WO2014057952A1 - Vehicle brake device - Google Patents

Abstract

This vehicle brake device, which exhibits a good brake feel, is equipped with: a base hydraulic pressure supply unit (S, T) which has a booster unit (91, 122) which connects to a brake-manipulating member (21) and drives a master piston (23b, 23c), said base hydraulic pressure supply unit (S, T) being for supplying wheel cylinders (WC) with a base hydraulic pressure that is based on the amount of manipulation; a hydraulic braking force generation unit (B, D) which includes a hydraulic pressure application unit (Ad) for adding additional hydraulic pressure to the base hydraulic pressure; and a regenerative braking force generation unit (A) for applying a regenerative braking force (FK) to the wheels. The vehicle brake device is configured such that even when controlling of a control valve (31, 41) and/or a pump (37, 47) results in actuation of a valve unit (97, 118) while the amount of manipulation is being maintained, the valve unit will not allow a pathway for hydraulic pressure to be opened if the amount of actuation of the valve unit relative to the state of the valve unit at the time of transition to the maintain state is equal to or smaller than a predetermined amount of valve actuation.

Description

Brake device for vehicle

The present invention relates to a vehicle brake device that includes a brake booster and generates a required vehicle braking force by a hydraulic braking force by a hydraulic braking device and a regenerative braking force by a regenerative braking device.

2. Description of the Related Art Conventionally, there is known a vehicle brake device that includes a brake booster and performs control (regenerative cooperative control) to generate a required vehicle braking force by a hydraulic braking force by a hydraulic braking device and a regenerative braking force by a regenerative braking device. (For example, refer to Patent Document 1).

On the other hand, a control valve is provided in the hydraulic pressure path between the master cylinder and the wheel cylinder, and a portion on the master cylinder side with respect to the control valve in the hydraulic pressure path and a portion on the wheel cylinder side with respect to the control valve in the hydraulic pressure path are provided. A pump is provided in between, and the control valve is controlled by the pump while discharging brake fluid in a portion closer to the master cylinder than the control valve in the hydraulic pressure path to a portion closer to the wheel cylinder than the control valve in the hydraulic pressure path. Thus, it is known to perform the regeneration cooperative control by setting the wheel pressure to a hydraulic pressure higher than the basic hydraulic pressure.

JP 2001-63540 A

However, when this vehicle brake device is provided with a brake booster (for example, the hydro booster 250 of Patent Document 1), there is room for improvement in the brake operation feeling. That is, when the brake fluid of the master cylinder (M / C 51) is supplied to the wheel cylinder, the master piston (M / C piston 54) moves forward. Even if the amount of advance is a small amount that does not affect the brake operation feeling, the fluid pressure from the fluid pressure source (accumulator 263) of the brake booster to the booster chamber (booster rear chamber 250b) as the master piston advances. Is supplied, the amount of operation of the brake operation member (brake pedal BP) may increase significantly. As a result, the driver may feel uncomfortable with the movement of the brake pedal at an unexpected timing.

This invention is made in view of the said subject, Comprising: It aims at providing the brake device for vehicles with a favorable brake operation feeling.

The invention of the vehicle brake device according to claim 1 that solves the above-mentioned problem is connected to a brake operation member, and a fluid pressure path between the fluid pressure source (24, 93, Z3) and the booster chamber (100, R2). By operating the valve device (97, 118) that opens and closes, a fluid pressure corresponding to the operation amount of the brake operation member (21) is generated in the booster chamber (100, R2), and a force corresponding to the fluid pressure is generated. The basic hydraulic pressure supply device (S, S) is configured to have a booster device (91, 122) for driving the master piston (23b, 23c), and supplies a basic hydraulic pressure corresponding to the operation amount to the wheel cylinder (WC). T) and a hydraulic pressure path between the basic hydraulic pressure supply device and the wheel cylinder (WC), and a differential pressure between the hydraulic pressure on the basic hydraulic pressure supply device side and the hydraulic pressure on the wheel cylinder side Adjust the control (31, 41) and a pump (37, 47) for discharging the brake fluid closer to the basic hydraulic pressure supply device than the control valve of the hydraulic pressure path to the wheel cylinder side of the control valve of the hydraulic pressure path And a hydraulic pressure addition device (Ad) for adding an additional hydraulic pressure to the basic hydraulic pressure by operating at least one of the control valve and the pump. And a regenerative braking force generator (A) that applies a regenerative braking force to the wheels, and in a maintenance state in which the operation amount is maintained, at least the control valve and the pump Even if the valve device is operated by any one of the controls, if the operation amount of the valve device based on the state of the valve device at the time of transition to the maintenance state is equal to or less than a predetermined valve operation amount, By valve device Serial fluid pressure path is configured not opened.

According to a second aspect of the present invention, there is provided the vehicle brake device according to the first aspect, wherein the movement amount of the master piston and the operation amount of the valve device are linked to each other, and in the maintained state, Even if the master piston is moved by either control, the movement amount of the master piston based on the position of the master piston at the time of transition to the maintenance state is not more than a predetermined master movement amount (Δm). The operation amount of the valve device is configured to be equal to or less than the valve operation amount.

According to a third aspect of the present invention, there is provided the vehicle brake device according to the second aspect, wherein the booster device (91) generates a hydraulic pressure in the booster chamber according to an operation of the brake operation member (21). In the valve device (97), the spool (94) slides in the sleeve (96), and the fluid pressure source (24, 93) as the fluid pressure path is formed by relative movement of the spool with respect to the sleeve. ) To open and close a fluid pressure supply path for supplying fluid pressure to the booster chamber (100) and a fluid pressure discharge path for discharging fluid pressure from the booster chamber. The spool and the sleeve are connected to the master piston (23b). , 23c), and the spool and the sleeve are moved to the mass in the maintenance state where the operation amount is changed from the reduction state where the operation amount is reduced. Even if the relative movement is caused by the movement of the piston, the direction of the relative movement when the basic hydraulic pressure is reduced is based on the relative position at the time when the fluid pressure discharge path is closed with the transition to the maintenance state. The fluid pressure supply path is configured to be closed when the movement amount is less than or equal to a predetermined spool movement amount (Δsf), and the spool movement amount is set based on the master movement amount (Δm). Has been.

According to a fourth aspect of the present invention, there is provided the vehicle brake device according to the second or third aspect, wherein the booster device (91) applies a hydraulic pressure to the booster chamber (100) according to the operation of the brake operation member (21). The valve device (97) includes a booster chamber (100) in which the spool (94) slides in the sleeve (96), and the spool moves relative to the sleeve. A fluid pressure supply path for supplying fluid pressure, and a fluid pressure discharge path for discharging the fluid pressure from the booster chamber as the fluid pressure path to the fluid pressure source, and the spool and the sleeve are connected to the master. The spool and the three sleeves are moved relative to each other by the movement of the pistons (23b, 23c), and are changed from the increased state in which the operation amount is increased. Although the relative movement is caused by the movement of the master piston, the relative pressure is increased when the basic hydraulic pressure is increased based on the relative position at the time when the fluid pressure supply path is closed in accordance with the transition to the maintenance state. If the movement amount in the moving direction is equal to or less than a predetermined spool movement amount (Δsr), the fluid pressure discharge path is configured to be closed, and the spool movement amount is set based on the master movement amount. Has been.

According to a fifth aspect of the present invention, the booster device (122) includes a negative pressure chamber (R1) connected to a negative pressure source in the booster shell (181) and the booster chamber. A piston portion (183) that is partitioned into a variable pressure chamber (R2) as the above and interlocks with the movement of the master piston (23b, 23c), and a valve portion (184) that is interlocked with the operation of the brake operating member (21). A negative pressure booster that generates an air pressure in the variable pressure chamber according to a relative position between the piston portion and the valve portion, and the valve device (118) is an external device serving as the variable pressure chamber and the fluid pressure source. An atmospheric pressure valve (179) that opens and closes the fluid pressure path between the space, and a negative pressure valve (178) that opens and closes communication between the variable pressure chamber (R2) and the negative pressure chamber (R1), Atmospheric valve seat (1 9a) is provided in the valve portion, and the valve seat (178a) of the negative pressure valve is provided in the piston portion, and the piston portion and the Even if the valve portion moves relatively by the movement of the master piston, when the basic hydraulic pressure decreases relative to the relative position at the time when the negative pressure valve is closed as the transition to the maintenance state occurs, When the movement amount in the moving direction is equal to or less than a predetermined valve movement amount (Δv), the atmospheric pressure valve is configured to be closed, and the valve movement amount is set based on the master movement amount. ing.

The vehicle brake device according to a sixth aspect of the present invention is the vehicle brake device according to the fifth aspect, wherein the valve portion is provided so as to be movable with respect to the valve main body (184a) connected to the brake operation member and the valve main body. A movable portion (184b) and a biasing member (184c) that biases the movable portion toward the valve body of the atmospheric pressure valve, and the movable portion is in a transition from the reduced state to the maintained state. Accordingly, when the basic hydraulic pressure is reduced from the relative position at the time when the negative pressure valve is closed, the valve body is moved by the valve movement amount (Δv) in the direction in which the piston part and the valve part move relative to each other. The valve seat (852) of the atmospheric pressure valve is provided on the valve body (186b) side of the atmospheric pressure valve of the movable part, and the piston is moved in the maintenance state after the transition from the reduced state. The basic hydraulic pressure is reduced based on the relative position at the time when the negative pressure valve is closed in accordance with the transition to the maintenance state, even if the valve portion and the valve portion are relatively moved by the movement of the master piston. If the movement amount in the relative movement direction is equal to or less than a predetermined valve movement amount, the movable portion is urged by the urging member, and the valve body of the atmospheric pressure valve is moved to the valve seat. It is configured to be seated.

The vehicle brake device according to a seventh aspect of the present invention is the vehicle brake device according to the first aspect, wherein the booster device is a hydraulic pressure booster that generates a hydraulic pressure in the booster chamber according to the operation of the brake operation member, and the valve device. A fluid pressure supply path for supplying fluid pressure from the fluid pressure source as the fluid pressure path to the booster chamber by sliding the spool in a sleeve and relative to the sleeve, and the booster chamber The spool is moved relative to the sleeve by controlling at least one of the control valve and the pump in a maintained state where the operation amount is maintained. Even if the spool moves relatively, the spool is based on the relative position of the spool to the sleeve at the time of transition to the maintenance state. Relative movement with respect to the sleeve is equal to or less spool moving amount as the valve operation amount, the fluid pressure supply passage is configured to be closed.

The invention of a vehicle brake device according to claim 8 is the vehicle brake device according to claim 1, wherein the booster device divides the booster shell into a negative pressure chamber connected to a negative pressure source and a variable pressure chamber as the booster chamber. A negative pressure that has a piston portion that is interlocked with the movement of the master piston and a valve portion that is interlocked with the operation of the brake operation member, and generates an atmospheric pressure in the variable pressure chamber according to the relative position of the piston portion with respect to the valve portion The booster is a booster, and the valve device opens and closes an atmospheric pressure valve that opens and closes the fluid pressure path between the variable pressure chamber and the external space as the fluid pressure source, and opens and closes the passage between the variable pressure chamber and the negative pressure chamber. And a valve seat of the atmospheric pressure valve is provided in the valve portion, a valve seat of the negative pressure valve is provided in the piston portion, and the operation amount is maintained in the maintenance state, Control valve and said Even if the piston part is moved relative to the valve part by the control of at least one of the pumps, the piston part is based on the relative position of the piston part with respect to the valve part when the piston part is maintained in the maintenance state. When the relative movement amount with respect to the valve portion is equal to or less than the valve movement amount as the valve operation amount, the atmospheric pressure valve is closed.

According to a ninth aspect of the present invention, there is provided the vehicle brake device according to any one of the third, fourth, and seventh aspects, wherein the sleeve includes a pressure increasing port as the fluid pressure supply path and a fluid pressure discharge path. The pressure reducing port is formed, and the distance in the sliding direction of the spool between the pressure increasing port and the pressure reducing port is set based on the amount of movement of the spool.

The vehicle brake device according to a tenth aspect of the present invention is the vehicle brake device according to the fifth or eighth aspect, wherein the valve portion is provided so as to be movable with respect to the valve main body connected to the brake operation member and the valve main body. A movable portion; and a biasing member that biases the movable portion toward the atmospheric pressure valve. The valve body includes a main body protruding portion that projects toward the movable portion. The movable portion includes the valve. A movable projecting portion projecting toward the main body side, the movable projecting portion being pressed by the main body projecting portion and moving together with the valve body, and the valve body of the movable portion of the main body projecting portion and the movable projecting portion; The distance in the movement direction with respect to is set based on the valve movement amount.

The vehicle brake device according to an eleventh aspect is the vehicle brake device according to any one of the first to tenth aspects, wherein the predetermined valve actuation amount is a maximum value of the regenerative braking force generated by the regenerative braking force generating device. Is set based on.

A vehicle brake device according to a twelfth aspect of the present invention is the vehicle brake apparatus according to any one of the first to eleventh aspects, including the master hydraulic pressure chamber (23d, 23f) for determining a pressure-volume characteristic of the basic hydraulic pressure. The rigidity of the hydraulic pressure generating container (Vm) is set to be lower than the rigidity of the fluid pressure generating container (Vf) including the booster chamber that determines the pressure-volume characteristic of the fluid pressure of the booster chamber.

The invention of a vehicle brake device according to a thirteenth aspect is the vehicle brake device according to any one of the first to twelfth aspects, wherein the pressing portion is connected to the brake operation member and moves according to the operation amount of the brake operation member; An elastic body that is pressed by the pressing portion and presses the master piston, and an area ratio between an area of an end surface of the pressing portion that presses the elastic body and an area of the end surface of the elastic body that presses the master piston. Is set so that the change in the operation amount of the valve device with respect to the change in the master cylinder pressure is suppressed.

The invention of a vehicle brake device according to a fourteenth aspect is the vehicle brake device according to any one of the first to thirteenth aspects, wherein the pressing portion is connected to the brake operation member and moves according to the operation amount of the brake operation member; And an elastic body that presses against the master piston, and the hardness of the elastic body is set so that a change in the operation amount of the valve device with respect to a change in the master cylinder pressure is suppressed.

According to the first aspect of the present invention, since the master cylinder pressure changes when the additional hydraulic pressure is changed by controlling at least one of the pump and the control valve, the valve device is maintained even when the operation amount is maintained. May be activated. Even if this amount of operation is so small that it does not affect the brake operation feeling, if the fluid pressure path is released with the operation of this valve device, the brake operation will be caused by the change in the fluid pressure in the booster chamber. The operation amount of a member will change a lot. In this regard, according to the first aspect of the present invention, even if the valve device is operated as described above, the amount of operation is determined based on the state of the valve device at the time when the brake operation transitions to the maintenance state. If it is less than the operation amount, the fluid pressure path is not opened by the valve device, so that the operation amount of the brake operation member does not move greatly, and the brake operation feeling becomes good.

According to the second aspect of the present invention, when the additional fluid pressure is changed by controlling at least one of the pump and the control valve, the master piston moves even if the operation amount is maintained. Even if this amount of movement is so small that it does not affect the brake operation feeling, if the fluid pressure path is opened by the valve device as the master piston moves, the fluid pressure in the booster chamber will change. It is conceivable that the operation amount of the brake operation member changes greatly. According to the second aspect of the present invention, even if the master piston moves as described above, the movement amount is not more than a predetermined master movement amount based on the position of the master piston at the time of transition to the maintenance state. For example, since the fluid pressure path is not opened by the valve device, the operation amount of the brake operation member does not move greatly, and the brake operation feeling is good.

According to the third aspect of the present invention, even when the spool and the sleeve move relative to each other in the maintenance state where the operation amount has been reduced, the fluid pressure discharge path is closed at the time of the transition to the maintenance state. If the movement amount in the direction in which the base hydraulic pressure decreases with the relative position as a base point is equal to or less than a predetermined spool movement amount, the fluid pressure supply path is closed. Here, the spool movement amount is set based on the master movement amount. Therefore, when the additional hydraulic pressure is increased in the transitioned maintenance state from the reduced operation amount state, the operation amount can be prevented from greatly increasing.

According to the fourth aspect of the present invention, even when the spool and the sleeve are relatively moved in the maintained state that is shifted from the increased operation amount state, the fluid pressure supply path is closed along with the transition to the maintained state. If the movement amount in the direction in which the base hydraulic pressure increases with the relative position at the base point as the base point is less than or equal to a predetermined spool movement amount, the fluid pressure supply path is closed. Here, the spool movement amount is set based on the master movement amount. For this reason, when the additional hydraulic pressure is decreased in the maintenance state transitioned from the increase state of the operation amount, it is possible to prevent the operation amount from greatly decreasing.

According to the fifth aspect of the present invention, even if the piston part and the valve part move relative to each other in the maintained state where the operation amount is reduced, the negative pressure valve is closed along with the transition to the maintained state. If the movement amount in the direction in which the base hydraulic pressure decreases with the relative position at the time point as the base point is less than or equal to the predetermined valve movement amount, the atmospheric pressure valve is closed. Here, the valve movement amount is set based on the master movement amount. Therefore, the brake operation feeling in the case where the additional hydraulic pressure is increased in the transitioned maintenance state from the reduced operation amount state is improved.

According to the sixth aspect of the present invention, even if the piston part and the valve part move relative to each other in the maintained state where the operation amount is reduced, the negative pressure valve is closed along with the transition to the maintained state. If the amount of movement in the direction in which the base hydraulic pressure decreases with respect to the relative position at the time point is less than or equal to the predetermined valve movement amount, the movable part is urged by the urging member, and the valve body of the atmospheric pressure valve Is seated on the valve seat and the atmospheric pressure valve is closed.

According to the seventh aspect of the present invention, even when the master piston does not move in the operation amount maintaining state, even if the spool moves relative to the sleeve, the spool relative to the sleeve at the time of transition to the maintaining state. When the relative movement amount of the spool with respect to the position relative to the sleeve is equal to or smaller than the predetermined spool movement amount, the fluid pressure supply path is closed. Therefore, it is possible to improve the brake operation feeling when changing the additional hydraulic pressure while maintaining the operation amount.

According to the eighth aspect of the present invention, even when the master piston does not move in the operation amount maintaining state, even if the piston portion moves relative to the valve portion, the piston portion at the time of transition to the maintaining state If the relative movement amount of the piston portion relative to the valve portion with respect to the relative position with respect to the valve portion is equal to or less than a predetermined valve movement amount, the atmospheric pressure valve is closed. Therefore, it is possible to improve the brake operation feeling when increasing the additional hydraulic pressure while maintaining the operation amount.

According to the ninth aspect of the present invention, the spool movement amount can be made based on the distance in the sliding direction of the spool between the pressure increasing port and the pressure reducing port.

According to the invention of claim 10, the amount of valve movement can be created by the distance in the moving direction of the movable portion between the main body protruding portion and the movable protruding portion with respect to the valve main body.

According to the invention of claim 11, the predetermined valve operation amount is set based on the maximum value of the regenerative braking force. For this reason, for example, it becomes difficult to generate the regenerative braking force when the vehicle is at a low vehicle speed, and even when it is necessary to replace all of the braking force corresponding to the regenerative braking force with the additional hydraulic braking force FS, the valve device reliably It is possible to prevent the route from being opened.

According to the twelfth aspect of the present invention, the rigidity of the basic hydraulic pressure generating container including the master hydraulic pressure chamber that determines the pressure-volume characteristic of the basic hydraulic pressure is determined, and the booster that determines the pressure-volume characteristic of the hydraulic pressure in the booster chamber. Even if the master piston moves as described above by reducing the operation amount of the valve device relative to the movement amount of the master piston by making it lower than the rigidity of the fluid pressure generating container including the chamber, the fluid pressure path is changed by the valve device. It is possible not to be opened.

According to the inventions according to claims 13 and 14, even if the master cylinder pressure changes with the change of the additional hydraulic pressure, the change in the operation amount of the valve device with respect to the change in the master cylinder pressure is suppressed. Therefore, for example, by adjusting the area ratio of the invention of claim 13 and the hardness of the elastic body of the invention of claim 14 together with the valve operation amount, the brake operation feeling is further improved. Can do. Further, for example, the valve device can be reduced in size by suppressing the change in the operation amount of the valve device with respect to the change in the master cylinder pressure and setting the valve operation amount to be small.

1 is a schematic diagram showing a configuration of a hybrid vehicle to which a vehicle brake device according to a first embodiment of the present invention is applied. It is a schematic diagram showing the composition of the brake device for vehicles of a 1st embodiment. It is sectional drawing explaining the structure of the hydraulic booster apparatus and master cylinder in the state in which depression of a brake pedal is not operated. (A) It is a figure which shows the pressure P-volume V characteristic of a fluid pressure generation container. (B) It is a figure which shows the pressure P-volume V characteristic of a basic | foundation hydraulic pressure generation container. It is a figure which shows the state in brake pedal depression (increase) operation of the valve apparatus in 1st Embodiment. It is a figure which shows the state in process of brake pedal return (decrease) of the valve apparatus in 1st Embodiment. It is an operation characteristic figure explaining an operation of the brake device for vehicles of a 1st embodiment. It is a figure which shows the increase maintenance state which changed from the brake pedal depression (increase) state in a booster apparatus and a master cylinder, and is explanatory drawing of 2nd Embodiment. The example of each data in regeneration control in case the brake device for vehicles of 1st Embodiment is in the increase maintenance state is shown. It is a figure which shows the reduction | decrease maintenance state which changed from the brake pedal return (decrease) state in the booster apparatus and master cylinder of 1st Embodiment. It is a figure which shows the relative positional relationship of the sleeve and spool in the modification 1 of 1st Embodiment. It is a figure which shows the relative positional relationship of the sleeve and spool in 3rd Embodiment. It is sectional drawing explaining the structure of the negative pressure type booster apparatus and master cylinder in 4th Embodiment. It is a fragmentary sectional view near the valve device of a negative pressure type booster device, and is a figure showing a decrease maintenance state where a brake pedal changed from a return (decrease) state. It is a figure explaining the pressure P1 and P1 'which generate | occur | produce in an elastic body.

1) First embodiment
A vehicle brake device according to a first embodiment of the present invention will be described below with reference to FIGS. FIG. 1 is a schematic diagram showing a configuration of a hybrid vehicle to which a vehicle brake device CB according to an embodiment of the present invention is applied. As shown in the figure, the hybrid vehicle is a vehicle that drives drive wheels, for example, left and right front wheels FR, FL, by a hybrid system. The hybrid system is a power train that uses a combination of two types of power sources, the engine 11 and the motor 12. In the case of this embodiment, a parallel hybrid system in which wheels are directly driven by both the engine 11 and the motor 12 is employed. In addition, there is a serial hybrid system, wheels are driven by a motor, and the engine acts as a power supply source to the motor.

The engine 11 is controlled by an engine ECU (electronic control unit) 18. The engine ECU 18 outputs an opening degree command to the electronic control throttle according to an engine output request value from a hybrid ECU (electronic control unit) 19 described later, and adjusts the rotational speed of the engine 11. The driving force of the engine 11 is transmitted to driving wheels (in this embodiment, left and right front wheels FR and FL) via a power split mechanism 13 and a power transmission mechanism 14. The power split mechanism 13 appropriately splits the driving force of the engine 11 into a vehicle driving force and a generator driving force. The driving force of the motor 12 is transmitted to the driving wheel via the power transmission mechanism 14. The power transmission mechanism 14 appropriately integrates the driving forces of the engine 11 and the motor 12 according to traveling conditions and transmits them to the driving wheels. The power transmission mechanism 14 adjusts the driving force ratio transmitted between the engine 11 and the motor 12 between 0: 100 and 100: 0. Further, the power transmission mechanism 14 has a speed change function.

The motor 12 increases the driving force by assisting the output of the engine 11, or takes on the entire driving force independently. On the other hand, the motor 12 generates power by regeneration during braking of the vehicle. The generator 15 generates power based on the output of the engine 11 and also has a starter function when starting the engine. The motor 12 and the generator 15 are each connected to an inverter 16. The inverter 16 is connected to a battery 17 as a DC power source. The inverter 16 converts the AC voltage input from the motor 12 and the generator 15 into a DC voltage and supplies it to the battery 17. Conversely, the inverter 16 converts the DC voltage from the battery 17 into an AC voltage and outputs the AC voltage to the motor 12 and the generator 15.

In this embodiment, the motor 12, inverter 16 and battery 17 constitute a regenerative braking device A (corresponding to the regenerative braking force generating device of the present invention). The regenerative braking device A applies a regenerative braking force FK based on the operation position of the brake pedal 21 (corresponding to the brake operation member of the present invention) detected by the pedal stroke sensor 21a to any of the wheels FR, FL, RL, RR. Or, in this embodiment, it is given to the left and right front wheels FR and FL.

The hybrid ECU 19 is connected to the inverter 16 so as to communicate with each other. The hybrid ECU 19 obtains information on the accelerator opening from an accelerator opening sensor (not shown), and obtains information on the shift shift position of the power transmission mechanism 14 from a shift position sensor (not shown). Based on this information, the hybrid ECU 19 requires an engine output request value required for the engine 11, a motor output request value required for the motor 12, and a generator input request value required for the generator 15. Is derived. Then, the hybrid ECU 19 transmits the engine output request value to the engine ECU 18 to control the engine 11, and controls the motor 12 and the generator 15 via the inverter 16 according to the motor output request value and the generator input request value. To do. Further, the hybrid ECU 19 monitors the state of charge of the battery 17 and the charging current.

FIG. 2 is a schematic diagram showing a part of the configuration of the vehicle brake device CB (hereinafter referred to as only the brake device CB). The brake device CB includes a hydraulic braking force generator B and a regenerative braking force generator A (see FIG. 1).

As shown in FIGS. 2 and 3, the hydraulic braking force generator B includes a basic hydraulic pressure supply device S that supplies a basic hydraulic pressure corresponding to the operation amount of the brake pedal 21 to the wheel cylinders WC1, WC2, WC3, and WC4. And a hydraulic pressure adding device Ad for adding an additional hydraulic pressure to the basic hydraulic pressure. FIG. 3 is a schematic cross-sectional view illustrating the structure of the hydraulic braking force generator B. FIG. 3 shows an unoperated state in which the brake pedal 21 is not depressed. The hydraulic braking force generator B uses brake fluid as hydraulic fluid. Although details will be described later, the basic hydraulic pressure supply device S is connected to the brake pedal 21. Further, as shown in FIG. 3, the basic hydraulic pressure supply device S is configured to include a booster device 91.

3, the booster device 91 includes a pressure source 93 (which constitutes the fluid pressure source of the present invention together with the reservoir 24), a booster chamber 100, a valve device 97, and the like. The valve device 97 is provided in a fluid pressure supply path (which is also a fluid pressure path of the present invention), which will be described later, formed between the pressure source 93 and the booster chamber 100. By opening / closing the valve device 97, the fluid pressure supply path is opened / closed (connected / disconnected). When the fluid pressure supply path is controlled to be in the open state, a predetermined fluid pressure is supplied from the pressure source 93 to the booster chamber 100 via the fluid pressure supply path. As a result, fluid pressure corresponding to the operation amount of the brake pedal 21 is generated in the booster chamber 100. Then, the master piston 23b is driven with a force corresponding to the fluid pressure.

That is, the booster device 91 assists the pedaling force (operation force) corresponding to the depression operation amount of the brake pedal 21 with the fluid pressure generated in the booster chamber 100, and the first piston 23b and the second piston 23c of the master cylinder 23 (whichever Is also equivalent to the master piston of the present invention), and the basic hydraulic pressure is generated in the master cylinder 23. Then, the basic hydraulic pressure generated in the master cylinder 23 is applied to the wheel cylinders WC1, WC2, WC3, WC4 of each wheel FR, FL, RR, RL via the brake actuator 25. As a result, a basic hydraulic braking force FE corresponding to the basic hydraulic pressure is generated in each of the wheels FR, FL, RR, and RL. Note that the base hydraulic pressure is constantly monitored by a pressure sensor SP (described later) of the brake actuator 25 shown in FIG. As described above, in the present embodiment, the booster device 91 is a hydraulic booster device.

The hydraulic pressure adding device Ad shown in FIG. 2 includes electric pumps 37 and 47 (corresponding to the pump of the present invention) that operate independently from the master cylinder 23 in the brake actuator 25 and hydraulic pressure control valves 31 and 41 (main Corresponding to the control valve of the invention. The hydraulic control valves 31 and 41 are provided in oil paths Lf and Lr (corresponding to the hydraulic path of the present invention) between the basic hydraulic pressure supply device S and the wheel cylinders WC1, WC2, WC3, and WC4. . The hydraulic control valves 31 and 41 are configured such that the hydraulic pressure in the oil path (hydraulic pressure path) on the basic hydraulic pressure supply device S side and the hydraulic pressure in the oil path (hydraulic pressure path) on the wheel cylinders WC1, WC2, WC3, WC4 side It is a control valve that adjusts the differential pressure.

The electric pumps 37 and 47 use the brake fluid in the oil path (hydraulic path) on the basic hydraulic pressure supply device S side relative to the hydraulic pressure control valves 31 and 41, and the oil on the wheel cylinder side relative to the hydraulic pressure control valves 31 and 41. Discharge to the path (hydraulic pressure path). In the present embodiment, the differential pressure is adjusted by controlling the hydraulic pressure control valves 31 and 41 based on a command value from the control device while operating the electric pumps 37 and 47 at a constant speed. Then, the additional hydraulic pressure formed by the control of the hydraulic control valves 31 and 41 is added to the basic hydraulic pressure. As a result, the additional hydraulic braking force FS is added to the basic hydraulic braking force FE of each wheel FR, FL, RR, RL.

The brake pedal 21 is provided with a pedal stroke sensor 21a that detects an operation amount when the brake pedal 21 is depressed. The pedal stroke sensor 21a is connected to the brake ECU 60 and transmits a detection signal (see FIG. 1).

As shown in FIG. 3, a rubber boot 29 is mounted between the operating rod 26 and an outer peripheral cylinder 92 of a booster device 91 described later. One end of the boot 29 is fitted in the outer peripheral end groove portion on the brake pedal 21 side of the operating rod 26, and the other end is fitted in the outer peripheral end groove portion on the brake pedal 21 side of the outer peripheral cylinder 92. A bellows is formed between one end and the other end of the boot 29. As a result, entry of dust and water into the booster device 91 is prevented.

3, 5, and 6, the left side in the drawing is the front in the sliding direction in which a sleeve 96 and a spool 94 to be described later move in response to an increase in the operation amount of the brake pedal 21. Further, the right side in the figure is the rear in the sliding direction in which the sleeve 96 and the spool 94 move in accordance with a decrease in the operation amount of the brake pedal 21. In the following description, the depression direction of the brake pedal 21 may be referred to as the front, and the return direction of the brake pedal 21 may be referred to as the rear.

The booster device 91 will be described in detail with reference to FIG. The booster device 91 includes an outer peripheral cylinder 92, a pressure source 93, an operating member 99, a plunger 98, an elastic body 107, a push rod 95, a booster chamber 100, a valve device 97, and the like. Further, the valve device 97 includes a spool 94, a sleeve 96, and the like.

The valve device 97 is opened when the brake pedal 21 is depressed more than a non-operation stroke L (to be described later) and the operation force and the operation amount are increased, connects the fluid pressure supply path, and discharges the fluid pressure. The route is set to a blocking state. Then, the increased brake fluid is supplied from the pressure source 93 to the booster chamber 100 through the fluid pressure supply path. The length of the non-operating stroke L is determined by the distance between the plunger 98 and the elastic body 107 when the brake pedal 21 is not operated, the configuration of the valve device 97, and the like.

When the operation force and the operation amount of the brake pedal 21 are reduced, the valve device 97 is closed to shut off the fluid pressure supply path and connect the fluid pressure discharge path to brake the booster chamber 100. The liquid is discharged into the reservoir 24. The booster device 91 presses the sleeve 96 by generating a fluid pressure corresponding to the operation amount of the brake pedal 21 in the booster chamber 100 by the operation of the valve device 97. Then, the sleeve 96 drives the first piston 23 b of the master cylinder 23 via the push rod 95 to increase or decrease the basic hydraulic pressure according to the operation amount of the brake pedal 21.

The outer cylinder 92 of the booster device 91 is shared with the outer cylinder of the master cylinder 23. The outer peripheral cylinder 92 is formed of a bottomed cylinder, and a first inner diameter portion 92a (right side in FIG. 4) is formed on the inner periphery. In addition, a sleeve support wall 92d having a reduced diameter in the inner diameter direction of the outer cylinder 92 is formed in front of the first inner diameter portion 92a. The outer peripheral cylinder 92 is formed with a radial oil hole 921 penetrating in the radial direction.

The pressure source 93 is provided outside the outer cylinder 92 and communicates with the radial oil hole 921 of the outer cylinder 92 to supply the stored fluid pressure. The pressure source 93 includes an accumulator 931 that accumulates brake fluid and accumulates fluid pressure, and an electric pump 932 that pumps brake fluid from the atmospheric pressure reservoir 24 attached to the master cylinder 23 to the accumulator 931. Further, the pressure source 93 is provided with a pressure sensor 933 for detecting the accumulated pressure of the accumulator 931 and a relief valve 934 for returning the brake fluid to the atmospheric pressure reservoir 24 when the accumulated pressure is excessive.

As shown in FIG. 3, the sleeve 96 is disposed inside the outer cylinder 92. The sleeve 96 has a cylindrical shape, and is connected to a large-diameter first cylindrical portion 96a, a small-diameter second cylindrical portion 96b formed at the front, and a part of the first cylindrical portion 96a, and is connected to a brake pedal from the first cylindrical portion 96a. It has the 3rd cylindrical part 96c extended to 21 side. The third cylindrical portion 96c includes a disk-shaped fixing portion 96c1 formed on the first cylindrical portion 96a side, and a bottomed cylindrical protruding portion 96c2 protruding rearward from the center portion of the fixing portion 96c1. Have. And a part of fixed part 96c1 and a part of back end surface of the 1st cylindrical part 96a are connected.

The first cylindrical portion 96a is engaged with the first inner diameter portion 92a of the outer cylinder 92. The second cylindrical portion 96b is engaged with the inner diameter portion of the sleeve support wall 92d. Further, the projecting portion 96 c 2 of the third cylindrical portion 96 c is inserted into the through hole 92 e 1 that is penetrated by the bottom wall 92 e of the outer cylinder 92. Then, the fixed portion 96c1 of the third cylindrical portion 96c is engaged with a support hole 92e2 that is engraved from the front of the bottom wall 92e and has a larger diameter than the through hole 92e1. The sleeve 96 is restricted from moving rearward by the rear end surface of the fixed portion 96c1 of the third cylindrical portion 96c coming into contact with the end surface connecting the support hole 92e2 and the through hole 92e1. Seal members 102, 101, and 103 formed of an elastic member such as rubber are disposed on the outer periphery of each of the first cylindrical portion 96a, the second cylindrical portion 96b, and the third cylindrical portion 96c. Is sealed.

Thus, the sleeve 96 is supported on the inner periphery of the outer cylinder 92 in a liquid-tight manner and slidable in the axial direction. A space is formed between the second cylindrical portion 96 b of the sleeve 96 and the first inner diameter portion 92 a of the outer peripheral cylinder 92. The space communicates with the radial oil hole 921 and forms an axial oil passage 28 extending in the axial direction. In other words, during operation of the pressure source 93, fluid pressure is always supplied from the pressure source 93 to the axial oil passage 28.

In the vicinity of the connection portion between the first cylindrical portion 96a and the second cylindrical portion 96b of the sleeve 96, the outer periphery of the second cylindrical portion 96b is connected to a supply port 961 that communicates with the inner diameter portion 96j of the sleeve 96 (the pressure increasing port of the present invention). Is equivalent to). The opening to the inner diameter portion 96j of the supply port 961 is a first valve port 961a. For this reason, when the first valve port 961a is closed, the fluid pressure is supplied to the supply port 961. When the first valve port 961 a is opened, fluid pressure is supplied to the booster chamber 100. At this time, a path including the supply port 961 through which the fluid pressure is supplied from the pressure source 93 as a fluid path to the booster chamber 100 is referred to as a fluid pressure supply path.

A large-diameter portion for drain 96d (corresponding to the decompression port of the present invention) having a diameter larger than that of the inner diameter portion 96j from a rear end surface of the sleeve 96 to a position where it has entered a predetermined distance forward is part of the circumferential direction of the inner diameter portion 96j. Is formed. At this time, the predetermined distance from the rear end surface where the drain large-diameter portion 96d is formed is determined based on the positional relationship between the supply port 961 and a later-described discharge port 94e provided in the spool 94, which will be described in detail later. To do. Thus, the valve device 97 is constituted by the sleeve 96, the supply port 961, the spool 94, the discharge port 94e, the drain large-diameter portion 96d, and the like.

A stepped cylinder 105 having a large-diameter cylindrical portion 96f and a small-diameter cylindrical portion 96g is disposed in the front portion of the sleeve 96. The large diameter cylindrical portion 96f is coaxially disposed in a large diameter inner diameter portion 96h drilled from the front of the sleeve 96. A part of the outer periphery of the large diameter cylindrical part 96f and a part of the large diameter inner diameter part 96h are connected and fixed. The small-diameter cylindrical portion 96g is disposed coaxially with the inner diameter portion 96j with a predetermined gap between the inner diameter portion 96j of the sleeve 96 and the inner diameter portion 96j.

The spool 94 is disposed on the inner side of the inner diameter portion 96j of the sleeve 96, and can be moved back and forth in the sliding direction. The spool 94 has a stepped cylindrical shape with a reduced diameter at the center in the axial direction. That is, the spool 94 is formed with a first land portion 94a having a large diameter, a small diameter portion 94b, and a second land portion 94c having the same diameter as the first land portion 94a in order from the front. A drain hole 94d is formed at the center of the front end surface of the spool 94 so as to reach the second land portion 94c rearward. The discharge port 94e described above is drilled from the outer peripheral surface of the second land portion 94c so as to communicate with the drain hole 94d.

Between the spool 94 and the operating rod 26, an operating member 99 that is disposed inside the third cylindrical portion 96c and slides and moves on the inner peripheral surface of the third cylindrical portion 96c is interposed. A seal member 104 made of, for example, rubber is disposed in the outer circumferential groove provided in the operating member 99, and the space between the inner circumferential surface of the third cylindrical portion 96c is liquid-tightly sealed.

The SR-shaped concave surface is formed on the rear end surface of the actuating member 99, and the SR end portion of the operating rod 26 is in contact with the bottom surface of the third cylindrical portion 96c. The front end surface of the actuating member 99 is in contact with the rear end surface of the spool 94.

The sleeve 96 has an inner diameter portion 96j and a drain large diameter portion 96d, seal members 102 and 103, a first land portion 94a, a small diameter portion 94b, a second land portion 94c of the spool 94, and a bottom of the outer cylinder 92. The above-described booster chamber 100 (corresponding to the fluid pressure generating container Vf of the present invention) whose axial length changes, that is, whose volume changes, is formed by the space surrounded by the wall 92e. As described above, the booster chamber 100 (fluid pressure generating container Vf) has a small volume and is made of a member that is not easily deformed when a fluid pressure is applied. Therefore, the pressure P-volume V characteristic of the booster chamber 100 when a certain amount of brake fluid is sealed is as shown in FIG. 4 (a), and by increasing or decreasing the volume (volume) of the booster chamber 100 slightly, It can be seen that the pressure suddenly decreases. In the present invention, the booster chamber 100 is configured to have the characteristics as shown in FIG. However, the characteristic of FIG. 4A is an example for explanation, and is not limited to this characteristic.

As shown in FIG. 3, the elastic body 107 has a columnar shape and is disposed inside the large-diameter cylindrical portion 96 f of the stepped cylinder 105 provided in the sleeve 96. The elastic body 107 is formed of an elastic member such as rubber, for example, and a plunger 98 (corresponding to a pressing portion of the present invention) is interposed between the elastic body 107 and the spool 94. The plunger 98 is disposed inside the small-diameter cylindrical portion 96g of the stepped cylinder 105, and can be moved back and forth in the sliding direction. The plunger 98 has a plunger large-diameter portion 98a and a plunger small-diameter portion 98b, and the outer periphery of the plunger large-diameter portion 98a is engaged inside the small-diameter cylindrical portion 96g of the cylinder 105 so as to be slidable in the front-rear direction. . A space 106 is formed between the inside of the small diameter cylindrical portion 96g and the plunger small diameter portion 98b.

The rear end surface of the plunger 98 is in contact with the front end surface of the spool 94. The front end surface of the plunger 98 (corresponding to the end surface that presses the elastic body of the present invention) is configured to be able to contact the rear end surface of the elastic body 107. Inside the plunger 98, there is provided a drain hole 98 c that communicates with the drain hole 94 d of the spool 94 and opens on the outer peripheral surface of the small diameter portion 98 b in a state where the rear end surface of the plunger 98 and the front end surface of the spool 94 are in contact with each other. ing. Therefore, when the brake fluid is discharged from the drain hole 98c from the booster chamber 100 through the drain large diameter portion 96d, the discharge port 94e, and the drain hole 94d, the discharged brake fluid passes through the space 106 and is stored in the atmospheric pressure reservoir. 24 is discharged. However, not limited to this, depending on the positional relationship between the drain hole 98c and the small-diameter cylindrical portion 96g of the cylinder 105, it is discharged to the atmospheric pressure reservoir 24 without passing through the space 106. In the above description, the opening in which the discharge port 94e is opened to the drain large diameter portion 96d is referred to as a second valve port 94e1.

The rear end surface of the push rod 95 disposed between the sleeve 96 and the master cylinder 23 is in contact with the front end surface of the elastic body 107 (corresponding to the end surface that presses the master piston of the present invention). The rear end surface of the push rod 95 is formed on a disk, and the outer periphery of the disk part is engaged with the inside of the large-diameter cylindrical part 96 f of the cylinder 105. The push rod 95 configured in this way is pushed through the elastic body 107 pushed by the stepped portion of the cylinder 105 of the sleeve 96 and the front end surface of the plunger 98. The front end of the push rod 95 in the sliding direction (left side in the figure) abuts on and pushes the first piston 23b (corresponding to the master piston of the present invention) of the master cylinder 23. . The push rod 95 and the sleeve 96 are configured to be interlocked when the sleeve 96 moves back and forth.

In the above description, the area of the end surface of the plunger large-diameter portion 98a of the plunger 98 (pressing portion), that is, the front end surface of the plunger 98 that contacts the rear end surface of the elastic body 107 is A1. Further, the area of the front end surface of the elastic body 107 that contacts the rear end surface of the push rod 95 is A2. The area of the rear end surface of the push rod 95 that contacts the front end surface of the elastic body 107 is also A2. At this time, the driver depresses the brake pedal 21 and presses the plunger 98 forward with a predetermined operating force. The pressing force is amplified by the area ratio A2 / A1 (= servo ratio) and the first piston 23b of the master cylinder 23 is moved. Press. The elastic body 107 has a predetermined hardness (elastic force). Therefore, when the plunger 98 presses the rear end surface of the elastic body 107 with the front end surface of the plunger large diameter portion 98a, the pressure P1 generated in the elastic body 107 is applied to the front end surface of the elastic body 107 at a ratio corresponding to the hardness. Propagated. It has been found that this propagation rate decreases with increasing hardness.

The master cylinder 23 is a tandem type as shown in FIG. 3, and is housed side by side in a housing 23a (shared with the outer cylinder 92) formed in a bottomed cylinder and liquid-tight and slidable in the housing 23a. The first and second pistons 23b and 23c (master pistons). In a first hydraulic chamber 23d (corresponding to the master hydraulic chamber of the present invention) formed between the first piston 23b and the second piston 23c, 2 connected to be extendable within a predetermined length. A first spring 23e that is pre-compressed and held between the members is disposed. A second hydraulic pressure chamber 23f (corresponding to the master hydraulic pressure chamber of the present invention) formed between the second piston 23c and the closed end of the housing 23a is connected to be extendable within a predetermined length. A second spring 23g that is pre-compressed and held between the two members is disposed.

Thereby, the second piston 23c is urged toward the first piston 23b by the second spring 23g. The first piston 23b is urged toward the booster device 91 by the first spring 23e. One end of the first piston 23b on the booster device 91 side is pushed by the tip of the push rod 95 and interlocks.

The housing 23a of the master cylinder 23 has a first port 23h for communicating the first hydraulic pressure chamber 23d and the atmospheric pressure reservoir 24, and a second port for communicating the second hydraulic pressure chamber 23f and the atmospheric pressure reservoir 24. Port 23i. Further, the housing 23a includes a third port 23j for communicating the first hydraulic pressure chamber 23d with an oil path Lr (corresponding to the hydraulic pressure path of the present invention) constituting the rear wheel system of the brake actuator 25, and a second port 23j. A fourth port 23k is provided for communicating the hydraulic chamber 23f with an oil path Lf (hydraulic path) constituting the front wheel system of the brake actuator 25.

Next, the brake actuator 25 will be described in detail with reference to FIG. The brake actuator 25 includes hydraulic pressure control valves 31, 41 (corresponding to the control valve of the present invention), pressure increase control valves 32, 33, 42, 43 and pressure reduction control valves 35, 36, 45, constituting an ABS control valve. 46, pressure regulating reservoirs 34 and 44, electric pumps 37 and 47 (corresponding to the pump of the present invention), motor M and the like are packaged in one case.

First, the configuration of the front wheel system of the brake actuator 25 will be described. The oil path Lf that connects the master cylinder 23 and the wheel cylinders WC1 to WC4 is provided with a hydraulic control valve 31 that includes a differential pressure control valve. The hydraulic pressure control valve 31 is switched between a communication state and a differential pressure state under the control of the brake ECU 60. The hydraulic control valve 31 is normally in a communication state, and by switching to the differential pressure state, the hydraulic pressure of the oil path Lf2 on the wheel cylinders WC1 and WC2 side of the hydraulic pressure control valve 31 in the oil path Lf is changed to the master. It can be maintained at a pressure higher by a predetermined differential pressure than the basic hydraulic pressure of the oil path Lf1 on the cylinder 23 side.

The oil path Lf1 is provided with a pressure sensor SP that detects the basic hydraulic pressure generated by the master cylinder 23. The pressure sensor SP is connected to the brake ECU 60. Note that the pressure sensor SP may be provided in the oil path Lr1 of the rear wheel system.

The oil path Lf2 is branched into two and connected to the wheel cylinders WC1 and WC2, respectively. On the other hand, there is provided a pressure increase control valve 32 that controls the increase of the brake fluid pressure to the wheel cylinder WC1 in the pressure increase mode of the ABS control. The other connected to the wheel cylinder WC2 is provided with a pressure increase control valve 33 that controls the increase of the brake fluid pressure to the wheel cylinder WC2 in the pressure increase mode of the ABS control. The pressure increase control valves 32 and 33 are configured as two-position valves that can be switched and controlled between the communication state and the cutoff state by the brake ECU 60. When the pressure increase control valves 32 and 33 are controlled to be in communication, the basic hydraulic pressure of the master cylinder 23 and / or the additional hydraulic pressure formed by the drive of the electric pump 37 and the control of the hydraulic pressure control valve 31 are applied. It can be added to each wheel cylinder WC1, WC2.

Portions of the oil path Lf2 between the pressure increase control valves 32 and 33 and the wheel cylinders WC1 and WC2 are communicated with the pressure regulating reservoir 34 via the oil path Lf3. The oil path Lf3 is provided with pressure reduction control valves 35 and 36 that can be switched and controlled between the communication state and the cutoff state by the brake ECU 60, respectively. The decompression control valves 35 and 36 are always cut off in the normal brake state (when the ABS is not operating).

A portion of the oil path Lf2 between the hydraulic pressure control valve 31 and the pressure increase control valves 32 and 33 is communicated with the master cylinder 23 and the pressure regulating reservoir 34 via the oil path Lf4. In FIG. 2, the oil path Lf4 is branched into two. One of the branch portions of the oil path Lf4 communicates with the oil path Lf1. On the other hand, a portion of the oil path Lf3 between the pressure reducing control valves 35 and 36 and the pressure regulating reservoir 34 is communicated. In the oil path Lf4, an electric pump 37 that discharges brake fluid closer to the master cylinder 23 than to the hydraulic control valve 31 to the wheel cylinders WC1 and WC2 is disposed together with a safety valve 37a. A damper 37b is disposed on the discharge side of the electric pump 37 in the oil path Lf4. A check valve 37c is disposed on the suction side portion of the electric pump 37 in the non-branching portion of the oil path Lf4. A check valve 37d is disposed in a portion communicating with the pressure regulating reservoir 34 in the branch portion of the oil path Lf4.

Also, the electric pump 37 operates when forming an additional hydraulic pressure for stably controlling the posture of the vehicle such as ESC control, traction control, and brake assist. Further, as described above, when the vehicle speed is a predetermined value (for example, 14 km / h) or less, the electric pump 37 is used when the target target regenerative braking force FK cannot be obtained by the regenerative braking device A. It also operates when a braking force corresponding to the difference between the actual regenerative braking force FKr actually applied to the wheel (corresponding to FK4 of X4 in FIG. 7) and the required braking force FT is applied to the wheel cylinders WC1 and WC2. . That is, the electric pump 37 obtains a braking force corresponding to the difference between the actual regenerative braking force FKr and the required braking force FT, and the additional hydraulic braking force FS that is insufficient with respect to the basic hydraulic braking force FE at that time. It also operates when forming an additional hydraulic pressure corresponding to. However, the additional hydraulic braking force FS at this time is a value including both the difference between the target regenerative braking force FK and the actual regenerative braking force FKr, and the reduced basic hydraulic braking force FE (in FIG. 7, FS4 of X4). Equivalent). At this time, it is assumed that the basic hydraulic braking force FE is always grasped by acquiring the data of the sensor SP included in the brake actuator 25 as described above.

That is, when the electric pump 37 is operated, the hydraulic pressure control valve 31 is switched to the differential pressure state, so that the oil path Lf2 on the wheel cylinders WC1 and WC2 side of the hydraulic pressure control valve 31 in the oil path Lf. Is maintained at a pressure higher than the basic hydraulic pressure in the oil path Lf1 on the master cylinder 23 side by a predetermined differential pressure. Then, a pressure higher by the predetermined differential pressure is applied to the wheel cylinders WC1 and WC2 via the oil passages Lf4 and Lf2 and the communication pressure increase control valves 32 and 33 to generate the additional hydraulic braking force FS. In the present invention, the above-described configuration for forming the additional hydraulic pressure to generate the additional hydraulic braking force FS is referred to as a hydraulic pressure adding device Ad.

Also, the rear wheel system of the brake actuator 25 has the same configuration as that of the front wheel system described above, and the oil path Lr constituting the rear wheel system is composed of oil paths Lr1 to Lr5, similar to the oil path Lf. The same applies to the valves and the like. The hydraulic pressure control valve 41 and the pressure regulating reservoir 44 are provided in the oil path Lr, the pressure increase control valves 42 and 43 are provided in the oil paths Lr2 and Lr2, the pressure reduction control valves 45 and 46 are provided in the oil path Lr3, and the oil path. A pump 47 is provided in Lr4, and an electromagnetic on-off valve 48 is provided in the oil path Lr5.

As a result, the basic hydraulic pressure of the master cylinder 23 and the additional hydraulic pressure formed by the drive of the electric pumps 37 and 47 and the control of the hydraulic pressure control valves 31 and 41 are converted into the wheel cylinders WC1 and WC1 of the wheels FR, FL, RR and RL. It can be given to WC2, WC3, WC4. When each wheel cylinder WC1, WC2, WC3, WC4 is supplied with hydraulic pressure (basic hydraulic pressure and additional hydraulic pressure), the brake means is operated to apply hydraulic braking force (basic to each wheel FR, FL, RR, RL). A hydraulic braking force FE and an additional hydraulic braking force FS) are added. The brake means includes a disc brake, a drum brake, and the like, and friction members such as a brake pad and a brake shoe regulate the rotation of the disc rotor, the brake drum, etc. integrated with the wheels.

Thus, the first hydraulic pressure chamber 23d (or the second hydraulic pressure chamber 23f) of the master cylinder 23 that generates the basic hydraulic pressure and the additional hydraulic pressure is provided with the oil path Lf1 (or Lr1), the electromagnetic on-off valve 38 (or electromagnetic A basic hydraulic pressure generating container Vm according to the present invention is formed connected to the on-off valve 48).

Since the basic hydraulic pressure generating container Vm has such a large capacity space and is composed of members having many volume change factors, it can be said that the rigidity is low. Therefore, the pressure P-volume V characteristic of the basic hydraulic pressure generation container Vm when a certain amount of brake fluid is sealed is as shown in FIG. 4B. If the volume is not greatly increased or decreased, the pressure increases. It turns out that it does not change. In the present invention, the basic hydraulic pressure generating container Vm is configured to have such characteristics. In the present invention, the rigidity of the basic hydraulic pressure generating container Vm is set to be smaller than the rigidity of the booster chamber 100 (fluid pressure generating container Vf) described above. However, the characteristic of FIG. 4B is an example for explanation, and is not limited to this characteristic.

At this time, the rigidity ratio between the basic hydraulic pressure generating container Vm and the fluid pressure generating container Vf is determined by the first hydraulic pressure chamber 23d and the second hydraulic pressure chamber 23f ( The booster pressure is set so as to balance the basal fluid pressure in a short time even when the basal fluid pressure of the master fluid pressure chamber of the present invention decreases. In other words, the ratio of the sleeve 96 and the brake pedal 21 is set such that the booster pressure is sufficiently reduced in a state where the driver advances slightly to such an extent that the driver does not feel uncomfortable, and can be suitably balanced with the reduced basic fluid pressure. . These may be obtained arbitrarily by prior experiments or the like. At this time, the basic fluid pressure generating container Vm and the fluid pressure generating container Vf constitute a variable basic fluid pressure absorbing mechanism. As described above, when the basic hydraulic pressure is reduced by the operation of the hydraulic pressure adding device Ad, the variable basic hydraulic pressure absorbing mechanism absorbs the fluctuation of the basic hydraulic pressure and suppresses the movement amount of the brake pedal 21 to a predetermined amount or less. Is to do. At this time, the predetermined amount is an amount that prevents the driver from feeling uncomfortable and may be set arbitrarily. Thereby, the brake pedal 21 does not move forward beyond a predetermined amount, and it is preferably suppressed that the driver feels uncomfortable.

Next, the basic operation of the booster device 91 will be described with reference to FIGS. First, a normal pressurizing operation performed by the booster device 91 when the brake pedal 21 is depressed will be described with reference to FIG. Note that when the brake pedal 21 is not operated as shown in FIG. 3, the brake fluid is not supplied to the booster chamber 100.

When the brake pedal 21 is depressed from the unoperated position shown in FIG. 3, the operating rod 26 starts operating (advancing). Then, the operating rod 26 pushes the operating member 99, the spool 94, and the plunger 98. When the brake pedal 21 is depressed by a predetermined amount, the plunger 98 comes into contact with the elastic body 107. Then, the plunger 98 compresses the elastic body 107 until the depression force of the brake pedal 21 and the predetermined elastic force (repulsive force) of the elastic body 107 are balanced. Then, after the elastic body 107 is compressed and balances with the depression force of the brake pedal 21, the plunger 98 and the elastic body 107 start moving forward integrally. At this time, the elastic force of the elastic body 107 presses the plunger 98, whereby a reaction force is applied to the spool 94, that is, the brake pedal 21.

At this time, the spool 94 is relatively displaced with respect to the sleeve 96, and when the brake pedal 21 is depressed by a predetermined amount or more, the first valve port of the supply port 961 (pressure increasing port) provided in the sleeve 96. 961a opens to the small diameter portion 94b of the spool 94, that is, opens to the booster chamber 100. As a result, fluid pressure is supplied to the booster chamber 100 from the pressure source 93 via the fluid pressure supply path, and the booster pressure in the booster chamber 100 is increased (see the arrow direction of the booster chamber 100 in FIG. 5). At this time, the second valve port 94e1 of the spool 94 that forms the fluid pressure discharge path is closed by the inner diameter portion 96j of the sleeve 96.

Thus, the sleeve 96 is urged forward by the pressure in the booster chamber 100, and the elastic body 107 engaged with the large-diameter cylindrical portion 96f of the sleeve 96 is pressed against the bottom surface of the large-diameter cylindrical portion 96f. The elastic body 107 presses the push rod 95 to push the first piston 23 b of the master cylinder 23 and generate a base hydraulic pressure in the master cylinder 23. Thus, assisted by the booster pressure, the master cylinder 23 generates a base hydraulic pressure. In addition, the movement amount of the first piston 23b of the master cylinder 23 and the operation amount of the valve device 97 are linked in this way.

After that, when the brake pedal 21 is stopped at the predetermined operation position (operation amount) and maintained in the maintenance state, the operation position (operation amount) transitions to the maintenance state in order to balance with the basic hydraulic pressure of the master cylinder 23. Immediately after, the sleeve 96 advances. As shown in FIG. 8, immediately after the first valve port 961a is closed by the first land portion 94a of the spool 94, the relative displacement between the spool 94 and the sleeve 96 stops. At this time, the second valve port 94e1 of the second land portion 94c of the spool 94 is kept closed. Therefore, the fluid pressure remains in the booster chamber 100, and the sleeve 96 presses the first piston 23b with a force corresponding to the fluid pressure remaining in the booster chamber 100. As a result, the sleeve 96 and the first piston 23b of the master cylinder 23 are balanced, and the increase is maintained (see FIG. 8).

Further, for example, when the operation force and the operation amount acting on the brake pedal 21 are reduced from the state shown in FIG. 5 that shows when the brake pedal 21 is depressed, as shown in FIG. Is displaced rearward relative to the sliding direction. Then, the first valve port 961a is closed by the outer periphery of the first land portion 94a of the spool 94, and the fluid pressure supply path for the fluid pressure is shut off. Thereafter, the second valve port 94e1 opens to the drain large diameter portion 96d (pressure reduction port), that is, opens to the booster chamber 100, and the fluid pressure discharge path communicates. Thereby, the fluid pressure in the booster chamber 100 is adjusted so that the fluid in the booster chamber 100 passes through the large-diameter portion for drain 96d (decompression port), the discharge port 94e, the drain holes 94d, 94e, 98c, the space 106, and the like. Reduced by being discharged to 24.

Thereafter, when the brake pedal 21 is maintained in a maintained state at a predetermined operation position (operation amount), the opening of the second valve port 94e1 is maintained for the first time, so that the pressure in the booster chamber 100 further decreases, and the sleeve 96 is pressed by the first piston 23 b of the master cylinder 23 and gradually displaced rearward relative to the spool 94. Eventually, immediately after the second valve port 94e1 is closed by the inner diameter portion 96j of the sleeve 96, the sleeve 96 balances and stops with the first piston 23b and is maintained in the reduced maintaining state as shown in FIG. As shown in FIG. 10, the positional relationship between the first valve port 961a and the first land portion 94a of the spool 94 when the brake pedal 21 is maintained in the reduced maintenance state will be described later.

Next, the normal operation of the brake device CB with regenerative cooperative control will be briefly described based on the graph of FIG. The characteristic shown in FIG. 7 described as an example is the result of an experiment started from a state in which the brake pedal 21 is held in the increase maintaining state. FIG. 7 is a characteristic diagram of the hydraulic braking force generator B with the horizontal axis representing the operation amount (stroke) of the brake pedal 21 and the vertical axis representing the braking force. The brake ECU 60 grasps the operation amount from the detection signal of the pedal stroke sensor 21a, and calculates the corresponding required braking force FT. The required braking force FT is a value obtained by adding the target regenerative braking force FK and the basic hydraulic braking force FE.

The required braking force FT indicated by a broken line in FIG. 7 is a required value of the braking force determined by the operation position of the brake pedal 21 and is stored in the brake ECU 60 as data in advance. The operating point Xi in the figure indicates that the required braking force FTi is the sum of the regenerative braking force FKi and the basic hydraulic braking force FEi when the brake pedal 21 is operated by the operation amount Li.

When the brake pedal 21 is depressed from an unoperated position (the left end in the figure), the brake ECU 60 grasps the operation amount from the detection signal of the pedal stroke sensor 21a and obtains the corresponding required braking force FT. When the brake pedal 21 is operated within a range up to a non-operation stroke L (= initial operation amount), a required braking force FT is generated as shown in the figure. At this time, the fluid pressure supply path remains closed due to the relative positional relationship between the spool 94 and the sleeve 96, and the booster device 91 and the master cylinder 23 do not operate. Therefore, the regenerative braking device A is controlled so as to generate a regenerative braking force FK2 that matches the required braking force FT2, as exemplified by the operating point X1 in the figure. At this time, the regenerative braking force FK2 is calculated by the target regenerative braking force calculation unit 108 of the hybrid ECU 19 (see FIG. 1).

When the brake pedal 21 is operated just by the non-operation stroke L (= initial operation amount), the operating point X2 is reached, and the required braking force FT is calculated as the maximum regenerative braking force calculated by the target regenerative braking force calculation unit 108. It corresponds to FKmax (= target regenerative braking force FK). Then, the regenerative braking device A is controlled so as to generate the maximum regenerative braking force FKmax (= target regenerative braking force FK).

When the brake pedal 21 is operated beyond the non-operation stroke L, the required braking force FT3 becomes larger than the maximum regenerative braking force FKmax as exemplified by the operating point X3 in the figure. At this time, due to the relative displacement between the spool 94 and the sleeve 96, the first valve port 961a of the supply port 961 of the sleeve 96 opens into the booster chamber 100, and fluid pressure is applied to the booster chamber 100 via the fluid pressure supply path. Is supplied and the master cylinder 23 is driven. Accordingly, the hydraulic braking force generator B generates a basic hydraulic pressure corresponding to the basic hydraulic braking force FE3 obtained by subtracting the maximum regenerative braking force FKmax from the required braking force FT3. Note that the basic hydraulic pressure braking force FE at this time is always accurately grasped by the basic hydraulic pressure detection data acquired from the pressure sensor SP of the brake actuator 25.

As described above, normally, only the regenerative braking force FK is used while the brake pedal 21 is operated in the range up to the non-operation stroke L, and maximum regeneration is performed when the brake pedal 21 is operated beyond the non-operation stroke L. The braking force FKmax (= target regenerative braking force FK) and the basic hydraulic braking force FE are used in combination.

However, sufficient regenerative braking force FK may not be obtained because the vehicle speed v decreases below a predetermined value or the battery 17 is fully charged. As described above, when the regenerative braking force FK decreases, the brake ECU 60 drives the hydraulic pressure adding device Ad configured by the electric pumps 37 and 47 and the like, and the hydraulic pressure control valves 31 and 41 provided in the hydraulic pressure path. The brake fluid is sucked from the hydraulic pressure path on the master cylinder 23 side. Then, the sucked brake fluid is discharged to the wheel cylinders WC1, WC3, WC2, WC4 side from the hydraulic pressure control valves 31, 41 provided in the hydraulic pressure path, and the hydraulic pressure control valves 31, 41 are controlled. An additional hydraulic pressure according to the present invention is generated. As a result, an additional hydraulic braking force FS corresponding to the additional hydraulic pressure is generated and added to the basic hydraulic braking force FE after the pressure drop.

Specifically, in FIG. 7, as exemplified by the operating point X4 in FIG. 7, only the regenerative braking force FK4 smaller than the maximum regenerative braking force FKmax (= target regenerative braking force FK) is obtained from the regenerative braking device A. There may be cases where it is not possible. At this time, the hydraulic braking force generating device B has a basic hydraulic braking force that is further reduced from the normal basic hydraulic braking force FE due to the difference between the maximum regenerative braking force FKmax (= target regenerative braking force FK) and the regenerative braking force FK4. A required braking force FT4 is obtained by adding an additional hydraulic braking force FS4 to which the basic hydraulic braking force up to FE4 is added.

Thus, in a state where the brake pedal 21 is operated for the inoperative stroke L or more and a predetermined basic hydraulic pressure is generated, the master cylinder 23 side rather than the hydraulic pressure control valves 31 and 41 provided in the hydraulic pressure path. The basic hydraulic pressure in the hydraulic pressure path decreases according to the amount of brake fluid sucked into the electric pump 37. That is, the urging force to the rear of the first piston 23b of the master cylinder 23, which has been urged by the basal fluid pressure before the basal fluid pressure is lowered, decreases according to the amount of brake fluid sucked. . As a result, the urging force of the brake pedal 21 and the sleeve 96 that has been balanced with the first piston 23b until then becomes larger than the urging force of the first piston 23b. As a result, the brake pedal 21 moves forward in the depression direction, and the driver may feel uncomfortable. In such a case, the present invention is for suppressing the forward movement amount of the brake pedal 21 to such an extent that the driver does not feel uncomfortable.

Next, based on FIG. 8 and FIG. 9, the case where the hydraulic pressure adding device Ad is operated will be specifically described. The operation used for explanation as an example is that the basic hydraulic pressure and the booster pressure are balanced by increasing the brake pedal 21 shown in FIG. 8 until immediately after the non-operation stroke L and then making the operation amount of the brake pedal 21 constant. The operation from the increased maintenance state that has been transitioned. 9 shows (a) the vehicle speed v, (b) the regenerative braking force FK, (c) the pedal stroke St of the brake pedal 21, (d) the required braking force FT, and the hydraulic pressure control valves 31, 41 in order from the top. An example of measured data of differential pressure Pd, (e) booster pressure Bp, basic hydraulic pressure Mp, and discharge pressure W / C to wheel cylinders WC1, WC3, WC2, and WC4 is shown. And the starting point (left end) of each graph in FIG. 9 is already in the maintenance state (increase maintenance state). In addition, since it was mentioned above about the process in which the brake pedal 21 is stepped on (it increases), and the process to reach an increase maintenance state, description is abbreviate | omitted.

When the vehicle speed decreases to a predetermined value or less as indicated by N in FIG. 9 (a) while maintaining the increased maintenance state, the maximum regenerative braking amount FKmax (target regenerative braking force FK) is achieved. It becomes impossible and eventually decreases to the actual regenerative braking amount FKr (see FIG. 9B). In FIG. 9B, the minimum value of the actual regenerative braking amount FKr is zero.

At the same time, as shown in FIG. 9, the hydraulic pressure adding device Ad is started to operate at F, and as described above, the hydraulic pressure control valve 31 is switched to the differential pressure state when the electric pump 37 is operated. . Accordingly, the hydraulic pressure in the oil path Lf2 on the wheel cylinders WC1 and WC2 side in the oil path Lf is higher than the basic hydraulic pressure in the oil path Lf1 on the master cylinder 23 side by a predetermined differential pressure than the hydraulic pressure control valve 31. Hold at pressure. The basic hydraulic pressure in the first and second hydraulic pressure chambers 23d, 23f of the master cylinder 23 at this time is as shown at H in FIG. 9 (e), and the basic hydraulic pressure is reduced to substantially zero. Yes. Note that even before F, the basic hydraulic pressure is substantially 0, because the experimental data shown in FIG. 9 is at a position where the operation amount of the brake pedal 21 slightly exceeds the initial operation amount. It is. For this reason, if the operation amount of the brake pedal 21 is increased, the basic fluid pressure and the booster pressure before F are increased according to the operation amount.

Further, the booster pressure Bp shown in FIG. 9E is higher than the basic hydraulic pressure because the booster pressure Bp is the spring force of the first and second springs 23e and 23g of the master cylinder 23 that urges the sleeve 96. This is because it is also formed by the sliding resistance of the first and second pistons 23b and 23c. The basic hydraulic pressure is detected by the pressure sensor SP as described above.

Thereby, the hydraulic pressure adding device Ad generates a differential pressure according to the control state of the hydraulic pressure control valve 31 that has been switched to the differential pressure state (see G in FIG. 9D), and the oil paths Lf4, Lf2. The brake fluid is discharged to each of the wheel cylinders WC1 and WC2 via the pressure increase control valves 32 and 33 in communication with each other (see J in FIG. 9 (e)). At this time, the magnitude of the additional hydraulic pressure is calculated by the brake ECU 60. The brake ECU 60 calculates an additional hydraulic braking force FS obtained by adding the basic hydraulic braking force reduced at that time to the difference between the target regenerative braking force FK and the actual regenerative braking force FKr. In this way, the hydraulic pressure adding device Ad generates the additional hydraulic pressure Pa corresponding to the insufficient braking force and applies it to the wheel cylinders WC1 and WC2.

As described above, when the hydraulic pressure adding device Ad is operated, the electric pump 37 sucks the brake fluid from the oil path (hydraulic pressure path) on the master cylinder 23 side of the hydraulic pressure control valve 31 in the oil path Lf. . For this reason, the basic hydraulic pressure in the fluid path on the master cylinder 23 side decreases according to the amount of brake fluid sucked. However, in this embodiment, the rigidity of the fluid pressure generating container Vf (booster chamber 100) of the booster device 91 with respect to the rigidity of the basic hydraulic pressure generating container Vm including the master cylinder 23 that generates the basic hydraulic pressure is a predetermined ratio. It is set to be higher. Thereby, for example, even if the sleeve 96 and the brake pedal 21 of the booster device 91 are slightly advanced by reducing the basic hydraulic pressure on the master cylinder 23 side, the capacity of the booster chamber 100 is slightly expanded by the advancement. For example, the pressure in the booster chamber 100 rapidly decreases as shown by K in FIG. 9 (e) and can be balanced with the base hydraulic pressure. Accordingly, the forward movement amounts of the spool 94 and the brake pedal 21 are also suppressed, so that the driver is prevented from feeling uncomfortable. At this time, the difference in displacement between the first piston 23b and the sleeve 96 and the brake pedal 21 is absorbed by the elastic body 107 interposed therebetween.

Next, among a plurality of depression states of the brake pedal 21, after the brake pedal 21 is depressed more than the non-operation stroke L, the brake pedal 21 is operated to return (decrease), and at a predetermined position until the non-operation stroke L. The case where it is stopped and maintained in the maintenance state will be described. Note that the maintenance state that has transitioned after the brake pedal 21 is operated to the return side is referred to as a reduction maintenance state. In addition, since the description of the process in which the depression of the brake pedal 21 is released (decrease) and the process of reaching the decrease maintaining state have been described above, the description thereof will be omitted.

When the hydraulic pressure adding device Ad is operated to add a predetermined additional hydraulic pressure to the basic hydraulic pressure in the state maintained in the reduced maintenance state, the fluid path on the master cylinder 23 side sucked by the electric pump 37 is operated. The basal fluid pressure decreases with the amount of brake fluid sucked. Accordingly, if the brake pedal 21 moves forward unintentionally, compared to the unintended advancement of the brake pedal 21 from the increased maintenance state after the brake pedal 21 is actuated to the depression side (increase side). It is said that the driver is particularly uncomfortable feeling psychologically. Therefore, in this embodiment, in addition to setting the rigidity of the fluid pressure generating container Vf (booster chamber 100) to be higher at a predetermined ratio with respect to the rigidity of the basic hydraulic pressure generating container Vm described above, The relative positional relationship between the spool 94 and the sleeve 96 in the reduced maintaining state is set to have a predetermined relative positional relationship. That is, even if the hydraulic pressure application device Ad is operated and the spool 94 moves forward relative to the sleeve 96, the first valve port 961a of the supply port 961 provided in the sleeve 96 surely secures the booster chamber 100. The relative positional relationship between the spool 94 and the sleeve 96 is set so as not to open. The setting method will be described below.

In order to set the relative positional relationship, first, in the decrease maintaining state, the relative position between the spool 94 and the sleeve 96 at the time when the fluid pressure discharge path is closed is used as a base point (see the state of FIG. 10). Here, the state in which the fluid pressure discharge path is closed means that the second valve port 94e1 of the discharge port 94e is not opened to the drain large-diameter portion 96d (decompression port), and the second valve port 94e1 is the sleeve 96. It is in a state of being closed by the inner diameter portion 96j.

Thereafter, when the hydraulic pressure adding device Ad is operated so as to add a predetermined hydraulic pressure to the basic hydraulic pressure of the oil path on the wheel cylinders WC1 and WC2 side in the decrease maintaining state, the basic of the fluid path on the master cylinder 23 side is operated. Fluid pressure decreases. When the basic hydraulic pressure in the fluid path on the master cylinder 23 side decreases, the first piston 23b (master piston) is moved forward by the master movement amount Δm according to the decrease in the basic hydraulic pressure. Along with this, relative movement occurs in which the spool 94 moves with respect to the sleeve 96 toward the first piston 23b, that is, forward. At this time, the spool 94 does not move forward with respect to the sleeve 96 if the decrease in the basic hydraulic pressure on the master cylinder 23 side is sufficiently absorbed by the variable basic hydraulic pressure absorbing mechanism. Therefore, the following description corresponds to the movement of the spool 94 that cannot be absorbed by the variable base hydraulic pressure absorbing mechanism.

At this time, the relative movement amount of the spool 94 with respect to the sleeve 96 varies from the base point with a magnitude corresponding to the master movement amount Δm. In this embodiment, the valve device 97 connects the fluid pressure supply path to the booster chamber 100 even if the spool 94 moves from the base point with respect to the sleeve 96 by a relative movement amount corresponding to the master movement amount Δm. An operation amount of the valve device 97 that is not allowed to be set, that is, a predetermined spool movement amount Δsf (corresponding to the predetermined valve operation amount of the present invention) is set. Then, even if the spool device 97 moves by the predetermined spool movement amount Δsf (see FIG. 10), the valve device 97 does not connect the fluid pressure supply path to the booster chamber 100 and does not connect the fluid pressure discharge path. A distance L1 between the supply port 961 (pressure increasing port) of the sleeve 96 and the drain large diameter portion 96d (pressure reducing port) in the sliding direction is set. That is, a predetermined spool movement amount Δsf can be created by the distance between the pressure increasing port and the pressure reducing port.

By providing the predetermined spool movement amount Δsf, it can be said that the sensitivity of the operation of the valve device 97 becomes dull compared to the case where there is no spool movement amount Δsf. As described above, in the present invention, the operation sensitivity of the valve device 97 is dulled, that is, by suppressing the operation amount of the valve device 97, the hydraulic pressure adding device Ad is operated, and the first piston 23b is set to a predetermined master. The first valve port 961a is prevented from opening to the booster chamber 100 even if it moves forward by a movement amount (Δm). As a result, the brake pedal 21 is prevented from being sucked largely against the driver's intention.

In the present embodiment, the predetermined master movement amount (Δm) means, for example, that the vehicle speed decreases to a predetermined value or less and braking by the regenerative braking force FK becomes difficult, and the set maximum regenerative braking force FKmax is all the additional hydraulic braking force. This is the amount of movement of the first piston 23b when it is switched to FS. In other words, the hydraulic pressure adding device Ad operates to achieve the target additional hydraulic braking force FS (having the same magnitude as the maximum regenerative braking force FKmax), and the basic hydraulic pressure of the master cylinder 23 decreases, so that the master The amount of movement by which the first piston 23b of the cylinder 23 moves forward is assumed.

However, the present invention is not limited to this mode. The predetermined master movement amount (Δm) is such that the first piston 23b moves when the regenerative braking force FK exceeding the set maximum regenerative braking force FKmax is replaced with the additional hydraulic braking force FS. It may be a moving amount. Further, the predetermined master movement amount (Δm) is a movement amount by which the first piston 23b moves when the regenerative braking force FK lower than the set maximum regenerative braking force FKmax is replaced with the additional hydraulic braking force FS. Good. Note that the master movement amount Δm is not limited to the above-described mode, and for example, a maximum value of the master movement amount of the first piston 23b in various brake operation modes that occurs during actual vehicle travel is acquired, and the maximum value is set. It may be a value. Moreover, the method of setting the master movement amount Δm and the magnitude of the set value are not limited to the above-described mode, and may be set in any manner.

As described above, even if the first piston 23b is operated by the predetermined master movement amount Δm, the relative movement amount of the spool 94 to the sleeve 96 that moves according to the predetermined master movement amount Δm is larger than the spool movement amount Δsf. small. For this reason, the first valve port 961a does not open to the booster chamber 100. Then, the booster device 91 is operated, and the sleeve 96, the spool 94, the brake pedal 21 and the like are not moved forward greatly. Therefore, even when the hydraulic pressure adding device Ad is operated in the decrease maintaining state and the predetermined hydraulic pressure is added to the basic hydraulic pressure of the oil path on the wheel cylinders WC1 and WC2 side, the brake pedal 21 moves forward unintentionally. The operation feeling of the brake pedal 21 is maintained in a good state.

As is clear from the above description, in the first embodiment, the basic hydraulic pressure of the oil path on the wheel cylinders WC1 and WC2 side in the reduced maintenance state (maintenance state) transitioned from the reduced state of the operation amount of the brake pedal 21. When the hydraulic pressure application device Ad is operated to apply a predetermined hydraulic pressure to the cylinder, the basic hydraulic pressure in the fluid path on the master cylinder 23 side decreases. As a result, the spool 94 relatively moves forward with respect to the sleeve 96.

However, even if the spool 94 moves forward relative to the sleeve 96, the base hydraulic pressure is based on the relative position when the fluid pressure discharge path is closed in accordance with the transition to the reduced maintenance state (maintenance state). If the forward movement amount, which is the direction in which the pressure decreases, is less than or equal to a predetermined spool movement amount Δsf (predetermined valve operation amount), the fluid pressure supply path is closed. Therefore, even if the hydraulic pressure adding device Ad increases the additional hydraulic pressure and decreases the basic hydraulic pressure in the reduced maintenance state (maintenance state), a large increase in the amount of operation of the brake pedal 21 ahead can be prevented. Thereby, the operation feeling of the driver's brake pedal 21 is improved.

Thus, even if the hydraulic pressure adding device Ad increases the additional hydraulic pressure in the oil path on the side of the wheel cylinders WC1, WC2, an increase in the amount of operation forward of the brake pedal 21 can be prevented. For this reason, for example, even when the vehicle speed has decreased to a predetermined value or when the battery is fully charged and the regenerative braking force FK as planned cannot be obtained, the operation feeling of the brake pedal 21 is deteriorated. In order to achieve the target vehicle braking force without concern, a large additional hydraulic pressure can be applied by the hydraulic pressure adding device Ad. That is, the set value of the maximum regenerative braking force FKmax set initially can be set to a large value, and the power can be recovered satisfactorily and efficiently.

In the present embodiment, the rigidity of the basic hydraulic pressure generating container Vm including the first hydraulic pressure chamber 23d and the second hydraulic pressure chamber 23f that determines the pressure-volume characteristic of the basic hydraulic pressure is set to the hydraulic pressure of the booster chamber 100. The rigidity of the fluid pressure generating container Vf including the booster chamber 100 that determines the pressure-volume characteristics of the fluid is lower than that of the fluid pressure generating container Vf. As a result, the operation amount of the valve device 97 with respect to the movement amount of the first piston 23b (master piston) can be reduced. Therefore, even if the first piston 23b (master piston) moves by a predetermined master movement amount Δm, the valve device 97 It is possible to suppress the opening of the fluid pressure supply path. This also makes it possible to improve the operation feeling of the driver's brake pedal 21.

In the first embodiment described above, the spool movement amount Δsf is set as shown in FIG. 10 when the brake pedal 21 is maintained in the reduced maintenance state. However, the present invention is not limited to this mode, and as a first modification of the first embodiment, the spool movement amount Δsf1 (predetermined valve operation amount) may be set as shown in FIG. In the valve device 97 shown in FIG. 11, the front end of the first valve port 961a of the supply port 961 (pressure increasing port) is set to coincide with the front end of the first land portion 94a. That is, the spool movement amount Δsf1 corresponding to the overlap is set to coincide with the length obtained by subtracting the opening diameter of the first valve port 961a from the axial length of the first land portion 94a.

As a result, the spool movement amount Δsf1 becomes longer than the spool movement amount Δsf shown in FIG. 10, so that the sensitivity of the operation of the valve device 97 is further reduced, and the opening of the fluid pressure supply path by the valve device 97 is further suppressed. Thus, forward movement (suction) of the brake pedal 21 can be suppressed.

At this time, the distance L1 between the drain large-diameter portion 96d (pressure reduction port) of the sleeve 96 that forms the fluid pressure discharge path and the supply port 961 (pressure increase port) that forms the fluid pressure supply path is as shown in FIG. It is formed as shown in FIG. That is, in the present embodiment, the predetermined spool movement amount Δsf can be created by adjusting the distance L1 between the supply port 961 (pressure increase port) and the drain large diameter portion 96d (pressure reduction port).

In the first embodiment and the first modified example, the basic hydraulic pressure is 0 when the brake pedal 21 is stopped at the non-operation stroke L or less in the depressed state of the plurality of brake pedals 21. . In this case, when the hydraulic pressure adding device Ad is operated in order to replace the regenerative braking force FK with the additional hydraulic pressure braking force FS, the basic hydraulic pressure immediately becomes negative. At this time, the brake pedal 21 is most easily moved forward. For this reason, in this embodiment, the greatest effect is obtained when the brake pedal 21 is stopped at the non-operation stroke L or less.

2) Second Embodiment Next, a second embodiment will be described with reference to FIG. The second embodiment is an embodiment in an increase maintaining state in which the brake pedal 21 is stopped after being depressed more than the non-operation stroke L among the depressed states of a plurality of brake pedals 21 and transitioned (see FIG. 8). ). Note that the second embodiment differs from the first embodiment only in the relative positional relationship between the spool 94 and the sleeve 96 in the depressed state of the brake pedal 21 and the increased maintaining state that transitions thereafter. Thus, the description of the same part is omitted, and only the changed part is described. In addition, the same parts are described with the same reference numerals.

Since the explanation of the way in which the brake pedal 21 is depressed (increase) and the process of reaching the increased maintenance state have already been explained in the explanation of the first embodiment, the explanation is omitted.

In the increase maintaining state, for example, when the operation of the hydraulic pressure adding device Ad decreases or stops, the additional hydraulic pressure decreases or becomes zero. For this reason, during the operation of the hydraulic pressure adding device Ad, the basic hydraulic pressure on the master cylinder 23 side, which has been decreasing, increases according to the decrease degree of the additional hydraulic pressure. Along with this, if the brake pedal 21 moves backward unintentionally, the driver may feel uncomfortable. Therefore, in the first modification, the relative positional relationship between the spool 94 and the sleeve 96 in the increase maintaining state is set. In other words, even when the spool 94 is moved backward relative to the sleeve 96, the second valve port 94e1 of the discharge port 94e provided in the sleeve 96 is closed by the inner diameter portion 96j of the sleeve 96 and the large diameter portion for drainage. 96d (decompression port), that is, set so as not to open to the booster chamber 100. The setting method will be described below.

For setting, first, the relative position between the spool 94 and the sleeve 96 at the time when the fluid pressure supply path is closed in the increase maintaining state is used as a base point. Here, the state where the fluid pressure supply path is closed refers to a state where the first valve port 961a of the supply port 961 (pressure increasing port) is closed by the first land portion 94a of the spool 94.

After that, when the operation of the hydraulic pressure addition device Ad is reduced or stopped in the increased maintenance state and the generation of the additional hydraulic pressure is reduced, the basic hydraulic pressure on the master cylinder 23 side is increased according to the decrease degree of the additional hydraulic pressure. When the basic hydraulic pressure on the master cylinder 23 side increases, the first piston 23b (master piston) is moved backward by the master movement amount Δm according to the increase in the basic hydraulic pressure. Along with this, a relative movement in which the spool 94 moves backward with respect to the sleeve 96 occurs. The master movement amount Δm is set based on the maximum regenerative braking force FKmax.

At this time, the relative movement amount of the spool 94 with respect to the sleeve 96 varies in accordance with the master movement amount Δm. In the present invention, the valve device 97 does not connect the fluid pressure discharge path to the booster chamber 100 even if the spool 94 moves by a relative movement amount relative to the sleeve 96 according to the master movement amount Δm. The operation amount of the device 97, that is, a predetermined spool movement amount Δsr (corresponding to the predetermined valve operation amount of the present invention) is set. Then, even if the spool moves by the predetermined spool movement amount Δsf (see FIG. 8), the valve device 97 does not connect the fluid pressure discharge path to the booster chamber 100 and does not connect the fluid pressure supply path. A distance L2 between the supply port 961 (pressure increasing port) of the sleeve 96 and the drain large diameter portion 96d (pressure reducing port) in the moving direction is set. In this way, a predetermined spool movement amount Δsr can be created according to the distance between the pressure increasing port and the pressure reducing port.

As a result, the basic hydraulic pressure on the master cylinder 23 side increases, and even if the first piston 23b moves backward by the master movement amount Δm, the relative movement of the spool 94 with respect to the sleeve 96 that moves according to the master movement amount Δm. The amount is smaller than the spool movement amount Δsr. For this reason, the second valve port 94e1 does not open to the drain large-diameter portion 96d (pressure reduction port), that is, the booster chamber 100. As a result, the pressure in the booster chamber 100 is discharged through the fluid pressure discharge path, and is further reduced, so that the sleeve 96, the spool 94, the brake pedal 21 and the like are not greatly moved rearward.

Accordingly, even when the operation of the hydraulic pressure adding device Ad for adding a predetermined hydraulic pressure to the basic hydraulic pressure in the oil path on the wheel cylinders WC1 and WC2 side is reduced or stopped in the increase maintaining state, the brake pedal 21 is There will be no significant unintentional retreat, and there will be no uncomfortable feeling in the operation feeling of the brake pedal 21. In this way, the predetermined spool movement amount Δsr is set based on the master movement amount Δm of the first piston 23b (master piston). The master movement amount Δm serving as a reference for setting the spool movement amount Δsr is not set based on the maximum rotational braking force FKmax as described above, but is the first in various brake operation modes that occur during actual vehicle travel. For example, the maximum value of the master movement amount to the rear of the piston 23b may be acquired, and the maximum value may be set as the set value. However, the method for setting the master movement amount Δm and the size of the set value are not limited to this, and may be set in any manner.

As is apparent from the above description, in the second embodiment, even if the spool 94 and the sleeve 96 are relatively moved in the increase maintaining state in which the operation amount of the brake pedal 21 is shifted from the increase state of the operation amount, the increase occurs. Along with the transition to the maintenance state, the movement amount in the direction (backward) in which the base hydraulic pressure increases with the relative position at the time when the fluid pressure supply path is closed is the spool movement amount Δsr (predetermined valve operation) If the amount is equal to or less than the amount, the fluid pressure discharge path is closed and the fluid pressure supply path is also closed. Therefore, when the additional hydraulic pressure to the oil path on the side of the wheel cylinders WC1, WC2 is decreased while the brake pedal 21 is maintained in an increased state, it is possible to prevent the amount of operation of the brake pedal 21 from greatly decreasing.

In the first and second embodiments, the relationship between the master movement amount Δm and the spool movement amounts Δsf and Δsr and the rigidity relationship between the basic hydraulic pressure generation container Vm and the fluid pressure generation container Vf are set. The mode to set was applied simultaneously. However, the present invention is not limited to this mode, and only a mode in which the relationship between the master movement amount Δm and the spool movement amounts Δsf and Δsr may be applied to the embodiment. This also provides a sufficient effect.

Further, in the first and second embodiments, the spool 94 moves with respect to the sleeve 96 by the spool moving amount Δsf by the predetermined master moving amount Δm of the first piston 23 b (master piston) generated by the operation of the hydraulic pressure adding device Ad. , Δsr and the relative relationship between the basic hydraulic pressure generating container Vm and the fluid pressure generating container Vf may be set so as not to move relative to each other.

Further, in the second embodiment, when the hydraulic pressure application device Ad starts to operate and the basic hydraulic pressure decreases, and when the sleeve 96 behaves so as to move relative to the spool 94 and move forward. The second valve port 94e1 can be prevented from opening to the booster chamber 100 by the amount of the spool movement amount Δsr. Thereby, the pressure of the booster chamber 100 is prevented from greatly decreasing. For this reason, when the pressure in the booster chamber 100 decreases, the sleeve 96 is urged to the basic hydraulic pressure, moves relative to the spool 94, moves backward, and the first valve port 961a of the supply port 961 is opened to the booster chamber 100. Can be prevented. As a result, the sleeve 96, the spool 94, and the brake pedal 21 are restrained from being pushed forward by the fluid pressure in the booster chamber 100.

3) Third Embodiment Next, a third embodiment will be described with reference to FIG. In the second embodiment, the case where the basic hydraulic pressure increases and the first piston 23b moves backward by the master movement amount Δm in the state where the brake pedal 21 is maintained in the increase maintaining state has been described. However, in the third embodiment, in the state where the brake pedal 21 is maintained in the increased maintenance state, the basic hydraulic pressure is reduced in the same manner as in the first embodiment, and the first piston 23b is moved forward by the predetermined master movement amount Δm. The case of moving to will be described.

In the second embodiment, the relative positional relationship between the spool 94 and the sleeve 96 is set as shown in FIG. However, in the third embodiment, the relative positional relationship between the spool 94 and the sleeve 96 is set as shown in FIG. In the second embodiment (FIG. 8), a state at the moment when the spool 94 and the sleeve 96 are balanced immediately after the brake pedal 21 transitions to the increase maintaining state is shown. For this reason, the rear end of the first valve port 961a of the supply port 961 (pressure increasing port) and the rear end of the first land portion 94a of the spool 94 coincide with each other, and the first valve port 961a is closed. Thus, when the basic hydraulic pressure is reduced by the operation of the hydraulic pressure application device Ad and the first piston 23b moves forward by a predetermined master movement amount Δm, the spool 94 moves forward relative to the sleeve 96 and moves. Immediately after the start, the first valve port 961a opens.

However, after that, when waiting, it is known that the spool 94 gradually moves backward relative to the sleeve 96 and moves to the neutral state and balances over time. Therefore, in the third embodiment, when the transition is made to this neutral state, a predetermined spool movement amount Δsf2 is set. The relationship between the predetermined master movement amount Δm and the predetermined spool movement amount Δsf2 (predetermined valve operation amount) is the same as the relationship between the predetermined master movement amount Δm and the predetermined spool movement amount Δsf in the first embodiment. is there. This also provides the same effect as that of the first embodiment. In the third embodiment as well, as in the first and second embodiments, a predetermined distance depends on the distance between the supply port 961 (pressure increase port) and the drain large diameter portion 96d (pressure reduction port). The spool movement amount Δsf2 can be created.

4) Fourth Embodiment Next, a fourth embodiment using a negative pressure type booster device 122 instead of the hydraulic (hydraulic pressure) booster device 91 will be described. The configuration of the hybrid vehicle and the configuration of the master cylinder 23 and the brake actuator 25 in the fourth embodiment are the same as those in the first embodiment described with reference to FIGS. 1 and 2. The vehicle brake device includes a hydraulic braking force generator D and a regenerative braking force generator A (see FIG. 1).

The hydraulic braking force generator D includes a basic hydraulic pressure supply device T that supplies basic hydraulic pressure corresponding to the operation amount of the brake pedal 21 to the wheel cylinders WC1, WC2, WC3, and WC4, and adds an additional hydraulic pressure to the basic hydraulic pressure. And a hydraulic pressure application device Ad. The basic hydraulic pressure supply device T is connected to the brake pedal 21. Further, the basic hydraulic pressure supply device T is configured to include a booster device 122. FIG. 13 is a cross-sectional view illustrating a negative pressure booster device 122 according to the fourth embodiment. In this embodiment, the direction in which the brake pedal 21 is depressed is referred to as the front, and the return direction of the brake pedal 21 is referred to as the rear.

13, the negative pressure booster device 122 includes a booster shell 181 composed of a front shell 181a and a rear shell 181b. Inside the booster shell 181, a partition member 182 is provided which is made of a rubber diaphragm 182 a and a metal plate 182 b and moves in the front-rear direction. Due to the partition member 182, the inside of the booster shell 181 is divided into a negative pressure chamber R 1 on the left side in the figure in which the internal volume changes and a booster room R 2 on the right side in the figure (corresponding to the transformer chamber and the booster chamber of the present invention). It is partitioned. The booster shell 181 is disposed on a coaxial line between the first piston 23b of the master cylinder 23 and the brake pedal 21 (not shown in FIG. 13).

The negative pressure inlet 122a provided in the front shell 181a communicates with the intake manifold of the engine 11 which is a negative pressure source. Therefore, the negative pressure chamber R1 is always in a negative pressure state while the engine 11 is operating. On the other hand, the booster chamber R <b> 2 communicates with and is disconnected from the negative pressure chamber R <b> 1 through the valve device 118, and also communicates and is disconnected from the atmosphere through the valve device 118. The negative pressure booster device 122 uses atmospheric air having a relatively high pressure relative to the negative pressure in the negative pressure chamber R1 as a pressure source (fluid pressure source). The negative pressure booster device 122 is connected to the brake pedal 21 via the operating rod 126. The negative pressure booster device 122 is connected to the master cylinder 23 via a push rod 127.

FIG. 14 is a partial cross-sectional view of the vicinity of the valve device 118 of the negative pressure booster device 122. After the brake pedal 21 is depressed beyond the non-operation stroke L and the base hydraulic pressure is generated, the brake pedal 21 is decreased. The transition state (decrease maintenance state) is shown. In the process of reaching the decrease maintaining state, the atmospheric pressure valve body 186b and the atmospheric pressure valve seat 852 first come into contact with each other, and then the negative pressure valve body 186a and the negative pressure valve seat 851 come into contact with each other.

In the negative pressure type booster device 122, the piston member 183 (corresponding to the piston portion of the present invention) includes a valve piston 182c in which a communication path 182d is formed, and a partition member whose inner peripheral side is fixed and interlocked with the valve piston 182c. 182. Further, the push rod 127 is moved in the direction of the master cylinder 23 through an end surface (corresponding to an end surface that presses the master piston of the present invention) formed by the valve piston 182c with an area A2 of the cylindrical elastic body 127a. It is arranged to be pushed. On the other hand, the plunger 184a having a columnar shape (corresponding to the valve body of the present invention and corresponding to the pressing portion) is arranged to be pushed toward the master cylinder 23 by the operating rod 126. A cylindrical reaction force member 845 is disposed in contact with a front end surface (corresponding to an end surface that presses the elastic body of the present invention) formed with an area A1 on the master cylinder 23 side of the plunger 184a. The reaction force member 845 comes into contact with one end surface of the elastic body 127a and a front end surface formed with an area A1, receives reaction force from the elastic body 127a, and applies it to the plunger 184a. The reaction force member 845 forms a pressing portion together with the plunger 184a.

The valve device 118 includes a negative pressure valve seat 851, an atmospheric pressure valve seat 852, and a valve body 186 provided with a negative pressure valve body 186a and an atmospheric pressure valve body 186b. The atmospheric pressure valve body 186b and the atmospheric pressure valve seat 852 constitute an atmospheric pressure valve. The negative pressure valve body 186a and the negative pressure valve seat 851 constitute a negative pressure valve. The negative pressure valve seat 851 is formed at the end edge of the valve piston 182c near the outlet of the communication passage 182d. The plunger 184a constitutes a valve portion 184 by an atmospheric pressure valve seat member 184b (corresponding to a movable portion of the present invention) and an urging member 184c that urges the atmospheric pressure valve seat member 184b toward the valve body side of the atmospheric pressure valve body 186b. is doing. The atmospheric pressure valve seat 852 is formed on the outer peripheral edge on the right side of the atmospheric pressure valve seat member 184b in the drawing, that is, the outer peripheral edge on the negative pressure valve body 186a side.

A cylindrical portion 185 is formed on the plunger 184a, and a flange 185a is formed at the right end of the cylindrical portion 185 in FIG. A protruding portion 185b (corresponding to the main body protruding portion of the present invention) is formed on the outer periphery of the cylindrical portion 185 on the left side of the flange 185a, and has the same outer diameter as the flange 185a and protrudes toward the movable portion.

The atmospheric pressure valve seat member 184b, which is a movable part, is mounted on the outer periphery of the plunger 184a so as to be slidable in the axial direction. The atmospheric pressure valve seat member 184b is formed in a cylindrical shape, and the end on the right side in the figure is expanded to form the valve seat part 195, and the end on the left side in the figure is reduced in diameter to the side of the plunger 184a that is the valve body. A small-diameter portion 196 (corresponding to the valve protrusion portion of the present invention) is formed. Further, the above-described atmospheric pressure valve seat 852 is formed on the end surface of the valve seat portion 195 on the brake pedal 21 side. The cylindrical inner diameter of the atmospheric pressure valve seat member 184b is formed to be slightly larger than the outer diameters of the flange 185a and the protruding portion 185b of the plunger 184a. A distance L3 between the protruding portion 185b (main body protruding portion) and the small diameter portion 196 (valve protruding portion) is set based on a valve movement amount Δv described later.

Also, the inner diameter of the small diameter portion 196 of the atmospheric pressure valve seat member 184b is slightly larger than the outer diameter of the cylindrical portion 185 of the plunger 184a. The flange 185a of the atmospheric pressure valve seat member 184b and the outer periphery of the projecting portion 185b and the inner periphery of the small diameter portion 196 are engaged with the outer periphery of the flange 185a and the projecting portion 185b of the plunger 184a so as to be slidable in the axial direction. ing. Thereby, the atmospheric pressure valve seat member 184b is mounted on the plunger 184a so as to be slidable in the axial direction. A seal member is disposed between the flange 185a of the plunger 184a and the projecting portion 185b, and the space between the plunger 184a and the atmospheric pressure valve seat member 184b is liquid-tightly sealed.

The valve body 186 is an annular member disposed between the operating rod 126 and the valve piston 182c, and is urged in the direction of the master cylinder 23 by the spring 863 so that it can move in the axial direction. In the reduced maintenance state shown in FIG. 14, the negative pressure valve body 186 a provided in the valve body 186 is in contact with the negative pressure valve seat 851, and the atmospheric pressure valve body 186 b provided in the valve body 186 is in contact with the atmospheric pressure valve seat 852. It is in contact.

With such a configuration, when the plunger 184a moves toward the left in FIG. 14, the left end surface of the protruding portion 185b (main body protruding portion) of the plunger 184a moves by a distance L3, and the diameter of the atmospheric pressure valve seat member 184b. When contacting the right end surface of the small portion 196 (valve protruding portion), the small diameter portion 196 (valve protruding portion) is pressed by the protruding portion 185b (main body protruding portion), and the plunger 184a and the atmospheric pressure valve seat member 184b are interlocked. Advance. Then, the atmospheric pressure valve body 186b and the atmospheric pressure valve seat 852 are separated from each other to open the atmospheric pressure valve. As a result, a fluid pressure path that connects the atmosphere as a fluid pressure source and the booster chamber R2 is connected.

At this time, in the present invention, a valve movement amount Δv (= distance L3), which is a movement distance until the plunger 184a and the atmospheric pressure valve seat member 184b are interlocked with each other, based on the reduction maintaining state, is set. . As the valve movement amount Δv (corresponding to a predetermined valve operation amount), the valve movement amount Δv of the gap 187 is set so that the sensitivity of the operation of the valve device 118 is a predetermined sensitivity. At this time, the valve movement amount Δv is reduced in the booster device 122 in the state of maintaining the decrease, the hydraulic pressure adding device Ad operates, the basic hydraulic pressure on the master cylinder 23 side decreases, and the first piston 23b moves to the master movement amount. Even if the actuator moves forward by Δm, the plunger 184a runs idle and does not open the atmospheric pressure valve. The valve movement amount Δv can be made by adjusting the distance L3. The master movement amount Δm may be set based on the maximum regenerative braking force FKmax as in the above embodiment. Thus, the valve movement amount Δv is set based on the master movement amount Δm, and the master movement amount Δm is set based on the magnitude of the maximum regenerative braking force FKmax. However, the setting of the master movement amount Δm is arbitrary as in the above embodiment, and is not limited to this mode.

The space Z1 in the communication passage 182d formed in the valve piston 182c is always in communication with the negative pressure chamber R1. A space Z2 between the valve piston 182c and the plunger 184a is always in communication with the booster chamber R2. Further, the space Z3 (fluid pressure source) on the inner peripheral side of the valve body 186 is always in communication with the atmosphere. Then, the space Z1 and the space Z2 are blocked, and the space Z2 and the space Z3 communicate with each other, whereby the pressure in the booster chamber R2 increases and the negative pressure booster device 122 is operated. As a result, the negative pressure booster device 122 drives the master cylinder 23 to generate a base hydraulic pressure in the master cylinder 23.

Next, the operation in the reduced maintenance state will be described. Since the normal operation of the negative pressure booster device 122 is well known, the description thereof is omitted. When the negative pressure type booster device 122 is in the decrease maintaining state (see FIG. 13), as in the first embodiment, when the hydraulic pressure adding device Ad is operated, the basic hydraulic pressure on the master cylinder 23 side decreases. To do. As a result, the plunger 184a of the valve portion 184 is displaced forward by an amount corresponding to the master movement amount Δm. However, between the plunger 184a and the atmospheric pressure valve seat member 184b, this corresponds to the valve movement amount Δv (predetermined valve operation amount) set to be larger than the movement amount of the plunger 184a corresponding to the master movement amount Δm. A gap portion 187 having a gap of the distance L3 is provided. For this reason, even if the plunger 184a is displaced forward by an amount corresponding to the master movement amount Δm, the plunger 184a does not open the atmospheric pressure valve body 186b in conjunction with the atmospheric pressure valve seat member 184b. As a result, the booster chamber R2 communicates with the atmosphere (space Z3) to increase the pressure in the booster chamber R2, and the piston member 183 and the brake pedal 21 are moved (advanced) greatly to make the driver feel uncomfortable. There is no fear.

As is clear from the above description, the booster device according to the fourth embodiment is a negative pressure type booster device 122 using negative pressure. Similarly to the first embodiment, in the state where the atmospheric pressure valve seat 852 of the valve device 118 is maintained in the reduced maintenance state, the hydraulic pressure adding device Ad is operated, and the plunger 184a brakes against the piston member 183. Even when the pedal 21 is relatively displaced in the depression direction, the atmospheric pressure valve seat 852 is urged by the urging member 184c so as not to be separated from the atmospheric pressure valve body 186b during the valve movement amount Δv (a predetermined valve movement amount Δv (predetermined). Is set). Thereby, the atmospheric pressure valve seat 852 is separated from the atmospheric pressure valve body 186b, so that no new atmospheric pressure is introduced into the space Z2 (booster room). For this reason, it is possible to suppress the piston member 183 and the brake pedal 21 from being largely moved in the depression direction of the brake pedal 21. For this reason, when the brake pedal 21 transitions to the decrease maintaining state, the hydraulic pressure application device Ad is actuated, and the brake pedal 21 is prevented from moving forward.

As another example 1 of the first to fourth embodiments, the elastic body 107 interposed between the pressing portion (plunger 98, plunger 184a and reaction force member 845) and the push rods 95 and 127 is used. , 127a, the operation amount of the valve device 118 may be suppressed in the operation of the valve devices 97, 118 by the area ratio (A2 / A1). Since the area ratio (A2 / A1) has already been described in detail, detailed description thereof is omitted. Specifically, the area A1, that is, the outer diameter d of the pressing portion (plunger 98, plunger 184a, and reaction force member 845) is increased or the elastic bodies 107, 127a so that the area ratio (A2 / A1) is decreased. The area ratio (A2 / A1) may be reduced by reducing the area A2 of the front end face, that is, the outer diameter D1, (see FIG. 5). As a result, the amplification factor of the operating force when the driver depresses the brake pedal 21 decreases, so that the sensitivity of the operation of the valve devices 97 and 118 becomes dull, and the operation amount of the valve devices 97 and 118 can be suppressed. That is, the change in the operation amount of the valve devices 97 and 118 with respect to the change in the master cylinder pressure can be suppressed. Then, when the hydraulic pressure application device Ad is operated and the first piston 23b (master piston) of the master cylinder 23 is displaced forward by the master movement amount Δm, the operation amounts of the valve devices 97 and 118 become the predetermined valve. The area ratio (A2 / A1) may be set to be equal to or less than the operation amount (predetermined spool movement amount Δsf, Δsf1, Δsf2, predetermined valve movement amount Δv). This also provides the same effect as the other embodiments.

As another example 2 of the first to fourth embodiments (including another example 1), the hardness (elastic modulus) of the elastic bodies 107 and 127a is changed to change the sensitivity of the valve devices 97 and 118. May be set to be equal to or less than the predetermined valve operation amount (predetermined spool movement amount Δsf, Δsf1, Δsf2, predetermined valve movement amount Δv). As described above, when the plunger 98 and the plunger 184a (including the reaction force member 845 in the fourth embodiment) as the pressing portions press the rear end face of the elastic bodies 107 and 127a by the front end face, the elastic bodies 107 and 127a are pressed. The pressure P1 generated inside is propagated to the front end face with the pressure P1 ′ at a rate corresponding to the hardness of the elastic bodies 107 and 127a (see FIG. 15). It has been found that this propagation rate decreases with increasing hardness. Thereby, it can be said that the sensitivity of the operation of the valve devices 97 and 118 has decreased. That is, by increasing the hardness, it is possible to suppress changes in the operation amounts of the valve devices 97 and 118 with respect to changes in the master cylinder pressure. Then, when the hydraulic pressure application device Ad is operated and the first piston 23b (master piston) of the master cylinder 23 is displaced forward by the master movement amount Δm, the operation amounts of the valve devices 97 and 118 are the predetermined valve operation amounts. The hardness of the elastic bodies 107 and 127a may be set to be equal to or less than (predetermined spool movement amounts Δsf, Δsf1, Δsf2, predetermined valve movement amount Δv). This also provides the same effects as those of the other embodiments described above.

Further, in the first and second embodiments, another effect is also produced by increasing the hardness of the elastic bodies 107 and 127a. That is, the higher the hardness of the elastic bodies 107 and 127a, the more the elastic bodies 107 and 127a are compressed, and the pressing force of the plunger 98 and plunger 184a (including the reaction force member 845 in the fourth embodiment) and the elastic bodies 107 and 127a. The distance that the plunger 98 and the plunger 184a (including the reaction force member 845 in the fourth embodiment) idle and move forward is shortened until the repulsive force is balanced. Thereby, it is possible to prevent the set predetermined spool movement amounts Δsf, Δsf1, Δsf2 and the valve movement amount Δv from becoming smaller than the set values due to idling.

In the above embodiments, the electric pumps 37 and 47 are always operated, and the additional hydraulic braking force FS is controlled by an instruction value to the hydraulic pressure control valves 31 and 41. However, the invention is not limited thereto, and the electric pumps 37 and 47 are not limited thereto. The additional hydraulic braking force FS may be controlled by controlling the amount of brake fluid discharged by.

In the above embodiments, the movement amount of the first and second pistons 23b, 23c (master piston) and the operation amount of the valve devices 97, 118 (the relative movement amount of the spool 94 with respect to the sleeve 96, the valve portion 184 of the valve piston 182c). The present invention has been described by exemplifying a case in which the relative movement amount relative to the distance is interlocked. However, even if the first and second pistons 23b and 23c (master piston) do not move, it is conceivable that the valve devices 97 and 118 operate due to a change in the master cylinder pressure. In this case, it is assumed that the valve devices 97 and 118 are operated by the control of at least one of the hydraulic control valves 31 and 41 and the electric pumps 37 and 47 in the maintenance state where the operation amount of the brake operation member 21 is maintained. If the valve operation amount of the valve devices 97, 118 based on the state of the valve devices 97, 118 at the time of transition to the maintenance state is equal to or less than a predetermined valve operation amount, fluid pressure is supplied by the valve devices 97, 118. By configuring so that the path is not opened, the same effect as in the above-described plurality of embodiments can be obtained.

The present invention is not limited to the above-described embodiment, and various modifications and applications are possible. For example, as shown in FIG. 2, the brake piping system is configured by a front and rear division system, but may be configured by an X piping system. Moreover, it is applicable not only to a hybrid vehicle but also to an electric vehicle equipped with only a motor as a drive source.

DESCRIPTION OF SYMBOLS 11 ... Engine, 12 ... Motor, 13 ... Power split mechanism, 14 ... Power transmission mechanism, 15 ... Generator, 16 ... Inverter, 17 ... Battery, 18 ... Engine ECU, 19 ... Hybrid ECU, 21 ... Brake operation member (brake Pedal), 21a ... pedal stroke sensor, 23 ... master cylinder, 23a ... housing, 23b, 23c ... master piston (first and second pistons), 23d ... master hydraulic chamber (first hydraulic chamber), 23e ... first 1 spring, 23f ... master hydraulic chamber (second hydraulic chamber), 24 ... fluid pressure source (atmospheric pressure reservoir), 25 ... brake actuator, 26, 126 ... operating rod, 31, 41 ... control valve (hydraulic pressure control) Valve), 37, 47 ... pump (electric pump), 60 ... brake ECU, 91 ... booster device (hydraulic booster device) , 92 ... Outer cylinder, 93 ... Fluid pressure source (pressure source), 94 ... Spool, 95, 127 ... Push rod, 96 ... Sleeve, 97, 118 ... Valve device, 98 ... Plunger, 100, R2 ... Booster chamber, 122 ... Booster device (negative pressure type booster device), 181 ... Booster shell, 182 ... Partition member, 182c ... Piston part (valve piston), 183 ... Piston part (piston member), 184 ... Valve part, 184a ... Valve body (plunger) , 184b ... movable part (atmospheric pressure valve seat member), 184c ... biasing member, 186 ... valve body, 186a ... negative pressure valve body, 186b ... atmospheric pressure valve body, 851 ... negative pressure valve seat, 852 ... atmospheric pressure valve seat, A ... regenerative Brake force generator (regenerative brake device), B ... hydraulic brake force generator, CB ... vehicle brake device, FR, FL, RR, RL ... wheel Lf, Lr ... oil path, WC1, WC2, WC3, WC4 ... wheel cylinder, L ... non-operation stroke, R1 ... negative pressure chamber, R2 ... booster chamber (transformer chamber), S ... basic hydraulic pressure supply device, Z3 ... fluid Pressure source.

Claims (14)

1. By operating a valve device connected to the brake operation member and opening and closing a fluid pressure path between the fluid pressure source and the booster chamber, a fluid pressure corresponding to the operation amount of the brake operation member is generated in the booster chamber. A basic hydraulic pressure supply device configured to include a booster device that drives the master piston with a force corresponding to the fluid pressure, and supplies a basic hydraulic pressure corresponding to the operation amount to the wheel cylinder; and the basic hydraulic pressure supply device; A control valve that is provided in a hydraulic pressure path between the wheel cylinder and that adjusts a differential pressure between a hydraulic pressure on the basic hydraulic pressure supply device side and a hydraulic pressure on the wheel cylinder side; and the control valve in the hydraulic pressure path A pump that discharges brake fluid on the basic hydraulic pressure supply device side to the wheel cylinder side rather than the control valve of the hydraulic pressure path, and at least one of the control valve and the pump Hydraulic and pressure application device, and comprise Configured hydraulic braking force generating device for adding additional pressure to the base hydraulic pressure by moving,
   A regenerative braking force generator for applying a regenerative braking force to the wheel;
   With
   Even if the valve device is operated by the control of at least one of the control valve and the pump in the maintenance state where the operation amount is maintained, the state of the valve device at the time of transition to the maintenance state is used as a reference. If the operating amount of the valve device is less than or equal to a predetermined valve operating amount, the vehicle brake device is configured so that the fluid pressure path is not opened by the valve device.
2. In claim 1,
   The movement amount of the master piston and the operation amount of the valve device are linked,
   Even if the master piston is moved by the control of at least one of the control valve and the pump in the maintained state, the master piston moves based on the position of the master piston at the time of transition to the maintained state. A vehicular brake device configured such that when the amount is equal to or less than a predetermined master movement amount, the operation amount of the valve device is equal to or less than the valve operation amount.
3. In claim 2,
   The booster device is a hydraulic booster that generates hydraulic pressure according to the operation of the brake operation member in the booster chamber,
   The valve device includes a fluid pressure supply path for supplying a fluid pressure from the fluid pressure source as the fluid pressure path to the booster chamber by a relative movement of the spool with respect to the sleeve when the spool slides inside the sleeve. Open and close the fluid pressure discharge path for discharging the fluid pressure from the booster chamber;
   The spool and the sleeve are relatively moved by the movement of the master piston,
   Even if the spool and the sleeve move relative to each other due to the movement of the master piston in the maintenance state in which the operation amount has decreased, the fluid pressure is discharged along with the transition to the maintenance state. If the amount of movement in the direction of relative movement when the basic hydraulic pressure decreases with the relative position at the time when the route is closed as a reference point is equal to or less than a predetermined spool movement amount, the fluid pressure supply route is closed. Configured to be
   The vehicular brake device in which the spool movement amount is set based on the master movement amount.
4. In claim 2 or 3,
   The booster device is a hydraulic booster that generates hydraulic pressure according to the operation of the brake operation member in the booster chamber,
   The valve device includes: a fluid pressure supply path for supplying fluid pressure to the booster chamber by the relative movement of the spool relative to the sleeve; and the booster chamber as the fluid pressure path. Open and close a fluid pressure discharge path for discharging the fluid pressure from the fluid pressure source to
   The spool and the sleeve are relatively moved by the movement of the master piston,
   Even if the spool and the sleeve are relatively moved by the movement of the master piston in the maintenance state where the operation amount is increased, the fluid pressure supply path is changed along with the transition to the maintenance state. If the movement amount in the direction of relative movement when the basal fluid pressure is increased is less than or equal to a predetermined spool movement amount based on the relative position at the time when is closed, the fluid pressure discharge path is closed. Configured to
   The vehicular brake device in which the spool movement amount is set based on the master movement amount.
5. In claim 2,
   The booster device divides the inside of the booster shell into a negative pressure chamber connected to a negative pressure source and a variable pressure chamber as the booster chamber, and operates the brake operation member with a piston portion interlocked with the movement of the master piston. A negative pressure booster that generates an atmospheric pressure in the variable pressure chamber in accordance with a relative position between the piston portion and the valve portion.
   The valve device includes an atmospheric pressure valve that opens and closes the fluid pressure path between the variable pressure chamber and an external space as the fluid pressure source, and a negative pressure valve that opens and closes communication between the variable pressure chamber and the negative pressure chamber. Have
   The valve seat of the atmospheric pressure valve is provided in the valve portion,
   The valve seat of the negative pressure valve is provided in the piston part,
   Even if the piston part and the valve part move relative to each other due to the movement of the master piston in the maintenance state that has transitioned from the reduction state in which the operation amount is decreasing, the negative pressure valve is accompanied by the transition to the maintenance state. If the amount of movement in the direction of relative movement when the basal fluid pressure is reduced is less than or equal to a predetermined valve movement amount, based on the relative position at the time when the valve is closed, the atmospheric pressure valve is closed. Configured to
   The vehicular brake device in which the valve movement amount is set based on the master movement amount.
6. In claim 5,
   The valve portion includes a valve main body connected to the brake operation member, a movable portion provided movably with respect to the valve main body, and an urging force for urging the movable portion toward the valve body side of the atmospheric pressure valve. Members,
   Have
   When the basic hydraulic pressure is reduced from the relative position at the time when the negative pressure valve is closed in accordance with the transition from the reduced state to the maintained state, the movable part is relatively moved between the piston part and the valve part. It is movable with respect to the valve body by the valve movement amount in the moving direction,
   The valve seat of the atmospheric pressure valve is provided on the valve body side of the atmospheric pressure valve of the movable part,
   Even if the piston portion and the valve portion are moved relative to each other by the movement of the master piston in the maintenance state that has transitioned from the reduced state, the relative pressure at the time when the negative pressure valve is closed along with the transition to the maintenance state. If the amount of movement in the direction of relative movement when the basal fluid pressure is reduced based on the position is equal to or less than a predetermined valve movement amount, the movable part is urged by the urging member, A vehicular brake device configured such that the valve body of the atmospheric pressure valve is seated on the valve seat.
7. In claim 1,
   The booster device is a hydraulic booster that generates hydraulic pressure according to the operation of the brake operation member in the booster chamber,
   The valve device includes a fluid pressure supply path for supplying a fluid pressure from the fluid pressure source as the fluid pressure path to the booster chamber by a relative movement of the spool with respect to the sleeve when the spool slides inside the sleeve. The spool is controlled by at least one of the control valve and the pump in a maintenance state where the operation amount is maintained while opening and closing a fluid pressure discharge path for discharging the fluid pressure from the booster chamber. The relative movement amount of the spool relative to the sleeve at the time of transition to the maintenance state is the spool movement amount as the valve operation amount. If it is below, the brake device for vehicles comprised so that the above-mentioned fluid pressure supply course may be closed.
8. In claim 1,
   The booster device divides the inside of the booster shell into a negative pressure chamber connected to a negative pressure source and a variable pressure chamber as the booster chamber, and operates the brake operation member with a piston portion interlocked with the movement of the master piston. A negative pressure booster that generates an atmospheric pressure in the variable pressure chamber according to a relative position of the piston portion with respect to the valve portion.
   The valve device includes an atmospheric pressure valve that opens and closes the fluid pressure path between the variable pressure chamber and an external space serving as the fluid pressure source, and a negative pressure valve that opens and closes the passage between the variable pressure chamber and the negative pressure chamber. Have
   The valve seat of the atmospheric pressure valve is provided in the valve portion,
   The valve seat of the negative pressure valve is provided in the piston part,
   Even if the piston part moves relative to the valve part by the control of at least one of the control valve and the pump in the maintenance state in which the operation amount is maintained, the point in time when the piston part is maintained in the maintenance state. If the relative movement amount of the piston portion relative to the valve portion with respect to the valve portion relative to the valve portion is equal to or less than the valve movement amount as the valve operation amount, the atmospheric pressure valve is closed. A brake device for a vehicle configured as described above.
9. In any one of Claims 3, 4, and 7,
   The sleeve is formed with a pressure increasing port as the fluid pressure supply path and a pressure reducing port as the fluid pressure discharge path,
   The distance between the pressure increasing port and the pressure reducing port in the sliding direction of the spool is set based on the spool movement amount.
10. In claim 5 or 8,
    The valve portion includes a valve body connected to the brake operation member, a movable portion provided to be movable with respect to the valve body, and a biasing member that biases the movable portion toward the atmospheric pressure valve. Have
    The valve main body has a main body protruding portion protruding toward the movable portion side,
    The movable part has a movable protrusion that protrudes toward the valve body, and the movable protrusion is pressed by the body protrusion and moves together with the valve body.
    The vehicular brake device in which the distance between the main body protrusion and the movable protrusion in the moving direction of the movable portion with respect to the valve main body is set based on the valve movement amount.
11. In any one of Claims 1 to 10,
    The vehicle brake device, wherein the predetermined valve actuation amount is set based on a maximum value of the regenerative braking force generated by the regenerative braking force generator.
12. In any one of Claims 1-11,
    Fluid pressure generation including the booster chamber in which the rigidity of the basic fluid pressure generating container including the master hydraulic pressure chamber that determines the pressure-volume characteristic of the basic hydraulic pressure determines the pressure-volume characteristic of the fluid pressure of the booster chamber. A vehicle brake device configured to be set lower than the rigidity of the container.
13. In any one of Claims 1-12,
    A pressing portion that is connected to the brake operation member and moves according to the operation amount of the brake operation member; and an elastic body that is pressed by the pressing portion and presses the master piston.
    The area ratio between the area of the end surface of the pressing portion that presses the elastic body and the area of the end surface of the elastic body that presses the master piston suppresses changes in the operation amount of the valve device with respect to changes in the master cylinder pressure. The vehicle brake device is set as follows.
14. In any one of Claims 1-13,
    A pressing portion that is connected to the brake operation member and moves according to an operation amount of the brake operation member; and an elastic body that is pressed by the pressing portion to press the master piston.
    A vehicular brake device in which the hardness of the elastic body is set such that a change in the operation amount of the valve device with respect to a change in the master cylinder pressure is suppressed.

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