered by the regenerative component. The area of regeneration is expanded to (power). Thereby, especially in a traveling pattern in which acceleration / deceleration is repeated, energy recovery efficiency is high, and energy recovery by regenerative braking is realized up to a lower vehicle speed. The brake control unit BCU reduces the regenerative braking force when the regenerative braking is limited due to a decrease or increase in the vehicle speed, etc., and increases the friction braking force by that amount. Ensure the necessary braking force. Hereinafter, reducing the regenerative braking force to increase the friction braking force is referred to as switching from the regenerative braking force to the friction braking force, and conversely reducing the friction braking force to increase the regenerative braking force. This is called switching from power to regenerative braking force.

The brake control unit BCU performs control to increase / decrease or maintain the wheel cylinder pressure using the discharge pressure of the pump P. As a result, the wheel cylinder pressure is automatically increased or decreased based on the braking force required for various vehicle controls including anti-lock brake control (hereinafter referred to as ABS control) as well as the boost control that boosts the driver's brake pedal force. Automatic braking control can be executed.
Here, the ABS control means that when it is detected that a wheel tends to be locked during a driver's braking operation, the wheel cylinder pressure is reduced or reduced in order to generate the maximum braking force while preventing the wheel from being locked. This control repeats holding and increasing pressure. In addition, in the above automatic braking control, when it is detected that an oversteer tendency or an understeer tendency has become strong at the time of turning of the vehicle, a vehicle behavior stability control for stabilizing the vehicle behavior by controlling the wheel cylinder pressure of a predetermined wheel to be controlled. In addition, the brake assist control that generates higher pressure in the wheel cylinder W / C than the pressure that is actually generated in the master cylinder M / C when the driver operates the brake, and auto-cruise automatically depending on the relative relationship with the preceding vehicle Control for generating a braking force automatically.

[Brake circuit configuration]
The hydraulic control unit HU according to the first embodiment has a piping structure called an X piping, which includes two systems of a P system (first piping system) and an S system (second piping system). In addition, P and S attached to the end of the code | symbol of each site | part described in FIG. 2 show P system and S system, and FL, RR, FR, and RL are front left wheel, rear right wheel, front right wheel, rear left. Indicates that it corresponds to a ring. In the following description, the description of P, S or FL, RR, FR, RL is omitted when the P, S system or each wheel is not distinguished.
The hydraulic control unit HU according to the first embodiment uses a closed hydraulic circuit. Here, the closed hydraulic circuit is a hydraulic circuit that returns the brake fluid supplied to the wheel cylinder W / C to the reservoir tank RSV via the master cylinder M / C.
The brake pedal BP is connected to the master cylinder M / C via the input rod IR.

The left front wheel cylinder W / C (FL) and the right rear wheel wheel cylinder W / C (RR) are connected to the P system, and the right front wheel wheel cylinder W / C (FR), The wheel cylinder W / C (RL) on the left rear wheel is connected. The P system and the S system are provided with a pump PP and a pump PS. The pump PP and the pump PS are, for example, a plunger pump or a gear pump, which is driven by one motor M, pressurizes the brake fluid sucked from the suction part 10a, and discharges it to the discharge part 10b.
The master cylinder M / C and the discharge part 10b of the pump P are connected by a pipe line 11 and a pipe line 12. The pipe 11 is provided with a gate-out valve 13 which is a proportional solenoid valve of a normally open type (fully opened when not energized and operates in a closing direction when energized). The pipeline 11 is provided with a pipeline 14 that bypasses the gate-out valve 13. A check valve 15 is provided on the pipeline 14. The check valve 15 allows the flow of brake fluid from the master cylinder M / C to the wheel cylinder W / C and prohibits the flow in the opposite direction.
The pipe 12 is a second brake circuit that connects a first brake circuit (pipes 11, 16), which will be described later, and the discharge portion 10b of the pump P. A check valve 17 is provided on the pipeline 12. The check valve 17 allows the flow of brake fluid in the direction from the pump P toward the first brake circuit, and prohibits the flow in the opposite direction.
The discharge part 10b of the pump P and the wheel cylinder W / C are connected by a pipe line 16. On the pipe line 16, an inlet valve 18 which is a normally open electromagnetic valve corresponding to each wheel cylinder W / C is provided.
A pipe line 19 that bypasses the inlet valve 18 is provided on the pipe line 16, and a check valve 20 is provided in the pipe line 19. This check valve 20 allows the flow of brake fluid in the direction from the wheel cylinder W / C toward the pump P, and prohibits the flow in the opposite direction. The pipe line 16 is connected at a connection point between the pipe line 11 and the pipe line 12, and a second pressure sensor 9 is provided at this connection point.
The first brake that connects the master cylinder M / C that generates the brake fluid pressure by the driver's brake operation and the wheel cylinder W / C that is configured so that the brake fluid pressure acts by the pipeline 11 and the pipeline 16. A circuit is constructed.

The position on the master cylinder side with respect to the gate-out valve 13 on the pipe 11 and the suction part 10a of the pump P are connected by pipes 21 and 22. A reservoir 23 is provided between the pipe line 21 and the pipe line 22. The reservoir 23 includes a pressure sensitive check valve 24. The check valve 24 prohibits inflow of the brake fluid into the reservoir 23 when a predetermined amount of brake fluid is stored or when the pressure in the pipe line 21 exceeds a predetermined pressure. A high pressure is prevented from being applied to the suction part 10a of the pump P. The check valve 24 is opened regardless of the pressure in the pipeline 21 when the pressure in the pipeline 22 or the pipeline 25 described later becomes low due to the operation of the pump P. Allow the brake fluid to flow into. The pipe 21 and the pipe 22 constitute a third brake circuit that connects the position on the master cylinder side with respect to the gate-out valve 13 on the first brake circuit and the suction portion 10a of the pump P.
The reservoir 23 is connected to the reservoir 23 on the pipe line 16 on the wheel cylinder side of the inlet valve 18. The pipe 25 and the pipe 22 constitute a fourth brake circuit that connects the position on the wheel cylinder side with respect to the inlet valve 18 on the first brake circuit and the suction side 10a of the pump P.
On the conduit 25, there is provided an outlet valve 26, which is a proportional solenoid valve of a normally closed type (fully closed when not energized and operates in the opening direction when energized).
A position on the conduit 25 on the reservoir side of the outlet valve 26 and the conduit 21 are connected by a conduit 27. The pipe line 27 is a fifth brake circuit that connects the fourth brake circuit and the master cylinder M / C.

[Stroke simulator]
A stroke simulator 28 is provided on the pipe line 27. A gate-in valve 29, which is a normally closed electromagnetic valve, is provided at a position closer to the master cylinder than the stroke simulator 28.
FIG. 3 is a schematic diagram showing the configuration of the stroke simulator 28. In the stroke simulator 28, the brake fluid is stored, and the brake fluid flowing out from the master cylinder M / C by the driver's brake pedal operation can flow. One space 28a is provided. The first space 28a is partitioned into a primary chamber 28c and a secondary chamber 28d by a piston (movable member) 28b that can move in the axial direction inside the stroke simulator 28. The brake fluid that has flowed out of the master cylinder M / C flows into the primary chamber 28c. The piston 28b is biased toward the primary side chamber 28c by a coil spring (biasing means) 28e. The reaction force of the coil spring 28e is set so as to obtain a good brake feel according to the depression force of the brake pedal BP of the driver. Here, it is desirable that the favorable reaction force characteristic is non-linear, for example, when the brake pedal stroke amount is large, the rate of increase of the reaction force with respect to the stroke increase is relatively large.
In the stroke simulator 28, when the brake fluid flows into the primary chamber 28c, the volume of the primary chamber 28c increases, and the volume of the secondary chamber 28d decreases accordingly. At this time, the brake fluid flowing out from the secondary side chamber 28d is stored in the reservoir 23.
A portion upstream of the stroke simulator 28 in the pipe line 27 (master cylinder side) is a stroke simulator connection circuit 30 that connects the master cylinder M / C and the primary chamber 28c.
In addition, a pump connection circuit 31 that connects the suction portion 10a of the pump P and the secondary chamber 28d is configured by a portion downstream of the stroke simulator 28 (reservoir side) of the conduit 27 and the conduit 22. .

[Brake fluid pressure control processing]
FIG. 4 is a flowchart showing the flow of the brake fluid pressure control process executed by the brake control unit BCU of the first embodiment, and each step will be described below.
In step S1, the gate-in valve 29, the gate-out valve 13, the inlet valve 18, the outlet valve 26, and the motor M are all turned off.
In step S2, it is determined whether or not to perform brake fluid pressure control. If YES, the process proceeds to step S3, and if NO, the process proceeds to return. Here, when the driver starts the operation of the brake pedal BP, it is determined that the brake fluid pressure control is performed.
In step S3, the gate-in valve 29 is turned on.
In step S4, a target wheel cylinder pressure is calculated based on the master cylinder pressure. 5 and 6 are setting examples of the target wheel cylinder pressure when the regeneration cooperative control is not performed. FIG. 5 is a setting map of the target wheel cylinder pressure Pw0 corresponding to the master cylinder pressure Pm0. The target wheel cylinder pressure Pw0 has a linear characteristic proportional to the master cylinder pressure Pm0. An upper limit is set for the target wheel cylinder pressure Pw0. FIG. 6 is a setting map of the target wheel cylinder pressure Pw0 ′ according to the brake pedal stroke Sp0. The target wheel cylinder pressure Pw0 ′ is a non-linearity in which the increase rate with respect to the brake pedal stroke Sp0 decreases as the brake pedal stroke Sp0 increases. Characteristic. An upper limit is set for the target wheel cylinder pressure Pw0 ′.
The target wheel cylinder pressure when performing regenerative cooperative control is the value obtained by subtracting the wheel cylinder pressure equivalent to the regenerative braking force from Pw0 when obtaining from the master cylinder pressure Pm0, and regenerating from Pw0 'when obtaining from the brake pedal stroke Sp0. The wheel cylinder pressure corresponding to the braking force is reduced.

In step S5, it is determined whether or not pump pressure increase is necessary. If YES, the process proceeds to step S8, and if NO, the process proceeds to step S6.
In step S6, it is determined whether or not the wheel cylinder pressure needs to be maintained. If YES, the process proceeds to step S9. If NO, the process proceeds to step S7.
In step S7, it is determined whether or not pressure reduction to the master cylinder side is necessary. If YES, the process proceeds to step S10, and if NO, the process proceeds to step S11.
In step S8, the master cylinder pressure is increased by turning on the gate-out valve 13 to an intermediate opening, turning on the motor M, and operating the pump P.
In step S9, the wheel-out valve 13 is turned on and closed, the motor M is turned off and the pump P is deactivated, so that the wheel cylinder pressure is maintained.
In step S10, the brake fluid is returned to the master cylinder side by turning on the gate-out valve 13 to the intermediate opening, turning off the motor M, and deactivating the pump P.
In step S11, the gate outlet valve 13 is turned on and closed, the outlet valve 26 is turned on and opened, the motor M is turned off and the pump P is deactivated, so that the brake fluid is supplied from the wheel cylinder W / C to the reservoir 23. Miss some or all of
In step S12, it is determined whether or not the wheel cylinder pressure is the target wheel cylinder pressure. If YES, the process proceeds to step S13, and if NO, the process proceeds to step S5.
In step S13, it is determined whether or not to terminate the brake fluid pressure control. If YES, the process proceeds to step S14, and if NO, the process proceeds to step S4. Here, when the driver finishes the operation of the brake pedal BP, it is determined that the brake fluid pressure control is finished.
In step S14, the gate-in valve 29, the gate-out valve 13, the inlet valve 18, the outlet valve 26, and the motor M are all turned off.

Next, the operation will be described.
[Brake fluid pressure control action]
FIG. 7 is a time chart illustrating the operation of the brake fluid pressure control when the driver depresses the brake pedal and maintains a certain stroke during regenerative cooperative control in the first embodiment.
At time t10, since the driver has started to depress the brake pedal BP, the brake fluid pressure control is started and the gate-in valve 29 is turned on. Since the master cylinder pressure = the target wheel cylinder pressure and the pump pressure increase is unnecessary, the gate-out valve 13 is turned on and closed (step S11). As a result, the brake fluid that has flowed into the hydraulic control unit HU from the master cylinder M / C is stored in the primary chamber 28c of the stroke simulator 28, and a pedal stroke is ensured. Further, a good pedal reaction force characteristic can be obtained by the urging force of the coil spring 28e.
At this time, in the stroke simulator 28, the brake fluid stored in the secondary chamber 28d flows out of the secondary chamber 28d and is stored in the reservoir 23.
At time t11, the regenerative braking force starts to decrease due to a decrease in the vehicle speed, and pump boosting is required to raise the friction braking force.Therefore, the gate-out valve 13 is set to the intermediate opening, the motor M is turned on. The pump P is operated and the brake fluid stored in the reservoir 23 is sucked and pressurized to increase the pressure of the wheel cylinder (step S8). At this time, the amount of brake fluid stored in the chamber 28c on the primary side of the stroke simulator 28 does not change.
At time t12, since the regenerative braking force is zero and the switching from the regenerative braking force to the friction braking force is completed, the gate-out valve 13 is turned on and closed, the motor M is turned off, and the pump P is deactivated. The wheel cylinder pressure is maintained (step S9).
At time t13, since the driver has started to depress the brake pedal BP, the gate-out valve 13 is gradually opened (step S10). As a result, the brake fluid in the wheel cylinder W / C is returned to the master cylinder M / C, and the brake fluid stored in the primary chamber 28c of the stroke simulator 28 passes through the check valve 24 to the stroke simulator. 28 is returned to the secondary chamber 28d.
At time t14, since the operation amount of the brake pedal BP becomes zero, the gate-in valve 29 and the gate-out valve 13 are turned off, and the brake fluid pressure control is finished.

FIG. 8 is a time chart illustrating the operation of the brake fluid pressure control when the driver depresses the brake pedal and maintains a certain stroke during the regeneration cooperative control and then depresses the brake pedal in the first embodiment.
The period from time t20 to t22 performs the same operation as the period from t10 to t12 in FIG.
At time t22, since the driver has started increasing the brake pedal BP, the pressure increase of the wheel cylinder is continued by the pump pressure increase (step S8). At this time, the brake fluid that has flowed into the fluid pressure control unit HU from the master cylinder M / C due to additional depression is stored in the chamber 28c on the primary side of the stroke simulator 28.
At time t23, since the driver maintained the stroke of the brake pedal BP constant, the gate cylinder 13 is maintained by turning on and closing the gate-out valve 13 and turning off the motor M to deactivate the pump P (step S23). S9).
The period from time t24 to t25 performs the same operation as the period from time t13 to t14 in FIG.

[Pedal pedal force fluctuation suppression effect]
As a conventional brake control device, a stroke simulator that stores a brake fluid corresponding to a brake operation amount corresponding to a regenerative braking force on a circuit connecting a master cylinder and a pump suction side is known. Yes. In this conventional apparatus, when switching from regenerative braking force to frictional braking force due to vehicle speed reduction or the like during regenerative cooperative control, the solenoid valve provided between the stroke simulator and the master cylinder is closed on the above circuit. The wheel cylinder is increased by sucking and pressurizing the brake fluid stored in the stroke simulator with a pump.
In the above-described conventional device, when the driver depresses the brake pedal after switching from the regenerative braking force to the friction braking force, it is necessary to open the solenoid valve and store the brake fluid flowing out from the master cylinder in the stroke simulator. At this time, since the amount of brake fluid in the stroke simulator is reduced as compared with that before the pump pressure increase, there is a problem that the pedal depression force is suddenly reduced when the solenoid valve is opened.
FIG. 9 is an explanatory diagram showing a sudden decrease in the pedal force of the brake pedal that occurs when the driver depresses the brake pedal after switching from the regenerative braking force to the friction braking force in the conventional device. In the figure, Sp1 and Fp1 are the pedal stroke and pedal effort generated by the stroke simulator when the driver depresses the brake pedal. The pedal stroke and pedal effort corresponding to when the amount decreases.
When the driver depresses the brake pedal to Sp1, the solenoid valve between the stroke simulator and the master cylinder closes. After switching from regenerative braking force to friction braking force in this state, when the solenoid valve is opened in response to the driver's brake pedal depression, the amount of brake fluid in the stroke simulator decreases from before the stepping increase. ing. However, since the pedal stroke remains at the value Sp1 before the stepping on, the pedaling force suddenly decreases from Fp1 to Fp2, giving the driver a sense of slipping off of the reaction force.

On the other hand, in the brake control device of the first embodiment, the brake fluid flowing out from the master cylinder M / C flows into the primary chamber 28c of the stroke simulator 28 to generate a pedal reaction force, and the primary chamber 28c. The brake fluid flowing out from the secondary chamber 28d due to the volume reduction of the secondary chamber 28d accompanying the increase in the volume is sucked and pressurized by the pump P to increase the wheel cylinder W / C.
FIG. 10 is an explanatory diagram illustrating the pedal depression force fluctuation suppressing action when the driver depresses the brake pedal after switching from the regenerative braking force to the friction braking force in the first embodiment. In the figure, Sp1 'and Fp1' are the pedal stroke and pedal force generated by the stroke simulator when the driver steps on the brake pedal, and Sp2 'and Fp2' are the pedal stroke and pedal when the driver steps on the brake pedal. It is a pedaling force.
When the driver depresses the brake pedal to Sp1 ', the brake fluid flowing out from the master cylinder M / C is stored in the primary chamber 28c of the stroke simulator 28 by opening the gate-in valve 29. At the same time, the brake fluid stored in the secondary chamber 28d of the stroke simulator 28 flows out of the secondary chamber 28d and is stored in the reservoir 23. When switching from regenerative braking force to friction braking force, the brake fluid stored in the reservoir 23 is used to increase the wheel cylinder W / C, so the amount of brake fluid in the chamber 28c on the primary side of the stroke simulator 28 is maintained. Is done. After this, if the gate-in valve 29 is opened when the brake pedal BP of the driver is increased, the pedal effort increases from Fp1 'to Fp2' as the pedal stroke increases from Sp1 'to Sp2'. There is no sudden decrease in pedal effort. In other words, since the pedal effort is determined only by the characteristics of the stroke simulator 28 (spring force of the coil spring 28e), fluctuations in the pedal effort can be suppressed, and the driver can be prevented from feeling a reaction force missing.

Next, the effect will be described.
The brake control device according to the first embodiment has the following effects.
(1) The first space 28a in which the brake fluid is stored and the brake fluid flowing out from the master cylinder M / C by the driver's brake pedal operation can flow in, and the primary side in which the brake fluid flows into the first space 28a The piston 28b is divided into a chamber 28c and a secondary chamber 28d, and the volume of the primary chamber 28c is increased by the inflowing brake fluid, while the volume of the secondary chamber 28d is reduced. Stroke simulator 28 having a biasing means (coil spring 28e) for applying a biasing force to primary side chamber 28c, and secondary side chamber 28d by reducing the volume of secondary side chamber 28d. A hydraulic control unit HU that adjusts the hydraulic pressure of the wheel cylinder W / C (FL, FR, RL, RR) provided on the wheels FL, FR, RL, RR using the brake fluid flowing out from .
Therefore, even when the driver increases the brake pedal after switching the regenerative braking force to the friction braking force, the amount of brake fluid in the primary chamber 28c that generates the pedal reaction force is maintained, so Fluctuations in pedal effort can be suppressed, and a good pedal feel can be secured.
(2) The hydraulic pressure control unit HU includes a pump P that sucks the brake fluid that has flowed out of the secondary chamber 28d and supplies the sucked brake fluid to the wheel cylinder W / C.
Therefore, a desired wheel cylinder pressure can be obtained by increasing the pressure of the brake fluid flowing out from the secondary chamber 28d.

(3) Stroke simulator connection circuit 30 that connects master cylinder M / C and primary chamber 28c, and connection state between primary chamber 28c and master cylinder M / C provided in stroke simulator connection circuit 30 And a gate-in valve 29.
Therefore, the operation and non-operation of the stroke simulator 28 can be switched by opening and closing the gate-in valve 29.
(4) The hydraulic pressure control unit HU includes a pump P that sucks the brake fluid flowing out from the secondary chamber 28d and supplies the sucked brake fluid to the wheel cylinder W / C. A pump connection circuit 31 that connects the chamber 28d on the secondary side and a reservoir 23 provided in the pump connection circuit 31 are provided, and the pump P sucks brake fluid through the reservoir 23.
Therefore, since the brake fluid flowing out from the secondary chamber 28d can be temporarily stored in the reservoir 23, the wheel cylinder pressure can be adjusted without affecting the amount of brake fluid in the primary chamber 28c and the master cylinder pressure. .
(5) The urging means is a coil spring 28e, and creates a brake pedal reaction force by the spring force of the coil spring 28e.
Therefore, a desired pedal reaction force characteristic can be realized with a simple configuration using the coil spring 28e.

[Example 2]
FIG. 11 is a circuit configuration diagram of the brake control device according to the second embodiment.
In the second embodiment, the piping system of the hydraulic pressure control unit HU is a so-called H piping system. The hydraulic pressure control unit HU of the second embodiment has a P system (first piping system) consisting of a group of left and right front wheels FL and FR and an S system (second piping system) consisting of a group of left and right rear wheels RL and RR. .
The second embodiment is different from the first embodiment in that the pipe line 27, the stroke simulator 28, and the gate-in valve 29 are provided only in the P system.
[Brake fluid pressure control processing]
FIG. 12 is a flowchart showing a flow of brake fluid pressure control processing of the non-regenerative wheel (rear wheel) executed by the brake control unit BCU of the second embodiment. Each step will be described below. The brake fluid pressure control for the regenerative wheel (front wheel) is the same as that in the first embodiment shown in FIG.
In step S21, all of the gate-out valve 13, the inlet valve 18, the outlet valve 26, and the motor M are turned off.
In step S22, it is determined whether or not to perform brake fluid pressure control. If YES, the process proceeds to step S23, and if NO, the process proceeds to return.
In step S23, a target wheel cylinder pressure is calculated based on the master cylinder pressure. The target wheel cylinder pressure is equivalent to Pw0 and Pw0 ′ in step S4 in FIG.
In step S24, it is determined whether or not pump pressure increase is necessary. If YES, the process proceeds to step S27, and if NO, the process proceeds to step S25.
In step S25, it is determined whether or not the wheel cylinder pressure needs to be maintained. If YES, the process proceeds to step S28, and if NO, the process proceeds to step S26.
In step S26, it is determined whether or not pressure reduction to the master cylinder is necessary. If YES, the process proceeds to step S29, and if NO, the process proceeds to step S30.
In step S27, the master cylinder pressure is increased by turning on the gate-out valve 13 to the intermediate opening, turning on the motor M, and operating the pump P.
In step S28, the wheel-out valve 13 is turned on and closed, the motor M is turned off and the pump P is deactivated, so that the wheel cylinder pressure is maintained.
In step S29, the brake fluid is returned to the master cylinder side by turning on the gate-out valve 13 to an intermediate opening, turning off the motor M, and deactivating the pump P.
In step S30, the gate outlet valve 13 is turned on and closed, the outlet valve 26 is turned on and opened, the motor M is turned off and the pump P is deactivated, so that the brake fluid is supplied from the wheel cylinder W / C to the reservoir 23. Miss some or all of
In step S31, it is determined whether or not the wheel cylinder pressure is the target wheel cylinder pressure. If YES, the process proceeds to step S32, and if NO, the process proceeds to step S24.
In step S32, it is determined whether or not to terminate the brake fluid pressure control. If YES, the process proceeds to step S33, and if NO, the process proceeds to step S23.
In step S33, the gate-out valve 13, the inlet valve 18, the outlet valve 26, and the motor M are all turned off.

Next, the operation will be described.
[Brake fluid pressure control action]
FIG. 13 is a time chart illustrating the operation of brake fluid pressure control of the non-regenerative wheel (rear wheel) when the driver depresses the brake pedal and maintains a certain stroke during regenerative cooperative control in the second embodiment. In addition, since it is the same as Example 1 shown in FIG. 7 about a regeneration wheel (front wheel), description is abbreviate | omitted.
At time t10, since the driver has started to depress the brake pedal BP, the brake fluid pressure control is started. Since the master cylinder pressure is less than the target wheel cylinder pressure and the pump pressure needs to be increased, the gate-out valve 13 is set to an intermediate opening, the motor M is turned on and the pump P is operated. Brake fluid is sucked and pressurized from the M / C to increase the pressure of the wheel cylinder (step S27).
At time t11, the driver kept the brake pedal BP stroke constant, so the gate-out valve 13 is turned on and closed, the motor M is turned off and the pump P is deactivated to maintain the wheel cylinder pressure (step) S28).
At time t12, since the driver has started to depress the brake pedal BP, the gate-out valve 13 is gradually opened (step S29). As a result, the brake fluid in the wheel cylinder W / C is returned to the master cylinder M / C.
At time t13, since the operation amount of the brake pedal BP becomes zero, the gate-out valve 13 is turned OFF, and the brake fluid pressure control is ended.

FIG. 14 shows the operation of brake fluid pressure control of a non-regenerative wheel (rear wheel) when the driver depresses the brake pedal during the regenerative cooperative control to maintain a constant stroke and then depresses the brake pedal. It is a time chart which shows. In addition, since it is the same as Example 1 shown in FIG. 8 about a regeneration wheel (front wheel), description is abbreviate | omitted.
The period from time t20 to t22 performs the same operation as the period from t10 to t12 in FIG.
At time t22, since the driver started to increase the brake pedal BP, the gate-out valve 13 is set to an intermediate opening, the motor M is turned on, the pump P is operated, and the master cylinder M / C is connected via the pipeline 21. The brake fluid is sucked and pressurized to increase the pressure of the wheel cylinder (step S27).
At time t23, since the driver maintained the stroke of the brake pedal BP constant, the gate cylinder 13 is maintained by turning on and closing the gate-out valve 13 and turning off the motor M to deactivate the pump P (step S23). S28).
The period from time t24 to t25 performs the same operation as the period from time t12 to t13 in FIG.
As described above, the brake control device according to the second embodiment has the same effects as the first embodiment.
Furthermore, in Example 2, since the stroke simulator 28 is provided only in the P system (front wheel system) of the H piping system, the S system (rear wheel system) only needs to perform the boost control as the brake fluid pressure control. For this reason, compared with Example 1, the cost reduction by reduction of the number of solenoid valves and simplification of control can be aimed at. Moreover, the power consumption in brake hydraulic pressure control can be reduced by reducing the number of solenoid valves.

Example 3
FIG. 15 is a circuit configuration diagram of the brake control device according to the third embodiment.
The third embodiment is different from the first embodiment in that the piping system of the hydraulic pressure control unit HU is an H piping system.
[Brake fluid pressure control processing]
The brake fluid pressure control process of the third embodiment is substantially the same as that of the first embodiment shown in FIG. 4, but the target wheel cylinder for the non-regenerative wheel (rear wheel) in the method for calculating the target wheel cylinder pressure in step S4. Only the pressure calculation method is different from the first embodiment.
16 and 17 are setting examples of the target wheel cylinder pressure of the non-regenerative wheel (rear wheel) in the third embodiment. FIG. 16 is a setting map of the target wheel cylinder pressure Pw0 for the non-regenerative wheel (rear wheel) according to the master cylinder pressure Pm0 in the third embodiment. The target wheel cylinder pressure Pw2 for the non-regenerative wheel is proportional to the master cylinder pressure Pm0. The upper limit is set, but the value is smaller than the target wheel cylinder pressure Pw0 of the regenerative wheel (for example, about 1/2). FIG. 17 is a setting map of the target wheel cylinder pressure Pw0 ′ of the non-regenerative wheel (rear wheel) according to the brake pedal stroke Sp0 in the third embodiment, and the target wheel cylinder pressure Pw2 ′ of the non-regenerative wheel is the brake pedal stroke Sp0. A non-linear characteristic in which the rate of increase with respect to the brake pedal stroke Sp0 decreases as the value increases, and an upper limit is set, but a value smaller than the target wheel cylinder pressure Pw0 ′ of the regenerative wheel (for example, about 1/2).

Next, the operation will be described.
[Brake fluid pressure control action]
FIG. 18 is a time chart illustrating the operation of brake fluid pressure control for non-regenerative wheels (rear wheels) when the driver depresses the brake pedal and maintains a certain stroke during regenerative cooperative control in the third embodiment. In addition, since it is the same as Example 1 shown in FIG. 7 about a regeneration wheel (front wheel), description is abbreviate | omitted.
At time t10, since the driver has started to depress the brake pedal BP, the brake fluid pressure control is started and the gate-in valve 29 is turned on. Since the master cylinder pressure is less than the target wheel cylinder pressure and the pump pressure needs to be increased, the gate-out valve 13 is set to an intermediate opening, the motor M is turned on and the pump P is operated. The brake fluid flowing out of the chamber 28d and stored in the reservoir 23 is sucked and pressurized to increase the pressure of the wheel cylinder (step S8). The brake fluid that has flowed into the fluid pressure control unit HU from the master cylinder M / C is stored in the chamber 28c on the primary side of the stroke simulator 28, and a pedal stroke is ensured. Further, a good pedal reaction force characteristic can be obtained by the urging force of the coil spring 28e.
At time t11, the driver kept the brake pedal BP stroke constant, so the gate-out valve 13 is turned on and closed, the motor M is turned off and the pump P is deactivated to maintain the wheel cylinder pressure (step) S9).
At time t12, since the driver has started to depress the brake pedal BP, the gate-out valve 13 is gradually opened (step S10). As a result, the brake fluid in the wheel cylinder W / C is returned to the master cylinder M / C, and the brake fluid stored in the primary chamber 28c of the stroke simulator 28 passes through the check valve 24 to the stroke simulator. 28 is returned to the secondary chamber 28d.
At time t13, since the operation amount of the brake pedal BP becomes zero, the gate-in valve 29 and the gate-out valve 13 are turned off, and the brake fluid pressure control is finished.

FIG. 19 shows the operation of brake fluid pressure control of the non-regenerative wheel (rear wheel) when the driver depresses the brake pedal during the regenerative cooperative control to maintain a constant stroke and then depresses the brake pedal in the third embodiment. It is a time chart which shows. In addition, since it is the same as Example 1 shown in FIG. 7 about a regeneration wheel (front wheel), description is abbreviate | omitted.
The period from time t20 to t22 performs the same operation as the period from t10 to t12 in FIG.
At time t22, since the driver has started increasing the brake pedal BP, the gate-out valve 13 is set to an intermediate opening, the motor M is turned on, the pump P is operated, and the flow is discharged from the chamber 28d on the secondary side of the stroke simulator 28. Then, the brake fluid stored in the reservoir 23 is sucked and pressurized to increase the pressure of the wheel cylinder (step S8).
At time t23, since the driver maintained the stroke of the brake pedal BP constant, the gate cylinder 13 is maintained by turning on and closing the gate-out valve 13 and turning off the motor M to deactivate the pump P (step S23). S9).
The period from time t24 to t25 performs the same operation as the period from time t12 to t13 in FIG.
As described above, the brake control device according to the third embodiment has the same operational effects as the first embodiment.
Furthermore, in Example 3, the target wheel cylinder pressure of the non-regenerative wheel (rear wheel) corresponding to the master cylinder pressure or the brake pedal stroke is set smaller than the target wheel cylinder pressure of the regenerative wheel (front wheel). In other words, a larger regenerative braking force is generated on the regenerative wheel side by making the friction braking force of the non-regenerative wheel (rear wheel) smaller than the friction braking force of the regenerative wheel (front wheel) with respect to the braking force required by the driver. Energy recovery efficiency can be increased.

[Other Examples]
As mentioned above, although the form for implementing this invention was demonstrated based on the Example, the concrete structure of this invention is not limited to the structure shown in the Example, and is the range which does not deviate from the summary of invention. Any design changes are included in the present invention.
Hereinafter, technical ideas other than the invention described in the scope of claims understood from the embodiments will be described.
(a) In the brake control device according to claim 1,
The hydraulic pressure adjusting unit sucks in brake fluid flowing out of the secondary chamber, and supplies the sucked brake fluid to the wheel cylinder;
A reservoir that is provided between the suction side of the pump and the secondary chamber and temporarily stores brake fluid that has flowed out of the secondary chamber;
A brake control device comprising:
Therefore, since the brake fluid flowing out from the secondary chamber can be temporarily stored in the reservoir, the wheel cylinder pressure can be adjusted without affecting the amount of brake fluid in the primary chamber and the master cylinder pressure.
(b) In the brake control device according to (a),
A stroke simulator connection circuit for connecting the master cylinder and the primary chamber;
A gate-in valve provided in the stroke simulator connection circuit for adjusting a connection state between the primary chamber and the master cylinder;
A brake control device comprising:
Therefore, the operation and non-operation of the stroke simulator can be switched by opening and closing the gate-in valve.

(c) In the brake control device according to (b),
The brake control device is for a vehicle including a regenerative braking device that generates an electrical braking force for a wheel including the wheel cylinder,
A brake operation amount detector for detecting an operation amount of the brake pedal;
A control unit for calculating a braking force to be generated by the pump and the regenerative braking device so that a braking force corresponding to the detected brake operation amount is generated;
With
The brake fluid corresponding to the brake operation amount corresponding to the braking force generated by the calculated regenerative braking device flows into the primary chamber, and the brake fluid flowing out from the secondary chamber enters the reservoir. A brake control device that is stored.
Therefore, the regenerative cooperative control that secures the braking force required for the vehicle with the braking force required for the vehicle by combining the regenerative braking force and the frictional braking force can be realized, and the energy recovery efficiency can be improved.
(d) In the brake control device according to (c),
The pump sucks the brake fluid stored in the reservoir and adjusts the hydraulic pressure of the wheel cylinder when the braking force by the regenerative braking device calculated by the control unit decreases. Brake control device.
Therefore, when the regenerative braking force decreases, the braking force necessary for the vehicle can be ensured by switching from the regenerative braking force to the friction braking force.

(e) a first space provided in a circuit connecting the master cylinder and the wheel cylinder, in which brake fluid is stored and in which brake fluid that has flowed out of the master cylinder by a driver's brake pedal operation can flow; The space is partitioned into a primary side chamber into which the brake fluid flows and a secondary side chamber, and the volume of the primary side chamber is expanded by the inflow brake fluid, while the volume of the secondary side chamber is increased. A stroke simulator having a contracting piston, and a coil spring that urges the piston toward the primary chamber.
A reservoir for temporarily storing brake fluid flowing out of the secondary chamber by reducing the volume of the secondary chamber;
A pump provided between the reservoir and the wheel cylinder for sucking brake fluid stored in the reservoir and discharging the brake fluid to a wheel cylinder provided on a wheel;
A brake control device comprising:
Therefore, even when the pressure of the wheel cylinder is increased while the brake fluid is stored in the primary chamber, the amount of brake fluid in the primary chamber that generates the pedal reaction force is maintained. Fluctuations in pedaling force when the brake pedal is increased can be suppressed, and a good pedal feel can be secured. Further, since the brake fluid stored in the reservoir can be pumped up and supplied to the wheel cylinder, a desired wheel cylinder pressure can be obtained.
(f) In the brake control device according to (e),
A gate-in valve provided on the circuit for adjusting a connection state between the primary chamber and the master cylinder;
A reservoir connection circuit that branches from between the gate-in valve and the master cylinder on the circuit and connects to the reservoir;
A brake control device comprising:
Therefore, the operation and non-operation of the stroke simulator can be switched by opening and closing the gate-in valve. When the stroke simulator is deactivated, the brake fluid flowing out from the master cylinder can be supplied to the wheel cylinder at a desired boost ratio by increasing the pump pressure.
(g) In the brake control device according to (f),
A discharge circuit for connecting a connection position between the master cylinder and the reservoir connection circuit and a discharge side of the pump;
A gate-out valve provided in the discharge circuit;
A brake control device comprising:
Therefore, the supply destination of the brake fluid discharged from the pump by opening and closing the gate-out valve can be switched between the master cylinder side and the wheel cylinder side.

(h) In the brake control device according to (g),
The brake control device is for a vehicle including a regenerative braking device that generates an electrical braking force for a wheel including the wheel cylinder,
A brake operation amount detector for detecting an operation amount of the brake pedal;
A control unit for calculating a braking force to be generated by the pump and the regenerative braking device so that a braking force corresponding to the detected brake operation amount is generated;
With
The brake fluid corresponding to the brake operation amount corresponding to the braking force generated by the calculated regenerative braking device flows into the primary chamber, and the brake fluid flowing out from the secondary chamber enters the reservoir. A brake control device that is stored.
Therefore, the regenerative cooperative control that secures the braking force required for the vehicle with the braking force required for the vehicle by combining the regenerative braking force and the frictional braking force can be realized, and the energy recovery efficiency can be improved.
(i) In the brake control device according to (h),
The pump and the gate-out valve suck in the brake fluid stored in the reservoir and adjust the hydraulic pressure of the wheel cylinder when the braking force by the regenerative braking device calculated by the control unit decreases. A brake control device.
Therefore, when the regenerative braking force decreases, the braking force necessary for the vehicle can be ensured by switching from the regenerative braking force to the friction braking force.
(j) In the brake control device according to (e),
A brake control device, wherein each of a first piping system including a left front wheel and a right rear wheel and a second piping system including a right front wheel and a left rear wheel of the vehicle includes the circuit.
Therefore, in both systems of the X piping, it is possible to suppress fluctuations in the pedal effort when the driver steps on the brake after increasing the pressure of the wheel cylinder while the brake fluid is stored in the stroke simulator.
(k) In the brake control device according to (e),
A brake control device, wherein each of a first piping system including a left front wheel and a right front wheel and a second piping system including a right rear wheel and a left rear wheel of the vehicle includes the circuit.
Therefore, in both systems of the H piping, it is possible to suppress fluctuations in the pedal effort when the driver steps on the brake after increasing the pressure of the wheel cylinder while the brake fluid is stored in the stroke simulator.

(l) A brake control device used in a vehicle having a regenerative braking device that generates an electrical braking force on a desired wheel,
A brake operation amount detector for detecting the operation amount of the brake pedal;
A pump provided in the brake circuit;
A first brake circuit that connects a master cylinder that generates brake fluid pressure by a driver's brake operation and a wheel cylinder that is configured so that the brake fluid pressure acts;
A second brake circuit connecting the first brake circuit and a discharge side of the pump;
A gate-out valve provided on the master cylinder side above the connection position with the second brake circuit on the first brake circuit;
A third brake circuit on the first brake circuit for connecting a position closer to the master cylinder than the gate-out valve and a suction side of the pump;
An inlet valve provided on the wheel cylinder side above the connection position with the second brake circuit on the first brake circuit;
A fourth brake circuit on the first brake circuit for connecting a position closer to the wheel cylinder than the inlet valve and a suction side of the pump;
An outlet valve provided on the fourth brake circuit;
A fifth brake circuit connecting the fourth brake circuit and the master cylinder;
A reservoir provided on the suction side of the pump above the outlet valve on the fourth brake circuit, and connected to the third brake circuit;
A first space provided on the fifth brake circuit, in which brake fluid is stored and in which brake fluid that has flowed out of the master cylinder by a driver's brake pedal operation can flow, and the brake fluid flows in the first space. A primary chamber and a secondary chamber, and a piston for reducing the volume of the secondary chamber while expanding the volume of the primary chamber by the inflow brake fluid; and the piston A coil spring that biases the chamber toward the primary side, and a stroke simulator,
A gate-in valve provided between the stroke simulator and the master cylinder;
A control unit for calculating a braking force to be generated by the pump and the regenerative braking device so that a braking force corresponding to the detected brake operation amount is generated;
With
The reservoir temporarily stores the brake fluid that has flowed out of the secondary chamber by reducing the volume of the secondary chamber according to the brake operation amount,
The pump, wherein the pump sucks in brake fluid stored in the reservoir when the regenerative braking device is operated, and discharges the brake fluid to the first brake circuit.
Therefore, even when the driver increases the brake pedal after switching the regenerative braking force to the friction braking force, the amount of brake fluid in the primary side that generates the pedal reaction force is maintained. Variation can be suppressed, and a good pedal feel can be secured.

(m) In the brake control device according to (l),
A brake control device that creates a brake pedal reaction force by a spring force of the coil spring.
Therefore, a desired pedal reaction force characteristic can be realized with a simple configuration using a coil spring.
(n) In the brake control device according to (m),
The pump sucks the brake fluid stored in the reservoir and adjusts the hydraulic pressure of the wheel cylinder when the braking force by the regenerative braking device calculated by the control unit decreases. Brake control device.
Therefore, when the regenerative braking force decreases, the braking force necessary for the vehicle can be ensured by switching from the regenerative braking force to the friction braking force.
(o) In the brake control device according to (n),
The control unit includes a hydraulic pressure control unit that operates the gate-out valve, the inlet valve, the outlet valve, and the pump according to a regenerative state of the regenerative braking device to control a brake hydraulic pressure. Brake control device.
Therefore, the friction braking force can be controlled according to the regenerative state of the regenerative braking device so that a braking force corresponding to the amount of brake operation is generated while ensuring a good pedal feel.

BP brake pedal
FL Left front wheel
FR Right front wheel
HU hydraulic pressure control unit (hydraulic pressure adjustment unit)
M / C master cylinder
RL left rear wheel
RR right rear wheel
W / C wheel cylinder
28 Stroke simulator
28a 1st space
28b Piston (movable member)
28c Primary room
28d Secondary room
28e Coil spring (biasing means)

Claims

A first space in which brake fluid is stored and brake fluid flowing out of the master cylinder by the driver's brake pedal operation can flow, a primary chamber into which the brake fluid flows in the first space, and a secondary side A movable member that divides the volume of the primary side chamber by the inflowing brake fluid and reduces the volume of the secondary side chamber, and the primary side chamber with respect to the movable member An urging means for applying an urging force to the stroke simulator;
A hydraulic pressure adjusting unit that adjusts the hydraulic pressure of the wheel cylinder provided on the wheel using the brake fluid that has flowed out of the secondary side chamber by reducing the volume of the secondary side chamber; Brake control device.
The brake control device according to claim 1, wherein
The brake control device according to claim 1, wherein the hydraulic pressure adjusting unit includes a pump that sucks brake fluid that has flowed out of the secondary chamber and supplies the sucked brake fluid to the wheel cylinder.
The brake control device according to claim 1, wherein
A stroke simulator connection circuit for connecting the master cylinder and the primary chamber;
A brake control apparatus comprising: a gate-in valve provided in the stroke simulator connection circuit for adjusting a connection state between the primary chamber and the master cylinder.
The brake control device according to claim 3,
The hydraulic pressure adjustment unit includes a pump that sucks in brake fluid that has flowed out of the secondary chamber and supplies the sucked brake fluid to the wheel cylinder.
A pump connection circuit connecting the suction side of the pump and the chamber on the secondary side;
A reservoir provided in the pump connection circuit,
The brake control device, wherein the pump sucks brake fluid through the reservoir.
The brake control device according to claim 4, wherein
The urging means is a coil spring, and generates a brake pedal reaction force by the spring force of the coil spring.
The brake control device according to claim 1, wherein
The hydraulic pressure adjusting unit sucks in brake fluid flowing out of the secondary chamber, and supplies the sucked brake fluid to the wheel cylinder;
A brake control device comprising: a reservoir provided between a suction side of the pump and the secondary side chamber and temporarily storing brake fluid flowing out from the secondary side chamber.
The brake control device according to claim 6,
A stroke simulator connection circuit for connecting the master cylinder and the primary chamber;
A brake control apparatus comprising: a gate-in valve provided in the stroke simulator connection circuit for adjusting a connection state between the primary chamber and the master cylinder.
The brake control device according to claim 7,
The brake control device is for a vehicle including a regenerative braking device that generates an electrical braking force for a wheel including the wheel cylinder,
A brake operation amount detector for detecting an operation amount of the brake pedal;
A control unit that calculates a braking force to be generated by the pump and the regenerative braking device so that a braking force corresponding to the detected brake operation amount is generated;
The brake fluid corresponding to the brake operation amount corresponding to the braking force generated by the calculated regenerative braking device flows into the primary chamber, and the brake fluid flowing out from the secondary chamber enters the reservoir. A brake control device that is stored.
The brake control device according to claim 8,
The pump sucks the brake fluid stored in the reservoir and adjusts the hydraulic pressure of the wheel cylinder when the braking force by the regenerative braking device calculated by the control unit decreases. Brake control device.
A first space provided in a circuit connecting the master cylinder and the wheel cylinder, in which brake fluid is stored and into which brake fluid that has flowed out of the master cylinder by a driver's brake pedal operation can flow; and A piston that divides into a primary chamber and a secondary chamber into which brake fluid flows, and expands the volume of the primary chamber with the brake fluid that flows in, while reducing the volume of the secondary chamber. And a stroke simulator having a coil spring for biasing the piston toward the primary chamber, and the brake fluid flowing out of the secondary chamber by reducing the volume of the secondary chamber. A reservoir for temporary storage;
A brake control device comprising: a pump provided between the reservoir and the wheel cylinder, for sucking in brake fluid stored in the reservoir and discharging the brake fluid to a wheel cylinder provided on a wheel.
The brake control device according to claim 10,
A gate-in valve provided on the circuit for adjusting a connection state between the primary chamber and the master cylinder;
A brake control device comprising: a reservoir connection circuit that branches from between the gate-in valve and the master cylinder on the circuit and connects to the reservoir.
The brake control device according to claim 11,
A discharge circuit for connecting a connection position between the master cylinder and the reservoir connection circuit and a discharge side of the pump;
A brake control device comprising: a gate-out valve provided in the discharge circuit.
The brake control device according to claim 12,
The brake control device is for a vehicle including a regenerative braking device that generates an electrical braking force for a wheel including the wheel cylinder,
A brake operation amount detector for detecting an operation amount of the brake pedal;
A control unit that calculates a braking force to be generated by the pump and the regenerative braking device so that a braking force corresponding to the detected brake operation amount is generated;
The brake fluid corresponding to the brake operation amount corresponding to the braking force generated by the calculated regenerative braking device flows into the primary chamber, and the brake fluid flowing out from the secondary chamber enters the reservoir. A brake control device that is stored.
The brake control device according to claim 13,
The pump and the gate-out valve suck in the brake fluid stored in the reservoir and adjust the hydraulic pressure of the wheel cylinder when the braking force by the regenerative braking device calculated by the control unit decreases. A brake control device.
The brake control device according to claim 10,
A brake control device, wherein each of a first piping system including a left front wheel and a right rear wheel and a second piping system including a right front wheel and a left rear wheel of the vehicle includes the circuit.
The brake control device according to claim 10,
A brake control device, wherein each of a first piping system including a left front wheel and a right front wheel and a second piping system including a right rear wheel and a left rear wheel of the vehicle includes the circuit.
A brake control device used in a vehicle having a regenerative braking device that generates an electrical braking force for a desired wheel,
A brake operation amount detector for detecting the operation amount of the brake pedal;
A pump provided in the brake circuit;
A first brake circuit that connects a master cylinder that generates brake fluid pressure by a driver's brake operation and a wheel cylinder that is configured so that the brake fluid pressure acts;
A second brake circuit connecting the first brake circuit and a discharge side of the pump;
A gate-out valve provided on the master cylinder side above the connection position with the second brake circuit on the first brake circuit;
A third brake circuit on the first brake circuit for connecting a position closer to the master cylinder than the gate-out valve and a suction side of the pump;
An inlet valve provided on the wheel cylinder side above the connection position with the second brake circuit on the first brake circuit;
A fourth brake circuit on the first brake circuit for connecting a position closer to the wheel cylinder than the inlet valve and a suction side of the pump;
An outlet valve provided on the fourth brake circuit;
A fifth brake circuit connecting the fourth brake circuit and the master cylinder;
A reservoir provided on the suction side of the pump above the outlet valve on the fourth brake circuit, and connected to the third brake circuit;
A first space provided on the fifth brake circuit, in which brake fluid is stored and in which brake fluid that has flowed out of the master cylinder by a driver's brake pedal operation can flow, and the brake fluid flows in the first space. A primary chamber and a secondary chamber, and a piston for reducing the volume of the secondary chamber while expanding the volume of the primary chamber by the inflow brake fluid; and the piston A coil spring that biases the chamber toward the primary side, and a stroke simulator,
A gate-in valve provided between the stroke simulator and the master cylinder;
A control unit that calculates a braking force to be generated by the pump and the regenerative braking device so that a braking force corresponding to the detected brake operation amount is generated;
The reservoir temporarily stores the brake fluid that has flowed out of the secondary chamber by reducing the volume of the secondary chamber according to the brake operation amount,
The pump, wherein the pump sucks in brake fluid stored in the reservoir when the regenerative braking device is operated, and discharges the brake fluid to the first brake circuit.
The brake control device according to claim 17,
A brake control device that creates a brake pedal reaction force by a spring force of the coil spring.
The brake control device according to claim 18,
The pump sucks the brake fluid stored in the reservoir and adjusts the hydraulic pressure of the wheel cylinder when the braking force by the regenerative braking device calculated by the control unit decreases. Brake control device.
The brake control device according to claim 19,
The control unit includes a hydraulic pressure control unit that operates the gate-out valve, the inlet valve, the outlet valve, and the pump according to a regenerative state of the regenerative braking device to control a brake hydraulic pressure. Brake control device.