WO2016084838A1 - Braking device for vehicle - Google Patents

Braking device for vehicle Download PDF

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Publication number
WO2016084838A1
WO2016084838A1 PCT/JP2015/083047 JP2015083047W WO2016084838A1 WO 2016084838 A1 WO2016084838 A1 WO 2016084838A1 JP 2015083047 W JP2015083047 W JP 2015083047W WO 2016084838 A1 WO2016084838 A1 WO 2016084838A1
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WO
WIPO (PCT)
Prior art keywords
pressure
braking force
hydraulic pressure
unit
hydraulic
Prior art date
Application number
PCT/JP2015/083047
Other languages
French (fr)
Japanese (ja)
Inventor
賢 葛谷
山本　貴之
康人 石田
達史 小林
Original Assignee
株式会社アドヴィックス
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Application filed by 株式会社アドヴィックス filed Critical 株式会社アドヴィックス
Publication of WO2016084838A1 publication Critical patent/WO2016084838A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • 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
    • B60T13/14—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 accumulators or reservoirs fed by pumps

Definitions

  • the present invention relates to a vehicle braking device.
  • a servo pressure for driving a master piston is increased by a booster in accordance with a brake operation, and the hydraulic pressure in the master cylinder is increased by the servo pressure, and the master cylinder pressure is passed through an ABS device or the like.
  • the accumulator (accumulation unit) of the booster is used for increasing the servo pressure and thus for increasing the master cylinder pressure.
  • Such a vehicle braking device is described in, for example, Japanese Patent Application Laid-Open No. 2006-123889.
  • a new braking device for a vehicle has been devised that includes a braking force applying unit (for example, an actuator) that applies a braking force to the wheel based on the hydraulic pressure generated by the pressure generating unit.
  • the pressure accumulating unit directly supplies the hydraulic pressure to the braking force applying unit by the mechanical operation of the hydraulic pressure generating unit according to the brake operation.
  • the present invention has been made in view of such circumstances, and suppresses an increase in load pressure to other components of the braking force application unit even when an abnormality occurs in a part of the braking force application unit. It is an object of the present invention to provide a braking device for a vehicle that can be used.
  • the braking device for a vehicle includes a pressure accumulating portion for accumulating hydraulic fluid, and the pressure accumulating portion so that the increase in the fluid pressure in the pressure accumulating portion stops when the fluid pressure in the pressure accumulating portion is equal to or higher than a predetermined off pressure. And a hydraulic pressure that mechanically generates a hydraulic pressure corresponding to a brake operation with the hydraulic pressure accumulated in the pressure accumulating portion as an upper limit based on the hydraulic pressure in the pressure accumulating portion.
  • a pressure generating control unit including: a generating unit; a braking force applying unit that applies a braking force to a vehicle wheel based on the hydraulic pressure generated by the hydraulic pressure generating unit; and an acquisition unit that acquires a required braking force. When the required braking force acquired by the acquiring unit is equal to or greater than a predetermined value, the off-pressure is set lower than when the required braking force acquired by the acquiring unit is less than the predetermined value. To do.
  • the “off pressure” relating to the upper limit of the hydraulic pressure in the pressure accumulating unit is low.
  • the hydraulic pressure in the pressure accumulator increases (or increases later), the increase in the hydraulic pressure in the pressure accumulator is stopped earlier than usual, and the hydraulic pressure in the pressure accumulator becomes lower than normal. Kept low. That is, the load applied to the braking force applying unit by the pressure accumulating unit can be made smaller than usual.
  • the vehicle of this embodiment is not a hybrid vehicle but a vehicle that uses only an engine as a drive source.
  • the vehicle includes a hydraulic braking unit A that directly applies a hydraulic braking force to each wheel Wfl, Wfr, Wrl, Wrr to brake the vehicle.
  • the hydraulic braking unit A includes a brake pedal 11 that is a brake operation member, a stroke simulator unit 12, a reservoir tank 14, a booster mechanism 15, and an actuator (corresponding to a “braking force applying unit”) 16.
  • a brake ECU 17 and a wheel cylinder WC are provided.
  • the wheel cylinder WC regulates the rotation of the wheel W, and is provided in the caliper CL.
  • the wheel cylinder WC is a braking force applying mechanism that applies a braking force to the vehicle wheel W based on a first hydraulic pressure (described later).
  • the braking force applying mechanism is configured to be able to apply a braking force to the wheel W based on the first hydraulic pressure and the second hydraulic pressure.
  • a pair of brake pads (not shown) that are members are pressed to restrict rotation of the disc rotor DR that is a rotating member that rotates integrally with the wheel W from both sides.
  • the disc type brake is adopted, but a drum type brake may be adopted.
  • the wheel W is any one of the left and right front and rear wheels Wfl, Wfr, Wrl, and Wrr.
  • a pedal stroke sensor 11 a that detects a brake pedal stroke (operation amount) that is a brake operation state when the brake pedal 11 is depressed is provided.
  • the pedal stroke sensor 11 a is connected to the brake ECU 17, and a detection signal is output to the brake ECU 17.
  • the brake pedal 11 is connected to the stroke simulator unit 12 via a push rod 19.
  • the stroke simulator section 12 includes a cylinder section 12a, a piston 12b that can slide fluidly in the cylinder section 12a, a hydraulic chamber 12c formed by the cylinder section 12a, the piston 12b, and the piston 13b, and a hydraulic chamber. And a stroke simulator 12d communicated with 12c.
  • a push rod 19 is connected to one end side (right side in the drawing) of the sliding direction (axial direction) of the piston 12b.
  • the piston 12b is disposed in the hydraulic chamber 12c.
  • the hydraulic chamber 12c is provided with a spring 12e that is interposed between the piston 12b and the bottom wall 12a3 of the cylinder portion 12a and biases the piston 12c in the direction of expanding the hydraulic chamber 12c.
  • the hydraulic chamber 12c communicates with the stroke simulator 12d through an oil passage 12f connected to the input / output port 12a2.
  • the hydraulic chamber 12c communicates with the reservoir tank 14 via a connection oil passage (not shown).
  • the stroke simulator 12d causes the brake pedal 11 to generate a stroke (reaction force) having a magnitude corresponding to the operation state of the brake pedal 11. That is, the stroke simulator 12d is an operation corresponding pressure generating mechanism that generates a hydraulic pressure corresponding to the brake operation in the hydraulic pressure chamber 12d3.
  • the stroke simulator 12d includes a cylinder part 12d1, a piston part 12d2, a hydraulic chamber 12d3, and a spring 12d4.
  • the piston portion 12d2 slides liquid-tightly in the cylinder portion 12d1 in accordance with the brake operation for operating the brake pedal 11.
  • the hydraulic chamber (first hydraulic chamber) 12d3 is formed by being partitioned between the cylinder portion 12d1 and the piston portion 12d2.
  • the hydraulic chamber 12d3 communicates with the hydraulic chamber 12c through an oil passage 12f connected to the input / output port 12d5.
  • the spring 12d4 biases the piston portion 12d2 in a direction to reduce the volume of the hydraulic chamber 12d3.
  • the spring 12d4 is an interposed member interposed between the piston portion 12d2 and the input portion 15b.
  • another elastic member such as a rubber member may be employed instead of the spring.
  • the input part 15b When the piston part 12d2 is pressed toward the left side, the input part 15b does not move in spite of the sliding of the piston part 12d2 in the initial period of the brake operation.
  • the input portion 15b starts to move to the left side only when the force pressing the piston portion 12d2 to the left is greater than the sum of the urging force of the spring 12d4, the urging force of the spring 15e, and the sliding resistance of the input portion 15b.
  • the force pressing the piston portion 12d2 to the left is smaller than the total force described above, the input portion 15b does not move. Furthermore, after the end of the first period and when the brake operation increases, the input portion 15b moves as the piston portion 12d2 slides.
  • the booster mechanism 15 generates a first hydraulic pressure corresponding to the movement of the input unit 15b based on the hydraulic pressure of an accumulator (corresponding to a “pressure accumulating unit”) 15c1 that accumulates hydraulic fluid (brake fluid). This is output to the piping system 20 and the second piping system 30 (actuator 16) (first hydraulic pressure generating mechanism).
  • the booster mechanism 15 includes a cylinder 15a, an input unit 15b, a pressure supply device 15c, and a hydraulic pressure generation unit 15d.
  • the cylinder 15a is coaxially and integrally connected to the cylinder portion 12d1 of the stroke simulator 12d.
  • the input unit 15 b is for inputting a brake operation (hydraulic pressure corresponding to the brake operation) to the booster mechanism 15.
  • the input portion 15b is directly pressed by the piston portion 12d2 or pressed by a spring 12d4 that is an interposed member between the piston portion 12d2 and the piston portion 12d2 of the stroke simulator 12d. Is slid and moved in the cylinder 15a.
  • the input portion 15b is formed in a piston shape and slides in a liquid-tight manner in the cylinder 15a. The peripheral edge portion of the input portion 15b comes into contact with the step portion 12d6.
  • a step portion 15b1 is provided on the other end of the input portion 15b.
  • the tip of the step portion 15b1 comes into contact with one end of the spool portion 15d1.
  • the input portion 15b is biased toward one end by a spring 15e having one end abutting against the other end of the input portion 15b and the other end abutting against the convex portion 15a1 of the cylinder 15a.
  • a hydraulic chamber 12d7 is defined between the input portion 15b and the piston portion 12d2.
  • the hydraulic chamber 12d7 communicates with the reservoir tank 14 through an oil passage 41 connected to the input / output port 12d8.
  • the oil passage 41 is provided with an electromagnetic valve 41a that is opened and closed according to an opening / closing instruction of the brake ECU 17.
  • the solenoid valve 41a is a two-position solenoid valve that can control the communication / blocking state.
  • the solenoid valve 41a is cut off when the control current to the solenoid coil provided in the solenoid valve 41a is zero (when not energized), and when the control current is passed through the solenoid coil (when energized). It is a normally closed type controlled to a communication state.
  • the pressure supply device 15c includes a reservoir tank 14 that is a low pressure source, an accumulator 15c1 that is a high pressure source and accumulates hydraulic fluid, a pump 15c2 that sucks brake fluid in the reservoir tank 14 and pumps it to the accumulator 15c1, and a pump 15c2. Is provided with an electric motor 15c3.
  • the reservoir tank 14 is open to the atmosphere, and the hydraulic pressure in the reservoir tank 14 is the same as the atmospheric pressure.
  • the low pressure source is at a lower pressure than the high pressure source.
  • the pressure supply device 15c includes a pressure sensor 15c4 that detects the pressure of the brake fluid supplied from the accumulator 15c1 and outputs the detected pressure to the brake ECU 17.
  • the hydraulic pressure generator 15d generates a first hydraulic pressure corresponding to the movement of the input unit 15b based on the hydraulic pressure of the accumulator 15c1 that accumulates the hydraulic fluid. That is, the hydraulic pressure generating unit 15d mechanically generates a hydraulic pressure corresponding to the brake operation with the hydraulic pressure accumulated in the accumulator 15c1 as an upper limit based on the hydraulic pressure in the accumulator 15c1.
  • the hydraulic pressure generating portion 15d includes a spool portion 15d1 that slides fluidly in the cylinder 15a.
  • a high pressure port 15d2, a low pressure port 15d3, and an output port 15d4 are formed in the hydraulic pressure generating unit 15d.
  • the high pressure port 15d2 is directly connected to the accumulator 15c1 via the oil passage 42.
  • the low pressure port 15 d 3 is directly connected to the reservoir tank 14 through an oil passage 43 connected to the oil passage 41.
  • the output port 15d4 is connected to the actuator 16 (and thus the wheel cylinder WC) via the oil passage 44
  • the oil passage 44 is connected to the oil passages 30 a and 30 d of the second second piping system 30.
  • the oil passage 45 branched from the middle of the oil passage 44 is connected to the oil passages 20 a and 20 d of the first first piping system 20.
  • the oil passage 44 is provided with an opening / closing control valve 44a that is opened and closed according to an opening / closing instruction of the brake ECU 17.
  • the open / close control valve 44a is a two-position electromagnetic valve that can control the communication / blocking state.
  • the open / close control valve 44a is cut off when the control current to the solenoid coil provided in the open / close control valve 44a is zero (when not energized), and when the control current flows through the solenoid coil (when energized). ) Is a normally closed type that is controlled to communicate.
  • a hydraulic chamber 15d5 is defined between the cylinder 15a (bottom wall) and the spool portion 15d1.
  • a spring 15d6 that is interposed between the cylinder 15a (bottom wall) and the spool portion 15d1 and urges the hydraulic pressure chamber 15d5 to expand.
  • the spool portion 15d1 is biased by a spring 15d6 and is in a predetermined position (see FIG. 1).
  • the predetermined position of the spool portion 15d1 is a position where one end side of the spool portion 15d1 abuts on the convex portion 15a1 and is positioned and fixed, and the other end side end of the spool portion 15d1 is a position immediately before closing the low pressure port 15d3. .
  • the spool portion 15d1 has an oil passage 15d8 communicating with the hydraulic chamber 15d7. As shown in FIG. 1, when the spool portion 15d1 is in a predetermined position, the low pressure port 15d3 and the output port 15d4 communicate with each other via an oil passage 15d8, and the high pressure port 15d2 is closed by the spool portion 15d1.
  • the spool unit 15d1 When the input unit 15b moves to the right side, the spool unit 15d1 also moves to the right side (during decompression). At this time, the low pressure port 15d3 and the output port 15d4 communicate with each other via the oil passage 15d8, and the high pressure port 15d2 is closed by the spool portion 15d1.
  • the actuator 16 generates a hydraulic pressure corresponding to the brake operation within the first period, and increases the differential pressure between the target wheel cylinder pressure and the hydraulic pressure generated by the booster mechanism 15 outside the first period. This is a pressurizing mechanism that pressurizes the hydraulic pressure generated by the mechanism 15.
  • the actuator 16 is also a second hydraulic pressure generating mechanism that generates a desired second hydraulic pressure.
  • the second hydraulic pressure generating mechanism generates a second hydraulic pressure corresponding to a brake operation, for example.
  • First and second second piping systems 20 and 30 are formed in the actuator 16.
  • the first first piping system 20 controls the brake fluid pressure applied to the left rear wheel Wrl and the right rear wheel Wrr
  • the second second piping system 30 controls the brake fluid pressure applied to the right front wheel Wfr and the left front wheel Wfl. To control. That is, it is set as the piping structure of front and rear piping.
  • the hydraulic pressure supplied from the booster mechanism 15 is transmitted to each wheel cylinder WCrl, WCrr, WCfr, WCfl through the first first piping system 20 and the second second piping system 30.
  • the first first piping system 20 is provided with an oil passage 20a that connects the oil passage 45 and the wheel cylinders WCrl and WCrr.
  • the second second piping system 30 is provided with an oil passage 30a that connects the oil passage 44 and the wheel cylinders WCfr, WCfl, and the hydraulic pressure supplied from the booster mechanism 15 through each of the oil passages 20a, 30a is a wheel. It is transmitted to the cylinders WCrl, WCrr, WCfr, WCfl.
  • the oil passages 20a and 30a are provided with differential pressure control valves 21 and 31 that can be controlled to a communication state and a differential pressure state.
  • the valve positions of the differential pressure control valves 21 and 31 are adjusted so that they are in a communicating state during braking when the driver operates the brake pedal 11.
  • the valve positions of the differential pressure control valves 21 and 31 are adjusted so that the differential pressure is increased as the current value increases.
  • the oil passages 20a and 30a branch into two oil passages 20a1, 20a2, 30a1, and 30a2 on the wheel cylinders WCrl, WCrr, WCfr, and WCfl side downstream of the differential pressure control valves 21 and 31, respectively.
  • the oil passages 20a1 and 30a1 are provided with first and first pressure increase control valves 22 and 32 for controlling an increase in brake fluid pressure to the wheel cylinders WCrl and WCfr.
  • the oil passages 20a2 and 30a2 are provided with second and second pressure increase control valves 23 and 33 for controlling the increase of the brake fluid pressure to the wheel cylinders WCrr and WCfl.
  • first and second pressure-increasing control valves 22, 23, 32, 33 are constituted by two-position solenoid valves that can control the communication / blocking state.
  • the first and second pressure increase control valves 22, 23, 32, 33 are set to zero when the control current to the solenoid coil provided in the first, second pressure increase control valves 22, 23, 32, 33 is zero ( It is in a communication state when not energized, and is a normally open type that is controlled to be shut off when a control current flows through the solenoid coil (when energized).
  • first and second pressure increase control valves 22, 23, 32, 33 in the oil passages 20 a, 30 a and the wheel cylinders WCrl, WCrr, WCfr, WCfl are adjusted through oil passages 20 b, 30 b as pressure reducing oil passages.
  • the pressure reservoirs 24 and 34 are connected.
  • the oil passages 20b and 30b are respectively provided with first and second pressure reduction control valves 25, 26, 35 and 36 constituted by two-position electromagnetic valves capable of controlling the communication / blocking state.
  • first and second pressure reduction control valves 25, 26, 35, and 36 are used when the control current to the solenoid coils provided in the first and second pressure reduction control valves 25, 26, 35, and 36 is set to zero (non- When the current is energized, it is in a cut-off state, and when the control current is supplied to the solenoid coil (when it is energized), it is a normally closed type that is controlled to be in a communication state.
  • Oil passages 20c and 30c serving as reflux oil passages are disposed between the pressure regulating reservoirs 24 and 34 and the oil passages 20a and 30a serving as main oil passages.
  • the oil passages 20c, 30c are self-priming pumps driven by a motor 28 that sucks and discharges brake fluid from the pressure regulating reservoirs 24, 34 toward the booster mechanism 15 or the wheel cylinders WCrl, WCrr, WCfr, WCfl. 27 and 37 are provided.
  • the motor 28 is driven by controlling energization to a motor relay (not shown).
  • oil passages 20d and 30d serving as auxiliary oil passages are provided.
  • the pumps 27 and 37 suck the brake fluid from the booster mechanism 15 through the oil passages 20d and 30d, and discharge the brake fluid to the oil passages 20a and 30a, thereby supplying the brake fluid to the wheel cylinders WCrl, WCrr, WCfr, and WCfl side. .
  • the brake ECU 17 receives detection signals from wheel speed sensors Sfl, Srr, Sfr, Srl provided for each vehicle wheel Wfl, Wrr, Wfr, Wrl.
  • the brake ECU 17 calculates each wheel speed, estimated vehicle body speed, slip ratio, and the like based on detection signals from the wheel speed sensors Sfl, Srr, Sfr, Srl.
  • the brake ECU 17 executes anti-skid control and the like based on these calculation results.
  • the actuator 16 is provided with a hydraulic pressure sensor (corresponding to “acquisition unit”) 16 a that detects the hydraulic pressure supplied from the booster mechanism 15.
  • the hydraulic pressure sensor 16 a is preferably provided in the oil passage 20 a of the first first piping system 20. A detection signal from the hydraulic pressure sensor 16 a is input to the brake ECU 17, and the brake ECU 17 can monitor the hydraulic pressure supplied from the booster mechanism 15.
  • the brake ECU 17 outputs a control current for controlling the various control valves 21 to 23, 25, 26, 31 to 33, 35, 36 and the pump driving motor 28 provided in the actuator 16,
  • the hydraulic circuit provided in the actuator 16 is controlled, and the wheel cylinder pressure transmitted to the wheel cylinders WCrl, WCrr, WCfr, WCfl is individually controlled.
  • the brake ECU 17 performs anti-skid control for preventing wheel lock by reducing, maintaining, and increasing the wheel cylinder pressure when the wheel slips during braking, and skidding by automatically increasing the wheel cylinder pressure of the wheel to be controlled.
  • Side slip prevention control that suppresses the tendency (understeering tendency or oversteering tendency) and enables turning on an ideal trajectory can be performed.
  • the solenoid valve 41a when the ignition switch is in an OFF state or when there is a power failure, the solenoid valve 41a is closed. When the ignition switch is on and there is no power failure, the solenoid valve 41a is opened.
  • the brake ECU 17 causes the actuator 16 to generate a hydraulic pressure corresponding to the brake operation during the first period in which the input portion 15b does not move despite the sliding of the piston portion 12d2 (hydraulic pressure control). Part). Further, the brake ECU 17 generates a second hydraulic pressure corresponding to the brake operation by the actuator 16 (second hydraulic pressure generating mechanism) during the first period, and the second hydraulic pressure by the wheel cylinder WC (braking force applying mechanism). A braking force is applied to the wheel W based on the pressure (hydraulic pressure control unit).
  • the hydraulic pressure sensor 16a detects a hydraulic pressure greater than a predetermined pressure value (for example, 0 Pa) from the operation start time. Until then, the hydraulic pressure corresponding to the brake operation is generated by the actuator 16.
  • a predetermined pressure value for example, 0 Pa
  • the normal braking is when the brake operation is performed, a wheel cylinder pressure corresponding to the operation is formed, and the wheel cylinder pressure is applied to the wheel to obtain a braking force, such as ESC control. It differs from the one that gives braking force when there is no brake operation.
  • the solenoid valve 41a When the ignition switch is on and there is no power failure, the solenoid valve 41a is open. Accordingly, since the hydraulic chamber 12d7 communicates with the reservoir tank 14 via the oil passage 41, the brake fluid in the hydraulic chamber 12d7 passes through the oil passage 41 when the piston portion 12d2 moves to the left according to the brake operation. Thus, it can flow out to the reservoir tank 14. Therefore, the input portion 15b does not move to the left side until the force that presses the piston portion 12d2 to the left is greater than the sum of the urging force of the spring 12d4, the urging force of the spring 15e, and the sliding resistance of the input portion 15b. start.
  • the brake ECU 17 ends the pressurization by the actuator 16 when the hydraulic pressure sensor 16a detects a hydraulic pressure greater than a predetermined pressure value (for example, 0 Pa). Thereby, only the hydraulic pressure generated according to the brake operation by the booster mechanism 15 is supplied to the wheel cylinder WC.
  • a predetermined pressure value for example, 0 Pa
  • the off-pressure change control of the vehicle braking device of the present embodiment will be described.
  • the vehicle braking device according to the present embodiment has a configuration in which the hydraulic pressure of the accumulator 15c1 is directly supplied to the actuator 16 by the hydraulic pressure generator 15d that mechanically operates in response to the brake operation. is doing.
  • the off pressure change control in this configuration will be described below.
  • the brake ECU 17 includes a first predetermined value and a second predetermined value relating to a hydraulic pressure (hereinafter referred to as “master pressure”) supplied to the actuator 16, and a hydraulic pressure (hereinafter referred to as “Acc pressure”) in the accumulator 15 c 1. ) Are recorded. Reference off pressure, reference on pressure, correction off pressure, and correction on pressure are recorded. The off pressure is a set pressure for stopping (turning off) the pump 15c2. When the Acc pressure becomes equal to or higher than the off pressure, the pump 15c2 is stopped. The on pressure is a set pressure for driving (turning on) the pump, and the pump 15c2 is driven when the Acc pressure becomes lower than the on pressure.
  • the second predetermined value is set to a value smaller than the first predetermined value (first predetermined value> second predetermined value).
  • the corrected off pressure is set to a value smaller than the reference off pressure
  • the corrected on pressure is set to a value smaller than the reference on pressure.
  • the corrected off pressure is set to a value equal to or lower than the reference on pressure.
  • the reference off pressure> the reference on pressure> the corrected off pressure> the corrected on pressure is set.
  • the brake ECU 17 obtains the master pressure information from the hydraulic pressure sensor 16a, and when the master pressure becomes equal to or higher than the first predetermined value, the brake ECU 17 changes the reference off pressure of the pump 15c2 to the corrected off pressure and sets the reference on pressure. Change to corrected ON pressure. That is, the brake ECU 17 decreases the set off pressure and on pressure of the pump 15c2 when the master pressure is equal to or higher than the first predetermined value.
  • the brake ECU 17 has a pressure accumulation control unit 17a for controlling the off pressure and the on pressure of the Acc pressure in addition to the function of controlling the actuator 16 and the like.
  • the pressure accumulation control unit 17a changes the off pressure from the corrected off pressure to the reference off pressure when the master pressure becomes less than the second predetermined value after reducing the off pressure and the on pressure. Is changed from the corrected ON pressure to the reference ON pressure. That is, after reducing the off pressure and the on pressure, the brake ECU 17 increases the off pressure and the on pressure when the master pressure is less than the second predetermined value. At this time, the pressure accumulation control unit 17a of the present embodiment is set so that the off pressure and the on pressure return to the original values.
  • the brake ECU 17 acquires information on the Acc pressure from the pressure sensor 15c4. The initial Acc pressure is maintained between the reference on pressure and the reference off pressure, and in this state, the pump 15c2 is in the off state.
  • This off-pressure change control will be described in the case where the brake pedal 11 is depressed once (the case where there is no additional depression).
  • the accumulator 15c1 and the actuator 16 communicate with each other at t1, and the hydraulic fluid starts to be supplied from the accumulator 15c1 to the actuator 16 via the hydraulic pressure generator 15d.
  • the Acc pressure decreases and the master pressure increases.
  • the Acc pressure becomes less than the reference ON pressure, and the pump 15c2 is driven (ON) by the brake ECU 17.
  • the master pressure becomes equal to or higher than the first predetermined value
  • the brake ECU 17 reduces the off pressure from the reference off pressure to the corrected off pressure, and reduces the on pressure from the reference on pressure to the corrected on pressure.
  • the Acc pressure becomes a value equal to or higher than the off pressure (corrected off pressure)
  • the brake ECU 17 stops the pump 15c2 and stops the increase in the Acc pressure.
  • the pump 15c2 stops at an earlier timing than usual by lowering the off pressure. That is, the increase in the Acc pressure is stopped at time t3 when it does not normally stop.
  • the master pressure reaches the maximum point at t4, the brake operation starts to be released at t5, and the master pressure starts to decrease.
  • the first predetermined value is preferably set at a timing at which it is not necessary to increase the Acc pressure. In the present embodiment, the first predetermined value is set to a value close to the maximum point (t4) of the master pressure.
  • the master pressure becomes less than the second predetermined value, and the brake ECU 17 returns the off pressure and the on pressure to the original values (reference off pressure and reference on pressure). Thereby, in the next brake operation, the off pressure and the on pressure are performed with the initial reference values.
  • the Acc pressure is maintained after t3 or t4.
  • the brake ECU 17 sets the off pressure and the on pressure. Lower (S102). After that, the detection of the master pressure is repeatedly performed, and when the master pressure becomes less than the second predetermined value (S103: Yes), the brake ECU 17 increases the off pressure and the on pressure and restores them (S104).
  • the accumulator 15c1 mechanically and directly supplies the hydraulic pressure to the actuator 16 as in the present embodiment, if a failure (abnormality) occurs in a part of the device in the actuator 16, it may be long in an unexpected part. There is a risk that high fluid pressure will be applied for a long time. For example, if any of the first and second pressure reducing control valves 25, 26, 35, and 36 fails (leakage abnormality) and the control is not effective and the open state (open state) is maintained, the failure The high hydraulic pressure of the accumulator 15c1 is supplied to the reservoirs (here, the pressure regulating reservoirs 24 and 34) connected to the pressure reduction control valve.
  • the reservoirs here, the pressure regulating reservoirs 24 and 34
  • the pressure regulating reservoirs 24 and 34 are not assumed to be subjected to high pressure for a long time, and are not designed to continue to receive high fluid pressure. Therefore, when at least one of the first and second pressure reduction control valves 25, 26, 35, 36 becomes abnormal in leakage, the durability of the pressure regulating reservoirs 24, 34 is lowered.
  • the off pressure and the on pressure related to the Acc pressure are increased. Lower.
  • the increase in the Acc pressure stops earlier than usual, or the upper limit of the increase in Acc pressure when the pump 15c2 is turned on after the change is reduced, and the Acc pressure is maintained at a lower hydraulic pressure than during normal control. be able to.
  • the Acc pressure increases until the reference off pressure is reached.
  • the off pressure change control is not a control for lowering the Acc pressure itself, but a control for lowering at least the off pressure. Therefore, even if there is no failure in the first and second pressure reduction control valves 25, 26, 35, 36, the supply of hydraulic pressure to the actuator 16 is not affected.
  • the first predetermined value is preferably set to a value larger than the master pressure at which the Acc pressure is less than the on pressure (reference on pressure) during the brake operation.
  • the master pressure corresponds to “required braking force”.
  • the required braking force may be the hydraulic pressure supplied to the actuator 16 (that is, the hydraulic pressure that changes according to the brake operation) as in the present embodiment, or the brake operation amount (for example, a value detected by the pedal stroke sensor 11a).
  • the vehicle braking device according to the present embodiment includes at least the accumulator 15c1, the brake ECU 17 (the pressure accumulation control unit 17a), the hydraulic pressure generation unit 15d, the actuator 16, and the hydraulic pressure sensor 16a or the pedal stroke sensor 11a. It is equipped with.
  • the off pressure change control may be a control that changes only the off pressure without changing the on pressure. This also stops the increase of the Acc pressure at an early timing, or lowers the upper limit of the Acc pressure increase when the pump 15c2 is turned on after the change, and the same effect as described above is exhibited.
  • the hysteresis including the on pressure can be given overall hysteresis for the off pressure change control.
  • the method of changing the off pressure and the on pressure is not limited to the above, and may be changed in any manner such as gradually decreasing.
  • the wheel cylinder WC is a “braking force applying portion”.
  • the braking force application unit is the actuator 16 and / or the wheel cylinder WC.
  • the vehicle braking device of the second embodiment is different from the first embodiment in that it determines “whether the brake pad is in a fade state” before the off pressure change control. Therefore, a different part is demonstrated.
  • the same reference numerals as those in the first embodiment indicate the same configurations as those in the first embodiment, and the preceding description is referred to.
  • the brake ECU 17 includes a pressure accumulation control unit 17a and a pad determination unit 17b.
  • the pad determination unit 17b determines whether or not the brake pad provided on the caliper CL is normal. Specifically, the pad determination unit 17b indicates that the brake pad is in a fade state based on the temperature of the brake pad that is calculated and estimated from the pressurization time of the wheel speed, master pressure, and wheel cylinder pressure acquired by the brake ECU 17. It is determined whether or not.
  • the pad determination unit 17b determines that “the brake pad is normal (that is, not in a fade state)” when the estimated temperature of the brake pad is lower than the predetermined temperature, and “the brake pad is normal” when the estimated temperature is equal to or higher than the predetermined temperature. Is not (ie, it is in a fade state) ”.
  • the pressure accumulation control unit 17a executes the off-pressure change control of the first embodiment when the pad determination unit 17b determines “normal”.
  • the brake pad when the brake operation is started, it is determined whether the brake pad is normal (whether it is not in a fade state) (S201). If it is determined that the brake pad is normal (S201: Yes), the off pressure change control similar to the first embodiment is executed (S202 to S205). Whether or not the brake pad is normal and the detection of the master pressure are repeatedly performed, and the off pressure change control similar to the first embodiment is performed.
  • the off-pressure change control is executed only when the brake pad is in a normal state that is not a fade state. Thereby, it is possible to avoid unnecessary off pressure change control in a fade state in which the Acc pressure tends to be low.
  • the brake ECU 17 may determine whether or not the first and second pressure reduction control valves 25, 26, 35, and 36 are out of order (for example, leakage abnormality). In this case, for example, the brake ECU 17 may be set to execute the off-pressure change control when there is a leakage abnormality or when there is a leakage abnormality and is not in a fade state.
  • the number of brake operations may be added to the brake pad temperature estimation factor. Also, other configurations of the first embodiment can be applied to the second embodiment.
  • the required braking force corresponds to the off pressure (the braking force applied to the wheel by the caliper CL when the off pressure is supplied to the wheel cylinder WC). It may be higher than Therefore, when the required braking force is higher than the braking force corresponding to the off pressure, the hydraulic pressure corresponding to the difference between the required braking force and the braking force corresponding to the off pressure is the hydraulic pressure generated by the booster mechanism 15. Is preferably pressed by an actuator 16 (corresponding to an “auxiliary braking force applying portion”) 16. Thereby, the hydraulic pressure corresponding to the required braking force is supplied to the wheel cylinder WC, and the required braking force can be applied to the wheel by the caliper CL.
  • a braking device other than the caliper CL for example, an electric parking brake
  • a braking force that is the difference between the required braking force and the braking force corresponding to the off pressure may be applied to the wheels.
  • These controls are commanded by a brake ECU (corresponding to an “auxiliary braking control unit”) 17.
  • auxiliary braking control unit corresponding to an “auxiliary braking control unit” 17.
  • the vehicle braking apparatus includes a pressure accumulating portion 15c1 that accumulates hydraulic fluid, and the hydraulic pressure in the pressure accumulating portion 15c1 when the fluid pressure in the pressure accumulating portion 15c1 is equal to or higher than a predetermined off pressure (reference off pressure). Based on the hydraulic pressure in the pressure accumulating portion 15c1 and the pressure accumulating control portion 17a for controlling the hydraulic pressure in the pressure accumulating portion 15c1 so as to stop the increase, the hydraulic pressure accumulated in the pressure accumulating portion 15c1 is set as an upper limit for brake operation.
  • the pressure accumulation control unit 17a may increase the off pressure when the required braking force acquired by the acquisition unit 16a is less than a second predetermined value that is smaller than the first predetermined value after reducing the off pressure. preferable.
  • the pressure accumulation control unit 17a is configured so that the liquid pressure in the pressure accumulation unit 15c1 increases so that the liquid pressure in the pressure accumulation unit 15c1 increases when the liquid pressure in the pressure accumulation unit 15c1 becomes less than a predetermined on pressure (reference on pressure).
  • a predetermined on pressure reference on pressure
  • the vehicle braking device of the present embodiment may include a pad determination unit 17b that determines whether or not the brake pad (caliper CL) is normal.
  • the pressure accumulation control unit 17a includes the pad determination unit.
  • the required braking force acquired by the acquisition unit 16a when it is determined by 17b that the brake pad is not normal and the required braking force acquired by the acquisition unit 16a is greater than or equal to the first predetermined value. It is preferable to lower the off pressure than when the value is less than the first predetermined value.
  • the vehicle braking device of the present embodiment applies pressure to the hydraulic pressure generated by the hydraulic pressure generating unit 15d or applies to the wheel in addition to the braking force applied to the wheel by the braking force applying unit 16 (WC).
  • the auxiliary braking force applying unit 16 that applies the braking force, and the required braking force acquired by the acquiring unit 16a when the required braking force acquired by the acquiring unit 16a is higher than the braking force corresponding to the off pressure.
  • a hydraulic pressure corresponding to the difference from the braking force corresponding to the off pressure is increased by the auxiliary braking force applying unit 16 or an auxiliary braking control unit 17 for applying the differential braking force by the auxiliary braking force applying unit 16; It is preferable to provide.
  • the vehicle braking device of the present embodiment includes a cylinder portion and a piston portion that slides in the cylinder portion in accordance with a brake operation for operating a brake operation member, and is partitioned by the piston portion.
  • An operation corresponding pressure generating mechanism for generating a hydraulic pressure corresponding to the brake operation in the first hydraulic pressure chamber, As the piston part slides, the input part is slid and moved in the cylinder part by being pressed directly by the piston part or by an intermediate member interposed between the piston part.
  • a first hydraulic pressure generating mechanism having a hydraulic pressure generating unit that generates a first hydraulic pressure according to the movement of the input unit based on the hydraulic pressure of the pressure accumulating unit that accumulates hydraulic fluid,
  • a braking force applying mechanism for applying a braking force to the wheels of the vehicle based on the first hydraulic pressure; It can be said that it has.
  • the braking device may further include a second hydraulic pressure generation mechanism that generates a desired second hydraulic pressure.
  • 11 Brake pedal, 11a: Pedal stroke sensor, 12: Stroke simulator section, 14: Reservoir tank, 15: Booster mechanism, 15c1: Accumulator (accumulation unit), 15c2: Pump, 15c3: Electric motor, 15c4: Pressure sensor, 15d: Fluid pressure generating unit, 16: Actuator (braking force application unit, auxiliary braking force application unit), 16a: Hydraulic pressure sensor (acquisition part), 17: Brake ECU (auxiliary braking control part), 17a: Pressure accumulation control unit, 17b: Pad determination unit, 24, 34: Pressure regulating reservoir, 25, 26, 35, 36: Pressure reducing control valve, CL: Caliper, WC: Wheel cylinder

Abstract

The present invention is provided with a pressure accumulation unit (15c1), a pressure accumulation control unit (17a) for controlling hydraulic pressure in the pressure accumulation unit (15c1) so that the hydraulic pressure inside the pressure accumulation unit (15c1) stops increasing when the hydraulic pressure inside the pressure accumulation unit (15c1) is equal to or greater than a predetermined off pressure, a hydraulic pressure generating unit (15d) for mechanically generating a hydraulic pressure corresponding a brake operation using the hydraulic pressure accumulated in the pressure accumulation unit (15c1) as an upper limit on the basis of the hydraulic pressure in the pressure accumulation unit (15c1), a braking force applying unit (16) for applying a braking force to the wheels of a vehicle on the basis of the hydraulic pressure generated by the hydraulic pressure generating unit (15d), and an acquiring unit (16a) for acquiring a requested braking force, the pressure accumulation control unit (17a) lowering the off pressure when the requested braking force acquired by the acquiring unit (16a) is equal to or greater than a first predetermined value.

Description

車両の制動装置Vehicle braking device
　本発明は、車両の制動装置に関する。 The present invention relates to a vehicle braking device.
　車両の制動装置には、ブレーキ操作に応じて倍力装置によりマスタピストンを駆動するサーボ圧を大きくし、当該サーボ圧によってマスタシリンダ内の液圧が上昇し、マスタシリンダ圧がＡＢＳ装置等を介してホイールシリンダに供給されるタイプの装置がある。この場合、倍力装置のアキュムレータ（蓄圧部）は、サーボ圧の上昇のため、ひいてはマスタシリンダ圧の上昇のために用いられる。このような車両の制動装置は、例えば特開２００６－１２３８８９号公報に記載されている。 In a vehicle braking device, a servo pressure for driving a master piston is increased by a booster in accordance with a brake operation, and the hydraulic pressure in the master cylinder is increased by the servo pressure, and the master cylinder pressure is passed through an ABS device or the like. There is a type of device that is supplied to the wheel cylinder. In this case, the accumulator (accumulation unit) of the booster is used for increasing the servo pressure and thus for increasing the master cylinder pressure. Such a vehicle braking device is described in, for example, Japanese Patent Application Laid-Open No. 2006-123889.
特開２００６－１２３８８９号公報JP 2006-123889 A
　このような装置では、大型車への適用する場合、油量が大きくなる分、マスタシリンダの全長が大きくなり、搭載性が低下することが考えられる。そこで、発明者は、蓄圧部（例えばアキュムレータ）と、蓄圧部内の液圧に基づき且つ蓄圧部内の液圧を上限としてブレーキ操作に応じた液圧を機械的に発生させる液圧発生部と、液圧発生部が発生させた液圧に基づいて車輪に制動力を付与する制動力付与部（例えばアクチュエータ）と、を備える車両の制動装置を新たに考え出した。この構成では、ブレーキ操作に応じた液圧発生部の機械的な動作により、蓄圧部が直接的に制動力付与部に液圧を供給する。この構成により、車両の制動装置の大型化を抑制することが可能となる。 In such a device, when applied to a large vehicle, the total length of the master cylinder increases as the amount of oil increases, and the mountability may decrease. Therefore, the inventor has an accumulator (for example, an accumulator), a hydraulic pressure generator that mechanically generates a hydraulic pressure according to a brake operation based on the hydraulic pressure in the accumulator and with the hydraulic pressure in the accumulator as an upper limit, A new braking device for a vehicle has been devised that includes a braking force applying unit (for example, an actuator) that applies a braking force to the wheel based on the hydraulic pressure generated by the pressure generating unit. In this configuration, the pressure accumulating unit directly supplies the hydraulic pressure to the braking force applying unit by the mechanical operation of the hydraulic pressure generating unit according to the brake operation. With this configuration, an increase in the size of the vehicle braking device can be suppressed.
　しかし、この構成では、制動力付与部の一部の構成要素（例えば電磁弁）が異常となった場合、正常時に液圧発生部から液圧が付与されない制動力付与部の他の構成要素（例えばリザーバ）に、液圧発生部が発生した液圧が付与される状態となり得る。これにより、制動力付与部の当該他の構成要素の耐久性が低下する。 However, in this configuration, when a part of the components (for example, a solenoid valve) of the braking force application unit becomes abnormal, other components of the braking force application unit in which the hydraulic pressure is not applied from the hydraulic pressure generation unit at the normal time ( For example, the hydraulic pressure generated by the hydraulic pressure generating unit may be applied to the reservoir. Thereby, durability of the said other component of a braking force provision part falls.
　本発明は、このような事情に鑑みて為されたものであり、制動力付与部の一部に異常が発生した場合でも、制動力付与部の他の構成要素への負荷圧の増大を抑制することができる車両の制動装置を提供することを目的とする。 The present invention has been made in view of such circumstances, and suppresses an increase in load pressure to other components of the braking force application unit even when an abnormality occurs in a part of the braking force application unit. It is an object of the present invention to provide a braking device for a vehicle that can be used.
　本発明の車両の制動装置は、作動液を蓄圧する蓄圧部と、前記蓄圧部内の液圧が所定のオフ圧以上である場合に前記蓄圧部内の液圧の上昇が停止するように前記蓄圧部内の液圧を制御する蓄圧制御部と、前記蓄圧部内の液圧に基づいて、前記蓄圧部に蓄圧されている液圧を上限として、ブレーキ操作に応じた液圧を機械的に発生させる液圧発生部と、前記液圧発生部により発生されている液圧に基づいて車両の車輪に制動力を付与する制動力付与部と、要求制動力を取得する取得部と、を備え、前記蓄圧制御部は、前記取得部により取得されている要求制動力が所定値以上である場合に、前記取得部により取得されている要求制動力が前記所定値未満である場合よりも、前記オフ圧を低くする。 The braking device for a vehicle according to the present invention includes a pressure accumulating portion for accumulating hydraulic fluid, and the pressure accumulating portion so that the increase in the fluid pressure in the pressure accumulating portion stops when the fluid pressure in the pressure accumulating portion is equal to or higher than a predetermined off pressure. And a hydraulic pressure that mechanically generates a hydraulic pressure corresponding to a brake operation with the hydraulic pressure accumulated in the pressure accumulating portion as an upper limit based on the hydraulic pressure in the pressure accumulating portion. A pressure generating control unit including: a generating unit; a braking force applying unit that applies a braking force to a vehicle wheel based on the hydraulic pressure generated by the hydraulic pressure generating unit; and an acquisition unit that acquires a required braking force. When the required braking force acquired by the acquiring unit is equal to or greater than a predetermined value, the off-pressure is set lower than when the required braking force acquired by the acquiring unit is less than the predetermined value. To do.
　本発明によれば、要求制動力が第一所定値以上である場合、すなわち制動力付与部に高い液圧が供給されている状態において、蓄圧部内の液圧の上限に関する「オフ圧」が低くなる。このオフ圧が低くなると、蓄圧部内の液圧が上昇している場合（又は後に上昇する場合）に、通常より早く蓄圧部内の液圧の上昇が停止され、通常よりも蓄圧部内の液圧は低く維持される。つまり、蓄圧部により制動力付与部に加わる負荷を通常よりも小さくすることができる。これにより、制動力付与部に必要以上の高い液圧が長時間供給されることが抑制され、たとえ制動力付与部の一部構成要素に故障があったとしても、制動力付与部の他の構成要素への負荷圧の増大を抑制することができる。 According to the present invention, when the required braking force is greater than or equal to the first predetermined value, that is, in a state where a high hydraulic pressure is supplied to the braking force application unit, the “off pressure” relating to the upper limit of the hydraulic pressure in the pressure accumulating unit is low. Become. When this off-pressure decreases, when the hydraulic pressure in the pressure accumulator increases (or increases later), the increase in the hydraulic pressure in the pressure accumulator is stopped earlier than usual, and the hydraulic pressure in the pressure accumulator becomes lower than normal. Kept low. That is, the load applied to the braking force applying unit by the pressure accumulating unit can be made smaller than usual. As a result, it is suppressed that a hydraulic pressure higher than necessary is supplied to the braking force application unit for a long time, and even if some components of the braking force application unit have a failure, An increase in the load pressure on the component can be suppressed.
第一実施形態の車両の制動装置の構成を示す構成図である。It is a block diagram which shows the structure of the braking device of the vehicle of 1st embodiment. 第一実施形態の車両の制動装置のオフ圧変更制御を説明するためのタイムチャートである。It is a time chart for demonstrating the off-pressure change control of the braking device of the vehicle of 1st embodiment. 第一実施形態の車両の制動装置のオフ圧変更制御を説明するためのフローチャートである。It is a flowchart for demonstrating the off pressure change control of the braking device of the vehicle of 1st embodiment. 第二実施形態のブレーキＥＣＵの構成を示す構成図である。It is a block diagram which shows the structure of brake ECU of 2nd embodiment. 第二実施形態の車両の制動装置のオフ圧変更制御を説明するためのフローチャートである。It is a flowchart for demonstrating the off-pressure change control of the braking device of the vehicle of 2nd embodiment.
＜第一実施形態＞
　以下、本発明に係る車両の制動装置を車両に適用した第一実施形態を図面を参照して説明する。本実施形態の車両は、ハイブリッド車ではなく、エンジンのみを駆動源とする車両である。車両は、直接各車輪Ｗｆｌ，Ｗｆｒ，Ｗｒｌ，Wｒｒに液圧制動力を付与して車両を制動させる液圧制動部Ａを備えている。液圧制動部Ａは、図１に示すように、ブレーキ操作部材であるブレーキペダル１１、ストロークシミュレータ部１２、リザーバタンク１４、倍力機構１５、アクチュエータ（「制動力付与部」に相当する）１６、ブレーキＥＣＵ１７、およびホイールシリンダＷＣを備えている。 <First embodiment>
Hereinafter, a first embodiment in which a vehicle braking device according to the present invention is applied to a vehicle will be described with reference to the drawings. The vehicle of this embodiment is not a hybrid vehicle but a vehicle that uses only an engine as a drive source. The vehicle includes a hydraulic braking unit A that directly applies a hydraulic braking force to each wheel Wfl, Wfr, Wrl, Wrr to brake the vehicle. As shown in FIG. 1, the hydraulic braking unit A includes a brake pedal 11 that is a brake operation member, a stroke simulator unit 12, a reservoir tank 14, a booster mechanism 15, and an actuator (corresponding to a “braking force applying unit”) 16. A brake ECU 17 and a wheel cylinder WC are provided.
　ホイールシリンダＷＣは、車輪Ｗの回転をそれぞれ規制するものであり、キャリパＣＬに設けられている。ホイールシリンダＷＣは、第一液圧（後述する）に基づいて車両の車輪Ｗに制動力を付与する制動力付与機構である。制動力付与機構は、第一液圧および第二液圧に基づいて車輪Ｗに制動力を付与可能に構成されている。ホイールシリンダＷＣにアクチュエータ１６または倍力機構１５からのブレーキ液の圧力（ブレーキ液圧：第一液圧、第二液圧）が供給されると、ホイールシリンダＷＣの各ピストン（図示省略）が摩擦部材である一対のブレーキパッド（図示省略）を押圧して車輪Ｗと一体回転する回転部材であるディスクロータＤＲを両側から挟んでその回転を規制するようになっている。なお、本実施形態においては、ディスク式ブレーキを採用するようにしたが、ドラム式ブレーキを採用するようにしてもよい。車輪Ｗは左右前後輪Ｗｆｌ，Ｗｆｒ，Ｗｒｌ，Ｗｒｒのいずれかである。 The wheel cylinder WC regulates the rotation of the wheel W, and is provided in the caliper CL. The wheel cylinder WC is a braking force applying mechanism that applies a braking force to the vehicle wheel W based on a first hydraulic pressure (described later). The braking force applying mechanism is configured to be able to apply a braking force to the wheel W based on the first hydraulic pressure and the second hydraulic pressure. When the brake fluid pressure (brake fluid pressure: first fluid pressure, second fluid pressure) from the actuator 16 or the booster mechanism 15 is supplied to the wheel cylinder WC, each piston (not shown) of the wheel cylinder WC frictions. A pair of brake pads (not shown) that are members are pressed to restrict rotation of the disc rotor DR that is a rotating member that rotates integrally with the wheel W from both sides. In this embodiment, the disc type brake is adopted, but a drum type brake may be adopted. The wheel W is any one of the left and right front and rear wheels Wfl, Wfr, Wrl, and Wrr.
　ブレーキペダル１１の近傍には、ブレーキペダル１１の踏み込みによるブレーキ操作状態であるブレーキペダルストローク（操作量）を検出するペダルストロークセンサ１１ａが設けられている。このペダルストロークセンサ１１ａはブレーキＥＣＵ１７に接続されており、検出信号がブレーキＥＣＵ１７に出力されるようになっている。 In the vicinity of the brake pedal 11, a pedal stroke sensor 11 a that detects a brake pedal stroke (operation amount) that is a brake operation state when the brake pedal 11 is depressed is provided. The pedal stroke sensor 11 a is connected to the brake ECU 17, and a detection signal is output to the brake ECU 17.
　ブレーキペダル１１はプッシュロッド１９を介してストロークシミュレータ部１２に接続されている。ストロークシミュレータ部１２は、シリンダ部１２ａと、シリンダ部１２ａ内を液密に摺動可能なピストン１２ｂと、シリンダ部１２ａとピストン１２ｂとピストン１３ｂとによって形成された液圧室１２ｃと、液圧室１２ｃと連通されているストロークシミュレータ１２ｄとを備えている。 The brake pedal 11 is connected to the stroke simulator unit 12 via a push rod 19. The stroke simulator section 12 includes a cylinder section 12a, a piston 12b that can slide fluidly in the cylinder section 12a, a hydraulic chamber 12c formed by the cylinder section 12a, the piston 12b, and the piston 13b, and a hydraulic chamber. And a stroke simulator 12d communicated with 12c.
　ピストン１２ｂの摺動方向（軸方向）の一端側（図示右側）には、プッシュロッド１９が連結されている。ピストン１２ｂは、液圧室１２ｃ内に配設されている。液圧室１２ｃには、ピストン１２ｂとシリンダ部１２ａの底壁１２ａ３との間に介装されて液圧室１２ｃを拡張する方向にピストン１２ｃを付勢するスプリング１２ｅが配設されている。 A push rod 19 is connected to one end side (right side in the drawing) of the sliding direction (axial direction) of the piston 12b. The piston 12b is disposed in the hydraulic chamber 12c. The hydraulic chamber 12c is provided with a spring 12e that is interposed between the piston 12b and the bottom wall 12a3 of the cylinder portion 12a and biases the piston 12c in the direction of expanding the hydraulic chamber 12c.
　液圧室１２ｃは、入出力ポート１２ａ２に接続された油路１２ｆを介してストロークシミュレータ１２ｄに連通している。なお、液圧室１２ｃは、図示しない接続油路を介してリザーバタンク１４に連通している。 The hydraulic chamber 12c communicates with the stroke simulator 12d through an oil passage 12f connected to the input / output port 12a2. The hydraulic chamber 12c communicates with the reservoir tank 14 via a connection oil passage (not shown).
　ストロークシミュレータ１２ｄは、ブレーキペダル１１の操作状態に応じた大きさのストローク（反力）をブレーキペダル１１に発生させるものである。すなわち、ストロークシミュレータ１２ｄは、液圧室１２ｄ３内に、ブレーキ操作に対応する液圧を発生させる操作対応圧発生機構である。ストロークシミュレータ１２ｄは、シリンダ部１２ｄ１、ピストン部１２ｄ２、液圧室１２ｄ３、およびスプリング１２ｄ４を備えている。ピストン部１２ｄ２は、ブレーキペダル１１を操作するブレーキ操作に伴ってシリンダ部１２ｄ１内を液密に摺動する。液圧室（第一液圧室）１２ｄ３は、シリンダ部１２ｄ１とピストン部１２ｄ２との間に区画されて形成されている。液圧室１２ｄ３は、入出力ポート１２ｄ５に接続された油路１２ｆを介して液圧室１２ｃに連通している。スプリング１２ｄ４は、ピストン部１２ｄ２を液圧室１２ｄ３の容積を減少させる方向に付勢する。スプリング１２ｄ４は、ピストン部１２ｄ２と入力部１５ｂとの間に介在している介在部材である。介在部材としては、スプリングの代わりに他の弾性部材、例えばゴム部材を採用してもよい。 The stroke simulator 12d causes the brake pedal 11 to generate a stroke (reaction force) having a magnitude corresponding to the operation state of the brake pedal 11. That is, the stroke simulator 12d is an operation corresponding pressure generating mechanism that generates a hydraulic pressure corresponding to the brake operation in the hydraulic pressure chamber 12d3. The stroke simulator 12d includes a cylinder part 12d1, a piston part 12d2, a hydraulic chamber 12d3, and a spring 12d4. The piston portion 12d2 slides liquid-tightly in the cylinder portion 12d1 in accordance with the brake operation for operating the brake pedal 11. The hydraulic chamber (first hydraulic chamber) 12d3 is formed by being partitioned between the cylinder portion 12d1 and the piston portion 12d2. The hydraulic chamber 12d3 communicates with the hydraulic chamber 12c through an oil passage 12f connected to the input / output port 12d5. The spring 12d4 biases the piston portion 12d2 in a direction to reduce the volume of the hydraulic chamber 12d3. The spring 12d4 is an interposed member interposed between the piston portion 12d2 and the input portion 15b. As the interposition member, another elastic member such as a rubber member may be employed instead of the spring.
　ピストン部１２ｄ２が左側に向けて押圧された場合、入力部１５ｂは、ブレーキ操作の当初の第一期間においてピストン部１２ｄ２の摺動に拘わらず移動しない。ピストン部１２ｄ２を左側に押圧する力が、スプリング１２ｄ４の付勢力、スプリング１５ｅの付勢力、および入力部１５ｂの摺動抵抗による力の総和より大きくなって初めて入力部１５ｂが左側に移動を始める。それまで、ピストン部１２ｄ２を左側に押圧する力が、上述した力の総和より小さい場合には、入力部１５ｂは移動しない。さらに、第一期間終了後であってブレーキ操作の増加に際しては、入力部１５ｂは、ピストン部１２ｄ２の摺動に伴って移動する。 When the piston part 12d2 is pressed toward the left side, the input part 15b does not move in spite of the sliding of the piston part 12d2 in the initial period of the brake operation. The input portion 15b starts to move to the left side only when the force pressing the piston portion 12d2 to the left is greater than the sum of the urging force of the spring 12d4, the urging force of the spring 15e, and the sliding resistance of the input portion 15b. Until then, when the force pressing the piston portion 12d2 to the left is smaller than the total force described above, the input portion 15b does not move. Furthermore, after the end of the first period and when the brake operation increases, the input portion 15b moves as the piston portion 12d2 slides.
　倍力機構１５は、作動液（ブレーキ液）を蓄圧するアキュムレータ（「蓄圧部」に相当する）１５ｃ１の液圧に基づいて入力部１５ｂの移動に応じた第一液圧を発生させて第一配管系統２０と第二配管系統３０（アクチュエータ１６）に出力するもの（第一液圧発生機構）である。倍力機構１５は、シリンダ１５ａ、入力部１５ｂ、圧力供給装置１５ｃおよび液圧発生部１５ｄを備えている。 The booster mechanism 15 generates a first hydraulic pressure corresponding to the movement of the input unit 15b based on the hydraulic pressure of an accumulator (corresponding to a “pressure accumulating unit”) 15c1 that accumulates hydraulic fluid (brake fluid). This is output to the piping system 20 and the second piping system 30 (actuator 16) (first hydraulic pressure generating mechanism). The booster mechanism 15 includes a cylinder 15a, an input unit 15b, a pressure supply device 15c, and a hydraulic pressure generation unit 15d.
　シリンダ１５ａは、ストロークシミュレータ１２ｄのシリンダ部１２ｄ１に同軸的かつ一体的に接続されている。入力部１５ｂは、倍力機構１５にブレーキ操作（ブレーキ操作に応じた液圧）を入力するためのものである。入力部１５ｂは、ストロークシミュレータ１２ｄのピストン部１２ｄ２の摺動に伴って、ピストン部１２ｄ２によって直接的に押圧されまたはピストン部１２ｄ２との間に介在された介在部材であるスプリング１２ｄ４によって押圧されることによりシリンダ１５ａ内を摺動し移動される。入力部１５ｂは、ピストン状に形成されており、シリンダ１５ａ内を液密に摺動する。入力部１５ｂの一端縁周部は、段部１２ｄ６に当接するようになっている。入力部１５ｂの他端には、段部１５ｂ１が凸設されている。段部１５ｂ１の先端は、スプール部１５ｄ１の一端に当接するようになっている。入力部１５ｂは、一端が入力部１５ｂの他端に当接するとともに他端がシリンダ１５ａの凸部１５ａ１に当接しているスプリング１５ｅによって、一端側に向けて付勢されている。 The cylinder 15a is coaxially and integrally connected to the cylinder portion 12d1 of the stroke simulator 12d. The input unit 15 b is for inputting a brake operation (hydraulic pressure corresponding to the brake operation) to the booster mechanism 15. The input portion 15b is directly pressed by the piston portion 12d2 or pressed by a spring 12d4 that is an interposed member between the piston portion 12d2 and the piston portion 12d2 of the stroke simulator 12d. Is slid and moved in the cylinder 15a. The input portion 15b is formed in a piston shape and slides in a liquid-tight manner in the cylinder 15a. The peripheral edge portion of the input portion 15b comes into contact with the step portion 12d6. A step portion 15b1 is provided on the other end of the input portion 15b. The tip of the step portion 15b1 comes into contact with one end of the spool portion 15d1. The input portion 15b is biased toward one end by a spring 15e having one end abutting against the other end of the input portion 15b and the other end abutting against the convex portion 15a1 of the cylinder 15a.
　入力部１５ｂとピストン部１２ｄ２との間には、液圧室１２ｄ７が区画形成されている。液圧室１２ｄ７は、入出力ポート１２ｄ８に接続された油路４１を介してリザーバタンク１４に連通している。油路４１には、ブレーキＥＣＵ１７の開閉指示に従って開閉される電磁弁４１ａが備えられている。電磁弁４１ａは、連通・遮断状態を制御できる２位置電磁弁により構成されている。電磁弁４１ａは、電磁弁４１ａに備えられているソレノイドコイルへの制御電流がゼロとされる時（非通電時）には遮断状態となり、ソレノイドコイルに制御電流が流される時（通電時）に連通状態に制御されるノーマルクローズ型となっている。 A hydraulic chamber 12d7 is defined between the input portion 15b and the piston portion 12d2. The hydraulic chamber 12d7 communicates with the reservoir tank 14 through an oil passage 41 connected to the input / output port 12d8. The oil passage 41 is provided with an electromagnetic valve 41a that is opened and closed according to an opening / closing instruction of the brake ECU 17. The solenoid valve 41a is a two-position solenoid valve that can control the communication / blocking state. The solenoid valve 41a is cut off when the control current to the solenoid coil provided in the solenoid valve 41a is zero (when not energized), and when the control current is passed through the solenoid coil (when energized). It is a normally closed type controlled to a communication state.
　圧力供給装置１５ｃは、低圧力源であるリザーバタンク１４と、高圧力源であり作動液を蓄圧するアキュムレータ１５ｃ１と、リザーバタンク１４のブレーキ液を吸入しアキュムレータ１５ｃ１に圧送するポンプ１５ｃ２と、ポンプ１５ｃ２を駆動させる電動モータ１５ｃ３を備えている。リザーバタンク１４は大気に開放されており、リザーバタンク１４の液圧は大気圧と同じである。低圧力源は高圧力源よりも低圧である。圧力供給装置１５ｃの低圧力源としてリザーバタンク１４を共用しているが、別のリザーバタンクを設けるようにしてもよい。圧力供給装置１５ｃは、アキュムレータ１５ｃ１から供給されるブレーキ液の圧力を検出してブレーキＥＣＵ１７に出力する圧力センサ１５ｃ４を備えている。 The pressure supply device 15c includes a reservoir tank 14 that is a low pressure source, an accumulator 15c1 that is a high pressure source and accumulates hydraulic fluid, a pump 15c2 that sucks brake fluid in the reservoir tank 14 and pumps it to the accumulator 15c1, and a pump 15c2. Is provided with an electric motor 15c3. The reservoir tank 14 is open to the atmosphere, and the hydraulic pressure in the reservoir tank 14 is the same as the atmospheric pressure. The low pressure source is at a lower pressure than the high pressure source. Although the reservoir tank 14 is shared as a low pressure source of the pressure supply device 15c, another reservoir tank may be provided. The pressure supply device 15c includes a pressure sensor 15c4 that detects the pressure of the brake fluid supplied from the accumulator 15c1 and outputs the detected pressure to the brake ECU 17.
　液圧発生部１５ｄは、作動液を蓄圧するアキュムレータ１５ｃ１の液圧に基づいて入力部１５ｂの移動に応じた第一液圧を発生させる。つまり、液圧発生部１５ｄは、アキュムレータ１５ｃ１内の液圧に基づいて、アキュムレータ１５ｃ１に蓄圧されている液圧を上限として、ブレーキ操作に応じた液圧を機械的に発生させる。液圧発生部１５ｄは、シリンダ１５ａ内を液密に摺動するスプール部１５ｄ１を備えている。液圧発生部１５ｄには、高圧ポート１５ｄ２、低圧ポート１５ｄ３、および出力ポート１５ｄ４が形成されている。高圧ポート１５ｄ２は、油路４２を介してアキュムレータ１５ｃ１に直接接続されている。低圧ポート１５ｄ３は、油路４１に接続されている油路４３を介してリザーバタンク１４に直接接続されている。出力ポート１５ｄ４は、油路４４を介してアクチュエータ１６（ひいてはホイールシリンダＷＣ）に接続されている。 The hydraulic pressure generator 15d generates a first hydraulic pressure corresponding to the movement of the input unit 15b based on the hydraulic pressure of the accumulator 15c1 that accumulates the hydraulic fluid. That is, the hydraulic pressure generating unit 15d mechanically generates a hydraulic pressure corresponding to the brake operation with the hydraulic pressure accumulated in the accumulator 15c1 as an upper limit based on the hydraulic pressure in the accumulator 15c1. The hydraulic pressure generating portion 15d includes a spool portion 15d1 that slides fluidly in the cylinder 15a. A high pressure port 15d2, a low pressure port 15d3, and an output port 15d4 are formed in the hydraulic pressure generating unit 15d. The high pressure port 15d2 is directly connected to the accumulator 15c1 via the oil passage 42. The low pressure port 15 d 3 is directly connected to the reservoir tank 14 through an oil passage 43 connected to the oil passage 41. The output port 15d4 is connected to the actuator 16 (and thus the wheel cylinder WC) via the oil passage 44.
　油路４４は、第二第二配管系統３０の油路３０ａ，３０ｄに接続されている。油路４４の途中から分岐している油路４５は、第一第一配管系統２０の油路２０ａ，２０ｄに接続されている。油路４４には、ブレーキＥＣＵ１７の開閉指示に従って開閉される開閉制御弁４４ａが備えられている。開閉制御弁４４ａは、連通・遮断状態を制御できる２位置電磁弁により構成されている。開閉制御弁４４ａは、開閉制御弁４４ａに備えられているソレノイドコイルへの制御電流がゼロとされる時（非通電時）には遮断状態となり、ソレノイドコイルに制御電流が流される時（通電時）に連通状態に制御されるノーマルクローズ型となっている。 The oil passage 44 is connected to the oil passages 30 a and 30 d of the second second piping system 30. The oil passage 45 branched from the middle of the oil passage 44 is connected to the oil passages 20 a and 20 d of the first first piping system 20. The oil passage 44 is provided with an opening / closing control valve 44a that is opened and closed according to an opening / closing instruction of the brake ECU 17. The open / close control valve 44a is a two-position electromagnetic valve that can control the communication / blocking state. The open / close control valve 44a is cut off when the control current to the solenoid coil provided in the open / close control valve 44a is zero (when not energized), and when the control current flows through the solenoid coil (when energized). ) Is a normally closed type that is controlled to communicate.
　シリンダ１５ａ（底壁）とスプール部１５ｄ１との間には、液圧室１５ｄ５が区画形成されている。液圧室１５ｄ５内には、シリンダ１５ａ（底壁）とスプール部１５ｄ１との間に介装されて液圧室１５ｄ５を拡張する方向に付勢するスプリング１５ｄ６が配設されている。スプール部１５ｄ１はスプリング１５ｄ６によって付勢されて所定位置にある（図１参照）。スプール部１５ｄ１の所定位置は、スプール部１５ｄ１の一端側が凸部１５ａ１に当接して位置決め固定される位置であり、スプール部１５ｄ１の他端側端が低圧ポート１５ｄ３を閉塞する直前位置となっている。 A hydraulic chamber 15d5 is defined between the cylinder 15a (bottom wall) and the spool portion 15d1. In the hydraulic pressure chamber 15d5, there is disposed a spring 15d6 that is interposed between the cylinder 15a (bottom wall) and the spool portion 15d1 and urges the hydraulic pressure chamber 15d5 to expand. The spool portion 15d1 is biased by a spring 15d6 and is in a predetermined position (see FIG. 1). The predetermined position of the spool portion 15d1 is a position where one end side of the spool portion 15d1 abuts on the convex portion 15a1 and is positioned and fixed, and the other end side end of the spool portion 15d1 is a position immediately before closing the low pressure port 15d3. .
　スプール部１５ｄ１は、液圧室１５ｄ７に連通する油路１５ｄ８が形成されている。図１に示すように、スプール部１５ｄ１が所定位置にある場合、低圧ポート１５ｄ３と出力ポート１５ｄ４とは油路１５ｄ８を介して連通するとともに、高圧ポート１５ｄ２はスプール部１５ｄ１によって閉塞されている。 The spool portion 15d1 has an oil passage 15d8 communicating with the hydraulic chamber 15d7. As shown in FIG. 1, when the spool portion 15d1 is in a predetermined position, the low pressure port 15d3 and the output port 15d4 communicate with each other via an oil passage 15d8, and the high pressure port 15d2 is closed by the spool portion 15d1.
　入力部１５ｂが左側に移動され、スプール部１５ｄ１に当接して、スプール部１５ｄ１が左側に移動すると、高圧ポート１５ｄ２と出力ポート１５ｄ４とは液圧室１５ｄ７を介して連通する。このとき、低圧ポート１５ｄ３はスプール部１５ｄ１によって閉塞される。よって、スプール部１５ｄ１の他端がサーボ圧に対応する力を受ける（増圧時）。 When the input portion 15b is moved to the left side, abuts against the spool portion 15d1, and the spool portion 15d1 moves to the left side, the high pressure port 15d2 and the output port 15d4 communicate with each other through the hydraulic pressure chamber 15d7. At this time, the low pressure port 15d3 is closed by the spool portion 15d1. Therefore, the other end of the spool portion 15d1 receives a force corresponding to the servo pressure (when pressure is increased).
　入力部１５ｂによるスプール部１５ｄ１の押圧力と上記サーボ圧に対応する力とがつりあうと、高圧ポート１５ｄ２と低圧ポート１５ｄ３とがスプール部１５ｄ１によって閉塞される（保持時）。 When the pressing force of the spool portion 15d1 by the input portion 15b and the force corresponding to the servo pressure are balanced, the high pressure port 15d2 and the low pressure port 15d3 are closed by the spool portion 15d1 (at the time of holding).
　入力部１５ｂが右側に移動すると、スプール部１５ｄ１も右側に移動する（減圧時）。このとき、低圧ポート１５ｄ３と出力ポート１５ｄ４とは油路１５ｄ８を介して連通するとともに、高圧ポート１５ｄ２はスプール部１５ｄ１によって閉塞される。 When the input unit 15b moves to the right side, the spool unit 15d1 also moves to the right side (during decompression). At this time, the low pressure port 15d3 and the output port 15d4 communicate with each other via the oil passage 15d8, and the high pressure port 15d2 is closed by the spool portion 15d1.
　図１を参照してアクチュエータ１６の詳細構造について説明する。アクチュエータ１６は、第一期間内にはブレーキ操作に相当する液圧を発生させ、第一期間外では目標ホイールシリンダ圧と倍力機構１５により発生されている液圧との差圧を、倍力機構１５により発生されている液圧に加圧する加圧機構である。アクチュエータ１６は、所望の第二液圧を発生させる第二液圧発生機構でもある。第二液圧発生機構は、例えばブレーキ操作に応じた第二液圧を発生させるものである。アクチュエータ１６内には、第一、第二第二配管系統２０、３０が形成されている。第一第一配管系統２０は、左後輪Ｗｒｌと右後輪Ｗｒｒに加えられるブレーキ液圧を制御し、第二第二配管系統３０は、右前輪Ｗｆｒと左前輪Ｗｆｌに加えられるブレーキ液圧を制御する。つまり、前後配管の配管構成とされている。 The detailed structure of the actuator 16 will be described with reference to FIG. The actuator 16 generates a hydraulic pressure corresponding to the brake operation within the first period, and increases the differential pressure between the target wheel cylinder pressure and the hydraulic pressure generated by the booster mechanism 15 outside the first period. This is a pressurizing mechanism that pressurizes the hydraulic pressure generated by the mechanism 15. The actuator 16 is also a second hydraulic pressure generating mechanism that generates a desired second hydraulic pressure. The second hydraulic pressure generating mechanism generates a second hydraulic pressure corresponding to a brake operation, for example. First and second second piping systems 20 and 30 are formed in the actuator 16. The first first piping system 20 controls the brake fluid pressure applied to the left rear wheel Wrl and the right rear wheel Wrr, and the second second piping system 30 controls the brake fluid pressure applied to the right front wheel Wfr and the left front wheel Wfl. To control. That is, it is set as the piping structure of front and rear piping.
　倍力機構１５から供給される液圧は、第一第一配管系統２０と第二第二配管系統３０を通じて各ホイールシリンダＷＣｒｌ、ＷＣｒｒ、ＷＣｆｒ、ＷＣｆｌに伝えられる。第一第一配管系統２０には、油路４５とホイールシリンダＷＣｒｌ、ＷＣｒｒとを接続する油路２０ａが備えられている。第二第二配管系統３０には、油路４４とホイールシリンダＷＣｆｒ、ＷＣｆｌとを接続する油路３０ａが備えられ、これら各油路２０ａ、３０ａを通じて倍力機構１５から供給される液圧がホイールシリンダＷＣｒｌ、ＷＣｒｒ、ＷＣｆｒ、ＷＣｆｌに伝えられる。 The hydraulic pressure supplied from the booster mechanism 15 is transmitted to each wheel cylinder WCrl, WCrr, WCfr, WCfl through the first first piping system 20 and the second second piping system 30. The first first piping system 20 is provided with an oil passage 20a that connects the oil passage 45 and the wheel cylinders WCrl and WCrr. The second second piping system 30 is provided with an oil passage 30a that connects the oil passage 44 and the wheel cylinders WCfr, WCfl, and the hydraulic pressure supplied from the booster mechanism 15 through each of the oil passages 20a, 30a is a wheel. It is transmitted to the cylinders WCrl, WCrr, WCfr, WCfl.
　また、油路２０ａ、３０ａは、連通状態と差圧状態に制御できる差圧制御弁２１、３１を備えている。差圧制御弁２１、３１は、ドライバがブレーキペダル１１の操作を行うブレーキ時には連通状態となるように弁位置が調整される。差圧制御弁２１、３１に備えられるソレノイドコイルに電流が流されると、差圧制御弁２１、３１は、この電流値が大きいほど大きな差圧状態となるように弁位置が調整される。 Also, the oil passages 20a and 30a are provided with differential pressure control valves 21 and 31 that can be controlled to a communication state and a differential pressure state. The valve positions of the differential pressure control valves 21 and 31 are adjusted so that they are in a communicating state during braking when the driver operates the brake pedal 11. When a current is passed through the solenoid coils provided in the differential pressure control valves 21 and 31, the valve positions of the differential pressure control valves 21 and 31 are adjusted so that the differential pressure is increased as the current value increases.
　差圧制御弁２１、３１が差圧状態のときには、ホイールシリンダＷＣｒｌ、ＷＣｒｒ、ＷＣｆｒ、ＷＣｆｌ側のブレーキ液圧が倍力機構１５から供給される液圧よりも所定圧力以上高くなった際にのみ、ホイールシリンダＷＣｒｌ、ＷＣｒｒ、ＷＣｆｒ、ＷＣｆｌ側から倍力機構１５側へのみブレーキ液の流動が許容される。このため、常時ホイールシリンダＷＣｒｌ、ＷＣｒｒ、ＷＣｆｒ、ＷＣｆｌ側が倍力機構１５側よりも所定圧力高い状態が維持される。 When the differential pressure control valves 21 and 31 are in the differential pressure state, only when the brake fluid pressure on the wheel cylinders WCrl, WCrr, WCfr, WCfl side is higher than the fluid pressure supplied from the booster mechanism 15 by a predetermined pressure or more. The brake fluid is allowed to flow only from the wheel cylinders WCrl, WCrr, WCfr, WCfl side to the booster mechanism 15 side. For this reason, a state in which the wheel cylinders WCrl, WCrr, WCfr, and WCfl are always at a predetermined pressure higher than the booster mechanism 15 is maintained.
　油路２０ａ、３０ａは、差圧制御弁２１、３１よりも下流になるホイールシリンダＷＣｒｌ、ＷＣｒｒ、ＷＣｆｒ、ＷＣｆｌ側において、それぞれ２つの油路２０ａ１、２０ａ２、３０ａ１、３０ａ２に分岐する。油路２０ａ１、３０ａ１にはホイールシリンダＷＣｒｌ、ＷＣｆｒへのブレーキ液圧の増圧を制御する第一第一増圧制御弁２２、３２が備えられている。油路２０ａ２、３０ａ２にはホイールシリンダＷＣｒｒ、ＷＣｆｌへのブレーキ液圧の増圧を制御する第二第二増圧制御弁２３、３３が備えられている。 The oil passages 20a and 30a branch into two oil passages 20a1, 20a2, 30a1, and 30a2 on the wheel cylinders WCrl, WCrr, WCfr, and WCfl side downstream of the differential pressure control valves 21 and 31, respectively. The oil passages 20a1 and 30a1 are provided with first and first pressure increase control valves 22 and 32 for controlling an increase in brake fluid pressure to the wheel cylinders WCrl and WCfr. The oil passages 20a2 and 30a2 are provided with second and second pressure increase control valves 23 and 33 for controlling the increase of the brake fluid pressure to the wheel cylinders WCrr and WCfl.
　これら第一、第二増圧制御弁２２、２３、３２、３３は、連通・遮断状態を制御できる２位置電磁弁により構成されている。第一、第二増圧制御弁２２、２３、３２、３３は、第一、第二増圧制御弁２２、２３、３２、３３に備えられるソレノイドコイルへの制御電流がゼロとされる時（非通電時）には連通状態となり、ソレノイドコイルに制御電流が流される時（通電時）に遮断状態に制御されるノーマルオープン型となっている。 These first and second pressure-increasing control valves 22, 23, 32, 33 are constituted by two-position solenoid valves that can control the communication / blocking state. The first and second pressure increase control valves 22, 23, 32, 33 are set to zero when the control current to the solenoid coil provided in the first, second pressure increase control valves 22, 23, 32, 33 is zero ( It is in a communication state when not energized, and is a normally open type that is controlled to be shut off when a control current flows through the solenoid coil (when energized).
　油路２０ａ、３０ａにおける第一、第二増圧制御弁２２、２３、３２、３３と各ホイールシリンダＷＣｒｌ、ＷＣｒｒ、ＷＣｆｒ、ＷＣｆｌとの間は、減圧油路としての油路２０ｂ、３０ｂを通じて調圧リザーバ２４、３４に接続されている。油路２０ｂ、３０ｂには、連通・遮断状態を制御できる２位置電磁弁により構成される第一、第二減圧制御弁２５、２６、３５、３６がそれぞれ配設されている。これら第一、第二減圧制御弁２５、２６、３５、３６は、第一、第二減圧制御弁２５、２６、３５、３６に備えられるソレノイドコイルへの制御電流がゼロとされる時（非通電時）には遮断状態となり、ソレノイドコイルに制御電流が流される時（通電時）に連通状態に制御されるノーマルクローズ型となっている。 Between the first and second pressure increase control valves 22, 23, 32, 33 in the oil passages 20 a, 30 a and the wheel cylinders WCrl, WCrr, WCfr, WCfl are adjusted through oil passages 20 b, 30 b as pressure reducing oil passages. The pressure reservoirs 24 and 34 are connected. The oil passages 20b and 30b are respectively provided with first and second pressure reduction control valves 25, 26, 35 and 36 constituted by two-position electromagnetic valves capable of controlling the communication / blocking state. These first and second pressure reduction control valves 25, 26, 35, and 36 are used when the control current to the solenoid coils provided in the first and second pressure reduction control valves 25, 26, 35, and 36 is set to zero (non- When the current is energized, it is in a cut-off state, and when the control current is supplied to the solenoid coil (when it is energized), it is a normally closed type that is controlled to be in a communication state.
　調圧リザーバ２４、３４と主油路である油路２０ａ、３０ａとの間には還流油路となる油路２０ｃ、３０ｃが配設されている。油路２０ｃ、３０ｃには調圧リザーバ２４、３４から倍力機構１５側あるいはホイールシリンダＷＣｒｌ、ＷＣｒｒ、ＷＣｆｒ、ＷＣｆｌ側に向けてブレーキ液を吸入吐出するモータ２８によって駆動される自吸式のポンプ２７、３７が設けられている。モータ２８は図示しないモータリレーに対する通電が制御されることで駆動される。 Oil passages 20c and 30c serving as reflux oil passages are disposed between the pressure regulating reservoirs 24 and 34 and the oil passages 20a and 30a serving as main oil passages. The oil passages 20c, 30c are self-priming pumps driven by a motor 28 that sucks and discharges brake fluid from the pressure regulating reservoirs 24, 34 toward the booster mechanism 15 or the wheel cylinders WCrl, WCrr, WCfr, WCfl. 27 and 37 are provided. The motor 28 is driven by controlling energization to a motor relay (not shown).
　調圧リザーバ２４、３４と倍力機構１５との間には補助油路となる油路２０ｄ、３０ｄが設けられている。ポンプ２７、３７は、油路２０ｄ、３０ｄを通じて倍力機構１５からブレーキ液を吸入し、油路２０ａ、３０ａに吐出することで、ホイールシリンダＷＣｒｌ、ＷＣｒｒ、ＷＣｆｒ、ＷＣｆｌ側にブレーキ液を供給する。 Between the pressure regulating reservoirs 24 and 34 and the booster mechanism 15, oil passages 20d and 30d serving as auxiliary oil passages are provided. The pumps 27 and 37 suck the brake fluid from the booster mechanism 15 through the oil passages 20d and 30d, and discharge the brake fluid to the oil passages 20a and 30a, thereby supplying the brake fluid to the wheel cylinders WCrl, WCrr, WCfr, and WCfl side. .
　また、ブレーキＥＣＵ１７には、車両の車輪Ｗｆｌ、Ｗｒｒ、Ｗｆｒ、Ｗｒｌ毎に備えられた車輪速度センサＳｆｌ、Ｓｒｒ、Ｓｆｒ、Ｓｒｌからの検出信号が入力されるようになっている。ブレーキＥＣＵ１７は、車輪速度センサＳｆｌ、Ｓｒｒ、Ｓｆｒ、Ｓｒｌの検出信号に基づいて、各車輪速度や推定車体速度およびスリップ率などを演算している。ブレーキＥＣＵ１７は、これらの演算結果に基づいてアンチスキッド制御などを実行している。また、アクチュエータ１６には、倍力機構１５から供給される液圧を検出する液圧センサ（「取得部」に相当する）１６ａが備えられている。液圧センサ１６ａは、第一第一配管系統２０の油路２０ａに設けられるのが好ましい。液圧センサ１６ａの検出信号がブレーキＥＣＵ１７に入力され、ブレーキＥＣＵ１７が倍力機構１５から供給される液圧を監視できるようになっている。 Also, the brake ECU 17 receives detection signals from wheel speed sensors Sfl, Srr, Sfr, Srl provided for each vehicle wheel Wfl, Wrr, Wfr, Wrl. The brake ECU 17 calculates each wheel speed, estimated vehicle body speed, slip ratio, and the like based on detection signals from the wheel speed sensors Sfl, Srr, Sfr, Srl. The brake ECU 17 executes anti-skid control and the like based on these calculation results. In addition, the actuator 16 is provided with a hydraulic pressure sensor (corresponding to “acquisition unit”) 16 a that detects the hydraulic pressure supplied from the booster mechanism 15. The hydraulic pressure sensor 16 a is preferably provided in the oil passage 20 a of the first first piping system 20. A detection signal from the hydraulic pressure sensor 16 a is input to the brake ECU 17, and the brake ECU 17 can monitor the hydraulic pressure supplied from the booster mechanism 15.
　アクチュエータ１６を用いた各種制御は、ブレーキＥＣＵ１７にて実行される。例えば、ブレーキＥＣＵ１７は、アクチュエータ１６に備えられる各種制御弁２１～２３、２５、２６、３１～３３、３５、３６、やポンプ駆動用のモータ２８を制御するための制御電流を出力することにより、アクチュエータ１６に備えられる油圧回路を制御し、ホイールシリンダＷＣｒｌ、ＷＣｒｒ、ＷＣｆｒ、ＷＣｆｌに伝えられるホイールシリンダ圧を個別に制御する。例えば、ブレーキＥＣＵ１７は、制動時の車輪スリップ時にホイールシリンダ圧の減圧、保持、増圧を行うことで車輪ロックを防止するアンチスキッド制御や、制御対象輪のホイールシリンダ圧を自動加圧することで横滑り傾向（アンダーステア傾向もしくはオーバステア傾向）を抑制して理想的軌跡での旋回が行えるようにする横滑り防止制御を行なうことができる。 Various controls using the actuator 16 are executed by the brake ECU 17. For example, the brake ECU 17 outputs a control current for controlling the various control valves 21 to 23, 25, 26, 31 to 33, 35, 36 and the pump driving motor 28 provided in the actuator 16, The hydraulic circuit provided in the actuator 16 is controlled, and the wheel cylinder pressure transmitted to the wheel cylinders WCrl, WCrr, WCfr, WCfl is individually controlled. For example, the brake ECU 17 performs anti-skid control for preventing wheel lock by reducing, maintaining, and increasing the wheel cylinder pressure when the wheel slips during braking, and skidding by automatically increasing the wheel cylinder pressure of the wheel to be controlled. Side slip prevention control that suppresses the tendency (understeering tendency or oversteering tendency) and enables turning on an ideal trajectory can be performed.
　なお、イグニッションスイッチがオフ状態である場合または電源失陥がある場合、電磁弁４１ａは閉状態となる。イグニッションスイッチがオン状態であり電源失陥がない場合、電磁弁４１ａは開状態となる。 In addition, when the ignition switch is in an OFF state or when there is a power failure, the solenoid valve 41a is closed. When the ignition switch is on and there is no power failure, the solenoid valve 41a is opened.
　ブレーキＥＣＵ１７は、通常のブレーキ時において、入力部１５ｂがピストン部１２ｄ２の摺動に拘わらず移動していない第一期間には、ブレーキ操作に相当する液圧をアクチュエータ１６により発生させる（液圧制御部）。また、ブレーキＥＣＵ１７は、第一期間には、アクチュエータ１６（第二液圧発生機構）によりブレーキ操作に応じた第二液圧を発生させるとともに、ホイールシリンダＷＣ（制動力付与機構）により第二液圧に基づいて車輪Ｗに制動力を付与させる（液圧制御部）。ブレーキＥＣＵ１７は、ペダルストロークセンサ１１ａから取得した検出信号に基づいてブレーキペダル１１の操作の開始を検知すると、操作開始時点から液圧センサ１６ａが所定圧力値（例えば０Ｐａ）より大きい液圧を検知するまでの間、ブレーキ操作に相当する液圧をアクチュエータ１６により発生させる。なお、通常のブレーキ時とは、ブレーキ操作がなされた場合、その操作に応じたホイールシリンダ圧が形成され、そのホイールシリンダ圧を車輪に付与して制動力を得ることであり、ＥＳＣ制御など、ブレーキ操作がない場合に制動力を与えるものと異なる。 During normal braking, the brake ECU 17 causes the actuator 16 to generate a hydraulic pressure corresponding to the brake operation during the first period in which the input portion 15b does not move despite the sliding of the piston portion 12d2 (hydraulic pressure control). Part). Further, the brake ECU 17 generates a second hydraulic pressure corresponding to the brake operation by the actuator 16 (second hydraulic pressure generating mechanism) during the first period, and the second hydraulic pressure by the wheel cylinder WC (braking force applying mechanism). A braking force is applied to the wheel W based on the pressure (hydraulic pressure control unit). When the brake ECU 17 detects the start of the operation of the brake pedal 11 based on the detection signal acquired from the pedal stroke sensor 11a, the hydraulic pressure sensor 16a detects a hydraulic pressure greater than a predetermined pressure value (for example, 0 Pa) from the operation start time. Until then, the hydraulic pressure corresponding to the brake operation is generated by the actuator 16. The normal braking is when the brake operation is performed, a wheel cylinder pressure corresponding to the operation is formed, and the wheel cylinder pressure is applied to the wheel to obtain a braking force, such as ESC control. It differs from the one that gives braking force when there is no brake operation.
　イグニッションスイッチがオン状態であり電源失陥がない場合、電磁弁４１ａは開状態となっている。よって、液圧室１２ｄ７は油路４１を介してリザーバタンク１４に連通するため、ピストン部１２ｄ２がブレーキ操作に応じて左側に移動した場合、液圧室１２ｄ７内のブレーキ液は油路４１を通ってリザーバタンク１４に流出可能となる。よって、ピストン部１２ｄ２を左側に押圧する力が、スプリング１２ｄ４の付勢力、スプリング１５ｅの付勢力、および入力部１５ｂの摺動抵抗による力の総和より大きくなって初めて入力部１５ｂが左側に移動を始める。それまで、ピストン部１２ｄ２を左側に押圧する力が、上述した力の総和より小さい場合には、入力部１５ｂは移動しない。なお、ブレーキＥＣＵ１７は、液圧センサ１６ａが所定圧力値（例えば０Ｐａ）より大きい液圧を検知すると、アクチュエータ１６による加圧を終了する。これにより、倍力機構１５によってブレーキ操作に応じた発生された液圧のみが、ホイールシリンダＷＣに供給されることとなる。 When the ignition switch is on and there is no power failure, the solenoid valve 41a is open. Accordingly, since the hydraulic chamber 12d7 communicates with the reservoir tank 14 via the oil passage 41, the brake fluid in the hydraulic chamber 12d7 passes through the oil passage 41 when the piston portion 12d2 moves to the left according to the brake operation. Thus, it can flow out to the reservoir tank 14. Therefore, the input portion 15b does not move to the left side until the force that presses the piston portion 12d2 to the left is greater than the sum of the urging force of the spring 12d4, the urging force of the spring 15e, and the sliding resistance of the input portion 15b. start. Until then, when the force pressing the piston portion 12d2 to the left is smaller than the total force described above, the input portion 15b does not move. The brake ECU 17 ends the pressurization by the actuator 16 when the hydraulic pressure sensor 16a detects a hydraulic pressure greater than a predetermined pressure value (for example, 0 Pa). Thereby, only the hydraulic pressure generated according to the brake operation by the booster mechanism 15 is supplied to the wheel cylinder WC.
（オフ圧変更制御）
　ここで、本実施形態の車両の制動装置のオフ圧変更制御について説明する。本実施形態の車両の制動装置は、上述のとおり、アキュムレータ１５ｃ１の液圧が、ブレーキ操作に応じて機械的に動作する液圧発生部１５ｄにより、直接的にアクチュエータ１６に供給される構成を有している。この構成におけるオフ圧変更制御について以下に説明する。 (Off pressure change control)
Here, the off-pressure change control of the vehicle braking device of the present embodiment will be described. As described above, the vehicle braking device according to the present embodiment has a configuration in which the hydraulic pressure of the accumulator 15c1 is directly supplied to the actuator 16 by the hydraulic pressure generator 15d that mechanically operates in response to the brake operation. is doing. The off pressure change control in this configuration will be described below.
　ブレーキＥＣＵ１７には、アクチュエータ１６に供給される液圧（以下、「マスタ圧」と称する）に関する第一所定値及び第二所定値と、アキュムレータ１５ｃ１内の液圧（以下、「Ａｃｃ圧」と称する）に関する基準オフ圧、基準オン圧、補正オフ圧、及び補正オン圧とが記録されている。オフ圧とは、ポンプ１５ｃ２を停止（オフ）する設定圧力であり、Ａｃｃ圧が当該オフ圧以上となるとポンプ１５ｃ２が停止される。オン圧とは、ポンプを駆動（オン）させる設定圧力であって、Ａｃｃ圧が当該オン圧未満になるとポンプ１５ｃ２が駆動される。 The brake ECU 17 includes a first predetermined value and a second predetermined value relating to a hydraulic pressure (hereinafter referred to as “master pressure”) supplied to the actuator 16, and a hydraulic pressure (hereinafter referred to as “Acc pressure”) in the accumulator 15 c 1. ) Are recorded. Reference off pressure, reference on pressure, correction off pressure, and correction on pressure are recorded. The off pressure is a set pressure for stopping (turning off) the pump 15c2. When the Acc pressure becomes equal to or higher than the off pressure, the pump 15c2 is stopped. The on pressure is a set pressure for driving (turning on) the pump, and the pump 15c2 is driven when the Acc pressure becomes lower than the on pressure.
　第二所定値は、第一所定値よりも小さい値に設定されている（第一所定値＞第二所定値）。補正オフ圧は基準オフ圧よりも小さい値に設定され、補正オン圧は基準オン圧よりも小さい値に設定されている。また、補正オフ圧は、基準オン圧以下の値に設定されている。本実施形態では、基準オフ圧＞基準オン圧＞補正オフ圧＞補正オン圧となるように設定されている。 The second predetermined value is set to a value smaller than the first predetermined value (first predetermined value> second predetermined value). The corrected off pressure is set to a value smaller than the reference off pressure, and the corrected on pressure is set to a value smaller than the reference on pressure. The corrected off pressure is set to a value equal to or lower than the reference on pressure. In the present embodiment, the reference off pressure> the reference on pressure> the corrected off pressure> the corrected on pressure is set.
　ブレーキＥＣＵ１７は、液圧センサ１６ａからマスタ圧の情報を取得し、マスタ圧が第一所定値以上となった場合に、ポンプ１５ｃ２の基準オフ圧を補正オフ圧に変更するとともに、基準オン圧を補正オン圧に変更する。つまり、ブレーキＥＣＵ１７は、マスタ圧が第一所定値以上である場合、設定されたポンプ１５ｃ２のオフ圧及びオン圧を低くする。このように、ブレーキＥＣＵ１７は、アクチュエータ１６等を制御する機能の他に、Ａｃｃ圧のオフ圧とオン圧を制御する蓄圧制御部１７ａを有している。 The brake ECU 17 obtains the master pressure information from the hydraulic pressure sensor 16a, and when the master pressure becomes equal to or higher than the first predetermined value, the brake ECU 17 changes the reference off pressure of the pump 15c2 to the corrected off pressure and sets the reference on pressure. Change to corrected ON pressure. That is, the brake ECU 17 decreases the set off pressure and on pressure of the pump 15c2 when the master pressure is equal to or higher than the first predetermined value. As described above, the brake ECU 17 has a pressure accumulation control unit 17a for controlling the off pressure and the on pressure of the Acc pressure in addition to the function of controlling the actuator 16 and the like.
　さらに、蓄圧制御部１７ａは、オフ圧及びオン圧を低下させた後、マスタ圧が第二所定値未満となった場合に、オフ圧を補正オフ圧から基準オフ圧に変更するとともに、オン圧を補正オン圧から基準オン圧に変更する。つまり、ブレーキＥＣＵ１７は、オフ圧及びオン圧を低下させた後、マスタ圧が第二所定値未満である場合に、オフ圧及びオン圧を高くする。本実施形態の蓄圧制御部１７ａは、この際にオフ圧及びオン圧が元の値に戻るように設定されている。なお、ブレーキＥＣＵ１７は、圧力センサ１５ｃ４からＡｃｃ圧の情報を取得する。また、初期のＡｃｃ圧は、基準オン圧と基準オフ圧の間で保持され、この状態でポンプ１５ｃ２はオフ状態となっている。 Further, the pressure accumulation control unit 17a changes the off pressure from the corrected off pressure to the reference off pressure when the master pressure becomes less than the second predetermined value after reducing the off pressure and the on pressure. Is changed from the corrected ON pressure to the reference ON pressure. That is, after reducing the off pressure and the on pressure, the brake ECU 17 increases the off pressure and the on pressure when the master pressure is less than the second predetermined value. At this time, the pressure accumulation control unit 17a of the present embodiment is set so that the off pressure and the on pressure return to the original values. The brake ECU 17 acquires information on the Acc pressure from the pressure sensor 15c4. The initial Acc pressure is maintained between the reference on pressure and the reference off pressure, and in this state, the pump 15c2 is in the off state.
　このオフ圧変更制御を１度ブレーキペダル１１が踏み込まれたケース（踏み増しなしのケース）で説明する。図２に示すように、ブレーキ操作が開始されると、ｔ１においてアキュムレータ１５ｃ１とアクチュエータ１６とが連通し、アキュムレータ１５ｃ１から液圧発生部１５ｄを介してアクチュエータ１６に作動液が供給され始める。これにより、Ａｃｃ圧が低下しマスタ圧が上昇する。ｔ２において、Ａｃｃ圧が基準オン圧未満となり、ブレーキＥＣＵ１７によりポンプ１５ｃ２が駆動（オン）される。 This off-pressure change control will be described in the case where the brake pedal 11 is depressed once (the case where there is no additional depression). As shown in FIG. 2, when the brake operation is started, the accumulator 15c1 and the actuator 16 communicate with each other at t1, and the hydraulic fluid starts to be supplied from the accumulator 15c1 to the actuator 16 via the hydraulic pressure generator 15d. As a result, the Acc pressure decreases and the master pressure increases. At t2, the Acc pressure becomes less than the reference ON pressure, and the pump 15c2 is driven (ON) by the brake ECU 17.
　ｔ３において、マスタ圧が第一所定値以上となり、ブレーキＥＣＵ１７がオフ圧を基準オフ圧から補正オフ圧まで低下させるとともに、オン圧を基準オン圧から補正オン圧まで低下させる。この変更により、Ａｃｃ圧がオフ圧（補正オフ圧）以上の値となり、ブレーキＥＣＵ１７がポンプ１５ｃ２を停止させ、Ａｃｃ圧の上昇を停止させる。図２に示すように、ポンプ１５ｃ２は、オフ圧を低くすることにより、通常よりも早いタイミングで停止する。つまり、通常では停止しないｔ３時点において、Ａｃｃ圧の上昇は停止される。そして、ｔ４においてマスタ圧が最大点に達し、ｔ５においてブレーキ操作が解除され始め、マスタ圧が低下し始める。第一所定値は、Ａｃｃ圧の上昇が不要であるタイミングに設定されることが好ましく、本実施形態ではマスタ圧の最大点（ｔ４）に近接した値に設定されている。 At t3, the master pressure becomes equal to or higher than the first predetermined value, and the brake ECU 17 reduces the off pressure from the reference off pressure to the corrected off pressure, and reduces the on pressure from the reference on pressure to the corrected on pressure. By this change, the Acc pressure becomes a value equal to or higher than the off pressure (corrected off pressure), and the brake ECU 17 stops the pump 15c2 and stops the increase in the Acc pressure. As shown in FIG. 2, the pump 15c2 stops at an earlier timing than usual by lowering the off pressure. That is, the increase in the Acc pressure is stopped at time t3 when it does not normally stop. Then, the master pressure reaches the maximum point at t4, the brake operation starts to be released at t5, and the master pressure starts to decrease. The first predetermined value is preferably set at a timing at which it is not necessary to increase the Acc pressure. In the present embodiment, the first predetermined value is set to a value close to the maximum point (t4) of the master pressure.
　ｔ６において、マスタ圧が第二所定値未満となり、ブレーキＥＣＵ１７がオフ圧及びオン圧を元の値（基準オフ圧及び基準オン圧）に戻す。これにより、次回のブレーキ操作において、オフ圧及びオン圧は初期の基準値で行われることになる。Ａｃｃ圧は、ｔ３又はｔ４以降、維持されている。ｔ６においてオフ圧及びオン圧が高くなることにより、オフ圧及びオン圧を、変更前の基準値又はそれに近い値に戻すことができる。 At t6, the master pressure becomes less than the second predetermined value, and the brake ECU 17 returns the off pressure and the on pressure to the original values (reference off pressure and reference on pressure). Thereby, in the next brake operation, the off pressure and the on pressure are performed with the initial reference values. The Acc pressure is maintained after t3 or t4. By increasing the off pressure and the on pressure at t6, the off pressure and the on pressure can be returned to the reference value before the change or a value close thereto.
　オフ圧変更制御の流れについてまとめると、図３に示すように、ブレーキ操作が開始され、マスタ圧が第一所定値以上となった場合（Ｓ１０１：Ｙｅｓ）、ブレーキＥＣＵ１７がオフ圧及びオン圧を低くする（Ｓ１０２）。また、その後もマスタ圧の検知が繰り返し実施され、マスタ圧が第二所定値未満となった場合（Ｓ１０３：Ｙｅｓ）、ブレーキＥＣＵ１７がオフ圧及びオン圧を高くして元に戻す（Ｓ１０４）。 To summarize the flow of the off pressure change control, as shown in FIG. 3, when the brake operation is started and the master pressure becomes equal to or higher than the first predetermined value (S101: Yes), the brake ECU 17 sets the off pressure and the on pressure. Lower (S102). After that, the detection of the master pressure is repeatedly performed, and when the master pressure becomes less than the second predetermined value (S103: Yes), the brake ECU 17 increases the off pressure and the on pressure and restores them (S104).
　本実施形態のようなアキュムレータ１５ｃ１が機械的且つ直接的にアクチュエータ１６に液圧を供給する装置では、アクチュエータ１６内の一部の装置に故障（異常）が発生した場合、想定外の部位に長時間高い液圧がかかってしまうおそれがある。例えば、第一、第二減圧制御弁２５、２６、３５、３６の何れかが故障（漏れ異常）となり、制御が効かずにオープン状態（開状態）が維持される状態となった場合、故障した当該減圧制御弁に接続されたリザーバ（ここでは調圧リザーバ２４、３４）にアキュムレータ１５ｃ１の高い液圧が供給されることとなる。調圧リザーバ２４、３４は、長時間高圧を受けることは想定されておらず、高い液圧を受け続けるように設計されていない。したがって、第一、第二減圧制御弁２５、２６、３５、３６の少なくとも１つが漏れ異常となった場合、調圧リザーバ２４、３４の耐久性が低下する。 In the device in which the accumulator 15c1 mechanically and directly supplies the hydraulic pressure to the actuator 16 as in the present embodiment, if a failure (abnormality) occurs in a part of the device in the actuator 16, it may be long in an unexpected part. There is a risk that high fluid pressure will be applied for a long time. For example, if any of the first and second pressure reducing control valves 25, 26, 35, and 36 fails (leakage abnormality) and the control is not effective and the open state (open state) is maintained, the failure The high hydraulic pressure of the accumulator 15c1 is supplied to the reservoirs (here, the pressure regulating reservoirs 24 and 34) connected to the pressure reduction control valve. The pressure regulating reservoirs 24 and 34 are not assumed to be subjected to high pressure for a long time, and are not designed to continue to receive high fluid pressure. Therefore, when at least one of the first and second pressure reduction control valves 25, 26, 35, 36 becomes abnormal in leakage, the durability of the pressure regulating reservoirs 24, 34 is lowered.
　また、第一、第二減圧制御弁２５、２６、３５、３６が故障した場合でも、液圧発生部１５ｄを介してアキュムレータ１５ｃ１から高い液圧がアクチュエータ１６に供給されるため、ブレーキの効き及びブレーキフィーリングへの影響はほぼない。したがって、運転手は、第一、第二減圧制御弁２５、２６、３５、３６の故障に気づかずに、連続的にブレーキ操作を継続することになり得、さらに調圧リザーバ２４、３４への負荷が継続されるおそれがある。 Even when the first and second pressure reduction control valves 25, 26, 35, and 36 are out of order, a high hydraulic pressure is supplied from the accumulator 15c1 to the actuator 16 via the hydraulic pressure generator 15d. There is almost no impact on the brake feeling. Therefore, the driver can continue the brake operation continuously without noticing the failure of the first and second pressure reducing control valves 25, 26, 35, and 36, and further to the pressure regulating reservoirs 24 and 34. The load may continue.
　しかしながら、本実施形態によれば、高い液圧がアクチュエータ１６に供給され、マスタ圧がある値以上に高くなったタイミング（マスタ圧≧第一所定値）で、Ａｃｃ圧に関するオフ圧及びオン圧が低くなる。これにより、Ａｃｃ圧の上昇が通常よりも早く停止し、あるいは変更後にポンプ１５ｃ２がオンになった場合のＡｃｃ圧上昇の上限が低下し、通常制御時よりも低い液圧でＡｃｃ圧を維持することができる。通常の制御の場合、例えば図２のｔ３以降、Ａｃｃ圧は基準オフ圧に達するまで上昇する。これにより、第一、第二減圧制御弁２５、２６、３５、３６に故障があった場合でも、調圧リザーバ２４、３４への負荷圧の増大が抑制される。また、オフ圧変更制御は、Ａｃｃ圧自体を低くする制御ではなく、少なくともオフ圧を低くする制御である。したがって、第一、第二減圧制御弁２５、２６、３５、３６に故障がない場合でも、アクチュエータ１６への液圧の供給に影響は出ない。 However, according to the present embodiment, when the high hydraulic pressure is supplied to the actuator 16 and the master pressure becomes higher than a certain value (master pressure ≧ first predetermined value), the off pressure and the on pressure related to the Acc pressure are increased. Lower. As a result, the increase in the Acc pressure stops earlier than usual, or the upper limit of the increase in Acc pressure when the pump 15c2 is turned on after the change is reduced, and the Acc pressure is maintained at a lower hydraulic pressure than during normal control. be able to. In the case of normal control, for example, after t3 in FIG. 2, the Acc pressure increases until the reference off pressure is reached. Thereby, even when there is a failure in the first and second pressure reduction control valves 25, 26, 35, 36, an increase in load pressure to the pressure regulating reservoirs 24, 34 is suppressed. Further, the off pressure change control is not a control for lowering the Acc pressure itself, but a control for lowering at least the off pressure. Therefore, even if there is no failure in the first and second pressure reduction control valves 25, 26, 35, 36, the supply of hydraulic pressure to the actuator 16 is not affected.
　また、本実施形態によれば、ブレーキ操作が解除され始め、マスタ圧がある値未満となったタイミング（マスタ圧＜第二所定値）で、オフ圧及びオン圧が高くなり、元の基準値に戻る。これにより、次回のブレーキ操作において、初期設定の状態が実現される。なお、第一所定値は、図２に示すように、ブレーキ操作中において、Ａｃｃ圧がオン圧（基準オン圧）未満となるマスタ圧よりも大きい値に設定されることが好ましい。 Further, according to the present embodiment, at the timing when the brake operation starts to be released and the master pressure becomes less than a certain value (master pressure <second predetermined value), the off pressure and the on pressure increase, and the original reference value Return to. Thus, the initial setting state is realized in the next brake operation. As shown in FIG. 2, the first predetermined value is preferably set to a value larger than the master pressure at which the Acc pressure is less than the on pressure (reference on pressure) during the brake operation.
　また、オフ圧変更制御において、マスタ圧は「要求制動力」に相当する。要求制動力は、本実施形態のようにアクチュエータ１６に供給される液圧（すなわち、ブレーキ操作に応じて変化する液圧）でも良く、あるいはブレーキ操作量（例えばペダルストロークセンサ１１ａで検出される値）であっても良い。このように本実施形態の車両の制動装置は、少なくとも、アキュムレータ１５ｃ１と、ブレーキＥＣＵ１７（蓄圧制御部１７ａ）と、液圧発生部１５ｄと、アクチュエータ１６と、液圧センサ１６ａ又はペダルストロークセンサ１１ａと、を備えている。 In the off pressure change control, the master pressure corresponds to “required braking force”. The required braking force may be the hydraulic pressure supplied to the actuator 16 (that is, the hydraulic pressure that changes according to the brake operation) as in the present embodiment, or the brake operation amount (for example, a value detected by the pedal stroke sensor 11a). ). As described above, the vehicle braking device according to the present embodiment includes at least the accumulator 15c1, the brake ECU 17 (the pressure accumulation control unit 17a), the hydraulic pressure generation unit 15d, the actuator 16, and the hydraulic pressure sensor 16a or the pedal stroke sensor 11a. It is equipped with.
（その他）
　本発明は、上記実施形態に限られない。例えば、オフ圧変更制御は、オン圧を変更せず、オフ圧のみを変更する制御であっても良い。これによっても、Ａｃｃ圧の上昇が早いタイミングで停止され、あるいは変更後にポンプ１５ｃ２がオンになった場合のＡｃｃ圧上昇の上限が低下し、上記同様の効果が発揮される。ただし、オフ圧とオン圧の両方を変更することで、オフ圧変更制御に対して、オン圧を含めた全体的にヒステリシスを持たせることができる。また、オフ圧及びオン圧の変更の仕方は、上記に限らず、徐々に低くする等、どのように変更しても良い。また、ホイールシリンダＷＣが「制動力付与部」であるともいえる。制動力付与部は、アクチュエータ１６及び／又はホイールシリンダＷＣである。 (Other)
The present invention is not limited to the above embodiment. For example, the off pressure change control may be a control that changes only the off pressure without changing the on pressure. This also stops the increase of the Acc pressure at an early timing, or lowers the upper limit of the Acc pressure increase when the pump 15c2 is turned on after the change, and the same effect as described above is exhibited. However, by changing both the off pressure and the on pressure, the hysteresis including the on pressure can be given overall hysteresis for the off pressure change control. Further, the method of changing the off pressure and the on pressure is not limited to the above, and may be changed in any manner such as gradually decreasing. Further, it can be said that the wheel cylinder WC is a “braking force applying portion”. The braking force application unit is the actuator 16 and / or the wheel cylinder WC.
＜第二実施形態＞
　第二実施形態の車両の制動装置は、オフ圧変更制御の前に「ブレーキパッドがフェード状態か否か」を判定している点で第一実施形態と異なっている。したがって、異なっている部分について説明する。第一実施形態と同じ符号は、第一実施形態と同様の構成を示すものであって、先行する説明が参照される。 <Second embodiment>
The vehicle braking device of the second embodiment is different from the first embodiment in that it determines “whether the brake pad is in a fade state” before the off pressure change control. Therefore, a different part is demonstrated. The same reference numerals as those in the first embodiment indicate the same configurations as those in the first embodiment, and the preceding description is referred to.
　図４に示すように、ブレーキＥＣＵ１７は、蓄圧制御部１７ａと、パッド判定部１７ｂと、を備えている。パッド判定部１７ｂは、キャリパＣＬに設けられたブレーキパッドが正常であるか否かを判定する。具体的に、パッド判定部１７ｂは、ブレーキＥＣＵ１７が取得する車輪速度、マスタ圧、及びホイールシリンダ圧の加圧時間により演算・推定されたブレーキパッドの温度に基づいて、ブレーキパッドがフェード状態であるか否かを判定する。パッド判定部１７ｂは、ブレーキパッドの推定温度が所定温度未満である場合に「ブレーキパッドが正常である（すなわちフェード状態ではない）」と判定し、所定温度以上である場合に「ブレーキパッドが正常ではない（すなわちフェード状態である）」と判定する。蓄圧制御部１７ａは、パッド判定部１７ｂが「正常」と判定している場合に、第一実施形態のオフ圧変更制御を実行する。 As shown in FIG. 4, the brake ECU 17 includes a pressure accumulation control unit 17a and a pad determination unit 17b. The pad determination unit 17b determines whether or not the brake pad provided on the caliper CL is normal. Specifically, the pad determination unit 17b indicates that the brake pad is in a fade state based on the temperature of the brake pad that is calculated and estimated from the pressurization time of the wheel speed, master pressure, and wheel cylinder pressure acquired by the brake ECU 17. It is determined whether or not. The pad determination unit 17b determines that “the brake pad is normal (that is, not in a fade state)” when the estimated temperature of the brake pad is lower than the predetermined temperature, and “the brake pad is normal” when the estimated temperature is equal to or higher than the predetermined temperature. Is not (ie, it is in a fade state) ”. The pressure accumulation control unit 17a executes the off-pressure change control of the first embodiment when the pad determination unit 17b determines “normal”.
　図５に示すように、第二実施形態では、ブレーキ操作が開始されると、ブレーキパッドが正常であるか否か（フェード状態でないか否か）が判定される（Ｓ２０１）。ブレーキパッドが正常であると判定されると（Ｓ２０１：Ｙｅｓ）、第一実施形態同様のオフ圧変更制御が実行される（Ｓ２０２～Ｓ２０５）。ブレーキパッドが正常か否かやマスタ圧の検知が繰り返し実施され、第一実施形態同様のオフ圧変更制御が行われる。 As shown in FIG. 5, in the second embodiment, when the brake operation is started, it is determined whether the brake pad is normal (whether it is not in a fade state) (S201). If it is determined that the brake pad is normal (S201: Yes), the off pressure change control similar to the first embodiment is executed (S202 to S205). Whether or not the brake pad is normal and the detection of the master pressure are repeatedly performed, and the off pressure change control similar to the first embodiment is performed.
　第二実施形態によれば、ブレーキパッドがフェード状態でない正常状態の場合にのみ、オフ圧変更制御が実行される。これにより、Ａｃｃ圧が低くなりやすいフェード状態での不要なオフ圧変更制御を回避することができる。なお、ブレーキＥＣＵ１７は、第一、第二減圧制御弁２５、２６、３５、３６が故障（例えば漏れ異常）であるか否かを判定しても良い。この場合、ブレーキＥＣＵ１７は、例えば、漏れ異常がある場合、又は漏れ異常があり且つフェード状態でない場合に、オフ圧変更制御を実行するように設定されても良い。また、ブレーキパッドの温度の推定要素に、ブレーキ操作回数を加えても良い。また、第一実施形態のその他の構成も第二実施形態に適用できる。 According to the second embodiment, the off-pressure change control is executed only when the brake pad is in a normal state that is not a fade state. Thereby, it is possible to avoid unnecessary off pressure change control in a fade state in which the Acc pressure tends to be low. The brake ECU 17 may determine whether or not the first and second pressure reduction control valves 25, 26, 35, and 36 are out of order (for example, leakage abnormality). In this case, for example, the brake ECU 17 may be set to execute the off-pressure change control when there is a leakage abnormality or when there is a leakage abnormality and is not in a fade state. In addition, the number of brake operations may be added to the brake pad temperature estimation factor. Also, other configurations of the first embodiment can be applied to the second embodiment.
　ここで、オフ圧変更制御においてオフ圧を低くすると、要求制動力がオフ圧に相当する制動力（ホイールシリンダＷＣにオフ圧を供給しているときにキャリパＣＬにより車輪に付与される制動力）よりも高くなることが考えられる。そのため、要求制動力がオフ圧に相当する制動力よりも高い場合に、倍力機構１５により発生されている液圧に要求制動力とオフ圧に相当する制動力との差分に相当する液圧をアクチュエータ（「補助制動力付与部」に相当する）１６により加圧することが好ましい。これにより、要求制動力に相当する液圧がホイールシリンダＷＣに供給され、キャリパＣＬにより車輪に要求制動力を付与することができる。また、要求制動力がオフ圧に相当する制動力よりも高い場合に、上述のようにアクチュエータ１６により加圧することに替えて、キャリパＣＬ以外の制動装置（例えば、電動式の駐車ブレーキ）により、要求制動力とオフ圧に相当する制動力との差分の制動力を車輪に付与するようにしても良い。これらの制御は、ブレーキＥＣＵ（「補助制動制御部」に相当する）１７により指令される。また、これらの構成は、第一実施形態又は第二実施形態に適用することができる。 Here, when the off pressure is lowered in the off pressure change control, the required braking force corresponds to the off pressure (the braking force applied to the wheel by the caliper CL when the off pressure is supplied to the wheel cylinder WC). It may be higher than Therefore, when the required braking force is higher than the braking force corresponding to the off pressure, the hydraulic pressure corresponding to the difference between the required braking force and the braking force corresponding to the off pressure is the hydraulic pressure generated by the booster mechanism 15. Is preferably pressed by an actuator 16 (corresponding to an “auxiliary braking force applying portion”) 16. Thereby, the hydraulic pressure corresponding to the required braking force is supplied to the wheel cylinder WC, and the required braking force can be applied to the wheel by the caliper CL. Further, when the required braking force is higher than the braking force corresponding to the off pressure, instead of pressurizing by the actuator 16 as described above, a braking device other than the caliper CL (for example, an electric parking brake) A braking force that is the difference between the required braking force and the braking force corresponding to the off pressure may be applied to the wheels. These controls are commanded by a brake ECU (corresponding to an “auxiliary braking control unit”) 17. Moreover, these structures are applicable to 1st embodiment or 2nd embodiment.
（まとめ）
　本実施形態の車両の制動装置は、作動液を蓄圧する蓄圧部１５ｃ１と、蓄圧部１５ｃ１内の液圧が所定のオフ圧（基準オフ圧）以上である場合に蓄圧部１５ｃ１内の液圧の上昇が停止するように蓄圧部１５ｃ１内の液圧を制御する蓄圧制御部１７ａと、蓄圧部１５ｃ１内の液圧に基づいて、蓄圧部１５ｃ１に蓄圧されている液圧を上限として、ブレーキ操作に応じた液圧を機械的に発生させる液圧発生部１５ｄと、液圧発生部１５ｄにより発生されている液圧に基づいて車両の車輪に制動力を付与する制動力付与部１６（及び／又はＷＣ）と、要求制動力を取得する取得部１６ａと、を備え、蓄圧制御部１７ａは、取得部１６ａにより取得されている要求制動力が第一所定値以上である場合に、取得部１６ａにより取得されている要求制動力が第一所定値未満である場合よりも、オフ圧を低くする。 (Summary)
The vehicle braking apparatus according to the present embodiment includes a pressure accumulating portion 15c1 that accumulates hydraulic fluid, and the hydraulic pressure in the pressure accumulating portion 15c1 when the fluid pressure in the pressure accumulating portion 15c1 is equal to or higher than a predetermined off pressure (reference off pressure). Based on the hydraulic pressure in the pressure accumulating portion 15c1 and the pressure accumulating control portion 17a for controlling the hydraulic pressure in the pressure accumulating portion 15c1 so as to stop the increase, the hydraulic pressure accumulated in the pressure accumulating portion 15c1 is set as an upper limit for brake operation. A hydraulic pressure generating unit 15d that mechanically generates a corresponding hydraulic pressure, and a braking force applying unit 16 that applies a braking force to the wheels of the vehicle based on the hydraulic pressure generated by the hydraulic pressure generating unit 15d (and / or WC) and an acquisition unit 16a that acquires the required braking force, and the accumulator control unit 17a is configured by the acquisition unit 16a when the required braking force acquired by the acquisition unit 16a is greater than or equal to a first predetermined value. Obtained demand braking force Than is less than a first predetermined value, to reduce the off pressure.
　この蓄圧制御部１７ａは、オフ圧を低くした後、取得部１６ａにより取得されている要求制動力が第一所定値よりも小さい第二所定値未満である場合に、オフ圧を高くすることが好ましい。また、この蓄圧制御部１７ａは、蓄圧部１５ｃ１内の液圧が所定のオン圧（基準オン圧）未満となった場合に蓄圧部１５ｃ１内の液圧が上昇するように蓄圧部１５ｃ１内の液圧を制御し、取得部１６ａにより取得されている要求制動力が第一所定値以上である場合に、取得部１６ａにより取得されている要求制動力が第一所定値未満である場合よりも、オン圧を低くすることが好ましい。 The pressure accumulation control unit 17a may increase the off pressure when the required braking force acquired by the acquisition unit 16a is less than a second predetermined value that is smaller than the first predetermined value after reducing the off pressure. preferable. In addition, the pressure accumulation control unit 17a is configured so that the liquid pressure in the pressure accumulation unit 15c1 increases so that the liquid pressure in the pressure accumulation unit 15c1 increases when the liquid pressure in the pressure accumulation unit 15c1 becomes less than a predetermined on pressure (reference on pressure). When the required braking force acquired by the acquisition unit 16a is greater than or equal to the first predetermined value by controlling the pressure, than when the required braking force acquired by the acquisition unit 16a is less than the first predetermined value, It is preferable to lower the on pressure.
　また、本実施形態の車両の制動装置は、ブレーキパッド（キャリパＣＬ）が正常であるか否かを判定するパッド判定部１７ｂを備えても良く、この場合、蓄圧制御部１７ａは、パッド判定部１７ｂによりブレーキパッドが正常でないことが判定されている場合で、且つ取得部１６ａにより取得されている要求制動力が第一所定値以上である場合に、取得部１６ａにより取得されている要求制動力が第一所定値未満である場合よりも、オフ圧を低くすることが好ましい。
　また、本実施形態の車両の制動装置は、液圧発生部１５ｄにより発生されている液圧に加圧又は制動力付与部１６（ＷＣ）により車輪に付与されている制動力に加えて車輪に制動力を付与する補助制動力付与部１６と、取得部１６ａにより取得されている要求制動力がオフ圧に相当する制動力よりも高い場合に、取得部１６ａにより取得されている要求制動力とオフ圧に相当する制動力との差分に相当する液圧を補助制動力付与部１６により加圧、又は、差分の制動力を補助制動力付与部１６により付与させる補助制動制御部１７と、を備えることが好ましい。
　また、本実施形態の車両の制動装置は、シリンダ部と、ブレーキ操作部材を操作するブレーキ操作に伴って前記シリンダ部内を摺動するピストン部とを有し、前記シリンダ部内および前記ピストン部によって区画された第一液圧室内に、前記ブレーキ操作に対応する液圧を発生させる操作対応圧発生機構と、
　前記ピストン部の摺動に伴って、前記ピストン部によって直接的に押圧されまたは前記ピストン部との間に介在された介在部材によって押圧されることにより前記シリンダ部内を摺動し移動される入力部と、作動液を蓄圧する蓄圧部の液圧に基づいて前記入力部の移動に応じた第一液圧を発生させる液圧発生部とを有している第一液圧発生機構と、
　前記第一液圧に基づいて車両の車輪に制動力を付与する制動力付与機構と、
　を備えているともいえる。そして、この制動装置は、所望の第二液圧を発生させる第二液圧発生機構をさらに備えていても良い。 In addition, the vehicle braking device of the present embodiment may include a pad determination unit 17b that determines whether or not the brake pad (caliper CL) is normal. In this case, the pressure accumulation control unit 17a includes the pad determination unit. The required braking force acquired by the acquisition unit 16a when it is determined by 17b that the brake pad is not normal and the required braking force acquired by the acquisition unit 16a is greater than or equal to the first predetermined value. It is preferable to lower the off pressure than when the value is less than the first predetermined value.
In addition, the vehicle braking device of the present embodiment applies pressure to the hydraulic pressure generated by the hydraulic pressure generating unit 15d or applies to the wheel in addition to the braking force applied to the wheel by the braking force applying unit 16 (WC). The auxiliary braking force applying unit 16 that applies the braking force, and the required braking force acquired by the acquiring unit 16a when the required braking force acquired by the acquiring unit 16a is higher than the braking force corresponding to the off pressure. A hydraulic pressure corresponding to the difference from the braking force corresponding to the off pressure is increased by the auxiliary braking force applying unit 16 or an auxiliary braking control unit 17 for applying the differential braking force by the auxiliary braking force applying unit 16; It is preferable to provide.
In addition, the vehicle braking device of the present embodiment includes a cylinder portion and a piston portion that slides in the cylinder portion in accordance with a brake operation for operating a brake operation member, and is partitioned by the piston portion. An operation corresponding pressure generating mechanism for generating a hydraulic pressure corresponding to the brake operation in the first hydraulic pressure chamber,
As the piston part slides, the input part is slid and moved in the cylinder part by being pressed directly by the piston part or by an intermediate member interposed between the piston part. And a first hydraulic pressure generating mechanism having a hydraulic pressure generating unit that generates a first hydraulic pressure according to the movement of the input unit based on the hydraulic pressure of the pressure accumulating unit that accumulates hydraulic fluid,
A braking force applying mechanism for applying a braking force to the wheels of the vehicle based on the first hydraulic pressure;
It can be said that it has. The braking device may further include a second hydraulic pressure generation mechanism that generates a desired second hydraulic pressure.
１１：ブレーキペダル、 １１ａ：ペダルストロークセンサ、
１２：ストロークシミュレータ部、１４：リザーバタンク、
１５：倍力機構、　１５ｃ１：アキュムレータ（蓄圧部）、　１５ｃ２：ポンプ、
１５ｃ３：電動モータ、　１５ｃ４：圧力センサ、　１５ｄ：液圧発生部、
１６：アクチュエータ（制動力付与部、補助制動力付与部）、
１６ａ：液圧センサ（取得部）、　１７：ブレーキＥＣＵ（補助制動制御部）、
１７ａ：蓄圧制御部、　１７ｂ：パッド判定部、
２４、３４：調圧リザーバ、　２５、２６、３５、３６：減圧制御弁、
ＣＬ：キャリパ、　ＷＣ：ホイールシリンダ
　 11: Brake pedal, 11a: Pedal stroke sensor,
12: Stroke simulator section, 14: Reservoir tank,
15: Booster mechanism, 15c1: Accumulator (accumulation unit), 15c2: Pump,
15c3: Electric motor, 15c4: Pressure sensor, 15d: Fluid pressure generating unit,
16: Actuator (braking force application unit, auxiliary braking force application unit),
16a: Hydraulic pressure sensor (acquisition part), 17: Brake ECU (auxiliary braking control part),
17a: Pressure accumulation control unit, 17b: Pad determination unit,
24, 34: Pressure regulating reservoir, 25, 26, 35, 36: Pressure reducing control valve,
CL: Caliper, WC: Wheel cylinder

Claims (5)

  1. 　作動液を蓄圧する蓄圧部と、
    　前記蓄圧部内の液圧が所定のオフ圧以上である場合に前記蓄圧部内の液圧の上昇が停止するように前記蓄圧部内の液圧を制御する蓄圧制御部と、
    　前記蓄圧部内の液圧に基づいて、前記蓄圧部に蓄圧されている液圧を上限として、ブレーキ操作に応じた液圧を機械的に発生させる液圧発生部と、
    　前記液圧発生部により発生されている液圧に基づいて車両の車輪に制動力を付与する制動力付与部と、
    　要求制動力を取得する取得部と、
    　を備え、
    　前記蓄圧制御部は、前記取得部により取得されている要求制動力が第一所定値以上である場合に、前記取得部により取得されている要求制動力が前記第一所定値未満である場合よりも、前記オフ圧を低くする車両の制動装置。     A pressure accumulator for accumulating hydraulic fluid;
    An accumulator controller for controlling the hydraulic pressure in the accumulator so that the increase in the hydraulic pressure in the accumulator stops when the hydraulic pressure in the accumulator is equal to or higher than a predetermined off pressure;
    Based on the hydraulic pressure in the pressure accumulating section, the hydraulic pressure generating section that mechanically generates the hydraulic pressure according to the brake operation, with the hydraulic pressure accumulated in the accumulating section as an upper limit,
    A braking force applying unit that applies a braking force to the wheels of the vehicle based on the hydraulic pressure generated by the hydraulic pressure generating unit;
    An acquisition unit for acquiring the required braking force;
    With
    When the required braking force acquired by the acquisition unit is greater than or equal to a first predetermined value, the pressure accumulation control unit is more than when the required braking force acquired by the acquisition unit is less than the first predetermined value. Also, a braking device for a vehicle that lowers the off pressure.
  2. 　前記蓄圧制御部は、前記オフ圧を低くした後、前記取得部により取得されている要求制動力が前記第一所定値よりも小さい第二所定値未満である場合に、前記オフ圧を高くする請求項１に記載の車両の制動装置。 The pressure accumulation control unit increases the off pressure when the required braking force acquired by the acquisition unit is less than a second predetermined value smaller than the first predetermined value after reducing the off pressure. The vehicle braking device according to claim 1.
  3. 　前記蓄圧制御部は、前記蓄圧部内の液圧が所定のオン圧未満となった場合に前記蓄圧部内の液圧が上昇するように前記蓄圧部内の液圧を制御し、前記取得部により取得されている要求制動力が前記第一所定値以上である場合に、前記取得部により取得されている要求制動力が前記第一所定値未満である場合よりも、前記オン圧を低くする請求項１又は２に記載の車両の制動装置。 The pressure accumulation control unit controls the hydraulic pressure in the pressure accumulating unit so that the hydraulic pressure in the pressure accumulating unit increases when the hydraulic pressure in the pressure accumulating unit becomes lower than a predetermined on-pressure, and is acquired by the acquisition unit. The on-pressure is set to be lower when the required braking force is greater than or equal to the first predetermined value than when the required braking force acquired by the acquisition unit is less than the first predetermined value. Or the braking device of the vehicle of 2.
  4. 　ブレーキパッドが正常であるか否かを判定するパッド判定部を備え、
    　前記蓄圧制御部は、前記パッド判定部により前記ブレーキパッドが正常でないことが判定されている場合で、且つ前記取得部により取得されている要求制動力が前記第一所定値以上である場合に、前記取得部により取得されている要求制動力が前記第一所定値未満である場合よりも、前記オフ圧を低くする請求項１～３の何れか一項に記載の車両の制動装置。     A pad determination unit that determines whether or not the brake pad is normal,
    The pressure accumulation control unit, when it is determined that the brake pad is not normal by the pad determination unit, and when the required braking force acquired by the acquisition unit is greater than or equal to the first predetermined value, The vehicle braking device according to any one of claims 1 to 3, wherein the off pressure is made lower than when the required braking force acquired by the acquisition unit is less than the first predetermined value.
  5. 　前記液圧発生部により発生されている液圧に加圧又は前記制動力付与部により前記車輪に付与されている制動力に加えて前記車輪に制動力を付与する補助制動力付与部と、
    　前記取得部により取得されている前記要求制動力が前記オフ圧に相当する制動力よりも高い場合に、前記取得部により取得されている前記要求制動力と前記オフ圧に相当する制動力との差分に相当する液圧を前記補助制動力付与部により加圧、又は、前記差分の制動力を前記補助制動力付与部により付与させる補助制動制御部と、
    　を備える請求項１～４の何れか一項に記載の車両の制動装置。
    　　     An auxiliary braking force applying unit that applies a braking force to the wheel in addition to the braking force applied to the wheel by the hydraulic pressure generated by the hydraulic pressure generating unit or the braking force applying unit;
    When the required braking force acquired by the acquisition unit is higher than the braking force corresponding to the off pressure, the required braking force acquired by the acquisition unit and the braking force corresponding to the off pressure An auxiliary braking control unit that applies a hydraulic pressure corresponding to the difference by the auxiliary braking force applying unit, or applies the differential braking force by the auxiliary braking force applying unit;
    The vehicle braking device according to any one of claims 1 to 4, further comprising:
PCT/JP2015/083047 2014-11-25 2015-11-25 Braking device for vehicle WO2016084838A1 (en)

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