WO2014080985A1

WO2014080985A1 - Vehicular hydraulic brake device

Info

Publication number: WO2014080985A1
Application number: PCT/JP2013/081404
Authority: WO
Inventors: 聡石田
Original assignee: 株式会社アドヴィックス
Priority date: 2012-11-22
Filing date: 2013-11-21
Publication date: 2014-05-30
Also published as: JP5846111B2; JP2014101095A

Abstract

A hydraulic-pressure control circuit (40) in this vehicular hydraulic brake device (100) is provided with an electrical hydraulic-pressure source (41) and solenoid valves (V1, V2, V6, V7) that an electric control device (50) controls in accordance with the actuation amount of a brake-operating member (10). Said electric control device (50) is provided with the following: a mode determination means that determines whether or not a condition under which to keep the brake applied is met; a normal-mode control means that, if said condition is not met, keeps the electrical hydraulic-pressure source operating, controls the solenoid valves in accordance with the actuation amount of the brake-operating member, and controls the pressure inside a resistance-generating hydraulic chamber (C1) and the pressure inside a brake-driving hydraulic chamber (C2); and an economy-mode control means that, if the aforementioned condition is met, keeps the electrical hydraulic-pressure source stopped, maintains the solenoid valves in a set state, and maintains the pressure inside the resistance-generating hydraulic chamber (C1) and the pressure inside the brake-driving hydraulic chamber (C2) as is. This makes it possible, when a given brake actuation has been maintained for a duration greater than or equal to a set duration, to keep the brake applied with the electrical hydraulic-pressure source in the hydraulic-pressure control circuit stopped.

Description

Hydraulic brake device for vehicles

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.

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 liquid chamber of the liquid pressure with a separate controllable hydraulic control circuit.

In the hydraulic brake device for a vehicle described in FIG. 1 of JP 2012-20707 A,
The hydraulic pressure control circuit includes one electric hydraulic pressure source (pump / motor), a reservoir connected to the suction path of the electric hydraulic pressure source and connected to the return path, and containing 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 return path, and an electric hydraulic pressure source A second supply path connecting the discharge path and the driving liquid 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.

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 pressure control circuit is configured simply and inexpensively. However, since the accumulator is not provided in the vehicle hydraulic brake device, the electric hydraulic pressure source (pump / motor) is always kept in operation while the brake operation member is being operated (brake operation). There is a need. Therefore, when the brake operation is maintained in the hydraulic brake device for the vehicle (for example, when the brake operation is maintained for a set time or more due to signal stop, railroad crossing stop, traffic jam stop, etc.), power consumption However, vibration and noise associated with the operation of the electric hydraulic pressure source (pump / motor) may become a problem.

The present invention has been made to solve the above problems,
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;
An electric hydraulic pressure source (pump / motor) whose operation is controlled by an electric control device according to the operating amount of the brake operating member and an electromagnetic valve are provided, and the electric hydraulic pressure source is the reaction force liquid chamber A hydraulic pressure control circuit capable of supplying hydraulic fluid to the driving fluid chamber, and wherein the solenoid valve can separately control or maintain the hydraulic pressure in the reaction fluid chamber and the hydraulic pressure in the driving fluid chamber. And
The electrical control device
Mode determination means for determining a brake maintenance condition that the brake operation member is maintained in a predetermined operation state for a set time or longer based on an operation amount and an operation elapsed time of the brake operation member;
When it is determined by the mode determining means that the brake maintenance condition is not satisfied, the electric hydraulic pressure source (pump / motor) is held in an operating state, and the electromagnetic valve is operated by the operating amount of the brake operating member. And normal mode control means for controlling the hydraulic pressure in the reaction liquid chamber and the hydraulic pressure in the driving fluid chamber,
When the mode determination means determines that the brake maintenance condition is satisfied, the electric hydraulic pressure source (pump / motor) is held in a stopped state, and the electromagnetic valve is maintained in a set state. The vehicle hydraulic brake device includes an eco mode control means for maintaining the hydraulic pressure in the reaction fluid chamber and the hydraulic pressure in the driving fluid chamber.

In implementing the present invention described above, the brake maintenance condition can be changed as appropriate. For example, a vehicle speed zero that can be detected by the output of the vehicle speed sensor is added, or can be detected by the output of the shift position sensor. It is possible to change that the shift position is in the P or N range, or that an obstacle that can be detected by the output of the vehicle front obstacle detection sensor is added. .

In the vehicle hydraulic brake device of the present invention described above, the electric control device includes the mode determining means, the normal mode control means, and the eco mode control means. Therefore, when it is determined that the brake maintenance condition is not satisfied, the electric hydraulic pressure source (pump / motor) is held in an operating state, and the electromagnetic valve is controlled according to the operating amount of the brake operating member. Thus, the hydraulic pressure in the reaction liquid chamber and the hydraulic pressure in the driving fluid chamber are controlled. When it is determined that the brake maintenance condition is satisfied, the electric hydraulic pressure source (pump / motor) is held in a stopped state, the electromagnetic valve is maintained in a set state, and the reaction force fluid is The hydraulic pressure in the chamber and the hydraulic pressure in the driving fluid chamber are maintained, and the brake is held.

Therefore, in the vehicle hydraulic brake device of the present invention, when a predetermined brake operation is maintained (for example, when the brake operation is maintained for a set time or more due to a signal stop, a level crossing stop, a traffic jam stop, etc.). The electric hydraulic pressure source (pump / motor) is held in a stopped state, so that it is possible to eliminate the power consumption of the electric hydraulic pressure source (pump / motor) and the electric hydraulic pressure source (pump / motor).・ It is possible to eliminate vibration and noise associated with the operation of the motor. In addition, as described above, since the electric hydraulic pressure source (pump / motor) is held in a stopped state (unnecessary driving is eliminated), the mechanism of the electric hydraulic pressure source (pump / motor) is reduced. The effect can also be expected for the durability and life of the parts.

1 is an overall configuration diagram schematically illustrating an embodiment of a vehicle hydraulic brake device according to the present invention. It is a partial block diagram which shows the non-operation state of the principal part of the hydraulic brake device for vehicles shown in FIG. It is a partial block diagram which shows the normal brake operating state of the principal part of the hydraulic brake device for vehicles shown in FIG. It is a partial block diagram which shows the brake holding state of the principal part of the hydraulic brake device for vehicles shown in FIG. It is a partial block diagram which shows the brake operation state at the time of the electric system failure of the principal part of the hydraulic brake device for vehicles shown in FIG. It is a flowchart of the brake operation control program which brake ECU shown in FIG. 1 performs. It is a flowchart of the eco mode control program shown in FIG.

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, The master cylinder 20 that can be operated based on the depression operation of the brake pedal 10, the wheel cylinders FL, FR, RL, RR, the brake hydraulic pressure control actuator 30, the hydraulic pressure control circuit 40, the brake ECU (electric control device) 50, etc. It has.

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 the stroke sensor S1 and the pedaling force sensor S2. The detection signals of the stroke sensor S1 and the pedal force sensor S2 are configured to be transmitted to the brake ECU 50, so that the brake ECU 50 can grasp the stroke sensor value S and the pedal force sensor value F. 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.

The master cylinder 20 is connected to a reservoir R and has a cylinder body 21 having a cylinder bore 21a connected to an actuator 30 for brake fluid pressure control and a fluid pressure control circuit 40, and an input piston assembled to the cylinder body 21. 22, a pair of front and

rear master pistons

23 and 24, a pair of front and

rear springs

25 and 26, and the like.

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.

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.

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. The front master piston 24 is urged toward the position (return position) in FIG. 1 by a 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.

The reaction force liquid chamber C1 and the driving liquid chamber C2 are connected to the hydraulic pressure control 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.

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.

By the way, the hydraulic pressure control circuit 40 of this embodiment includes one electric hydraulic pressure source 41 (pump P and motor M) capable of supplying hydraulic fluid to the reaction force hydraulic chamber C1 and the driving hydraulic chamber C2, and this electric type. A reservoir R that is connected to the suction path 411 of the hydraulic pressure source 41 and is connected to the reflux path 412 to store the working fluid, and the discharge path 413 of the electric hydraulic pressure source 41 and the reaction force liquid chamber C1 are connected. The first supply path 414, the first discharge path 415 that connects the first supply path 414 and the reflux path 412, and the second supply path 416 that connects the discharge path 413 of the electric hydraulic pressure source 41 and the driving fluid chamber C2. And a second discharge path 417 that connects the second supply path 416 and the reflux path 412.

The hydraulic pressure control circuit 40 includes a first on-off valve V1, a second on-off valve V2, a main check valve V3, a first check valve V4, a second check valve V5, and a first control valve. V6 and the second control valve V7 are provided, and a pair of pressure sensors S3 and S4 are provided. 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.

The main check valve V3 is interposed in the discharge passage 413 of the electric hydraulic pressure source 41, and is configured to restrict the flow of hydraulic fluid upstream. The first check valve V4 is arranged in parallel with the first on-off valve V1 in the first supply path 414, and is configured to restrict the flow of the hydraulic fluid to the downstream side. The second check valve V5 is arranged in parallel with the second on-off valve V2 in the second supply path 416, and is configured to regulate the flow of the hydraulic fluid to the downstream 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.

The pressure sensor S3 is a sensor that detects the pressure in the first supply path 414, and the detection signal is transmitted to the brake ECU 50 so that the brake ECU 50 can grasp the pressure Pr in the first supply path 414. Has been. On the other hand, the pressure sensor S4 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 Ps in the second supply path 416. It is configured.

The above-described electric hydraulic pressure source 41, the first on-off valve V1, the second on-off valve V2, the first control valve V6, the second control valve V7, etc. (electrical devices of the hydraulic pressure control circuit 40) are connected to the sensors S1 to S4. Each operation is controlled by a brake ECU (electric control device) 50 on the basis of the detection signal.

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 detection signals from the stroke sensor S1 and the pedal force sensor S2.

The brake ECU 50 includes the brake operation control program shown in FIG. 6 and the eco mode control program shown in FIG. The brake operation control program shown in FIG. 6 is repeatedly executed every predetermined calculation cycle (for example, several milliseconds), and when the pedal force sensor value F detected by the pedal force sensor S2 exceeds the threshold value F1. When the operation amount (operation amount) of the brake pedal 10 is equal to or greater than a predetermined amount, execution of the program is started (step 201), and the stroke sensor value S and the pedaling force sensor value F are read in step 202. In step 203, the change amounts of the stroke sensor value S and the pedal force sensor value F are calculated, and it is determined whether or not each is equal to or less than a specified value (A, B).

When it is determined as “No” in Step 203 (for example, during normal brake operation in which the operation amount (operation amount) of the brake pedal 10 is changing), Step 204 and Step 205 are executed and Step 206 is performed. At the end of program execution. In step 204, the count of the elapsed time t1 from the start of “Yes” in step 203 is reset to zero. In step 205, a normal mode control program (details omitted) is executed, and the brake pedal The hydraulic pressure supplied from the electric hydraulic pressure source 41 to the reaction liquid chamber C1 and the hydraulic pressure supplied from the electric hydraulic pressure source 41 to the drive hydraulic chamber C2 are controlled according to the operation amount of 10. .

Further, when it is determined as “Yes” in Step 203 (for example, when the brake is operated while the operation amount (operation amount) of the brake pedal 10 is maintained), Step 207 and Step 208 are executed. In step 207, the count of the elapsed time t1 from the start of “Yes” in step 203 is incremented, and in step 208, it is determined whether the elapsed time t1 is equal to or greater than the set time To from the count value of the elapsed time t1. Is done.

If it is determined as “No” in step 208 (when the brake maintenance condition is not satisfied), step 205 is executed, and the execution of the program ends in step 206. On the other hand, if “Yes” is determined in step 208 (when the brake maintenance condition is satisfied), step 210 is executed, and the execution of the program is ended in step 206. In step 210, the eco mode control program shown in FIG. 7 is executed, and after the execution of the eco mode control program is started in step 211, step 212 is executed and the pressure Ps in the second supply path 416 is increased. It is determined whether or not the pressure Pr in the first supply path 414 is equal to or higher.

If it is determined as “Yes” in Step 212, Step 213 and Step 214 are executed. In step 213, a signal for turning on the first on-off valve V1 (energized state) is output, and the second on-off valve V2, the first control valve V6, the second control valve V7, the motor M, etc. are turned off (non-energized). State) is output, and the electrical equipment of the hydraulic pressure control circuit 40 is as shown in FIG. In step 214, the program that returns to step 206 is executed.

If it is determined “No” in step 212, step 215 and step 214 are executed. In step 215, a signal for turning on the second on-off valve V2 (energized state) is output, and the first on-off valve V1, the first control valve V6, the second control valve V7, the motor M, etc. are turned off (non-energized). State) is output. In step 214, the program that returns to step 206 is executed.

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 in the hydraulic pressure control circuit 40, Electrical devices such as 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). 6,

steps

201, 202, 203, 204, 205, and 206 are executed, and as shown in FIG. 3, the first control valve V6 and the second control valve V7 of the hydraulic pressure control circuit 40 are brake pedals. The hydraulic pressure in the reaction fluid chamber C1 and the hydraulic pressure in the drive fluid chamber C2 are controlled separately according to the 10 actuation amounts (operation amounts). 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 is obtained, Reaction force and braking force can be obtained.

In this embodiment, when the electric system fails (for example, when the power supply fails), in the hydraulic control circuit 40, the electric hydraulic pressure source (pump / motor) 41 is stopped and the first on-off valve V1 and the second on-off valve V2 are opened, and the first control valve V6 and the second control valve V7 are closed (see FIG. 5). For this reason, the reaction force liquid chamber C1 is connected to the first on-off valve V1 and the first open / close valve V1 in a state where the discharge path 413 of the electric hydraulic pressure source 41 is restricted from flowing upstream by the main check valve V3. The drive fluid chamber C2 is communicatively connected through a first supply path 414 in which the check valve V4 is interposed, and a second supply path 416 in which the second on-off valve V2 and the second check valve V5 are interposed.

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 supply path 416, the oil is supplied to the driving fluid chamber C2 without delay, and the

master pistons

23 and 24 operate without any invalid stroke. For this reason, it is possible for the master cylinder 20 to operate accurately and to generate the desired braking force.

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 Japanese Patent Application Laid-Open No. 2012-20707), the hydraulic control circuit 40 is configured simply and inexpensively.

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 longer than the set time (can be set in seconds) due to traffic jams, etc.), the electric hydraulic pressure source (pump / motor) 41 is held in a stopped state, and each solenoid valve V1, V2, V6, and V7 are maintained in the set state (the state shown in FIG. 4), the hydraulic pressure in the reaction force liquid chamber C1 and the hydraulic pressure in the driving fluid chamber C2 are maintained, and the brake is held. .

Therefore, in this embodiment, when a predetermined brake operation is maintained, the electric hydraulic pressure source (pump / motor) 41 is held in a stopped state and consumed by the electric hydraulic pressure source (pump / motor) 41. Electric power can be eliminated, and vibration and noise associated with the operation of the electric hydraulic pressure source (pump / motor) 41 can be eliminated. Further, as described above, since the electric hydraulic pressure source (pump / motor) 41 is held in a stopped state (unnecessary driving is eliminated), the electric hydraulic pressure source (pump / motor) 41. It is also expected to have an effect on the durability and life of mechanical parts.

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.

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 driven, and the second control valve V7 is controlled. 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. .

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). In this case, the first on-off valve (V1), the first control valve (V6), and the second control valve (V7) are maintained in the non-operating state when the brake operation is maintained, and the second on-off valve ( V2) is held in the operating state (closed state by energization), and the electric hydraulic pressure source (pump / motor) 41 is held in the stopped state. Therefore, at this time as well, it is possible to obtain the same effects as the above-described effects (eliminating power consumption in the electric hydraulic pressure source (pump / motor) 41, electric hydraulic pressure source (pump / motor) 41. It is possible to eliminate vibrations and noises associated with the operation of the motor, and to increase the durability and life of the mechanical parts in the electric hydraulic pressure source (pump / motor) 41.

In the embodiment described above, the brake maintenance condition that the brake pedal (brake operation member) 10 is maintained for a set time or more in a predetermined operating state is determined by

steps

203 and 208 shown in FIG. Configured and implemented.

However, in the implementation of the present invention, it is possible to detect between the steps 203 to 210 shown in FIG. 6, for example, the step of determining the vehicle speed zero detectable by the output of the vehicle speed sensor, or the output of the shift position sensor. A step of determining that the shift position is in the P or N range or a step of determining whether there is an obstacle that can be detected by the output of the vehicle front obstacle detection sensor may be added as appropriate. . In these cases, the brake maintaining condition that the brake pedal (brake operating member) 10 is maintained in a predetermined operating state for a set time or longer is that the vehicle speed is zero, or the shift position is in the P or N range. Or that there is an obstacle in front of the vehicle is added as appropriate.

In the embodiment described above, the hydraulic pressure control circuit 40 has the configuration shown in FIGS. 1 to 5 (one electric hydraulic pressure source (pump / motor) 41 and four solenoid valves V1, V2). In the embodiment of the present invention, the configuration of the hydraulic pressure control circuit is activated by the electric control device in accordance with the operation amount of the brake operation member. An electric hydraulic pressure source (pump / motor) to be controlled and an electromagnetic valve, the electric hydraulic pressure source being capable of supplying hydraulic fluid to the reaction force liquid chamber and the driving liquid chamber; However, the hydraulic pressure in the reaction fluid chamber and the hydraulic pressure in the drive fluid chamber need only be controllable or maintainable, and the number and configuration of the electric hydraulic pressure sources (pumps / motors) and solenoid valves are appropriately determined. It can be changed.

Claims

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 and capable of supplying and discharging hydraulic fluid 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, and can supply and discharge hydraulic fluid into 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;
An electric hydraulic pressure source and an electromagnetic valve whose operation is controlled by an electric control device in accordance with an operation amount of the brake operation member are provided, and the electric hydraulic pressure source includes the reaction force liquid chamber and the driving liquid chamber. A hydraulic pressure control circuit capable of separately supplying or controlling the hydraulic pressure in the reaction liquid chamber and the hydraulic pressure in the driving fluid chamber;
The electrical control device
Mode determination means for determining a brake maintenance condition that the brake operation member is maintained in a predetermined operation state for a set time or longer based on an operation amount and an operation elapsed time of the brake operation member;
When it is determined by the mode determination means that the brake maintenance condition is not satisfied, the electric hydraulic pressure source is held in an operating state, and the electromagnetic valve is controlled in accordance with the operation amount of the brake operation member. Normal mode control means for controlling the fluid pressure in the reaction force fluid chamber and the fluid pressure in the drive fluid chamber;
When it is determined by the mode determination means that the brake maintenance condition is satisfied, the electric hydraulic pressure source is held in a stopped state, the electromagnetic valve is maintained in a set state, and the reaction force liquid A vehicular hydraulic brake device comprising eco-mode control means for maintaining the hydraulic pressure in the room and the hydraulic pressure in the driving liquid chamber.
2. The vehicle hydraulic brake device according to claim 1, wherein a vehicle speed zero that can be detected by an output of a vehicle speed sensor is added as the brake maintenance condition.
3. The vehicle hydraulic brake device according to claim 1, wherein a shift position that can be detected by an output of a shift position sensor is added to the P or N range as the brake maintenance condition. 4. Pressure brake device.
The hydraulic brake device for a vehicle according to any one of claims 1 to 3, wherein the presence of an obstacle that can be detected by an output of a vehicle front obstacle detection sensor is added as the brake maintenance condition. Hydraulic brake device.