WO2014080929A1 - Vehicular hydraulic brake device - Google Patents
Vehicular hydraulic brake device Download PDFInfo
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- WO2014080929A1 WO2014080929A1 PCT/JP2013/081251 JP2013081251W WO2014080929A1 WO 2014080929 A1 WO2014080929 A1 WO 2014080929A1 JP 2013081251 W JP2013081251 W JP 2013081251W WO 2014080929 A1 WO2014080929 A1 WO 2014080929A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
- B60T13/16—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs
- B60T13/161—Systems with master cylinder
- B60T13/165—Master cylinder integrated or hydraulically coupled with booster
- B60T13/166—Part of the system directly actuated by booster pressure
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
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- Transportation (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
- Regulating Braking Force (AREA)
Abstract
A hydraulic circuit (40) in this vehicular hydraulic brake device (100) is provided with the following: an electrical hydraulic-pressure source (41); a reservoir (R); a first supply channel (414) that connects a discharge channel (413) to a resistance-generating hydraulic chamber (C1); a first elimination channel (415) that connects the first supply channel (414) to a return channel (412); a second supply channel (416) that connects the discharge channel (413) to a brake-driving hydraulic chamber (C2); a second elimination channel (417) that connects the second supply channel (416) to the return channel (412); a first on-off valve (V1); a second on-off valve (V2); a third on-off valve (V3); a first check valve (V4); a second check valve (V5); a first control valve (V6); a second control valve (V7); and a pair of pressure sensors (S2 and S3). This makes it possible to reduce the amount of vibration and noise produced by the electrical hydraulic-pressure source and the power consumption thereof.
Description
本発明は、車両用液圧ブレーキ装置に関し、例えば、電気自動車、ハイブリッド車両等の車両において回生制動装置とともに使用可能な車両用液圧ブレーキ装置に関する。
The present invention relates to a vehicle hydraulic brake device, and more particularly to a vehicle hydraulic brake device that can be used together with a regenerative braking device in a vehicle such as an electric vehicle or a hybrid vehicle.
この種の車両用液圧ブレーキ装置は、例えば、特開２０１２－２０７０７号公報に記載されている。特開２０１２－２０７０７号公報の図１に記載されている車両用液圧ブレーキ装置は、シリンダ内孔を有するシリンダボディと、このシリンダボディの前記シリンダ内孔にシリンダ軸方向に移動可能に組付けられて前記シリンダボディ内に作動液を給排可能な反力液室を形成しブレーキ操作部材（例えば、ブレーキペダル）によって駆動可能な入力ピストンと、この入力ピストンに対して同軸的に配置されかつ前記シリンダ内孔にシリンダ軸方向に移動可能に組付けられて前記シリンダボディ内に作動液を給排可能な駆動液室と作動液を給排可能な圧力室を形成し前記入力ピストンまたは前記駆動液室に供給される作動液によって駆動されるマスタピストンとを備えているマスタシリンダと、前記ブレーキ操作部材の作動量（操作量）に応じて前記反力液室内の液圧と前記駆動液室内の液圧を別個に制御可能な液圧回路を備えている。
This type of vehicle hydraulic brake device is described in, for example, Japanese Patent Application Laid-Open No. 2012-20707. The hydraulic brake device for a vehicle described in FIG. 1 of Japanese Patent Application Laid-Open No. 2012-20707 is assembled with a cylinder body having a cylinder inner hole and the cylinder inner hole of the cylinder body so as to be movable in the cylinder axial direction. An input piston that can be driven by a brake operating member (for example, a brake pedal) and is formed coaxially with the input piston. A drive fluid chamber capable of supplying and discharging hydraulic fluid and a pressure chamber capable of supplying and discharging hydraulic fluid are formed in the cylinder body so as to be movable in the cylinder axial direction in the cylinder bore, and the input piston or the drive According to a master cylinder having a master piston driven by hydraulic fluid supplied to the liquid chamber, and an operation amount (operation amount) of the brake operation member Said that the reaction force liquid chamber of the liquid pressure and the driving fluid liquid pressure in the chamber with a separate controllable hydraulic circuit.
特開２０１２－２０７０７号公報の図１に記載されている車両用液圧ブレーキ装置では、
前記液圧回路が、一つの電動式液圧源（ポンプ・モータ）と、この電動式液圧源の吸入路に接続されているとともに還流路に接続されていて作動液を収容するリザーバと、前記電動式液圧源の吐出路と前記反力液室を接続する第１供給経路と、この第１供給経路と前記還流路を接続する第１排出経路と、前記電動式液圧源の吐出路と前記駆動液室を接続する第２供給経路と、この第２供給経路と前記還流路を接続する第２排出経路とを備えるとともに、
前記第１供給経路と前記第１排出経路の接続部より上流にて前記第１供給経路に介装された常開型電磁式の第１開閉弁と、前記第２供給経路と前記第２排出経路の接続部より上流にて前記第２供給経路に介装された常開型電磁式の第２開閉弁と、前記第１供給経路にて前記第１開閉弁に対して並列に配置されて上流側への流れを許容する第１供給逆止弁と、前記第２供給経路にて前記第２開閉弁に対して並列に配置されて上流側への流れを許容する第２供給逆止弁と、前記第１排出経路に介装されて前記反力液室に供給される液圧を前記ブレーキ操作部材の作動量に応じて制御する常閉型電磁式の第１制御弁と、前記第２排出経路に介装されて前記駆動液室に供給される液圧を前記ブレーキ操作部材の作動量に応じて制御する常閉型電磁式の第２制御弁と、前記第１排出経路にて前記第１制御弁に対して並列に配置されて上流側への流れを許容する第１排出逆止弁と、前記第２排出経路にて前記第２制御弁に対して並列に配置されて上流側への流れを許容する第２排出逆止弁を備えている。 In the hydraulic brake device for a vehicle described in FIG. 1 of JP 2012-20707 A,
The hydraulic circuit includes one electric hydraulic pressure source (pump / motor), a reservoir connected to a suction path of the electric hydraulic pressure source and connected to a reflux path to store hydraulic fluid; A first supply path connecting the discharge path of the electric hydraulic pressure source and the reaction force liquid chamber; a first discharge path connecting the first supply path and the reflux path; and discharge of the electric hydraulic pressure source A second supply path connecting the path and the driving fluid chamber, a second discharge path connecting the second supply path and the reflux path,
A normally open electromagnetic first on-off valve interposed in the first supply path upstream from a connection portion between the first supply path and the first discharge path, the second supply path, and the second discharge A normally-open electromagnetic second on-off valve interposed in the second supply path upstream from the connection portion of the path, and arranged in parallel with the first on-off valve in the first supply path. A first supply check valve that allows flow to the upstream side, and a second supply check valve that is arranged in parallel to the second on-off valve in the second supply path and allows flow to the upstream side A normally closed electromagnetic first control valve that controls the hydraulic pressure that is interposed in the first discharge path and is supplied to the reaction force liquid chamber according to the amount of operation of the brake operation member; 2 A normally closed electromagnetic type that controls the hydraulic pressure supplied to the driving fluid chamber interposed in the discharge path in accordance with the operating amount of the brake operating member. Two control valves, a first discharge check valve that is arranged in parallel with the first control valve in the first discharge path and allows upstream flow, and the first discharge check valve in the second discharge path. A second discharge check valve is provided which is arranged in parallel with the two control valves and allows upstream flow.
前記液圧回路が、一つの電動式液圧源（ポンプ・モータ）と、この電動式液圧源の吸入路に接続されているとともに還流路に接続されていて作動液を収容するリザーバと、前記電動式液圧源の吐出路と前記反力液室を接続する第１供給経路と、この第１供給経路と前記還流路を接続する第１排出経路と、前記電動式液圧源の吐出路と前記駆動液室を接続する第２供給経路と、この第２供給経路と前記還流路を接続する第２排出経路とを備えるとともに、
前記第１供給経路と前記第１排出経路の接続部より上流にて前記第１供給経路に介装された常開型電磁式の第１開閉弁と、前記第２供給経路と前記第２排出経路の接続部より上流にて前記第２供給経路に介装された常開型電磁式の第２開閉弁と、前記第１供給経路にて前記第１開閉弁に対して並列に配置されて上流側への流れを許容する第１供給逆止弁と、前記第２供給経路にて前記第２開閉弁に対して並列に配置されて上流側への流れを許容する第２供給逆止弁と、前記第１排出経路に介装されて前記反力液室に供給される液圧を前記ブレーキ操作部材の作動量に応じて制御する常閉型電磁式の第１制御弁と、前記第２排出経路に介装されて前記駆動液室に供給される液圧を前記ブレーキ操作部材の作動量に応じて制御する常閉型電磁式の第２制御弁と、前記第１排出経路にて前記第１制御弁に対して並列に配置されて上流側への流れを許容する第１排出逆止弁と、前記第２排出経路にて前記第２制御弁に対して並列に配置されて上流側への流れを許容する第２排出逆止弁を備えている。 In the hydraulic brake device for a vehicle described in FIG. 1 of JP 2012-20707 A,
The hydraulic circuit includes one electric hydraulic pressure source (pump / motor), a reservoir connected to a suction path of the electric hydraulic pressure source and connected to a reflux path to store hydraulic fluid; A first supply path connecting the discharge path of the electric hydraulic pressure source and the reaction force liquid chamber; a first discharge path connecting the first supply path and the reflux path; and discharge of the electric hydraulic pressure source A second supply path connecting the path and the driving fluid chamber, a second discharge path connecting the second supply path and the reflux path,
A normally open electromagnetic first on-off valve interposed in the first supply path upstream from a connection portion between the first supply path and the first discharge path, the second supply path, and the second discharge A normally-open electromagnetic second on-off valve interposed in the second supply path upstream from the connection portion of the path, and arranged in parallel with the first on-off valve in the first supply path. A first supply check valve that allows flow to the upstream side, and a second supply check valve that is arranged in parallel to the second on-off valve in the second supply path and allows flow to the upstream side A normally closed electromagnetic first control valve that controls the hydraulic pressure that is interposed in the first discharge path and is supplied to the reaction force liquid chamber according to the amount of operation of the brake operation member; 2 A normally closed electromagnetic type that controls the hydraulic pressure supplied to the driving fluid chamber interposed in the discharge path in accordance with the operating amount of the brake operating member. Two control valves, a first discharge check valve that is arranged in parallel with the first control valve in the first discharge path and allows upstream flow, and the first discharge check valve in the second discharge path. A second discharge check valve is provided which is arranged in parallel with the two control valves and allows upstream flow.
ところで、特開２０１２－２０７０７号公報の図１に記載されている車両用液圧ブレーキ装置では、一つの電動式液圧源（ポンプ・モータ）から吐出・供給される作動液を反力液室と駆動液室に分配供給可能に構成されていて、液圧回路がシンプルかつ安価に構成されている。しかし、当該車両用液圧ブレーキ装置において、反力液室内と駆動液室内に電動式液圧源から作動液が供給されて反力液室内と駆動液室内に液圧が生じるとき（すなわち、ブレーキ作動が得られているとき）に、例えば、駆動液室内の液圧が反力液室内の液圧に比して高くなるように設定されておれば、電動式液圧源（ポンプ・モータ）の吐出路から第１供給経路に供給される作動液の圧力が駆動液室内の液圧以下となると、駆動液室から第２供給逆止弁を通して第１供給経路に作動液が流れることとなり、駆動液室内の液圧を維持することができなくなる。
Incidentally, in the hydraulic brake device for a vehicle described in FIG. 1 of Japanese Patent Application Laid-Open No. 2012-20707, the hydraulic fluid discharged / supplied from one electric hydraulic pressure source (pump / motor) is supplied as a reaction force liquid chamber. The hydraulic fluid circuit is simple and inexpensive, and can be distributed and supplied to the driving fluid chamber. However, in the hydraulic brake device for a vehicle, when hydraulic fluid is supplied from the electric hydraulic pressure source to the reaction force fluid chamber and the drive fluid chamber and hydraulic pressure is generated in the reaction force fluid chamber and the drive fluid chamber (that is, the brake For example, if the hydraulic pressure in the driving fluid chamber is set to be higher than the hydraulic pressure in the reaction fluid chamber when the operation is obtained), an electric hydraulic pressure source (pump / motor) When the pressure of the hydraulic fluid supplied from the discharge path to the first supply path becomes equal to or lower than the hydraulic pressure in the drive liquid chamber, the hydraulic fluid flows from the drive liquid chamber to the first supply path through the second supply check valve. The fluid pressure in the driving fluid chamber cannot be maintained.
このため、当該車両用液圧ブレーキ装置では、駆動液室内の液圧（反力液室内の液圧に比して高い液圧）を維持し得る程度に高圧の作動液が電動式液圧源（ポンプ・モータ）の吐出路から第１供給経路と第２供給経路に供給されるように、電動式液圧源（ポンプ・モータ）を高回転にて駆動する必要がある。したがって、電動式液圧源（ポンプ・モータ）の高回転駆動による振動・騒音や高電力消費が解決課題となり得る。なお、当該車両用液圧ブレーキ装置において、ブレーキ作動が得られているときに、例えば、反力液室内の液圧が駆動液室内の液圧に比して高くなるように設定されている場合にも、同様の問題が生じて、同様の解決課題が生じ得る。
For this reason, in the hydraulic brake device for a vehicle, hydraulic fluid that is high enough to maintain the hydraulic pressure in the drive hydraulic chamber (the hydraulic pressure higher than the hydraulic pressure in the reaction force hydraulic chamber) is an electric hydraulic pressure source. It is necessary to drive the electric hydraulic pressure source (pump / motor) at high speed so as to be supplied from the discharge path of the (pump / motor) to the first supply path and the second supply path. Therefore, vibration / noise and high power consumption due to high rotation driving of the electric hydraulic pressure source (pump / motor) can be the solution. In the vehicle hydraulic brake device, when the brake operation is obtained, for example, when the hydraulic pressure in the reaction liquid chamber is set to be higher than the hydraulic pressure in the driving fluid chamber However, the same problem may occur and the same problem to be solved may occur.
本発明は、上記した解決課題を解消すべくなされたものであり、当該車両用液圧ブレーキ装置において、
前記液圧回路が、一つの電動式液圧源（ポンプ・モータ）と、この電動式液圧源の吸入路に接続されているとともに還流路に接続されていて作動液を収容するリザーバと、前記電動式液圧源の吐出路と前記反力液室を接続する第１供給経路と、この第１供給経路と前記還流路を接続する第１排出経路と、前記電動式液圧源の吐出路と前記駆動液室を接続する第２供給経路と、この第２供給経路と前記還流路を接続する第２排出経路とを備えるとともに、
前記第１供給経路と前記第１排出経路の接続部より上流にて前記第１供給経路に介装された常開型電磁式の第１開閉弁と、前記第２供給経路と前記第２排出経路の接続部より上流にて前記第２供給経路に介装された常開型電磁式の第２開閉弁と、前記還流路に介装された常閉型電磁式の第３開閉弁と、前記第１供給経路にて前記第１開閉弁の上流に介装されて上流側への流れを規制する第１逆止弁と、前記第２供給経路にて前記第２開閉弁の上流に介装されて上流側への流れを規制する第２逆止弁と、前記第１排出経路に介装されて前記反力液室に供給される液圧を前記ブレーキ操作部材の作動量に応じて制御する常開型電磁式の第１制御弁と、前記第２排出経路に介装されて前記駆動液室に供給される液圧を前記ブレーキ操作部材の作動量に応じて制御する常開型電磁式の第２制御弁を備えていて、
前記反力液室内と前記駆動液室内に前記電動式液圧源から作動液が供給されて前記反力液室内と前記駆動液室内に液圧が生じるときに、何れか一方の液圧が他方の液圧に比して高くなるように設定されている
ことに特徴がある。 The present invention has been made to solve the above-described problem, and in the vehicle hydraulic brake device,
The hydraulic circuit includes one electric hydraulic pressure source (pump / motor), a reservoir connected to a suction path of the electric hydraulic pressure source and connected to a reflux path to store hydraulic fluid; A first supply path connecting the discharge path of the electric hydraulic pressure source and the reaction force liquid chamber; a first discharge path connecting the first supply path and the reflux path; and discharge of the electric hydraulic pressure source A second supply path connecting the path and the driving fluid chamber, a second discharge path connecting the second supply path and the reflux path,
A normally open electromagnetic first on-off valve interposed in the first supply path upstream from a connection portion between the first supply path and the first discharge path, the second supply path, and the second discharge A normally open electromagnetic second on-off valve interposed in the second supply path upstream from the connection portion of the path; and a normally closed electromagnetic third on-off valve interposed in the return path; A first check valve interposed upstream of the first on-off valve in the first supply path and restricting the upstream flow; and upstream of the second on-off valve in the second supply path. A second check valve that is mounted and restricts the flow to the upstream side, and a hydraulic pressure that is provided in the first discharge path and is supplied to the reaction force liquid chamber according to an operation amount of the brake operation member. A normally-open electromagnetic first control valve that controls the hydraulic pressure supplied to the driving fluid chamber by being interposed in the second discharge path, and an operating amount of the brake operating member Have a normally open type electromagnetic second control valve is controlled in accordance with,
When hydraulic fluid is supplied from the electric hydraulic pressure source to the reaction force fluid chamber and the drive fluid chamber to generate fluid pressure in the reaction force fluid chamber and the drive fluid chamber, one of the fluid pressures is the other. It is characterized in that it is set to be higher than the hydraulic pressure.
前記液圧回路が、一つの電動式液圧源（ポンプ・モータ）と、この電動式液圧源の吸入路に接続されているとともに還流路に接続されていて作動液を収容するリザーバと、前記電動式液圧源の吐出路と前記反力液室を接続する第１供給経路と、この第１供給経路と前記還流路を接続する第１排出経路と、前記電動式液圧源の吐出路と前記駆動液室を接続する第２供給経路と、この第２供給経路と前記還流路を接続する第２排出経路とを備えるとともに、
前記第１供給経路と前記第１排出経路の接続部より上流にて前記第１供給経路に介装された常開型電磁式の第１開閉弁と、前記第２供給経路と前記第２排出経路の接続部より上流にて前記第２供給経路に介装された常開型電磁式の第２開閉弁と、前記還流路に介装された常閉型電磁式の第３開閉弁と、前記第１供給経路にて前記第１開閉弁の上流に介装されて上流側への流れを規制する第１逆止弁と、前記第２供給経路にて前記第２開閉弁の上流に介装されて上流側への流れを規制する第２逆止弁と、前記第１排出経路に介装されて前記反力液室に供給される液圧を前記ブレーキ操作部材の作動量に応じて制御する常開型電磁式の第１制御弁と、前記第２排出経路に介装されて前記駆動液室に供給される液圧を前記ブレーキ操作部材の作動量に応じて制御する常開型電磁式の第２制御弁を備えていて、
前記反力液室内と前記駆動液室内に前記電動式液圧源から作動液が供給されて前記反力液室内と前記駆動液室内に液圧が生じるときに、何れか一方の液圧が他方の液圧に比して高くなるように設定されている
ことに特徴がある。 The present invention has been made to solve the above-described problem, and in the vehicle hydraulic brake device,
The hydraulic circuit includes one electric hydraulic pressure source (pump / motor), a reservoir connected to a suction path of the electric hydraulic pressure source and connected to a reflux path to store hydraulic fluid; A first supply path connecting the discharge path of the electric hydraulic pressure source and the reaction force liquid chamber; a first discharge path connecting the first supply path and the reflux path; and discharge of the electric hydraulic pressure source A second supply path connecting the path and the driving fluid chamber, a second discharge path connecting the second supply path and the reflux path,
A normally open electromagnetic first on-off valve interposed in the first supply path upstream from a connection portion between the first supply path and the first discharge path, the second supply path, and the second discharge A normally open electromagnetic second on-off valve interposed in the second supply path upstream from the connection portion of the path; and a normally closed electromagnetic third on-off valve interposed in the return path; A first check valve interposed upstream of the first on-off valve in the first supply path and restricting the upstream flow; and upstream of the second on-off valve in the second supply path. A second check valve that is mounted and restricts the flow to the upstream side, and a hydraulic pressure that is provided in the first discharge path and is supplied to the reaction force liquid chamber according to an operation amount of the brake operation member. A normally-open electromagnetic first control valve that controls the hydraulic pressure supplied to the driving fluid chamber by being interposed in the second discharge path, and an operating amount of the brake operating member Have a normally open type electromagnetic second control valve is controlled in accordance with,
When hydraulic fluid is supplied from the electric hydraulic pressure source to the reaction force fluid chamber and the drive fluid chamber to generate fluid pressure in the reaction force fluid chamber and the drive fluid chamber, one of the fluid pressures is the other. It is characterized in that it is set to be higher than the hydraulic pressure.
上記した本発明の車両用液圧ブレーキ装置においては、電気系が正常である場合、液圧回路における電動式液圧源（ポンプ・モータ）、第１開閉弁、第２開閉弁、第３開閉弁、第１制御弁、第２制御弁等の電気機器が正常に作動可能である。このため、ブレーキ操作部材の作動量（操作量）が所定量以上であるときにおいて、ブレーキ操作部材の作動量が維持されることなく変化しているブレーキ作動時（通常のブレーキ作動時）には、液圧回路の第１制御弁と第２制御弁が、ブレーキ操作部材の作動量（操作量）に応じて、反力液室内の液圧と駆動液室内の液圧を別個に制御するように設定することが可能である。したがって、この場合には、ブレーキ操作部材の作動量（操作量）に応じた液圧（駆動液室内の液圧と、反力液室内の液圧）が得られて、所期の反力と制動力が得られる。
In the vehicle hydraulic brake device of the present invention described above, when the electrical system is normal, the electric hydraulic pressure source (pump / motor), the first on-off valve, the second on-off valve, the third on-off valve in the hydraulic circuit. Electric devices such as the valve, the first control valve, and the second control valve can operate normally. For this reason, when the operation amount (operation amount) of the brake operation member is equal to or greater than a predetermined amount, the operation amount of the brake operation member is changed without being maintained, and the brake operation member is operating (normal brake operation). The first control valve and the second control valve of the hydraulic pressure circuit separately control the hydraulic pressure in the reaction fluid chamber and the hydraulic pressure in the driving fluid chamber according to the operation amount (operation amount) of the brake operation member. Can be set. Therefore, in this case, the hydraulic pressure (the hydraulic pressure in the driving fluid chamber and the hydraulic pressure in the reaction fluid chamber) corresponding to the operating amount (operating amount) of the brake operating member is obtained, and the desired reaction force and A braking force is obtained.
また、本発明の車両用液圧ブレーキ装置では、電気系が失陥した場合、液圧回路において、電動式液圧源（ポンプ・モータ）が停止状態となり、第１開閉弁と第２開閉弁と第１制御弁と第２制御弁が開状態となり、第３開閉弁が閉状態となる。このため、第１逆止弁と第２逆止弁により第１供給経路と第２供給経路が上流側への流れを規制され、かつ、第３開閉弁にて還流路が閉じられた状態で、反力液室が、第１開閉弁より下流にある第１供給経路と、開状態の第１制御弁が介装されている第１排出経路と、第３開閉弁より上流の還流路と、開状態の第２制御弁が介装されている第２排出経路と、第２開閉弁より下流にある第２供給経路を通して、駆動液室に接続される。したがって、この場合には、ブレーキ操作部材の作動量（操作量）に応じて、反力液室内の作動液が、上述した各経路を通して、駆動液室に遅れなく供給されて、マスタピストンが無効ストロークなく作動する。このため、マスタシリンダが的確に作動し、所期の制動力を発生させることが可能である。
In the vehicle hydraulic brake device of the present invention, when the electrical system fails, the electric hydraulic pressure source (pump / motor) is stopped in the hydraulic circuit, and the first on-off valve and the second on-off valve The first control valve and the second control valve are opened, and the third on-off valve is closed. Therefore, the first supply path and the second supply path are restricted from flowing upstream by the first check valve and the second check valve, and the return path is closed by the third on-off valve. A first supply path in which the reaction liquid chamber is downstream from the first on-off valve, a first discharge path in which the first control valve in the open state is interposed, and a reflux path upstream from the third on-off valve The second control valve is connected to the drive fluid chamber through the second discharge path in which the second control valve in the open state is interposed and the second supply path downstream from the second on-off valve. Therefore, in this case, according to the operation amount (operation amount) of the brake operation member, the working fluid in the reaction force fluid chamber is supplied to the driving fluid chamber without delay through the above-described paths, and the master piston is invalidated. Operates without stroke. For this reason, it is possible for the master cylinder to operate accurately and to generate the desired braking force.
ところで、本発明の車両用液圧ブレーキ装置では、一つの電動式液圧源（ポンプ・モータ）から吐出・供給される作動液を反力液室と駆動液室に分配供給可能に構成されていて、従来の車両用液圧ブレーキ装置（特開２０１２－２０７０７号公報の図１に記載されている車両用液圧ブレーキ装置）と同様に、液圧回路がシンプルかつ安価に構成されている。
By the way, the hydraulic brake device for a vehicle according to the present invention is configured such that the hydraulic fluid discharged / supplied from one electric hydraulic pressure source (pump / motor) can be distributed and supplied to the reaction force fluid chamber and the driving fluid chamber. Thus, like the conventional vehicle hydraulic brake device (the vehicle hydraulic brake device described in FIG. 1 of JP 2012-20707 A), the hydraulic circuit is configured simply and inexpensively.
また、本発明の車両用液圧ブレーキ装置では、電気系が正常である場合、ブレーキ操作部材の作動量（操作量）が所定量以上であるときにおいて、同ブレーキ作動が維持されるとき、例えば、駆動液室内の液圧が反力液室内の液圧に比して高くなるように設定されておれば、第１開閉弁と第２開閉弁が非作動状態（非通電による開状態）に保持され、第３開閉弁が作動状態（通電による開状態）に保持され、第２制御弁が通電による閉状態に保持され、第１制御弁が、ブレーキ操作部材の作動量（操作量）に応じて、反力液室内の液圧を制御するように設定することが可能である。
In the vehicle hydraulic brake device of the present invention, when the electric system is normal, when the operation amount (operation amount) of the brake operation member is equal to or greater than a predetermined amount, If the hydraulic pressure in the driving fluid chamber is set to be higher than the hydraulic pressure in the reaction fluid chamber, the first on-off valve and the second on-off valve are brought into a non-operating state (open state by non-energization). The third on-off valve is held in the operating state (open state by energization), the second control valve is held in the closed state by energization, and the first control valve is set to the operation amount (operation amount) of the brake operation member. Accordingly, it is possible to set so as to control the hydraulic pressure in the reaction force liquid chamber.
これにより、このときには、第２逆止弁と第２制御弁によって、駆動液室内の液圧（反力液室内の液圧に比して高い液圧）を密封保持（維持）することが可能であり、制動力を維持することが可能である。このため、このときには、電動式液圧源（ポンプ・モータ）の吐出路から第２供給経路に駆動液室内の液圧維持のための高圧の作動液供給が不要となる。したがって、このときには、電動式液圧源（ポンプ・モータ）の回転駆動を通常のブレーキ作動時に比して低減すること（すなわち、反力液室内の液圧制御を第１制御弁の作動によって維持し得る程度の低回転駆動とすること）が可能である。
Accordingly, at this time, the second check valve and the second control valve can hold and maintain (maintain) the hydraulic pressure in the driving fluid chamber (the hydraulic pressure higher than the hydraulic pressure in the reaction force fluid chamber). Therefore, it is possible to maintain the braking force. Therefore, at this time, it is not necessary to supply high-pressure hydraulic fluid for maintaining the hydraulic pressure in the drive fluid chamber from the discharge path of the electric hydraulic pressure source (pump / motor) to the second supply path. Therefore, at this time, the rotational drive of the electric hydraulic pressure source (pump / motor) is reduced as compared with the normal operation of the brake (that is, the hydraulic control in the reaction force liquid chamber is maintained by the operation of the first control valve. It is possible to make the rotation drive low enough.
この結果、このときには、当該装置において最小限の機能（駆動液室内の液圧保持と、反力液室内の液圧制御）を維持しながら、電動式液圧源（ポンプ・モータ）にて低振動・低騒音を図ることが可能である。また、この場合、反力液室内は液量剛性（液量に対する液圧の変化）が高く、また、反力液室内の液圧は駆動液室内の液圧に比して低いため、電動式液圧源（ポンプ・モータ）は低圧・低流量での駆動が可能であり、電動式液圧源（ポンプ・モータ）での消費電力の大幅な低減（省電力）を図ることも可能である。
As a result, at this time, while maintaining the minimum functions (hydraulic pressure holding in the driving fluid chamber and fluid pressure control in the reaction fluid chamber) in the device, the electric fluid pressure source (pump / motor) reduces the function. Vibration and low noise can be achieved. In this case, the reaction force liquid chamber has a high fluid rigidity (change in the fluid pressure with respect to the fluid amount), and the reaction force fluid chamber has a lower fluid pressure than the drive fluid chamber. The hydraulic pressure source (pump / motor) can be driven at a low pressure and with a low flow rate, and the power consumption of the electric hydraulic pressure source (pump / motor) can be greatly reduced (power saving). .
なお、本発明の車両用液圧ブレーキ装置において、通常のブレーキ作動が得られているとき、例えば、反力液室内の液圧が駆動液室内の液圧に比して高くなるように設定されておれば、上述したブレーキ作動の維持時において、第１開閉弁と第２開閉弁が非作動状態（非通電による開状態）に保持され、第３開閉弁が作動状態（通電による開状態）に保持され、第１制御弁が通電による閉状態に保持され、第２制御弁が、ブレーキ操作部材の作動量（操作量）に応じて、駆動液室内の液圧を制御するように設定することが可能である。
In the vehicle hydraulic brake device of the present invention, when normal braking operation is obtained, for example, the hydraulic pressure in the reaction force liquid chamber is set to be higher than the hydraulic pressure in the drive fluid chamber. Then, when maintaining the brake operation described above, the first on-off valve and the second on-off valve are held in the non-operating state (open state by non-energization), and the third on-off valve is in the operating state (open state by energization) The second control valve is set to control the hydraulic pressure in the drive fluid chamber in accordance with the operation amount (operation amount) of the brake operation member. It is possible.
これにより、このときには、第１逆止弁と第１制御弁によって、反力液室内の液圧（駆動液室内の液圧に比して高い液圧）を密封保持することが可能である。このため、このときには、電動式液圧源（ポンプ・モータ）の吐出路から第１供給経路に反力液室内の液圧維持のための高圧の作動液供給が不要となる。したがって、このときには、電動式液圧源（ポンプ・モータ）の回転駆動を通常のブレーキ作動時に比して低減すること（すなわち、駆動液室内の液圧制御を第２制御弁の作動によって維持し得る程度の低回転駆動とすること）が可能である。この結果、上述したのと同様に、電動式液圧源（ポンプ・モータ）にて低振動・低騒音を図ることが可能であるとともに、電動式液圧源（ポンプ・モータ）での消費電力の低減（省電力）を図ることも可能である。
Thus, at this time, the first check valve and the first control valve can seal and hold the hydraulic pressure in the reaction liquid chamber (higher than the hydraulic pressure in the driving fluid chamber). Therefore, at this time, it is not necessary to supply high-pressure hydraulic fluid for maintaining the hydraulic pressure in the reaction force liquid chamber from the discharge path of the electric hydraulic pressure source (pump / motor) to the first supply path. Therefore, at this time, the rotational drive of the electric hydraulic pressure source (pump / motor) is reduced as compared with the normal braking operation (that is, the hydraulic pressure control in the driving fluid chamber is maintained by the operation of the second control valve. It is possible to achieve low rotation driving to the extent possible. As a result, as described above, low vibration and low noise can be achieved with the electric hydraulic pressure source (pump / motor), and power consumption at the electric hydraulic pressure source (pump / motor) can be reduced. It is also possible to reduce (power saving).
上記した本発明の実施に際して、前記第１開閉弁および前記第１逆止弁と、前記第２開閉弁および前記第２逆止弁の少なくとも一方を、常閉型電磁式の開閉弁に代えることも可能である。この場合にも、上述したのと同様に、電動式液圧源（ポンプ・モータ）にて低振動・低騒音を図ることが可能であるとともに、電動式液圧源（ポンプ・モータ）での消費電力の低減（省電力）を図ることも可能である。なお、この場合には、反力液室または駆動液室に作動液を供給する必要があるとき、該当する常閉型電磁式の開閉弁を作動状態（通電による開状態）に保持する必要がある。
In carrying out the above-described present invention, at least one of the first on-off valve and the first check valve, the second on-off valve and the second check valve is replaced with a normally closed electromagnetic on-off valve. Is also possible. In this case, as described above, it is possible to achieve low vibration and low noise with the electric hydraulic pressure source (pump / motor), as well as with the electric hydraulic pressure source (pump / motor). It is also possible to reduce power consumption (power saving). In this case, when it is necessary to supply the working fluid to the reaction force fluid chamber or the driving fluid chamber, it is necessary to keep the corresponding normally closed electromagnetic on-off valve in the operating state (open state by energization). is there.
以下に、本発明の実施形態を図面に基づいて説明する。図１は本発明による車両用液圧ブレーキ装置（以下、単にブレーキ装置という）の一実施形態を概略的に示したものであり、このブレーキ装置１００は、ブレーキ操作部材としてのブレーキペダル１０と、このブレーキペダル１０の踏込操作に基づいて作動可能なマスタシリンダ２０、ホイールシリンダＦＬ・ＦＲ・ＲＬ・ＲＲ、ブレーキ液圧制御用アクチュエータ３０、液圧回路４０およびブレーキＥＣＵ５０等を備えている。
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 schematically shows an embodiment of a vehicle hydraulic brake device (hereinafter simply referred to as a brake device) according to the present invention. The brake device 100 includes a brake pedal 10 as a brake operation member, A master cylinder 20, a wheel cylinder FL / FR / RL / RR, an actuator 30 for controlling a brake fluid pressure, a fluid pressure circuit 40, a brake ECU 50, and the like that can be operated based on a depression operation of the brake pedal 10 are provided.
ブレーキペダル１０は、ドライバによって踏み込まれることにより、マスタシリンダ２０のシリンダボディ２１に組付けられている入力ピストン２２を駆動（押動）可能に構成されている。ブレーキペダル１０の操作量（作動量）は、操作量センサＳ１によって検出されるように構成されている。操作量センサＳ１は、例えばストロークセンサや踏力センサ等で構成され、操作量センサＳ１の検出信号がブレーキＥＣＵ５０に伝えられることで、ブレーキＥＣＵ５０でブレーキペダル１０の操作量が把握できるように構成されている。なお、ブレーキ操作部材は、ブレーキペダル１０に限定されるものではなく、例えば、ブレーキレバー等であっても実施可能である。
The brake pedal 10 is configured to be able to drive (push) the input piston 22 assembled to the cylinder body 21 of the master cylinder 20 by being depressed by a driver. The operation amount (actuation amount) of the brake pedal 10 is configured to be detected by an operation amount sensor S1. The operation amount sensor S1 is composed of, for example, a stroke sensor or a pedal force sensor, and is configured so that the operation amount of the brake pedal 10 can be grasped by the brake ECU 50 when the detection signal of the operation amount sensor S1 is transmitted to the brake ECU 50. Yes. Note that the brake operation member is not limited to the brake pedal 10 and can be implemented by, for example, a brake lever or the like.
マスタシリンダ２０は、リザーバＲに接続されるとともにブレーキ液圧制御用アクチュエータ３０と液圧回路４０に接続されるシリンダ内孔２１ａを有するシリンダボディ２１と、このシリンダボディ２１に組付けた入力ピストン２２と前後一対のマスタピストン２３、２４と前後一対のスプリング２５、２６等を備えている。
The master cylinder 20 is connected to the reservoir R and has a cylinder body 21 having a cylinder bore 21a connected to the brake fluid pressure control actuator 30 and the fluid pressure circuit 40, and an input piston 22 assembled to the cylinder body 21. And a pair of front and rear master pistons 23 and 24, a pair of front and rear springs 25 and 26, and the like.
入力ピストン２２は、シリンダボディ２１のシリンダ内孔２１ａにシリンダ軸方向に移動可能に組付けられていて、シリンダボディ２１ａ内に作動液（ブレーキ液）を給排可能な反力液室Ｃ１を形成しており、後端部がシリンダボディ２２外に突出していてブレーキペダル１０によって駆動可能とされている。また、入力ピストン２２は、後方のマスタピストン２３に係合・離脱可能な小径部２２ａを有していて、図１の状態（復帰位置状態）では後方のマスタピストン２３に対して所定量Ｌｏ軸方向に離れている。
The input piston 22 is assembled in the cylinder bore 21a of the cylinder body 21 so as to be movable in the cylinder axial direction, and forms a reaction force liquid chamber C1 capable of supplying and discharging hydraulic fluid (brake fluid) in the cylinder body 21a. The rear end protrudes out of the cylinder body 22 and can be driven by the brake pedal 10. Further, the input piston 22 has a small-diameter portion 22a that can be engaged with and disengaged from the rear master piston 23. In the state of FIG. Away in the direction.
後方のマスタピストン２３は、入力ピストン２２に対して同軸的に配置されかつシリンダ内孔２１ａにシリンダ軸方向に移動可能に組付けられていて、入力ピストン２２との間にあるシリンダボディ２１内に作動液を給排可能な駆動液室Ｃ２を形成し、前方のマスタピストン２４との間にあるシリンダボディ２１内に作動液を給排可能な圧力室Ｃ３を形成している。また、後方のマスタピストン２３は、スプリング２５によって図１の位置（復帰位置）に向けて付勢されていて、入力ピストン２２の小径部２２ａまたは駆動液室Ｃ２に供給される作動液によってスプリング２５の付勢力に抗して駆動されるように構成されている。
The rear master piston 23 is coaxially arranged with respect to the input piston 22 and is assembled in the cylinder inner hole 21a so as to be movable in the cylinder axial direction. A driving fluid chamber C2 capable of supplying and discharging hydraulic fluid is formed, and a pressure chamber C3 capable of supplying and discharging hydraulic fluid is formed in the cylinder body 21 between the front master piston 24. Further, the rear master piston 23 is biased toward the position (return position) of FIG. 1 by a spring 25, and the spring 25 is supplied by the hydraulic fluid supplied to the small diameter portion 22a of the input piston 22 or the driving fluid chamber C2. It is configured to be driven against the urging force.
前方のマスタピストン２４は、入力ピストン２２および後方のマスタピストン２３に対して同軸的に配置されかつシリンダ内孔２１ａにシリンダ軸方向に移動可能に組付けられていて、シリンダボディ２１の底壁間にあるシリンダボディ２１内に作動液を給排可能な圧力室Ｃ４を形成している。また、前方のマスタピストン２４は、スプリング２６によって図１の位置（復帰位置）に向けて付勢されていて、スプリング２５または圧力室Ｃ３内の作動液によってスプリング２６の付勢力に抗して駆動されるように構成されている。
The front master piston 24 is coaxially disposed with respect to the input piston 22 and the rear master piston 23 and is assembled to the cylinder inner hole 21a so as to be movable in the cylinder axial direction. A pressure chamber C4 in which hydraulic fluid can be supplied and discharged is formed in the cylinder body 21. Further, the front master piston 24 is urged toward the position (return position) in FIG. 1 by the spring 26 and is driven against the urging force of the spring 26 by the hydraulic fluid in the spring 25 or the pressure chamber C3. It is configured to be.
上記した反力液室Ｃ１と駆動液室Ｃ２は、液圧回路４０に接続されている。一方、各圧力室Ｃ３、Ｃ４は、ブレーキ液圧制御用アクチュエータ３０に接続されている。なお、反力液室Ｃ１と各圧力室Ｃ３、Ｃ４は、各ピストン２２、２３、２４が図１の復帰位置にあるとき、リザーバＲに連通しているものの、各ピストン２２、２３、２４が復帰位置から所定量以上に前方へ移動することにより、リザーバＲとの連通が遮断されるように構成されている。
The reaction force liquid chamber C1 and the driving liquid chamber C2 described above are connected to the hydraulic circuit 40. On the other hand, each of the pressure chambers C3 and C4 is connected to a brake fluid pressure control actuator 30. The reaction force liquid chamber C1 and the pressure chambers C3 and C4 communicate with the reservoir R when the pistons 22, 23 and 24 are at the return positions in FIG. By moving forward from the return position by a predetermined amount or more, communication with the reservoir R is blocked.
なお、マスタシリンダ２０の上述以外の構成は、特開２０１２－２０７０７号公報の図１に記載されている車両用液圧ブレーキ装置におけるマスタシリンダの構成と同じであるため、その説明は省略する。また、ホイールシリンダＦＬ・ＦＲ・ＲＬ・ＲＲと、ブレーキ液圧制御用アクチュエータ３０の各構成は、特開２０１２－２０７０７号公報の図１に記載されている車両用液圧ブレーキ装置におけるホイールシリンダと、ブレーキ液圧制御用アクチュエータの各構成と同じであるため、その説明は省略する。
The configuration of the master cylinder 20 other than the above is the same as the configuration of the master cylinder in the vehicle hydraulic brake device described in FIG. 1 of Japanese Patent Application Laid-Open No. 2012-20707. Each configuration of the wheel cylinders FL, FR, RL, and RR and the brake hydraulic pressure control actuator 30 is the same as that of the wheel cylinder in the hydraulic brake device for a vehicle described in FIG. 1 of Japanese Patent Laid-Open No. 2012-20707. Since it is the same as each structure of the brake fluid pressure control actuator, its description is omitted.
ところで、この実施形態の液圧回路４０は、一つの電動式液圧源４１（ポンプＰとモータＭ）と、この電動式液圧源４１の吸入路４１１に接続されているとともに還流路４１２に接続されていて作動液を収容するリザーバＲと、電動式液圧源４１の吐出路４１３と反力液室Ｃ１を接続する第１供給経路４１４と、この第１供給経路４１４と還流路４１２を接続する第１排出経路４１５と、電動式液圧源４１の吐出路４１３と駆動液室Ｃ２を接続する第２供給経路４１６と、この第２供給経路４１６と還流路４１２を接続する第２排出経路４１７とを備えている。
By the way, the hydraulic circuit 40 of this embodiment is connected to one electric hydraulic pressure source 41 (pump P and motor M), a suction path 411 of the electric hydraulic pressure source 41 and to the reflux path 412. A reservoir R that is connected and contains hydraulic fluid, a discharge path 413 of the electric hydraulic pressure source 41 and a first supply path 414 that connects the reaction force liquid chamber C1, and a first supply path 414 and a reflux path 412 are provided. A first discharge path 415 to be connected, a second supply path 416 to connect the discharge path 413 of the electric hydraulic pressure source 41 and the driving fluid chamber C2, and a second discharge to connect the second supply path 416 and the reflux path 412. A route 417 is provided.
また、液圧回路４０は、第１開閉弁Ｖ１と、第２開閉弁Ｖ２と、第３開閉弁Ｖ３と、第１逆止弁Ｖ４と、第２逆止弁Ｖ５と、第１制御弁Ｖ６と、第２制御弁Ｖ７を備えているとともに、一対の圧力センサＳ２、Ｓ３を備えている。第１開閉弁Ｖ１は、常開型で電磁式の開閉弁であり、第１供給経路４１４と第１排出経路４１５の接続部Ｘ１より上流にて第１供給経路４１４に介装されている。第２開閉弁Ｖ２は、常開型で電磁式の開閉弁であり、第２供給経路４１６と第２排出経路４１７の接続部Ｘ２より上流にて第２供給経路４１６に介装されている。
The hydraulic circuit 40 includes a first on-off valve V1, a second on-off valve V2, a third on-off valve V3, a first check valve V4, a second check valve V5, and a first control valve V6. And a second control valve V7, and a pair of pressure sensors S2, S3. The first on-off valve V1 is a normally open type electromagnetic on-off valve, and is interposed in the first supply path 414 upstream from the connection portion X1 between the first supply path 414 and the first discharge path 415. The second on-off valve V2 is a normally open type electromagnetic on-off valve, and is interposed in the second supply path 416 upstream of the connection portion X2 between the second supply path 416 and the second discharge path 417.
第３開閉弁Ｖ３は、常閉型で電磁式の開閉弁であり、還流路４１２に介装されている。第１逆止弁Ｖ４は、第１供給経路４１４にて第１開閉弁Ｖ１の上流に介装されていて、上流側への流れを規制するように構成されている。第２逆止弁Ｖ５は、第２供給経路４１６にて第２開閉弁Ｖ２の上流に介装されていて、上流側への流れを規制するように構成されている。第１制御弁Ｖ６は、第１排出経路４１５に介装されていて、電動式液圧源４１から反力液室Ｃ１に供給される液圧をブレーキペダル１０の作動量に応じて制御するように構成されている。第２制御弁Ｖ７は、第２排出経路４１７に介装されていて、電動式液圧源４１から駆動液室Ｃ２に供給される液圧をブレーキペダル１０の作動量に応じて制御するように構成されている。
The third on-off valve V3 is a normally-closed and electromagnetic on-off valve, and is interposed in the reflux path 412. The first check valve V4 is interposed upstream of the first on-off valve V1 in the first supply path 414, and is configured to restrict the flow to the upstream side. The second check valve V5 is interposed upstream of the second opening / closing valve V2 in the second supply path 416, and is configured to restrict the flow to the upstream side. The first control valve V6 is interposed in the first discharge path 415, and controls the hydraulic pressure supplied from the electric hydraulic pressure source 41 to the reaction force hydraulic chamber C1 according to the operation amount of the brake pedal 10. It is configured. The second control valve V7 is interposed in the second discharge path 417, and controls the hydraulic pressure supplied from the electric hydraulic pressure source 41 to the driving fluid chamber C2 according to the operation amount of the brake pedal 10. It is configured.
圧力センサＳ２は、第１供給経路４１４内の圧力を検出するセンサであり、その検出信号はブレーキＥＣＵ５０に伝えられることで、ブレーキＥＣＵ５０で第１供給経路４１４内の圧力が把握できるように構成されている。一方、圧力センサＳ３は、第２供給経路４１６内の圧力を検出するセンサであり、その検出信号はブレーキＥＣＵ５０に伝えられることで、ブレーキＥＣＵ５０で第２供給経路４１６内の圧力が把握できるように構成されている。
The pressure sensor S2 is a sensor that detects the pressure in the first supply path 414. The detection signal is transmitted to the brake ECU 50 so that the brake ECU 50 can grasp the pressure in the first supply path 414. ing. On the other hand, the pressure sensor S3 is a sensor that detects the pressure in the second supply path 416, and the detection signal is transmitted to the brake ECU 50 so that the brake ECU 50 can grasp the pressure in the second supply path 416. It is configured.
なお、上記した第１開閉弁Ｖ１、第２開閉弁Ｖ２、第３開閉弁Ｖ３、第１逆止弁Ｖ４、第２逆止弁Ｖ５、第１制御弁Ｖ６、第２制御弁Ｖ７等は、各センサＳ１、Ｓ２、Ｓ３の検出信号に基づいて、ブレーキＥＣＵ５０によって各作動を制御されるように構成されている。
The first on-off valve V1, the second on-off valve V2, the third on-off valve V3, the first check valve V4, the second check valve V5, the first control valve V6, the second control valve V7, etc. Each operation is controlled by the brake ECU 50 based on detection signals from the sensors S1, S2, and S3.
また、この実施形態では、通常のブレーキ作動時（ブレーキペダル１０の作動量が維持されることなく変化しているブレーキ作動時）において、駆動液室Ｃ２内の液圧（電動式液圧源４１から吐出路４１３に吐出されて第２供給経路４１６に供給される作動液が第２制御弁Ｖ７によって減圧制御されて得られる液圧）が反力液室Ｃ１内の液圧（電動式液圧源４１から吐出路４１３に吐出されて第１供給経路４１４に供給される作動液が第１制御弁Ｖ６によって減圧制御されて得られる液圧）に比して高くなるように設定されている。なお、ブレーキペダル１０の作動量が維持されているか否かの判定は、操作量センサＳ１の検出信号に基づいて、ブレーキＥＣＵ５０にて実行される。
Further, in this embodiment, the hydraulic pressure in the drive fluid chamber C2 (electric hydraulic pressure source 41) during normal brake operation (when the brake operation is changed without maintaining the operation amount of the brake pedal 10). The hydraulic fluid discharged from the discharge passage 413 and supplied to the second supply passage 416 by the pressure reduction control by the second control valve V7 is the hydraulic pressure (electric hydraulic pressure) in the reaction force liquid chamber C1. The hydraulic fluid discharged from the source 41 to the discharge passage 413 and supplied to the first supply passage 414 is set to be higher than the hydraulic pressure obtained by pressure reduction control by the first control valve V6. Whether or not the operation amount of the brake pedal 10 is maintained is determined by the brake ECU 50 based on the detection signal of the operation amount sensor S1.
上記のように構成したこの実施形態においては、電気系が正常である場合、液圧回路４０における電動式液圧源（ポンプ・モータ）４１、第１開閉弁Ｖ１、第２開閉弁Ｖ２、第３開閉弁Ｖ３、第１制御弁Ｖ６、第２制御弁Ｖ７等の電気機器が正常に作動可能である。このため、ブレーキペダル１０の作動量（操作量）が所定量以上であるときにおいて、ブレーキペダル１０の作動量が維持されることなく変化しているブレーキ作動時（通常のブレーキ作動時）には、図３に示したように、液圧回路４０の第１制御弁Ｖ６と第２制御弁Ｖ７が、ブレーキペダル１０の作動量（操作量）に応じて、反力液室Ｃ１内の液圧と駆動液室Ｃ２内の液圧を別個に制御するように設定することが可能である。したがって、この場合には、ペダル踏力Ｆによるブレーキペダル１０の作動量（操作量）に応じた液圧（反力液室Ｃ１内の液圧と駆動液室Ｃ２内の液圧）が得られて、所期の反力と制動力が得られる。
In this embodiment configured as described above, when the electrical system is normal, the electric hydraulic pressure source (pump / motor) 41, the first on-off valve V1, the second on-off valve V2, the second Electrical devices such as the 3 on-off valve V3, the first control valve V6, and the second control valve V7 can operate normally. For this reason, when the amount of operation (operation amount) of the brake pedal 10 is equal to or greater than a predetermined amount, when the brake operation is changing without maintaining the amount of operation of the brake pedal 10 (at the time of normal brake operation). As shown in FIG. 3, the first control valve V6 and the second control valve V7 of the hydraulic circuit 40 cause the hydraulic pressure in the reaction force hydraulic chamber C1 according to the operation amount (operation amount) of the brake pedal 10. And the hydraulic pressure in the driving fluid chamber C2 can be set to be controlled separately. Therefore, in this case, the hydraulic pressure (the hydraulic pressure in the reaction force hydraulic chamber C1 and the hydraulic pressure in the driving fluid chamber C2) corresponding to the operation amount (operation amount) of the brake pedal 10 by the pedal depression force F is obtained. The desired reaction force and braking force can be obtained.
また、この実施形態では、電気系が失陥した場合（例えば、電源失陥時）、液圧回路４０において、電動式液圧源（ポンプ・モータ）４１が停止状態となり、第１開閉弁Ｖ１と第２開閉弁Ｖ２と第１制御弁Ｖ６と第２制御弁Ｖ７が開状態となり、第３開閉弁Ｖ３が閉状態となる（図５参照）。このため、第１逆止弁Ｖ４と第２逆止弁Ｖ５により第１供給経路４１４と第２供給経路４１６が上流側への流れを規制され、かつ、第３開閉弁Ｖ３にて還流路４１２が閉じられた状態で、反力液室Ｃ１が、第１開閉弁Ｖ１より下流にある第１供給経路４１４と、開状態の第１制御弁Ｖ６が介装されている第２排出経路４１５と、第３開閉弁Ｖ３より上流の還流路４１２と、開状態の第２制御弁Ｖ７が介装されている第２排出経路４１７と、第２開閉弁Ｖ２より下流にある第２供給経路４１６を通して、駆動液室Ｃ２に接続される。
In this embodiment, when the electric system fails (for example, when the power supply fails), the electric hydraulic pressure source (pump / motor) 41 is stopped in the hydraulic circuit 40, and the first on-off valve V1. The second on-off valve V2, the first control valve V6, and the second control valve V7 are opened, and the third on-off valve V3 is closed (see FIG. 5). For this reason, the flow of the first supply path 414 and the second supply path 416 to the upstream side is restricted by the first check valve V4 and the second check valve V5, and the return path 412 is controlled by the third on-off valve V3. In the closed state, the reaction force liquid chamber C1 is located downstream of the first on-off valve V1, the first supply path 414, and the open first control valve V6 is interposed in the second discharge path 415 , Through a reflux path 412 upstream of the third on-off valve V3, a second discharge path 417 in which the opened second control valve V7 is interposed, and a second supply path 416 downstream of the second on-off valve V2. , Connected to the driving fluid chamber C2.
したがって、この場合には、ブレーキペダル１０の作動量（操作量）に応じて、反力液室Ｃ１内の作動液が、図５に示したように、上述した第１供給経路４１４、第２排出経路４１５、還流路４１２、第２排出経路４１７、第２供給経路４１６を通して、駆動液室Ｃ２に遅れなく供給されて、マスタピストン２３、２４が無効ストロークなく作動する。このため、マスタシリンダ２０が的確に作動し、所期の制動力を発生させることが可能である。
Therefore, in this case, according to the operation amount (operation amount) of the brake pedal 10, the working fluid in the reaction force fluid chamber C1 is, as shown in FIG. Through the discharge path 415, the reflux path 412, the second discharge path 417, and the second supply path 416, the master pistons 23 and 24 operate without invalid strokes without being supplied to the driving fluid chamber C2. For this reason, it is possible for the master cylinder 20 to operate accurately and to generate the desired braking force.
ところで、この実施形態では、一つの電動式液圧源（ポンプ・モータ）４１から吐出・供給される作動液を反力液室Ｃ１と駆動液室Ｃ２に分配供給可能に構成されていて、従来の車両用液圧ブレーキ装置（特開２０１２－２０７０７号公報の図１に記載されている車両用液圧ブレーキ装置）と同様に、液圧回路４０がシンプルかつ安価に構成されている。
By the way, in this embodiment, the hydraulic fluid discharged / supplied from one electric hydraulic pressure source (pump / motor) 41 can be distributed and supplied to the reaction force liquid chamber C1 and the driving fluid chamber C2. Similar to the vehicle hydraulic brake device (the vehicle hydraulic brake device described in FIG. 1 of JP 2012-20707 A), the hydraulic circuit 40 is configured simply and inexpensively.
また、この実施形態では、電気系が正常である場合、ブレーキペダル１０の作動量（操作量）が所定量以上であるときにおいて、同ブレーキ作動が維持されるとき（例えば、信号停止や踏切停止や渋滞停止等により、ブレーキ作動が設定時間（秒単位にて設定可能である）以上に維持されるとき）、駆動液室Ｃ２内の液圧が反力液室Ｃ１内の液圧に比して高くなるように設定されているため、図４に示したように、第１開閉弁Ｖ１と第２開閉弁Ｖ２が非作動状態（非通電による開状態）に保持され、第３開閉弁Ｖ３が作動状態（通電による開状態）に保持され、第２制御弁Ｖ７が通電による閉状態に保持され、第１制御弁Ｖ６が、ブレーキペダル１０の作動量（操作量）に応じて、反力液室Ｃ１内の液圧を制御するように設定することが可能である。
Further, in this embodiment, when the electric system is normal, when the brake pedal 10 is operated in an amount (operation amount) equal to or greater than a predetermined amount, the brake operation is maintained (for example, signal stop or level crossing stop). When the brake operation is maintained for a set time (which can be set in units of seconds) due to a traffic jam or the like, the hydraulic pressure in the driving fluid chamber C2 is compared to the hydraulic pressure in the reaction force fluid chamber C1. Therefore, as shown in FIG. 4, the first on-off valve V1 and the second on-off valve V2 are held in a non-actuated state (open state due to non-energization), and the third on-off valve V3 is set. Is maintained in the operating state (opened state by energization), the second control valve V7 is maintained in the closed state by energization, and the first control valve V6 reacts depending on the operation amount (operation amount) of the brake pedal 10. Can be set to control the fluid pressure in the fluid chamber C1 It is.
これにより、このときには、第２逆止弁Ｖ５と第２制御弁Ｖ７によって、駆動液室Ｃ２内の液圧（反力液室Ｃ１内の液圧に比して高い液圧）を密封保持（維持）することが可能であり、制動力を維持することが可能である。このため、このときには、電動式液圧源（ポンプ・モータ）４１の吐出路４１３から第２供給経路４１６に駆動液室Ｃ２内の液圧維持のための高圧の作動液供給が不要となる。したがって、このときには、電動式液圧源（ポンプ・モータ）４１の回転駆動を通常のブレーキ作動時に比して低減すること（すなわち、反力液室Ｃ１内の液圧制御を第１制御弁Ｖ６の作動によって維持し得る程度の低回転駆動とすること）が可能である。
Thereby, at this time, the second check valve V5 and the second control valve V7 hermetically hold the hydraulic pressure in the driving fluid chamber C2 (the hydraulic pressure higher than the hydraulic pressure in the reaction force fluid chamber C1). Maintenance) and the braking force can be maintained. Therefore, at this time, it is not necessary to supply high-pressure hydraulic fluid for maintaining the hydraulic pressure in the driving fluid chamber C2 from the discharge passage 413 of the electric hydraulic pressure source (pump / motor) 41 to the second supply passage 416. Accordingly, at this time, the rotational drive of the electric hydraulic pressure source (pump / motor) 41 is reduced as compared with the normal brake operation (that is, the hydraulic pressure control in the reaction force liquid chamber C1 is controlled by the first control valve V6). It is possible to achieve a low rotational drive that can be maintained by the operation of
この結果、このときには、当該装置１００において最小限の機能（駆動液室Ｃ２内の液圧保持と、反力液室Ｃ１内の液圧制御）を維持しながら、電動式液圧源（ポンプ・モータ）４１にて低振動・低騒音を図ることが可能である。また、この場合、反力液室Ｃ１内は液量剛性（液量に対する液圧の変化）が高く、また、反力液室Ｃ１内の液圧は駆動液室Ｃ２内の液圧に比して低いため、電動式液圧源（ポンプ・モータ）４１は低圧・低流量での駆動が可能であり、電動式液圧源（ポンプ・モータ）４１での消費電力の大幅な低減（省電力）を図ることも可能である。
As a result, at this time, while maintaining the minimum functions (hydraulic pressure retention in the driving fluid chamber C2 and fluid pressure control in the reaction force fluid chamber C1) in the device 100, the electric hydraulic pressure source (pump The motor 41 can achieve low vibration and low noise. In this case, the reaction force liquid chamber C1 has a high liquid rigidity (change in liquid pressure with respect to the liquid amount), and the liquid pressure in the reaction force liquid chamber C1 is higher than the liquid pressure in the driving liquid chamber C2. Therefore, the electric hydraulic pressure source (pump / motor) 41 can be driven at a low pressure and a low flow rate, and the power consumption of the electric hydraulic pressure source (pump / motor) 41 is greatly reduced (power saving). ) Is also possible.
なお、上記した実施形態において、通常のブレーキ作動時（図３参照）に、回生制動が要求される状態にて、第２開閉弁Ｖ２が通電されるように設定すれば、第２開閉弁Ｖ２は第２供給経路４１６を閉じて、電動式液圧源（ポンプ・モータ）４１から駆動液圧室Ｃ２への液圧供給を遮断する。このため、この場合には、回生制動装置（図示省略）にて制動力が得られ、マスタシリンダ２０にてブレーキ操作反力は得られるものの制動力が得られない状態とすることが可能であり、高い回生効率を確保したブレーキ作動を得ることが可能である。
In the above-described embodiment, if the second on-off valve V2 is set to be energized in a state where regenerative braking is required during normal braking operation (see FIG. 3), the second on-off valve V2 is set. Closes the second supply path 416 and shuts off the hydraulic pressure supply from the electric hydraulic pressure source (pump / motor) 41 to the driving hydraulic pressure chamber C2. Therefore, in this case, a braking force can be obtained by a regenerative braking device (not shown), and a braking operation reaction force can be obtained by the master cylinder 20, but a braking force cannot be obtained. In addition, it is possible to obtain a brake operation that ensures high regeneration efficiency.
また、上記した実施形態において、自動ブレーキ作動（ブレーキペダル１０の作動（操作）によらないブレーキ作動）が要求される状態にて、第１開閉弁Ｖ１が通電されるように設定すれば、第１開閉弁Ｖ１は第１供給経路４１４を閉じて、電動式液圧源（ポンプ・モータ）４１から反力液圧室Ｃ１への液圧供給を遮断する。なお、自動ブレーキ作動が要求される状態では、第１開閉弁Ｖ１が通電状態とされる他に、電動式液圧源（ポンプ・モータ）４１が駆動状態とされ、第３開閉弁Ｖ３が通電状態とされ、第２制御弁Ｖ７が制御状態とされる。このため、電動式液圧源（ポンプ・モータ）４１から駆動液圧室Ｃ２に液圧が供給されるとともに、同液圧が第２制御弁Ｖ７によって制御されて、所望のブレーキ作動が得られる。
In the above-described embodiment, if the first on-off valve V1 is set to be energized in a state where automatic brake operation (brake operation not depending on the operation (operation) of the brake pedal 10) is required, The 1 on-off valve V1 closes the first supply path 414 and shuts off the hydraulic pressure supply from the electric hydraulic pressure source (pump / motor) 41 to the reaction force hydraulic chamber C1. In the state where the automatic brake operation is required, the first on-off valve V1 is energized, the electric hydraulic pressure source (pump / motor) 41 is in the drive state, and the third on-off valve V3 is energized. The second control valve V7 is set to the control state. Therefore, the hydraulic pressure is supplied from the electric hydraulic pressure source (pump / motor) 41 to the driving hydraulic pressure chamber C2, and the hydraulic pressure is controlled by the second control valve V7, so that a desired brake operation is obtained. .
なお、上記した実施形態において、通常のブレーキ作動が得られているとき、反力液室（Ｃ１）内の液圧が駆動液室（Ｃ２）内の液圧に比して高くなるように設定されておれば、上述したブレーキ作動の維持時において、第１開閉弁（Ｖ１）と第２開閉弁（Ｖ２）が非作動状態（非通電による開状態）に保持され、第３開閉弁（Ｖ３）が作動状態（通電による開状態）に保持され、第１制御弁（Ｖ６）が通電による閉状態に保持され、第２制御弁（Ｖ７）が、ブレーキペダル（１０）の作動量（操作量）に応じて、駆動液室（Ｃ２）内の液圧を制御するように設定することが可能である。
In the above-described embodiment, when normal brake operation is obtained, the hydraulic pressure in the reaction force liquid chamber (C1) is set to be higher than the hydraulic pressure in the driving fluid chamber (C2). If this is done, the first on-off valve (V1) and the second on-off valve (V2) are held in the non-operating state (the open state due to de-energization) when maintaining the brake operation described above, and the third on-off valve (V3 ) Is held in the operating state (open state by energization), the first control valve (V6) is held in the closed state by energization, and the second control valve (V7) is operated by the brake pedal (10). ), The hydraulic pressure in the driving fluid chamber (C2) can be set to be controlled.
これにより、このときには、第１逆止弁（Ｖ４）と第１制御弁（Ｖ６）によって、反力液室（Ｃ１）内の液圧（駆動液室内の液圧に比して高い液圧）を密封保持することが可能である。このため、このときには、電動式液圧源（ポンプ・モータ）の吐出路（４１３）から第１供給経路（４１４）に反力液室（Ｃ１）内の液圧維持のための高圧の作動液供給が不要となる。したがって、このときには、電動式液圧源（ポンプ・モータ）の回転駆動を通常のブレーキ作動時に比して低減すること（すなわち、駆動液室内の液圧制御を第２制御弁の作動によって維持し得る程度の低回転駆動とすること）が可能である。この結果、上述したのと同様に、電動式液圧源（ポンプ・モータ）にて低振動・低騒音を図ることが可能であるとともに、電動式液圧源（ポンプ・モータ）での消費電力の低減（省電力）を図ることも可能である。
Thereby, at this time, the first check valve (V4) and the first control valve (V6) cause the hydraulic pressure in the reaction force liquid chamber (C1) to be higher than the hydraulic pressure in the driving fluid chamber. Can be kept sealed. For this reason, at this time, high-pressure hydraulic fluid for maintaining the hydraulic pressure in the reaction force liquid chamber (C1) from the discharge path (413) of the electric hydraulic pressure source (pump / motor) to the first supply path (414). Supply is unnecessary. Therefore, at this time, the rotational drive of the electric hydraulic pressure source (pump / motor) is reduced as compared with the normal braking operation (that is, the hydraulic pressure control in the driving fluid chamber is maintained by the operation of the second control valve. It is possible to achieve low rotation driving to the extent possible. As a result, as described above, low vibration and low noise can be achieved with the electric hydraulic pressure source (pump / motor), and power consumption at the electric hydraulic pressure source (pump / motor) can be reduced. It is also possible to reduce (power saving).
上記した実施形態においては、図１～図５に示したように、第１供給経路４１４に第１開閉弁Ｖ１および第１逆止弁Ｖ４を設けるとともに、第２供給経路４１６に第２開閉弁Ｖ２および第２逆止弁Ｖ５を設けて実施したが、図６に示したように、第１供給経路４１４に常閉型電磁式の第１開閉弁Ｖ１１を設けるとともに、第２供給経路４１６に常閉型電磁式の第２開閉弁Ｖ１２を設けて実施することも可能である。なお、この場合には、反力液室Ｃ１または駆動液室Ｃ２に作動液を供給する必要があるとき、該当する常閉型電磁式の開閉弁Ｖ１１またはＶ１２を作動状態（通電による開状態）に保持する必要がある。図６に示した実施形態の実施に際して、第１開閉弁Ｖ１１と第２開閉弁Ｖ１２の何れか一方を図１～図５に示した構成に変更することも可能である。
In the above-described embodiment, as shown in FIGS. 1 to 5, the first on-off valve V1 and the first check valve V4 are provided in the first supply path 414, and the second on-off valve is provided in the second supply path 416. Although V2 and the second check valve V5 are provided, as shown in FIG. 6, a normally closed electromagnetic first on-off valve V11 is provided in the first supply path 414 and the second supply path 416 is provided. It is also possible to provide a normally closed electromagnetic second on-off valve V12. In this case, when the working fluid needs to be supplied to the reaction force fluid chamber C1 or the driving fluid chamber C2, the corresponding normally closed electromagnetic on-off valve V11 or V12 is in an operating state (open state by energization). Need to hold on. In carrying out the embodiment shown in FIG. 6, it is possible to change either one of the first on-off valve V11 and the second on-off valve V12 to the configuration shown in FIGS.
Claims (2)
- シリンダ内孔を有するシリンダボディと、このシリンダボディの前記シリンダ内孔にシリンダ軸方向に移動可能に組付けられて前記シリンダボディ内に作動液を給排可能な反力液室を形成しブレーキ操作部材によって駆動可能な入力ピストンと、この入力ピストンに対して同軸的に配置されかつ前記シリンダ内孔にシリンダ軸方向に移動可能に組付けられて前記シリンダボディ内に作動液を給排可能な駆動液室と作動液を給排可能な圧力室を形成し前記入力ピストンまたは前記駆動液室に供給される作動液によって駆動されるマスタピストンとを備えているマスタシリンダと、
前記ブレーキ操作部材の作動量に応じて前記反力液室内の液圧と前記駆動液室内の液圧を別個に制御可能な液圧回路を備えていて、
前記液圧回路が、一つの電動式液圧源と、この電動式液圧源の吸入路に接続されているとともに還流路に接続されていて作動液を収容するリザーバと、前記電動式液圧源の吐出路と前記反力液室を接続する第１供給経路と、この第１供給経路と前記還流路を接続する第１排出経路と、前記電動式液圧源の吐出路と前記駆動液室を接続する第２供給経路と、この第２供給経路と前記還流路を接続する第２排出経路とを備えるとともに、
前記第１供給経路と前記第１排出経路の接続部より上流にて前記第１供給経路に介装された常開型電磁式の第１開閉弁と、前記第２供給経路と前記第２排出経路の接続部より上流にて前記第２供給経路に介装された常開型電磁式の第２開閉弁と、前記還流路に介装された常閉型電磁式の第３開閉弁と、前記第１供給経路にて前記第１開閉弁の上流に介装されて上流側への流れを規制する第１逆止弁と、前記第２供給経路にて前記第２開閉弁の上流に介装されて上流側への流れを規制する第２逆止弁と、前記第１排出経路に介装されて前記反力液室に供給される液圧を前記ブレーキ操作部材の作動量に応じて制御する常開型電磁式の第１制御弁と、前記第２排出経路に介装されて前記駆動液室に供給される液圧を前記ブレーキ操作部材の作動量に応じて制御する常開型電磁式の第２制御弁を備えていて、
前記反力液室内と前記駆動液室内に前記電動式液圧源から作動液が供給されて前記反力液室内と前記駆動液室内に液圧が生じるときに、何れか一方の液圧が他方の液圧に比して高くなるように設定されている車両用液圧ブレーキ装置。 Brake operation by forming a cylinder body having a cylinder inner hole and a reaction force liquid chamber that is assembled to the cylinder inner hole of the cylinder body so as to be movable in the axial direction of the cylinder so that hydraulic fluid can be supplied and discharged in the cylinder body. An input piston that can be driven by a member, and a drive that is coaxially arranged with respect to the input piston and that is assembled in the cylinder bore so as to be movable in the cylinder axial direction, so that hydraulic fluid can be supplied to and discharged from the cylinder body A master cylinder that includes a liquid chamber and a master piston that forms a pressure chamber capable of supplying and discharging hydraulic fluid and is driven by the hydraulic fluid supplied to the input piston or the driving fluid chamber;
A hydraulic circuit capable of separately controlling the hydraulic pressure in the reaction fluid chamber and the hydraulic pressure in the driving fluid chamber according to the operation amount of the brake operation member;
The hydraulic circuit includes one electric hydraulic pressure source, a reservoir connected to a suction path of the electric hydraulic pressure source and connected to a reflux path to store hydraulic fluid, and the electric hydraulic pressure source A first supply path connecting the discharge path of the source and the reaction force liquid chamber, a first discharge path connecting the first supply path and the reflux path, a discharge path of the electric hydraulic pressure source, and the driving fluid A second supply path connecting the chambers, and a second discharge path connecting the second supply path and the reflux path,
A normally open electromagnetic first on-off valve interposed in the first supply path upstream from a connection portion between the first supply path and the first discharge path, the second supply path, and the second discharge A normally open electromagnetic second on-off valve interposed in the second supply path upstream from the connection portion of the path; and a normally closed electromagnetic third on-off valve interposed in the return path; A first check valve interposed upstream of the first on-off valve in the first supply path and restricting the upstream flow; and upstream of the second on-off valve in the second supply path. A second check valve that is mounted and restricts the flow to the upstream side, and a hydraulic pressure that is provided in the first discharge path and is supplied to the reaction force liquid chamber according to an operation amount of the brake operation member. A normally-open electromagnetic first control valve that controls the hydraulic pressure supplied to the driving fluid chamber by being interposed in the second discharge path, and an operating amount of the brake operating member Have a normally open type electromagnetic second control valve is controlled in accordance with,
When hydraulic fluid is supplied from the electric hydraulic pressure source to the reaction force fluid chamber and the drive fluid chamber to generate fluid pressure in the reaction force fluid chamber and the drive fluid chamber, one of the fluid pressures is the other. A hydraulic brake device for a vehicle that is set to be higher than the hydraulic pressure of the vehicle. - 請求項１に記載の車両用液圧ブレーキ装置において、前記第１開閉弁および前記第１逆止弁と、前記第２開閉弁および前記第２逆止弁の少なくとも一方を、常閉型電磁式の開閉弁に代えたことを特徴とする車両用液圧ブレーキ装置。 The hydraulic brake device for a vehicle according to claim 1, wherein at least one of the first on-off valve and the first check valve, the second on-off valve and the second check valve is a normally closed electromagnetic type. A hydraulic brake device for a vehicle, characterized in that it is replaced with an on-off valve.
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| JP2012-254068 | 2012-11-20 | ||
| JP2012254068A JP5853938B2 (en) | 2012-11-20 | 2012-11-20 | Hydraulic brake device for vehicles |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2012020707A (en) * | 2010-07-16 | 2012-02-02 | Advics Co Ltd | Brake device |
| JP2013129314A (en) * | 2011-12-21 | 2013-07-04 | Advics Co Ltd | Brake device |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2012020707A (en) * | 2010-07-16 | 2012-02-02 | Advics Co Ltd | Brake device |
| JP2013129314A (en) * | 2011-12-21 | 2013-07-04 | Advics Co Ltd | Brake device |
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