WO2018116794A1 - Appareil de commande hydraulique et système de frein - Google Patents

Appareil de commande hydraulique et système de frein Download PDF

Info

Publication number
WO2018116794A1
WO2018116794A1 PCT/JP2017/043427 JP2017043427W WO2018116794A1 WO 2018116794 A1 WO2018116794 A1 WO 2018116794A1 JP 2017043427 W JP2017043427 W JP 2017043427W WO 2018116794 A1 WO2018116794 A1 WO 2018116794A1
Authority
WO
WIPO (PCT)
Prior art keywords
valve
unit
hydraulic
stroke
stroke simulator
Prior art date
Application number
PCT/JP2017/043427
Other languages
English (en)
Japanese (ja)
Inventor
卓大 河上
千春 中澤
Original Assignee
日立オートモティブシステムズ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日立オートモティブシステムズ株式会社 filed Critical 日立オートモティブシステムズ株式会社
Publication of WO2018116794A1 publication Critical patent/WO2018116794A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • 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
    • 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
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems

Definitions

  • the present invention relates to a hydraulic pressure control device and a brake system.
  • Patent Document 1 discloses a brake system that performs a brake-by-wire control in which a pump is operated using an electrical signal corresponding to a driver's brake operation and brake fluid pressure generated by the pump is supplied to a wheel cylinder.
  • the brake system includes a stroke simulator that generates an operation reaction force on the brake pedal.
  • a stroke simulator valve that opens when a driver operates a brake and functions as a stroke simulator is installed in a fluid path that connects the stroke simulator and the master cylinder.
  • One of the objects of the present invention is to provide a hydraulic pressure control device and a brake system that can secure a pedal stroke even when the stroke simulator valve cannot be opened.
  • a hydraulic pressure control device includes a second communication path in which one end is connected to a positive pressure chamber or a back pressure chamber of a stroke simulator, and a second communication path is connected to the suction side and the other end of the hydraulic pressure source.
  • a stroke valve provided in the passage.
  • FIG.3 S13 It is a figure which shows schematic structure of brake system BS of Embodiment 2 with a hydraulic circuit. It is a figure which shows schematic structure of brake system BS of Embodiment 3 with a hydraulic circuit. It is a figure which shows schematic structure of brake system BS of Embodiment 4 with a hydraulic circuit.
  • FIG. 19 It is a figure which shows schematic structure of brake system BS of Embodiment 19 with a hydraulic circuit. It is a figure which shows schematic structure of brake system BS of Embodiment 20 with a hydraulic circuit. It is a figure which shows schematic structure of the brake system BS of Embodiment 21 with a hydraulic circuit. It is a figure which shows schematic structure of brake system BS of Embodiment 22 with a hydraulic circuit. It is a figure which shows schematic structure of brake system BS of Embodiment 23 with a hydraulic circuit. It is a figure which shows schematic structure of brake system BS of Embodiment 24 with a hydraulic circuit. It is a figure which shows schematic structure of brake system BS of Embodiment 25 with a hydraulic circuit.
  • FIG. 38 is a diagram showing a schematic configuration of a brake system BS of Embodiment 27 together with a hydraulic circuit.
  • FIG. 38 is a diagram showing a schematic configuration of a brake system BS of Embodiment 28 together with a hydraulic circuit. It is a figure which shows schematic structure of brake system BS of Embodiment 29 with a hydraulic circuit. It is a figure which shows schematic structure of brake system BS of Embodiment 30 with a hydraulic circuit. It is a figure which shows schematic structure of brake system BS of Embodiment 31 with a hydraulic circuit.
  • FIG. 10 is a diagram showing a schematic configuration of a brake system BS of Embodiment 37 together with a hydraulic circuit.
  • FIG. 1 is a diagram illustrating a schematic configuration of a brake system BS according to the first embodiment together with a hydraulic circuit.
  • the brake system BS according to the first embodiment includes a vehicle including only an internal combustion engine (engine) as a prime mover for driving wheels, a hybrid vehicle including an electric motor / generator in addition to the internal combustion engine, and an electric motor. ⁇ Hydraulic brake system that can be installed in electric vehicles equipped only with generators.
  • the brake system BS includes a disc-type brake operation unit on each of the wheels FL to RR.
  • the brake system BS supplies friction brake force to the wheels FL to RR by supplying brake fluid as hydraulic fluid to the wheel cylinder W / C of the brake operation unit and pressing the brake pad against the brake disc.
  • the brake system BS has two systems (primary system and secondary system) of brake piping.
  • the brake piping type is the H piping type.
  • P system primary system
  • S system secondary system
  • suffixes P and S are added to the end of the reference numerals to appropriately distinguish them.
  • the brake system BS supplies brake fluid to each wheel cylinder W / C via the brake pipe.
  • Brake system BS has a master cylinder unit 1, a first hydraulic unit 2, and a second hydraulic unit 3.
  • the first hydraulic pressure unit 2 and the second hydraulic pressure unit 3 are hydraulic pressure control devices that control the brake hydraulic pressure (wheel cylinder hydraulic pressure) of each wheel cylinder W / C.
  • the master cylinder unit 1 and the first hydraulic pressure unit 2 are a first hydraulic pressure unit in which a first primary pipe (connection liquid path) 4P, a first secondary pipe (connection liquid path) 4S, a reservoir pipe 5 and a reservoir pipe 5 are branched. Connect via reservoir piping 5A for 2.
  • the master cylinder unit 1 and the second hydraulic pressure unit 3 are connected via a reservoir pipe 5B for the second hydraulic pressure unit 3 in which the reservoir pipe 5 and the reservoir pipe 5 are branched.
  • the reservoir pipes 5A and 5B may be directly connected to the master cylinder unit 1 without branching the reservoir pipe 5.
  • the first hydraulic unit 2 and the second hydraulic unit 3 are connected via a second primary pipe (connection liquid path) 6P and a second secondary pipe (connection liquid path) 6S.
  • the second hydraulic unit 3 and each wheel cylinder W / C are connected via a wheel cylinder pipe (connection fluid path) 7FL, 7FR, 7RL, 7RR.
  • the wheel cylinder pipes 7RL and 7RR are primary system connection liquid paths.
  • the wheel cylinder pipes 7FL and 7FR are secondary system connection liquid paths.
  • the master cylinder unit 1 has a brake pedal 8, an input rod 9, a reservoir tank 10, a master cylinder housing 11, a master cylinder 12, and a stroke sensor 13.
  • the master cylinder unit 1 does not include a booster that boosts the brake operation force using the intake negative pressure of the engine or the like.
  • the brake pedal 8 receives a driver's brake operation input.
  • the input rod 9 is connected to the brake pedal 8.
  • the reservoir tank 10 stores brake fluid at atmospheric pressure.
  • the reservoir tank 10 has a supply port 14 and a supply port 15.
  • the supply port 15 is connected to the reservoir pipe 5.
  • the master cylinder housing 11 is a housing that houses (incorporates) the master cylinder 12 therein.
  • the master cylinder housing 11 has a cylinder 16 for the master cylinder 12, a replenishment liquid path 17, and a supply liquid path 18 therein.
  • One end of the replenishing liquid path 17 is connected to the cylinder 16.
  • the other end of the replenishment liquid path 17 is connected to a replenishment port 19 that opens to the outer surface of the master cylinder housing 11.
  • the supply port 19 is connected to the supply port 14 of the reservoir tank 10.
  • One end of the supply liquid path 18 is connected to the cylinder 16.
  • the other end of the supply liquid path 18 is connected to a supply port 20 that opens to the outer surface of the master cylinder housing 11.
  • Supply port 20P is connected to primary pipe 4P.
  • the supply port 20S is connected to the secondary pipe 4S.
  • the master cylinder 12 is connected to the brake pedal 8 via the input rod 9, and generates a master cylinder hydraulic pressure in accordance with the operation of the brake pedal 8 by the driver.
  • the master cylinder 12 has a piston 21 that moves in the axial direction in accordance with the operation of the brake pedal 8.
  • the piston 21 is inside the cylinder 16 and defines a hydraulic chamber 22.
  • the master cylinder 12 is a tandem type, and has, as a piston 21, a primary piston 21P pressed by the input rod 9 and a free piston type secondary piston 21S. Both pistons 21P and 21S are arranged in series. Both pistons 21P and 21S define a primary chamber 22P in the cylinder 16.
  • the secondary piston 21S defines a secondary chamber 22S in the cylinder 16.
  • Each hydraulic pressure chamber 22P, 22S replenishes brake fluid from the reservoir tank 10, and generates a master cylinder hydraulic pressure by the movement of the piston 21.
  • the primary chamber 22P has a coil spring 23P as a return spring.
  • the coil spring 23P is interposed between the pistons 21P and 21S.
  • the secondary chamber 22S has a coil spring 23S as a return spring.
  • the coil spring 23S is interposed between the bottom of the cylinder 16 and the piston 21S.
  • Piston seals 24 and 25 are provided on the inner periphery of the cylinder 16.
  • the piston seals 24 and 25 are a plurality of seal members that are in sliding contact with the pistons 21P and 21S and seal between the outer peripheral surfaces of the pistons 21P and 21S and the inner peripheral surface of the cylinder 16.
  • Each piston seal is a well-known cup-shaped seal member (cup seal) having a lip portion on the inner diameter side.
  • the first piston seal 24 allows the flow of brake fluid from the replenishment port 14 toward the primary chamber 22P and the secondary chamber 22S, and suppresses the flow of brake fluid in the reverse direction.
  • the second piston seal 25 allows the flow of brake fluid toward the refill port 14 and suppresses the brake fluid from flowing out from the refill port 14.
  • the stroke sensor 13 detects the movement amount (pedal stroke amount) of the primary piston 21P.
  • the first hydraulic unit 2 includes a first hydraulic unit housing 26, a first motor 27, a first pump (first hydraulic pressure source) 28, a plurality of electromagnetic valves 29, a plurality of hydraulic pressure sensors 30, and the like. It has a control unit 31A.
  • the first hydraulic unit housing 26 is a housing that houses (incorporates) valve bodies such as the first pump 28 and the plurality of electromagnetic valves 29 therein.
  • the first hydraulic unit housing 26 has the above two systems (P system and S system) through which brake fluid flows.
  • the two systems of circuits have a plurality of liquid paths.
  • the plurality of liquid paths include a first connection liquid path (connection liquid path) 32, a first suction liquid path 33, a first discharge liquid path 34, a first reflux liquid path 35, a positive pressure liquid path (a positive pressure side first communication path). ) 36 and the positive pressure side second communication passage 37.
  • the first hydraulic unit housing 26 also has a plurality of ports and an internal reservoir 38.
  • the plurality of ports are a first input port 39, a first output port 40, and a positive pressure port (positive pressure side first communication path) 41.
  • the first input port 39P is connected to the first primary pipe 4P.
  • the first input port 39S is connected to the first secondary pipe 4S.
  • the first output port 40P is connected to the second primary pipe 6P.
  • the first output port 40S is connected to the second secondary pipe 6S.
  • the positive pressure port 41 is connected to a positive pressure pipe (positive pressure side first communication path) 42.
  • the internal reservoir 38 is a liquid reservoir capable of storing brake fluid.
  • the internal reservoir 38 is connected to the reservoir pipe 5A.
  • the first pump 28 sucks and discharges the brake fluid in the reservoir tank 10.
  • the first pump 28 is, for example, a plunger pump having five plungers excellent in sound vibration performance and the like.
  • the first motor 27 drives the first pump 28.
  • the plurality of solenoid valves 29 and the like are solenoid valves that operate according to a control signal. In the plurality of solenoid valves 29 and the like, the valve body strokes in response to energization of the solenoid, and the opening and closing of the liquid path is switched (the liquid path is connected and disconnected).
  • the plurality of electromagnetic valves 29 and the like generate a control hydraulic pressure by controlling the communication state of the circuit and adjusting the flow state of the brake fluid.
  • the plurality of solenoid valves 29 and the like are a first shut-off valve 29, a first pressure regulating valve 43, a first communication valve 44, and a stroke valve 45.
  • the first shut-off valve 29 and the first pressure regulating valve 43 are normally open proportional control valves that open in a non-energized state.
  • the first communication valve 44 is a normally closed on / off valve that closes in a non-energized state.
  • the stroke valve 45 is a normally open type on / off valve that closes in a non-energized state.
  • the plurality of solenoid valves 29 and the like are in a non-energized state.
  • the plurality of hydraulic pressure sensors 30 and the like are the first master cylinder hydraulic pressure sensor 30 and the first discharge pressure sensor 96.
  • the first control unit 31A directly receives the detection signals of the stroke sensor 13, the first master cylinder hydraulic pressure sensor 30, and the first discharge pressure sensor 96.
  • the first control unit 31A receives the detection signal of the wheel cylinder hydraulic pressure sensor 75 via the second control unit 31B and also receives information such as the vehicle speed via the CAN bus line (not shown).
  • the first control unit 31A and the second control unit 31B perform communication via a communication line (which may be a CAN bus line).
  • the first control unit 31A uses the received signals and information to open and close the plurality of electromagnetic valves 29 and the like installed in the first hydraulic unit housing 26 and rotate the first motor 27 based on a built-in program.
  • the number ie, the discharge flow rate of the first pump 28) is controlled.
  • One end of the first connection liquid path 32 is connected to the first input port 39.
  • the other end of the first connection liquid path 32 is connected to the first output port 40.
  • a first master cylinder hydraulic pressure sensor 30 is located at a position closer to the first input port 39S than the first shutoff valve 29S of the first connection fluid path 32S.
  • one end of the positive pressure liquid path 36 is connected to this position.
  • the other end of the positive pressure fluid path 36 is connected to the positive pressure port 41.
  • the first master cylinder hydraulic pressure sensor 30 detects the master cylinder hydraulic pressure.
  • One end of the first suction fluid path 33 is connected to the internal reservoir 38.
  • the other end of the first suction fluid path 33 is connected to the first suction port 46 of the first pump 28.
  • One end of the first discharge liquid passage 34 is connected to the first discharge port 47 of the first pump 28.
  • the other end of the first discharge liquid path 34 branches into a P-system discharge liquid path 34P and an S-system discharge liquid path 34S.
  • a first discharge pressure sensor 96 is provided in the first discharge liquid path 34. The first discharge pressure sensor 96 detects the discharge pressure of the first pump 28.
  • Both the discharge liquid passages 34P and 34S are connected to a position closer to the first output port 40 than the first shutoff valve 29 of the first connection liquid passage 32.
  • Both discharge liquid passages 34P, 34S have first communication valves 44P, 44S.
  • the first reflux liquid path 35 is connected to the internal reservoir 38.
  • the other end of the first reflux liquid path 35 is connected to the connection position of the first discharge liquid path 34 with both discharge liquid paths 34P and 34S.
  • the first reflux liquid path 35 has a first pressure regulating valve 43.
  • One end of the positive pressure side second communication passage 37 is connected to the positive pressure liquid passage 36.
  • the other end of the positive pressure side second communication passage 37 is connected to the first reflux liquid passage 35.
  • the positive pressure side second communication passage 37 has a stroke valve 45.
  • the second hydraulic pressure unit 3 includes a second hydraulic pressure unit housing 48, a second motor 49, a second pump (second hydraulic pressure source) 50, a plurality of solenoid valves 51, a plurality of fluid pressure sensors 52, and the like, a stroke simulator. It has a unit 53 and a second control unit 31B.
  • the second hydraulic unit housing 48 is a housing that houses (incorporates) valve bodies such as the second pump 50 and the plurality of electromagnetic valves 51 therein.
  • the second hydraulic unit housing 48 has the above two systems (P system and S system) through which brake fluid flows.
  • the two systems of circuits have a plurality of liquid paths.
  • the plurality of liquid paths include a second connection liquid path (connection liquid path) 54, a second suction liquid path 55, a second discharge liquid path 56, a second reflux liquid path 57, a decompression liquid path 58, a replenishment liquid path 59, a back A pressure fluid passage (back pressure side first communication passage) 60, a first simulator fluid passage 61, and a second simulator fluid passage (back pressure side first communication passage) 62.
  • the second hydraulic unit housing 48 has a plurality of ports and an internal reservoir 63.
  • the plurality of ports are a second input port 64, a second output port 65, a supply port 66, and a back pressure port (back pressure side first communication path) 67.
  • the second input port 64P is connected to the second primary pipe 6P.
  • the second input port 64S is connected to the second secondary pipe 6S.
  • the second output port 65 is connected to the wheel cylinder W / C.
  • the supply port 66 is connected to a supply liquid path 68 of the stroke simulator 76.
  • the back pressure port 67 is connected to a back pressure liquid path (back pressure side first communication path) 78b of the stroke simulator 76.
  • the internal reservoir 63 is a liquid reservoir capable of storing brake fluid.
  • the internal reservoir 63 is connected to the reservoir pipe 5B.
  • the second pump 50 sucks and discharges the brake fluid in the reservoir tank 10.
  • the second pump 50 is a plunger pump similar to the first pump 28.
  • the second motor 49 drives the second pump 50.
  • the plurality of solenoid valves 51 and the like are solenoid valves that operate according to a control signal. In the plurality of solenoid valves 51 and the like, the valve body strokes in response to energization of the solenoid, and the opening and closing of the liquid path is switched.
  • the plurality of solenoid valves 51 and the like generate a control hydraulic pressure by controlling the communication state of the circuit and adjusting the flow state of the brake fluid.
  • the plurality of solenoid valves 51 and the like include a second shut-off valve 51, a second pressure regulating valve 69, a second communication valve 70, a solenoid-in valve 71, a solenoid-out valve 72, a stroke simulator-in valve 73, and a stroke simulator out valve (stroke simulator valve). ) 74.
  • the second shut-off valve 51, the second pressure regulating valve 69, and the solenoid-in valve 71 are normally open proportional control valves that open in a non-energized state.
  • the second communication valve 70, the solenoid-out valve 72, the stroke simulator-in valve 73, and the stroke simulator-out valve 74 are normally closed on / off valves that close in a non-energized state. In FIG.
  • the plurality of solenoid valves 51 and the like are in a non-energized state.
  • the plurality of hydraulic pressure sensors 52 and the like are the second discharge pressure sensor 52 and the wheel cylinder hydraulic pressure sensor 75.
  • the second control unit 31B directly receives detection signals from the stroke sensor 13, the second master cylinder hydraulic pressure sensor 52, and the wheel cylinder hydraulic pressure sensor 75.
  • the second control unit 31B receives information such as the vehicle speed via a CAN bus line (not shown). Based on the built-in program, the second control unit 31B uses the received signals and information to open and close the plurality of electromagnetic valves 51 and the like installed in the second hydraulic unit housing 48 and to rotate the second motor 49. The number (that is, the discharge flow rate of the second pump 50) is controlled.
  • the stroke simulator unit 53 is fixed to the second hydraulic unit housing 48.
  • the stroke simulator unit 53 includes a stroke simulator 76, a positive pressure port (positive pressure side first communication path) 77, a positive pressure liquid path (positive pressure side first communication path) 78a, a replenishment liquid path 68, and a back pressure liquid path 78b.
  • the stroke simulator 76 applies a reaction force and a stroke to the brake pedal 8 in accordance with the driver's brake operation.
  • the stroke simulator 76 includes a cylinder 79, a piston 80, a positive pressure chamber 81, a back pressure chamber 82, and an elastic body 83 (a first spring 83a, a second spring 83b, and a bottomed damper 83c).
  • the piston 80, the positive pressure chamber 81, the back pressure chamber 82, and the elastic body 83 are inside the cylinder 79.
  • the piston 80 defines the inside of the cylinder 79 into a positive pressure chamber 81 and a back pressure chamber 82.
  • the elastic body 83 biases the piston 80 in the direction in which the volume of the positive pressure chamber 81 is reduced.
  • the elastic body 83 has a large spring constant in the order of the bottomed damper 83c, the second spring 83b, and the first spring 83a.
  • a bottomed cylindrical retainer member 84 is interposed between the first spring 83a and the second spring 83b.
  • the positive pressure chamber 81 is connected to the positive pressure liquid path 78a.
  • the back pressure chamber 82 is connected to the back pressure port 67.
  • the back pressure chamber 82 When the back pressure chamber 82 becomes negative pressure, the back pressure chamber 82 communicates with the supply port 66.
  • brake fluid flows into the positive pressure chamber 81 from the secondary chamber 22S of the master cylinder 12 through the first secondary pipe 4S, the positive pressure pipe 42 and the positive pressure liquid passage 78a in accordance with the driver's brake operation, a pedal stroke is generated. At the same time, a braking operation reaction force is generated by the urging force of the elastic body 83.
  • One end of the second connection liquid path 54 is connected to the second input port 64.
  • the other end of the second connection liquid path 54P branches into a second connection liquid path 54c and a second connection liquid path 54d.
  • the other end of the second connection liquid path 54S branches into a second connection liquid path 54a and a second connection liquid path 54b.
  • the second connection liquid paths 54a to 54d are connected to the second output ports 65a to 65d.
  • There is a second master cylinder hydraulic pressure sensor 52 at a position on the second input port 64S side of the second shutoff valve 51S in the second connection fluid path 54S.
  • the second master cylinder hydraulic pressure sensor 52 detects the master cylinder hydraulic pressure.
  • a bypass valve 85 has a check valve 86.
  • the check valve 86 allows only the flow of brake fluid from the second input port 64 side toward the second output port 65 side.
  • a solenoid-in valve 71 is provided in the second connection liquid paths 54a to 54d.
  • a bypass valve 87 has a check valve 88.
  • the check valve 88 allows only the flow of the brake fluid from the second output port 65 side to the second input port 64 side.
  • One end of the second suction fluid path 55 is connected to the internal reservoir 63.
  • the other end of the second suction fluid path 55 is connected to the second suction port 89 of the second pump 50.
  • One end of the second discharge liquid path 56 is connected to the second discharge port 90 of the second pump 50.
  • the other end of the second discharge liquid path 56 branches into a P-system discharge liquid path 56P and an S-system discharge liquid path 56S. Both discharge liquid paths 56P and 56S are connected to a position on the second output port 65 side of the second connection liquid path 54 with respect to the second shutoff valve 51.
  • the two discharge fluid passages 56P and 56S have second communication valves 70P and 70S.
  • One end of the second reflux liquid path 57 is connected to a connection position between the second discharge liquid path 56 and both discharge liquid paths 56P and 56S.
  • the other end of the second reflux liquid path 57 is connected to the internal reservoir 63.
  • the second reflux liquid passage 57 has a second pressure regulating valve 69.
  • One end of the decompression liquid path 58 is connected to a position on the second output port 65 side of the solenoid-in valve 71 of the second connection liquid path 54.
  • the other end of the decompression liquid path 58 is connected to the second reflux liquid path 57.
  • the decompression liquid path 58 has a solenoid-out valve 72.
  • One end of the replenishment liquid path 59 is connected to the replenishment port 66.
  • the other end of the replenishing liquid path 59 is connected to a position closer to the internal reservoir 63 than the second pressure regulating valve 69 of the second reflux liquid path 57.
  • One end of the back pressure fluid path 60 is connected to the back pressure port 67.
  • the other end of the back pressure liquid path 60 is connected to a connection position between one end of the first simulator liquid path 61 and one end of the second simulator liquid path 62.
  • the other end of the first simulator liquid path 61 is positioned on the second output port 65S side of the second shutoff valve 51S of the second connection liquid path 54S and on the second input port 64S side of the solenoid-in valves 71a and 71b. Connect with.
  • the first simulator liquid passage 61 has a stroke simulator in valve 73.
  • a bypass valve 91 has a check valve 92.
  • the check valve 92 allows only the flow of the brake fluid from the back pressure fluid passage 60 side to the second connection fluid passage 54S side.
  • the other end of the second simulator liquid passage 62 is connected to a position closer to the second pressure regulating valve 69 than a connection position of the second reflux liquid passage 57 to the replenishment liquid passage 59.
  • the second simulator liquid passage 62 has a stroke simulator out valve 74.
  • a bypass valve 93 has a check valve 94.
  • the check valve 94 allows only the flow of brake fluid from the second reflux fluid passage 57 side to the back pressure fluid passage 60 side.
  • FIG. 2 is a flowchart showing the flow of the boost control process of the second control unit 31B. This process is repeatedly executed at a predetermined calculation cycle.
  • step S1 a pedal stroke amount is input.
  • step S2 it is determined whether the pedal stroke amount is greater than or equal to the boost start stroke amount. If yes, go to step S3, if no, go to return.
  • the boost start stroke amount is the minimum stroke amount that requires boost control.
  • step S3 the second shut-off valve 51 is actuated in the valve closing direction to shut off the brake fluid flow between the master cylinder 12 and the second hydraulic pressure unit 3.
  • the second communication valve 70 is operated in the valve opening direction so that the second connection liquid path 54P of the P system communicates with the second connection liquid path 54S of the S system.
  • the stroke simulator out valve 74 is operated in the valve opening direction so that the brake fluid can be discharged from the back pressure chamber 82 of the stroke simulator 76 to the second connection fluid passage 54S, and the stroke simulator 76 is caused to function.
  • step S4 a target wheel cylinder hydraulic pressure for obtaining a predetermined boost ratio is calculated based on the pedal stroke amount.
  • the second motor 49 is operated at a predetermined rotational speed.
  • step S6 the pedal stroke amount is input.
  • step S7 it is determined whether the pedal stroke amount is smaller than the boost start stroke amount. If YES, the process proceeds to step S8, and if NO, the process returns to step S4.
  • step S8 the second shut-off valve 51 and the second pressure regulating valve 69 are opened, the second communication valve 70 and the stroke simulator out valve 74 are closed, and the second motor 49 is stopped.
  • FIG. 3 is a flowchart showing the flow of the boost control process of the first control unit 31A. This process is repeatedly executed at a predetermined calculation cycle.
  • step S11 the state of the second hydraulic unit 3 is input.
  • step S12 based on the state of the second hydraulic pressure unit 3, it is determined whether or not the stroke simulator out valve 74 is in a state where the valve cannot be opened. If YES, the process proceeds to step S13, and if NO, the process proceeds to return.
  • step S13 boost control by the first hydraulic unit 2 is executed.
  • FIG. 4 shows the flow of processing.
  • step S21 the pedal stroke amount is input.
  • step S22 it is determined whether the pedal stroke amount is greater than or equal to the boost start stroke amount. If YES, the process proceeds to step S23, and if NO, the process proceeds to return.
  • the boost start stroke amount is the minimum stroke amount that requires boost control.
  • step S23 the first shut-off valve 29 is actuated in the valve closing direction to shut off the brake fluid flow between the master cylinder 12 and the first hydraulic unit 2. Further, the first communication valve 44 is operated in the valve opening direction so that the first connection liquid path 32P of the P system communicates with the first connection liquid path 32S of the S system. Further, the stroke valve 45 is operated in the valve opening direction, and the secondary chamber 22S and the internal reservoir 38 are communicated.
  • step S24 a target wheel cylinder hydraulic pressure for obtaining a predetermined boost ratio is calculated based on the pedal stroke amount.
  • step S25 the first motor 27 is operated at a predetermined rotational speed. Further, the first pressure regulating valve 43 is proportionally controlled so that the target wheel cylinder hydraulic pressure is obtained. Further, the stroke valve 45 is controlled to be on / off (open / close). At this time, the on time and off time of the stroke valve 45 are adjusted according to the pedal stroke amount or the master cylinder hydraulic pressure.
  • step S26 a pedal stroke amount is input.
  • step S27 it is determined whether the pedal stroke amount is smaller than the boost start stroke amount. If YES, the process proceeds to step S28, and if NO, the process returns to step S24.
  • step S28 the first shutoff valve 29 and the first pressure regulating valve 43 are opened, the first communication valve 44 and the stroke valve 45 are closed, and the first motor 27 is stopped.
  • the positive pressure chamber 81 of the stroke simulator 76 is connected to one end, and the suction side (first reflux liquid path 35) of the first pump 28 is connected to the other end.
  • the brake fluid pressure generated in the master cylinder 12 can be discharged from the positive pressure side second communication passage 37 to the internal reservoir 38 by operating the stroke valve 45 in the valve opening direction. Can be absorbed in the internal reservoir 38. Therefore, even if the stroke simulator out valve 74 cannot be opened, the pedal stroke can be secured and the brake-by-wire control can be continued. Further, since the stroke simulator is not required to be redundant, it is possible to suppress the increase in size and complexity of the brake system BS, and to improve the vehicle mountability and the collision safety.
  • the brake system BS includes a first control unit 31A that opens and closes the stroke valve 45, and a second control unit 31B that opens and closes the stroke simulator out valve 74.
  • control unit that controls the opening / closing operation of the stroke valve 45 is a control unit (second control unit 31B) that is different from the control unit (first control unit 31A) that controls the opening / closing operation of the stroke simulator out valve 74. .
  • second control unit 31B the stroke valve 45 can be opened and closed, and the pedal stroke can be secured.
  • the stroke simulator out valve 74 can be opened, and a pedal stroke can be secured. That is, even if a power failure occurs in one of the control units, the brake stroke can be maintained and the brake-by-wire control can be continued.
  • the first control unit 31A opens and closes the stroke valve 45 by on / off control when the stroke simulator out valve 74 becomes impossible to open, a desired braking operation reaction force according to the pedal stroke amount and the master cylinder hydraulic pressure. Can be generated. As a result, a good pedal feeling can be realized.
  • the stroke simulator unit 53 is provided integrally with the second hydraulic unit 3, the stroke simulator out valve 74 is installed in the second hydraulic unit 3, and the stroke valve 45 is installed in the first hydraulic unit 2. ing.
  • the stroke simulator out valve 74 cannot be opened due to the power failure of the second hydraulic pressure unit 3, the brake fluid generated in the master cylinder 12 can be absorbed by the reservoir tank 10. Therefore, a pedal stroke is possible. Further, redundancy with respect to power failure can be realized only by the first control unit 31A and the second control unit 31B mounted on the first hydraulic unit 2 and the second hydraulic unit 3.
  • the stroke valve 45 is installed in the master cylinder unit 1, an additional control unit is required to operate the stroke valve 45, which increases costs. In addition, the size and complexity of the master cylinder are increased.
  • the stroke valve 45 is installed in the first hydraulic pressure unit 2, an increase in cost can be suppressed. In addition, since the enlargement and complexity of the area around the master cylinder can be suppressed, vehicle mountability and collision safety can be improved.
  • One end of the positive pressure side second communication passage 37 is connected to the positive pressure chamber 81 of the stroke simulator 76, and the suction side and the other end of the first pump 28 are connected.
  • one end of the positive pressure side second communication path 37 is connected to the back pressure chamber 82 side (the back pressure liquid path 60 or the back pressure liquid path 78b)
  • the first hydraulic pressure unit 2 and the second hydraulic pressure unit 3 are connected. Since it is necessary to add piping between the two, the liquid path configuration becomes complicated.
  • the positive pressure side second communication passage 37 is connected to the positive pressure chamber 81 side (positive pressure pipe 42), it is possible to suppress complication of the liquid path configuration.
  • FIG. 5 is a diagram illustrating a schematic configuration of the brake system BS according to the second embodiment together with a hydraulic circuit.
  • the brake system BS of the second embodiment is different from the first embodiment in that the positive pressure side second communication passage 37 and the stroke valve 45 are installed in the master cylinder unit 1, and that the master cylinder unit 1 has a third control unit 31C. Is different.
  • One end of the positive pressure side second communication passage 37 is connected to the supply liquid passage 18S of the S system.
  • the other end of the positive pressure side second communication passage 37 is connected to the S system replenishment liquid passage 17S.
  • the third control unit 31C controls the opening / closing operation of the stroke valve 45.
  • the operation of the stroke valve 45 is in accordance with the first embodiment.
  • the brake system BS of the second embodiment stores the brake fluid pressure generated in the master cylinder 12 even when the power failure occurs in the second control unit 31B or when the stroke simulator out valve 74 is closed. Can be absorbed in tank 10. Therefore, there exists an effect similar to Embodiment 1.
  • FIG. 6 is a diagram illustrating a schematic configuration of the brake system BS according to the third embodiment together with a hydraulic circuit.
  • the stroke simulator unit 53 is fixed to the first hydraulic unit 2, and the stroke simulator in valve 73 and the stroke simulator out valve 74 are installed in the first hydraulic unit 2.
  • the first hydraulic unit housing 26 has a replenishment port 66 and a back pressure port 67.
  • the positive pressure port 41 is connected to the positive pressure liquid path 78a.
  • the replenishment port 66 is connected to the replenishment liquid path 68.
  • the back pressure port 67 is connected to the back pressure liquid path 78b.
  • the first hydraulic unit housing 26 has a replenishing fluid path 59 and a back pressure fluid path 60.
  • One end of the replenishment liquid path 59 is connected to the replenishment port 66.
  • the other end of the replenishing liquid path 59 is connected to a position closer to the internal reservoir 63 than the first pressure regulating valve 43 of the first reflux liquid path 35.
  • One end of the back pressure fluid path 60 is connected to the back pressure port 67.
  • the other end of the back pressure liquid path 60 is connected to a connection position between one end of the first simulator liquid path 61 and one end of the second simulator liquid path 62.
  • the other end of the first simulator liquid path 61 is a position between the first shutoff valve 29S of the first connection liquid path 32S and the first output port 40S, and the connection position with the discharge liquid path 34S of the S system. Connecting.
  • the other end of the second simulator liquid path 62 is connected to a position closer to the first pressure regulating valve 43 than a connection position of the first reflux liquid path 35 to the replenishment liquid path 59.
  • the second control unit 31B controls the opening / closing operation of the stroke simulator in valve 73 and the stroke simulator out valve 74.
  • the operations of the stroke simulator in valve 73 and the stroke simulator out valve 74 are in accordance with the first embodiment.
  • the brake system BS stores the brake fluid pressure generated in the master cylinder 12 even when a power failure occurs in the first control unit 31A or when the stroke simulator out valve 74 is closed. Can be absorbed in tank 10. Therefore, there exists an effect similar to Embodiment 1.
  • FIG. 7 is a diagram showing a schematic configuration of the brake system BS of Embodiment 4 together with a hydraulic circuit.
  • the brake system BS of the fourth embodiment is different from the third embodiment in that the positive pressure side second communication passage 37 and the stroke valve 45 are installed in the second hydraulic pressure unit 3.
  • One end of the positive pressure side second communication passage 37 is connected to the internal reservoir 63.
  • the other end of the positive pressure side second communication passage 37 is connected to a position closer to the second input port 64S than the second shutoff valve 51S of the second connection liquid passage 54S of the S system.
  • the second control unit 31B controls the opening / closing operation of the stroke valve 45.
  • the operation of the stroke valve 45 is in accordance with the first embodiment.
  • the stroke simulator unit 53 is provided integrally with the first hydraulic unit 2, the stroke simulator out valve 74 is installed in the first hydraulic unit 2, and the stroke valve 45 is Installed in the second hydraulic unit 3.
  • the brake fluid generated in the master cylinder 12 can be absorbed by the internal reservoir 63 even when a power failure occurs in the first control unit 31A or when the stroke simulator out valve 74 is closed. Therefore, there exists an effect similar to Embodiment 1.
  • FIG. 8 is a diagram illustrating a schematic configuration of a brake system BS according to the fifth embodiment together with a hydraulic circuit.
  • the brake system BS of the fifth embodiment is different from the third embodiment in that the stroke simulator in valve 73 and the stroke simulator out valve 74 are installed in the second hydraulic pressure unit 3 as in the first embodiment.
  • One end of the back pressure pipe 97 is connected to the back pressure port 67.
  • the other end of the back pressure pipe 97 is connected to the back pressure liquid path 78b.
  • the brake system BS of the fifth embodiment stores the brake hydraulic pressure generated in the master cylinder 12 even when the power failure occurs in the second control unit 31B or when the stroke simulator out valve 74 is closed. Can be absorbed in tank 10. Therefore, there exists an effect similar to Embodiment 1.
  • FIG. 9 is a diagram illustrating a schematic configuration of a brake system BS according to the sixth embodiment together with a hydraulic circuit.
  • the brake system BS of the sixth embodiment is different from the fifth embodiment in that the positive pressure side second communication passage 37 and the stroke valve 45 are installed in the first hydraulic pressure unit 2 as in the first embodiment.
  • the stroke simulator unit 53 is provided integrally with the first hydraulic unit 2
  • the stroke simulator out valve 74 is installed in the second hydraulic unit 3
  • the stroke valve 45 is Installed in the first hydraulic unit 2.
  • FIG. 10 is a diagram illustrating a schematic configuration of a brake system BS according to the seventh embodiment together with a hydraulic circuit.
  • the stroke simulator in valve 73 and the stroke simulator out valve 74 are installed in the master cylinder unit 1
  • the stroke simulator unit 53 is accommodated in the master cylinder housing 11
  • the difference from Embodiment 1 is that the master cylinder unit 1 has a third control unit 31C, and the positive pressure side second communication passage 37 and the stroke valve 45 are installed in the second hydraulic pressure unit 3.
  • the master cylinder housing 11 has a back pressure port 98.
  • the back pressure port 98 is connected to one end of the back pressure pipe 97.
  • the other end of the back pressure pipe 97 is connected to the back pressure port 67.
  • the master cylinder housing 11 has a positive pressure liquid path 78a, a back pressure liquid path 78b, a first simulator liquid path 61, and a second simulator liquid path 62.
  • One end of the positive pressure liquid path 78a is connected to the supply liquid path 18S of the S system.
  • the other end of the positive pressure liquid path 78 a is connected to the positive pressure chamber 81.
  • One end of the back pressure liquid path 78 b is connected to a connection position between one end of the first simulator liquid path 61 and one end of the second simulator liquid path 62.
  • the other end of the back pressure liquid passage 78b is connected to the back pressure chamber 82.
  • the other end of the first simulator liquid path 61 is connected to the back pressure port 98.
  • the other end of the second simulator liquid path 62 is connected to the S system replenishment liquid path 17S.
  • the third control unit 31C controls the opening / closing operation of the stroke simulator in valve 73 and the stroke simulator out valve 74.
  • the operations of the stroke simulator in valve 73 and the stroke simulator out valve 74 are in accordance with the first embodiment.
  • One end of the positive pressure side second communication passage 37 is connected to the internal reservoir 38.
  • the other end of the positive pressure side second communication passage 37 is connected to a position between the first master cylinder hydraulic pressure sensor 30 and the first shutoff valve 29S in the first connection fluid passage 32S of the S system.
  • the first control unit 31A controls the opening / closing operation of the stroke valve 45.
  • the operation of the stroke valve 45 is in accordance with the first embodiment.
  • the brake fluid generated in the master cylinder 12 is supplied to the internal reservoir 38 even when a power failure occurs in the master cylinder unit 1 or when the stroke simulator out valve 74 is closed. Can be absorbed. Therefore, there exists an effect similar to Embodiment 1.
  • FIG. 11 is a diagram illustrating a schematic configuration of a brake system BS according to the eighth embodiment together with a hydraulic circuit.
  • the brake system BS of the seventh embodiment is different from the seventh embodiment in that the positive pressure side second communication passage 37 and the stroke valve 45 are installed in the second hydraulic pressure unit 3 as in the fourth embodiment.
  • the second hydraulic unit housing 48 has a positive pressure port 99.
  • One end of the positive pressure side second communication passage 37 is connected to the internal reservoir 63.
  • the other end of the positive pressure side second communication passage 37 is connected to the positive pressure port 99.
  • the second control unit 31B controls the opening / closing operation of the stroke valve 45.
  • the operation of the stroke valve 45 is in accordance with the first embodiment.
  • the master cylinder housing 11 has a positive pressure port 101 and a positive pressure liquid path 102.
  • the positive pressure port 101 is connected to the other end of the positive pressure pipe 100 and one end of the positive pressure liquid path 102.
  • the other end of the positive pressure liquid path 102 is connected to a position closer to the supply port 20P than the positive pressure liquid path 78a of the S system supply liquid path 18S.
  • the brake fluid generated in the master cylinder 12 is supplied to the internal reservoir 63 even when the power failure occurs in the master cylinder unit 1 or the stroke simulator out valve 74 is closed. Can be absorbed. Therefore, there exists an effect similar to Embodiment 1.
  • FIG. 12 is a diagram illustrating a schematic configuration of a brake system BS according to the ninth embodiment together with a hydraulic circuit.
  • the brake system BS according to the ninth embodiment is similar to the second embodiment in that the positive pressure side second communication passage 37 and the stroke valve 45 are installed in the master cylinder unit 1, and the stroke simulator in valve 73 and the stroke simulator out valve. 74 differs from the seventh embodiment in that it is installed in the first hydraulic unit 2 as in the third embodiment.
  • One end of the positive pressure side second communication passage 37 is connected to the supply liquid passage 18S of the S system.
  • the other end of the positive pressure side second communication path 37 is connected to a positive pressure liquid path 78a.
  • the back pressure liquid path 78 b is connected to one end of the back pressure pipe 97.
  • the brake system BS stores the brake fluid pressure generated in the master cylinder 12 in the reservoir even when a power failure occurs in the second control unit 31B or when the stroke simulator out valve 74 is closed. Can be absorbed in tank 10. Therefore, there exists an effect similar to Embodiment 1.
  • FIG. 13 is a diagram illustrating a schematic configuration of the brake system BS according to the tenth embodiment together with a hydraulic circuit.
  • the brake system BS of the tenth embodiment is different from the ninth embodiment in that the positive pressure side second communication passage 37 and the stroke valve 45 are installed in the second hydraulic pressure unit 3 as in the fourth embodiment.
  • the stroke simulator unit 53 is provided integrally with the master cylinder unit 1
  • the stroke simulator out valve 74 is installed in the first hydraulic unit 2
  • the stroke valve 45 is installed in the second hydraulic unit 3. Is installed.
  • the brake fluid generated in the master cylinder 12 can be absorbed by the internal reservoir 63 even when a power failure occurs in the first control unit 31A or when the stroke simulator out valve 74 is closed. Therefore, there exists an effect similar to Embodiment 1.
  • FIG. 14 is a diagram illustrating a schematic configuration of the brake system BS according to the eleventh embodiment together with a hydraulic circuit.
  • the brake system BS of the eleventh embodiment is different from the ninth embodiment in that the stroke simulator in valve 73 and the stroke simulator out valve 74 are installed in the second hydraulic pressure unit 3 as in the first embodiment.
  • the back pressure port 67 and the back pressure liquid channel 78b are connected by a back pressure pipe 97 as in the fifth embodiment.
  • the brake system BS of the eleventh embodiment stores the brake fluid pressure generated in the master cylinder 12 in the reservoir even when the power failure occurs in the second control unit 31B or when the stroke simulator out valve 74 is closed. Can be absorbed in tank 10. Therefore, there exists an effect similar to Embodiment 1.
  • FIG. 15 is a diagram showing a schematic configuration of a brake system BS of Embodiment 12 together with a hydraulic circuit.
  • the brake system BS of the twelfth embodiment is different from the eleventh embodiment in that the positive pressure side second communication passage 37 and the stroke valve 45 are installed in the first hydraulic pressure unit 2 as in the seventh embodiment.
  • the stroke simulator unit 53 is provided integrally with the master cylinder unit 1
  • the stroke simulator out valve 74 is installed in the second hydraulic unit 3
  • the stroke valve 45 is the first valve.
  • Brake system installed in hydraulic unit 2.
  • FIG. 16 is a diagram illustrating a schematic configuration of a brake system BS according to the thirteenth embodiment together with a hydraulic circuit.
  • the positive pressure side second communication passage 37 and the stroke valve 45 are installed in the stroke simulator housing 103, and the stroke simulator unit 53 is housed in the stroke simulator housing 103.
  • the stroke simulator housing 103 has a positive pressure port 104, a supply port 105, and a back pressure port.
  • the positive pressure port 104 is connected to the positive pressure liquid path 78a.
  • the supply port 105 is connected to the supply liquid path 68.
  • the back pressure port 106 is connected to the back pressure liquid path 78b.
  • the stroke simulator housing 103 has a fourth control unit 31D.
  • the fourth control unit 31D controls the opening / closing operation of the stroke valve 45.
  • the operation of the stroke valve 45 is in accordance with the first embodiment.
  • the positive pressure port 104 and the positive pressure port 41 are connected via a positive pressure pipe 107.
  • the supply port 105 and the supply port 66 are connected via a supply pipe 108.
  • the back pressure port 106 and the back pressure port 67 are connected via a back pressure pipe 109.
  • the brake system BS of the thirteenth embodiment uses the brake fluid pressure generated in the master cylinder 12 even if the power failure occurs in the first control unit 31A or the stroke simulator out valve 74 is closed. Can be absorbed by reservoir 38. Therefore, there exists an effect similar to Embodiment 1.
  • FIG. 17 is a diagram illustrating a schematic configuration of a brake system BS according to the fourteenth embodiment together with a hydraulic circuit.
  • the brake system BS of the fourteenth embodiment is different from the thirteenth embodiment in that the stroke simulator in valve 73 and the stroke simulator out valve 74 are installed in the second hydraulic pressure unit 3 as in the first embodiment.
  • the brake hydraulic pressure generated in the master cylinder 12 is internally stored. Can be absorbed by reservoir 38. Therefore, there exists an effect similar to Embodiment 1.
  • FIG. 18 is a diagram illustrating a schematic configuration of a brake system BS according to the fifteenth embodiment together with a hydraulic circuit.
  • the positive pressure side second communication passage 37 and the stroke valve 45 are installed in the first hydraulic pressure unit 2 as in the sixth embodiment, the stroke simulator in valve 73 and the stroke simulator.
  • the difference from Embodiment 14 is that the out valve 74 is installed in the stroke simulator housing 103.
  • the back pressure liquid path 78 b is connected to a connection position between one end of the first simulator liquid path 61 and one end of the second simulator liquid path 62.
  • the other end of the first simulator liquid path 61 is connected to the back pressure port 106.
  • the other end of the second simulator liquid path 62 is connected to the replenishment liquid path 68.
  • the fourth control unit 31D controls the opening / closing operation of the stroke simulator in valve 73 and the stroke simulator out valve 74.
  • the operations of the stroke simulator in valve 73 and the stroke simulator out valve 74 are in accordance with the first embodiment.
  • the brake system BS of the fifteenth embodiment uses the brake fluid pressure generated in the master cylinder 12 even if the power failure occurs in the fourth control unit 31D or the stroke simulator out valve 74 is closed. Can be absorbed by reservoir 38. Therefore, there exists an effect similar to Embodiment 1.
  • FIG. 19 is a diagram illustrating a schematic configuration of a brake system BS according to the sixteenth embodiment together with a hydraulic circuit.
  • the brake system BS of the sixteenth embodiment is different from the fifteenth embodiment in that the positive pressure side second communication passage 37 and the stroke valve 45 are installed in the second hydraulic pressure unit 3 as in the fourth embodiment.
  • the brake fluid pressure generated in the master cylinder 12 is internally stored even when a power failure occurs in the fourth control unit 31D or when the stroke simulator out valve 74 is closed. Can be absorbed by reservoir 63. Therefore, there exists an effect similar to Embodiment 1.
  • FIG. 20 is a diagram showing a schematic configuration of a brake system BS of Embodiment 17 together with a hydraulic circuit.
  • the brake system BS of the seventeenth embodiment is different from the first embodiment in that a back pressure side second communication path 110 is provided instead of the positive pressure side second communication path 37.
  • the first hydraulic unit housing 26 has a back pressure port 111.
  • One end of the back pressure side second communication passage 110 is connected to the first reflux liquid passage 35.
  • the other end of the back pressure side second communication passage 110 is connected to the back pressure port 111.
  • the back pressure side second communication passage 110 has a stroke valve 45. The operation of the stroke valve 45 is in accordance with the first embodiment.
  • the second hydraulic unit housing 48 has a back pressure port 112 and a back pressure fluid path 113.
  • the back pressure port 111 and the back pressure port 112 are connected via a back pressure pipe 114.
  • One end of the back pressure liquid passage 113 is connected to the back pressure port 112.
  • the other end of the back pressure liquid path 113 is connected to the back pressure liquid path 60.
  • the back pressure chamber 82 of the stroke simulator 76 is connected to one end, and the back pressure side second communication path is connected to the suction side (first reflux liquid path 35) and the other end of the second pump 50. 110 and a stroke valve 45 provided in the back pressure side second communication passage 110.
  • the back pressure chamber 82 is operated by operating the stroke valve 45 in the valve opening direction.
  • the brake fluid pressure can be discharged from the back pressure fluid passage 113, the back pressure pipe 114, and the back pressure side second communication passage 110 to the internal reservoir 38 and absorbed by the internal reservoir 38. Therefore, there exists an effect similar to Embodiment 1. Further, since the stroke simulator 76 functions even when the stroke simulator out valve 74 cannot be opened, a desired brake operation reaction force can be generated. As a result, a good pedal feeling can be realized.
  • FIG. 21 is a diagram illustrating a schematic configuration of a brake system BS according to the eighteenth embodiment together with a hydraulic circuit.
  • the brake system BS of the eighteenth embodiment is different from the second embodiment in that a back pressure side second communication path 110 is provided instead of the positive pressure side second communication path 37.
  • the master cylinder housing 11 has a back pressure port 111.
  • One end of the back pressure side second communication path 110 is connected to the S-system replenishment liquid path 17S.
  • the other end of the back pressure side second communication passage 110 is connected to the back pressure port 111.
  • the back pressure side second communication passage 110 has a stroke valve 45.
  • the back pressure port 111 is connected to the back pressure port 112 via the back pressure pipe 114.
  • the back pressure port 112 is connected to the back pressure liquid path 60 via the back pressure liquid path 113.
  • the brake fluid pressure in the back pressure chamber 82 is stored in the reservoir tank even when the power failure occurs in the fourth control unit 31D or the stroke simulator out valve 74 is closed. 10 can absorb. Therefore, the same effects as those of the seventeenth embodiment are achieved.
  • FIG. 22 is a diagram illustrating a schematic configuration of a brake system BS according to the nineteenth embodiment together with a hydraulic circuit.
  • the brake system BS of the nineteenth embodiment is different from the third embodiment in that it includes a back pressure side second communication path 110 instead of the positive pressure side second communication path 37.
  • the master cylinder housing 11 has a back pressure port 111.
  • One end of the back pressure side second communication path 110 is connected to the S-system replenishment liquid path 17S.
  • the other end of the back pressure side second communication passage 110 is connected to the back pressure port 111.
  • the back pressure side second communication passage 110 has a stroke valve 45.
  • the back pressure port 111 is connected to the back pressure port 112 via the back pressure pipe 114.
  • the back pressure port 112 is connected to the back pressure liquid path 60 via the back pressure liquid path 113.
  • the brake system BS according to the nineteenth embodiment can reduce the brake fluid pressure in the back pressure chamber 82 to the reservoir tank even when a power failure occurs in the first control unit 31A or when the stroke simulator out valve 74 is closed. 10 can absorb. Therefore, the same effects as those of the seventeenth embodiment are achieved.
  • FIG. 23 is a diagram illustrating a schematic configuration of a brake system BS according to the twentieth embodiment together with a hydraulic circuit.
  • the brake system BS of the twentieth embodiment is different from the fourth embodiment in that a back pressure side second communication path 110 is provided instead of the positive pressure side second communication path 37.
  • the second hydraulic unit housing 48 has a back pressure port 111.
  • One end of the back pressure side second communication path 110 is connected to the S-system replenishment liquid path 17S.
  • the other end of the back pressure side second communication passage 110 is connected to the back pressure port 111.
  • the back pressure side second communication passage 110 has a stroke valve 45.
  • the first hydraulic unit housing 26 has a back pressure port 112 and a back pressure fluid path 113.
  • the back pressure port 112 is connected to the back pressure port 111 via the back pressure pipe 114.
  • One end of the back pressure liquid passage 113 is connected to the back pressure port 112.
  • the other end of the back pressure port 113 is connected to the back pressure liquid path 60.
  • the brake fluid pressure in the back pressure chamber 82 is stored in the internal reservoir even when the power failure occurs in the second control unit 31B or the stroke simulator out valve 74 is closed. 38 can be absorbed. Therefore, the same effects as those of the seventeenth embodiment are achieved.
  • FIG. 24 is a diagram illustrating a schematic configuration of a brake system BS according to the twenty-first embodiment together with a hydraulic circuit.
  • the brake system BS of the twenty-first embodiment is different from the fifth embodiment in that a back pressure side second communication path 110 is provided instead of the positive pressure side second communication path 37.
  • the master cylinder housing 11 has a back pressure port 111.
  • One end of the back pressure side second communication path 110 is connected to the S-system replenishment liquid path 17S.
  • the other end of the back pressure side second communication passage 110 is connected to the back pressure port 111.
  • the back pressure side second communication passage 110 has a stroke valve 45.
  • the first hydraulic unit housing 26 has a back pressure port 112 and a back pressure fluid path 113.
  • the back pressure port 112 is connected to the back pressure port 111 via the back pressure pipe 114.
  • One end of the back pressure liquid passage 113 is connected to the back pressure port 112.
  • the other end of the back pressure liquid passage 113 is connected to the back pressure liquid passage 78c of the stroke simulator 76.
  • the back pressure liquid passage 78c is connected to the back pressure chamber 82.
  • FIG. 25 is a diagram illustrating a schematic configuration of a brake system BS according to the twenty-second embodiment together with a hydraulic circuit.
  • the brake system BS of the twenty-second embodiment is different from the sixth embodiment in that a back pressure-side second communication path 110 is provided instead of the positive pressure-side second communication path 37.
  • the first hydraulic unit housing 26 has a back pressure port 67a.
  • One end of the back pressure side second communication passage 110 is connected to the back pressure port 67a.
  • the other end of the back pressure side second communication passage 110 is connected to the first reflux liquid passage 35.
  • the back pressure side second communication passage 110 has a stroke valve 45.
  • the back pressure port 67a is connected to the back pressure liquid path 78c of the stroke simulator 76.
  • the back pressure liquid passage 78c is connected to the back pressure chamber 82.
  • the brake fluid pressure in the back pressure chamber 82 is stored in the internal reservoir even when the power failure occurs in the second control unit 31B or the stroke simulator out valve 74 is closed. 38 can be absorbed. Therefore, the same effects as those of the seventeenth embodiment are achieved.
  • FIG. 26 is a diagram illustrating a schematic configuration of a brake system BS according to the twenty-third embodiment together with a hydraulic circuit.
  • the brake system BS according to the twenty-third embodiment is different from the seventh embodiment in that a back pressure-side second communication path 110 is provided instead of the positive pressure-side second communication path 37.
  • the first hydraulic unit housing 26 has a back pressure port 111.
  • One end of the back pressure side second communication passage 110 is connected to the internal reservoir 38.
  • the other end of the back pressure side second communication passage 110 is connected to the back pressure port 111.
  • the back pressure side second communication passage 110 has a stroke valve 45.
  • the master cylinder housing 11 has a back pressure port 115 and a back pressure liquid path 117.
  • the back pressure port 115 is connected to the back pressure port 111 via the back pressure pipe 116.
  • One end of the back pressure fluid path 117 is connected to the back pressure port 115.
  • the other end of the back pressure liquid path 117 is connected to a connection position between one end of the first simulator liquid path 61 and one end of the second simulator liquid path 62.
  • FIG. 27 is a diagram illustrating a schematic configuration of a brake system BS according to the twenty-fourth embodiment together with a hydraulic circuit.
  • the brake system BS of the twenty-fourth embodiment is different from the eighth embodiment in that a back pressure-side second communication passage 110 is provided instead of the positive pressure-side second communication passage 37.
  • the second hydraulic unit housing 48 has a back pressure port 111.
  • One end of the back pressure side second communication passage 110 is connected to the internal reservoir 63.
  • the other end of the back pressure side second communication passage 110 is connected to the back pressure port 111.
  • the back pressure side second communication passage 110 has a stroke valve 45.
  • the master cylinder housing 11 has a back pressure port 115 and a back pressure liquid path 117.
  • the back pressure port 115 is connected to the back pressure port 111 via the back pressure pipe 116.
  • One end of the back pressure fluid path 117 is connected to the back pressure port 115.
  • the other end of the back pressure port 117 is connected to a connection position between one end of the first simulator liquid passage 61 and one end of the second simulator liquid passage 62.
  • the brake fluid pressure in the back pressure chamber 82 is supplied to the internal reservoir 63 even when a power failure occurs in the master cylinder unit 1 or when the stroke simulator out valve 74 is closed. Can be absorbed. Therefore, the same effects as those of the seventeenth embodiment are achieved.
  • FIG. 28 is a diagram showing a schematic configuration of a brake system BS of Embodiment 25 together with a hydraulic circuit.
  • the brake system BS of the twenty-fifth embodiment is different from the ninth embodiment in that a back pressure-side second communication passage 110 is provided instead of the positive pressure-side second communication passage 37.
  • One end of the back pressure side second communication path 110 is connected to the S-system replenishment liquid path 17S.
  • the other end of the back pressure side second communication passage 110 is connected to the back pressure chamber 82.
  • the back pressure side second communication passage 110 has a stroke valve 45.
  • the brake fluid pressure in the back pressure chamber 82 is stored in the reservoir tank. 10 can absorb. Therefore, the same effects as those of the seventeenth embodiment are achieved.
  • FIG. 29 is a diagram showing a schematic configuration of a brake system BS of Embodiment 26 together with a hydraulic circuit.
  • the brake system BS of the twenty-sixth embodiment is different from the tenth embodiment in that a back pressure side second communication path 110 is provided instead of the positive pressure side second communication path 37.
  • the second hydraulic unit housing 48 has a back pressure port 111.
  • One end of the back pressure side second communication passage 110 is connected to the internal reservoir 63.
  • the other end of the back pressure side second communication passage 110 is connected to the back pressure port 111.
  • the back pressure side second communication passage 110 has a stroke valve 45.
  • the first hydraulic unit housing 26 has a back pressure port 112 and a back pressure fluid path 113.
  • the back pressure port 112 is connected to the back pressure port 111 via the back pressure pipe 114.
  • One end of the back pressure liquid passage 113 is connected to the back pressure port 112.
  • the other end of the back pressure liquid path 113 is connected to the back pressure liquid path 60.
  • the brake fluid pressure in the back pressure chamber 82 is stored in the internal reservoir even when a power failure occurs in the first control unit 31A or the stroke simulator out valve 74 is closed. Can be absorbed with 63. Therefore, the same effects as those of the seventeenth embodiment are achieved.
  • FIG. 30 is a diagram showing a schematic configuration of a brake system BS of Embodiment 27 together with a hydraulic circuit.
  • the brake system BS of the twenty-seventh embodiment is different from the eleventh embodiment in that a back pressure side second communication path 110 is provided instead of the positive pressure side second communication path 37.
  • One end of the back pressure side second communication path 110 is connected to the S-system replenishment liquid path 17S.
  • the other end of the back pressure side second communication passage 110 is connected to the back pressure chamber 82.
  • the back pressure side second communication passage 110 has a stroke valve 45.
  • the brake fluid pressure in the back pressure chamber 82 is stored in the reservoir tank even when the power failure occurs in the second control unit 31B or when the stroke simulator out valve 74 is closed. 10 can absorb. Therefore, the same effects as those of the seventeenth embodiment are achieved.
  • FIG. 31 is a diagram showing a schematic configuration of a brake system BS of Embodiment 28 together with a hydraulic circuit.
  • the brake system BS of the twenty-eighth embodiment is different from the twelfth embodiment in that a back pressure side second communication passage 110 is provided instead of the positive pressure side second communication passage 37.
  • the first hydraulic unit housing 26 has a back pressure port 111.
  • the back pressure port 111 is connected to the back pressure pipe 97 via the back pressure pipe 114.
  • One end of the back pressure side second communication passage 110 is connected to the back pressure port 111.
  • the other end of the back pressure side second communication passage 110 is connected to the internal reservoir 38.
  • the back pressure side second communication passage 110 has a stroke valve 45.
  • the brake fluid pressure in the back pressure chamber 82 is stored in the internal reservoir even when the power failure occurs in the second control unit 31B or the stroke simulator out valve 74 is closed. 38 can be absorbed. Therefore, the same effects as those of the seventeenth embodiment are achieved.
  • FIG. 32 is a diagram illustrating a schematic configuration of a brake system BS according to Embodiment 29 together with a hydraulic circuit.
  • the brake system BS according to the twenty-ninth embodiment is different from the thirteenth embodiment in that a back pressure-side second communication passage 110 is provided instead of the positive pressure-side second communication passage 37.
  • One end of the back pressure side second communication path 110 is connected to the replenishing liquid path 68.
  • the other end of the back pressure side second communication path 110 is connected to the back pressure liquid path 68.
  • the back pressure side second communication passage 110 has a stroke valve 45.
  • the brake system BS of Embodiment 29 uses the brake fluid pressure in the back pressure chamber 82 as an internal reservoir even when a power failure occurs in the first control unit 31A or when the stroke simulator out valve 74 is closed. 38 can be absorbed. Therefore, the same effects as those of the seventeenth embodiment are achieved.
  • FIG. 33 is a diagram illustrating a schematic configuration of a brake system BS according to the thirtieth embodiment together with a hydraulic circuit.
  • the brake system BS of the thirtieth embodiment is different from the fourteenth embodiment in that a back pressure side second communication path 110 is provided instead of the positive pressure side second communication path 37.
  • One end of the back pressure side second communication path 110 is connected to the replenishing liquid path 68.
  • the other end of the back pressure side second communication passage 110 is connected to the back pressure liquid passage 78b.
  • the back pressure side second communication passage 110 has a stroke valve 45.
  • the brake system BS of Embodiment 30 uses the brake fluid pressure in the back pressure chamber 82 as an internal reservoir even when a power failure occurs in the second control unit 31B or when the stroke simulator out valve 74 is closed. 38 can be absorbed. Therefore, the same effects as those of the seventeenth embodiment are achieved.
  • FIG. 34 is a diagram showing a schematic configuration of the brake system BS of the embodiment 31 together with a hydraulic circuit.
  • the brake system BS according to the thirty-first embodiment is different from the fifteenth embodiment in that a back pressure side second communication path 110 is provided instead of the positive pressure side second communication path 37.
  • the stroke simulator housing 103 has a back pressure port 111.
  • One end of the back pressure side second communication passage 110 is connected to the first reflux liquid passage 35.
  • the other end of the back pressure side second communication passage 110 is connected to the back pressure port 111.
  • the back pressure side second communication passage 110 has a stroke valve 45.
  • the second hydraulic unit housing 26 has a back pressure port 118 and a back pressure fluid path 120.
  • the back pressure port 118 is connected to the back pressure port 111 via the back pressure pipe 119.
  • One end of the back pressure fluid passage 120 is connected to the back pressure port 118.
  • the other end of the back pressure liquid path 120 is connected to a connection position between one end of the first simulator liquid path 61 and one end of the second simulator liquid path 62.
  • the brake system BS of Embodiment 31 uses the brake fluid pressure in the back pressure chamber 82 as an internal reservoir even when a power failure occurs in the fourth control unit 31D or when the stroke simulator out valve 74 is closed. 38 can be absorbed. Therefore, the same effects as those of the seventeenth embodiment are achieved.
  • FIG. 35 is a diagram showing a schematic configuration of a brake system BS of Embodiment 32 together with a hydraulic circuit.
  • the brake system BS of the thirty-second embodiment is different from the sixteenth embodiment in that a back pressure-side second communication path 110 is provided instead of the positive pressure-side second communication path 37.
  • the second hydraulic unit housing 48 has a back pressure port 111.
  • One end of the back pressure side second communication passage 110 is connected to the second reflux liquid passage 57.
  • the other end of the back pressure side second communication passage 110 is connected to the back pressure port 111.
  • the back pressure side second communication passage 110 has a stroke valve 45.
  • the stroke simulator housing 103 has a back pressure port 118 and a back pressure fluid path 120.
  • the back pressure port 118 is connected to the back pressure port 111 via the back pressure pipe 119.
  • One end of the back pressure fluid passage 120 is connected to the back pressure port 118.
  • the other end of the back pressure liquid path 120 is connected to a connection position between one end of the first simulator liquid path 61 and one end of the second simulator liquid path 62.
  • the brake system BS of the thirty-second embodiment uses the brake fluid pressure in the back pressure chamber 82 as an internal reservoir even when a power failure occurs in the fourth control unit 31D or when the stroke simulator out valve 74 is closed. Can be absorbed with 63. Therefore, the same effects as those of the seventeenth embodiment are achieved.
  • FIG. 36 is a diagram showing a schematic configuration of a brake system BS of Embodiment 33 together with a hydraulic circuit.
  • the brake system BS of the thirty-third embodiment is different from the first embodiment in that the first hydraulic unit 2 includes a reaction force generating unit 121 and an electromagnetic valve 122.
  • the first hydraulic unit housing 26 has a positive pressure fluid path 123 and a back pressure fluid path 124.
  • One end of the positive pressure liquid path 123 is connected to a position closer to the first input port 39P than the first shutoff valve 29P of the first connection liquid path 32P of the P system.
  • the other end of the positive pressure fluid path 123 is connected to the positive pressure chamber 125 of the reaction force generator 121.
  • the electromagnetic valve 122 is a normally closed type on / off valve.
  • One end of the back pressure fluid passage 124 is connected to a position closer to the internal reservoir 38 than the first pressure regulating valve 43 of the first reflux fluid passage 35.
  • the other end of the back pressure liquid passage 124 is connected to the back pressure chamber 126 of the reaction force generator 121.
  • a first master cylinder hydraulic pressure sensor 30 is located at a position where the first connection hydraulic path 32P of the P system is connected to the positive pressure liquid path 123.
  • a fluid pressure sensor 127 is located at a position closer to the first output port 40 than the first shutoff valve 29 in the first connection fluid path 32.
  • the reaction force generation unit 121 includes a cylinder 128, a piston 129, a positive pressure chamber 125, a back pressure chamber 126, and an elastic body 130.
  • the piston 129, the positive pressure chamber 125, the back pressure chamber 126, and the elastic body 130 are inside the cylinder 128.
  • the piston 129 defines the inside of the cylinder 128 into a positive pressure chamber 125 and a back pressure chamber 126.
  • the elastic body 130 urges the piston 129 in the direction in which the volume of the positive pressure chamber 125 decreases.
  • the elastic body 130 has a spring constant larger than that of the second spring 83b of the stroke simulator 76.
  • the stroke simulator 76 has only the first spring 83a and the second spring 83b as the elastic body 83, and does not have the bottomed damper 83c as in the first embodiment.
  • the elastic body 130 of the reaction force generation unit 121 simulates the function of the bottomed damper 83c.
  • the first control unit 31A When there is no power failure in the second control unit 31B and the stroke simulator out valve 74 is not closed, the first control unit 31A is operated when the brake pedal 8 is operated and the secondary piston 21S makes a full stroke. 122 is operated in the valve opening direction, and the reaction force generation unit 121 is caused to function to generate a brake operation reaction force. Thereby, pedal feeling with a feeling of bottom can be realized.
  • the first control unit 31A operates when the brake pedal 8 is operated and the secondary piston 21S makes a full stroke.
  • the valve 45 is closed, the electromagnetic valve 122 is operated in the valve opening direction, and the reaction force generator 121 is caused to function to generate a brake operation reaction force.
  • the S system first shut-off valve 29S and the first communication valve 44S are operated in the valve opening direction, and the first pressure regulating valve 43 is proportionally controlled, so that the brake fluid pressure in the secondary chamber 22S is adjusted to the primary chamber.
  • the primary chamber 22P of the master cylinder 12 and the positive pressure chamber 125 are connected, and the suction side (first reflux fluid path 35) of the first pump 28 and the back pressure chamber 126 are connected to each other.
  • a reaction force generator 121 for generating an operation reaction force on the pedal 8 and an electromagnetic valve 122 provided between the positive pressure chamber 125 of the reaction force generator 121 and the first connection fluid path 32P of the master cylinder 12.
  • the first control unit 31A uses the stroke valve 45 and the reaction force generator 121 to operate the brake when the power failure occurs in the second control unit 31B or when the stroke simulator out valve 74 is closed.
  • a reaction force can be generated. Therefore, there exists an effect similar to Embodiment 1. Further, since it is not necessary to generate a pedal feeling in the entire pedal stroke by the stroke valve 45, the control of the stroke valve 45 can be simplified.
  • FIG. 37 is a diagram illustrating a schematic configuration of a brake system BS according to the thirty-fourth embodiment together with a hydraulic circuit.
  • the brake system BS of the thirty-fourth embodiment is different from the thirty-third embodiment in that the first hydraulic unit 2 has an electromagnetic valve 131.
  • the electromagnetic valve 131 has a first output port 40P side from the first master cylinder hydraulic pressure sensor 30 in the first connection fluid path 32P of the P system, and a first input port 39P from the connection position with the positive pressure fluid path 123. In the side position.
  • the electromagnetic valve 131 is a normally open type proportional control valve.
  • the first control unit 31A closes the electromagnetic valve 131, operates the first communication valve 44P of the P system and the electromagnetic valve 122 in the valve opening direction, and activates the first motor 27.
  • the brake fluid pressure is stored in the reaction force generator 121 by operating at a predetermined rotational speed.
  • the second control unit 31B closes the solenoid-in valve 71 to avoid an increase in the wheel cylinder hydraulic pressure.
  • the first control unit 31A opens the solenoid valve 122 in the valve opening direction when the brake pedal 8 is operated. Operate.
  • the brake fluid stored in the reaction force generator 121 is sent from the first connection fluid path 32P to the second fluid pressure unit 3, so that the wheel cylinder fluid pressure increase response in steer-by-wire control is improved. it can.
  • the operation when the power failure occurs in the second control unit 31B or when the stroke simulator out valve 74 is closed is the same as in the thirty-third embodiment. Therefore, the same effects as those of the embodiment 33 are achieved.
  • FIG. 38 is a diagram showing a schematic configuration of a brake system BS of Embodiment 35 together with a hydraulic circuit.
  • the brake system BS of Embodiment 35 is different from Embodiment 33 in that the stroke simulator unit 53 is omitted.
  • the positive pressure port 41 and the back pressure port 67 are connected via a positive pressure pipe 42.
  • the brake system BS of the thirty-fifth embodiment generates a brake operation reaction force by the on / off control of the stroke valve 45 and the reaction force generation unit 121 regardless of whether or not the stroke simulator out valve 74 cannot be opened.
  • the operations of the stroke valve 45 and the electromagnetic valve 122 are in accordance with the thirty-third embodiment.
  • the second hydraulic unit 3 can be prevented from increasing in size by omitting the stroke simulator.
  • FIG. 39 is a diagram showing a schematic configuration of a brake system BS of Embodiment 36 together with a hydraulic circuit.
  • the brake system BS according to the thirty-sixth embodiment is different from the third embodiment in that the back pressure chamber 82 of the stroke simulator 76 is opened to the atmosphere, and the stroke simulator valve 132 is provided in place of the stroke simulator in valve 73 and the stroke simulator out valve 74. Is different.
  • the stroke simulator valve 132 is in the positive pressure fluid path 36.
  • the stroke simulator valve 132 is a normally closed type on / off valve.
  • the first control unit 31A controls the opening / closing operation of the stroke simulator valve 132.
  • the operation of the stroke simulator valve 132 conforms to the operation of the stroke simulator out valve 74 of the first embodiment.
  • the second hydraulic unit housing 48 has a stroke valve 45 and a bypass passage 133.
  • One end of the bypass passage 133 is connected to the internal reservoir 63.
  • the other end of the bypass passage 133 is connected to the second input port 64S side of the second shutoff valve 51S of the second connection liquid passage 54S of the S system.
  • a stroke valve 45 is provided in the bypass passage 133.
  • the second control unit 31B controls the opening / closing operation of the stroke valve 45.
  • the operation of the stroke valve 45 is in accordance with the first embodiment.
  • the brake system BS of Embodiment 36 includes a bypass passage 133 that connects the second connection liquid passage 54S and the internal reservoir 63, and a stroke valve 45 provided in the bypass passage 133. Therefore, even if the power failure occurs in the first control unit 31A or the stroke simulator valve 132 is closed, the stroke is generated in the master cylinder 12 by operating the stroke valve 45 in the valve opening direction.
  • the brake fluid pressure can be discharged from the bypass passage 133 to the internal reservoir 38 and can be absorbed by the internal reservoir 38. Therefore, there exists an effect similar to Embodiment 1.
  • FIG. 40 is a diagram illustrating a schematic configuration of the brake system BS of the thirty-seventh embodiment together with a hydraulic circuit.
  • the brake system of the thirty-seventh embodiment is different from the thirty-sixth embodiment in that one end of the bypass passage 133 is connected to the positive pressure chamber 81 of the stroke simulator 76.
  • the second hydraulic unit housing 48 has a positive pressure port 134.
  • One end of the bypass passage 133 is connected to the positive pressure port 134.
  • the first hydraulic unit housing 26 has a positive pressure port 135 and a bypass passage 137.
  • the positive pressure port 135 is connected to the positive pressure port 134 via the positive pressure pipe 136.
  • One end of the bypass passage 137 is connected to the positive pressure port 135.
  • the other end of the bypass passage 137 is connected to a position closer to the positive pressure port 41 than the stroke simulator valve 132 of the positive pressure liquid passage 36. Therefore, the brake system BS of the thirty-seventh embodiment bypasses the brake fluid generated in the master cylinder 12 even when the power failure occurs in the first control unit 31A or the stroke simulator valve 132 is closed.
  • the positive pressure chamber 81 can be supplied from the passages 133 and 137. That is, the normal operation of the stroke simulator 76 can be maintained. Therefore, the same function and effect as in the thirty-sixth embodiment are achieved.
  • the stroke operation valve may be a proportional control valve
  • the brake operation reaction force may be generated by adjusting the opening of the stroke valve by proportional control.
  • One end of the second communication path may be directly connected to the positive pressure chamber or the back pressure chamber, or may be branched from the positive pressure side first communication path or the back pressure side first communication path.
  • the suction side of the hydraulic pressure source connected to the other end of the second communication path may be a low pressure portion such as a reservoir, an internal reservoir, a pump suction fluid path, or the like.
  • One end of the bypass passage may be directly connected to the positive pressure chamber or the back pressure chamber, or may be branched from the positive pressure side first communication passage.
  • the hydraulic pressure control device is a connection that connects a master cylinder that generates brake hydraulic pressure in response to a brake pedal operation and a wheel cylinder that applies braking force to wheels in response to the brake hydraulic pressure.
  • the first communication path, the stroke simulator valve provided in the back pressure side first communication path, one end connected to the positive pressure chamber or the back pressure chamber, and the suction side of the hydraulic pressure source Comprising a second communication passage having an end, and a stroke valve provided in the second communication passage.
  • a first control unit that opens and closes the stroke valve and a second control unit that opens and closes the stroke simulator valve are provided.
  • the first control unit operates the stroke valve in a valve opening direction when the second control unit fails or when the stroke simulator valve fails to close.
  • the first control unit opens and closes the stroke valve when the second control unit fails or when the stroke simulator valve fails to close.
  • the one end of the second communication path is connected to the positive pressure chamber.
  • the brake pedal includes a first chamber connected to the master cylinder and a second chamber connected to the suction side of the hydraulic pressure source.
  • a reaction force generation unit that generates an operation reaction force; and an electromagnetic valve provided in a connection path between the first chamber of the reaction force generation unit and the master cylinder.
  • the one end of the second communication path is connected to the back pressure chamber.
  • the hydraulic pressure control device includes a master cylinder that generates a brake hydraulic pressure according to a brake pedal operation, and a wheel cylinder that applies a braking force to a wheel according to the brake hydraulic pressure.
  • a connection fluid path for connecting the two, a shutoff valve disposed in the connection fluid path, a fluid pressure source for discharging brake fluid to the wheel cylinder side of the shutoff valve in the connection fluid path, and the brake A positive pressure side first communication path connecting a positive pressure chamber of a stroke simulator that generates an operational reaction force to the pedal and the master cylinder; a stroke simulator valve provided in the positive pressure side first communication path;
  • the master cylinder side of the stroke simulator valve, or the connecting fluid passage, the positive pressure chamber, or the suction side of the fluid pressure source It comprises a bypass passage connecting, and a stroke valve provided in the bypass passage.
  • a first control unit that opens and closes the stroke valve and a second control unit that opens and closes the stroke simulator valve are provided.
  • the first control unit operates the stroke valve in a valve opening direction when the second control unit fails or when the stroke simulator valve fails to close.
  • the brake system includes: a master cylinder unit including a master cylinder that generates a brake hydraulic pressure in response to a brake pedal operation; and a first hydraulic pressure unit connected to the master cylinder unit.
  • a first input port connected to the master cylinder; a first connection fluid path connected to the first input port; a first shut-off valve disposed in the first connection fluid path; A first output port connected to one connection fluid path, and a first hydraulic pressure source that discharges brake fluid to the first output port side of the first shutoff valve in the first connection fluid path.
  • a stroke simulator unit including a stroke simulator for generating an operation reaction force on the brake pedal; a positive pressure side connecting the positive pressure chamber of the stroke simulator and the master cylinder; A back pressure side first communication path connecting the back pressure chamber of the stroke simulator and the suction side of the first hydraulic pressure source or the second hydraulic pressure source; and the back pressure side first communication path.
  • said A stroke simulator valve disposed in any of the star cylinder unit, the first hydraulic unit, the second hydraulic unit, and the stroke simulator unit; one end connected to the positive pressure chamber or the back pressure chamber; A second communication path having a second end connected to the suction side of the hydraulic pressure source; and disposed in a unit different from the unit provided in the second communication path and disposed with the stroke simulator valve.
  • the stroke simulator unit is provided integrally with the second hydraulic unit, the stroke simulator valve is installed in the second hydraulic unit, and the stroke valve is the first hydraulic unit. Installed in the hydraulic unit.
  • the one end of the second communication path is connected to the positive pressure chamber.
  • the one end of the second communication path is connected to the back pressure chamber.
  • the stroke simulator unit is provided integrally with the first hydraulic unit, and the stroke simulator valve is installed in the first hydraulic unit, The stroke valve is installed in the second hydraulic unit.
  • the stroke simulator unit is provided integrally with the first hydraulic unit, and the stroke simulator valve is installed in the second hydraulic unit, The stroke valve is installed in the first hydraulic unit.
  • the stroke simulator unit is provided integrally with the master cylinder unit, the stroke simulator valve is installed in the first hydraulic unit, and the stroke valve Is installed in the second hydraulic unit.
  • the stroke simulator unit is provided integrally with the master cylinder unit, the stroke simulator valve is installed in the second hydraulic unit, and the stroke valve Is installed in the first hydraulic unit.
  • a first control unit that opens and closes the stroke valve and a second control unit that opens and closes the stroke simulator valve are provided.
  • the brake system includes: a master cylinder unit including a master cylinder that generates a brake hydraulic pressure in response to a brake pedal operation; and a first hydraulic pressure unit connected to the master cylinder unit.
  • a first input port connected to the master cylinder; a first connection fluid path connected to the first input port; a first shut-off valve disposed in the first connection fluid path; A first output port connected to one connection fluid path, and a first hydraulic pressure source that discharges brake fluid to the first output port side of the first shutoff valve in the first connection fluid path.
  • a positive pressure side first communication path provided in the positive pressure side first communication path, of the master cylinder unit, the first hydraulic pressure unit, the second hydraulic pressure unit, and the stroke simulator unit;
  • a stroke simulator valve arranged at a distance; the master cylinder side of the positive pressure side first communication passage, the connecting cylinder, the positive pressure chamber, or the hydraulic pressure side of the stroke simulator valve;
  • a bypass passage connecting the suction side of the source; and a stroke valve provided in the bypass passage and disposed in a unit different from the unit in which the stroke simulator valve is disposed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

La présente invention concerne un appareil de commande hydraulique et un système de frein de telle sorte qu'il est possible d'assurer des courses de pédale même si l'ouverture d'une soupape de simulateur de course est désactivée. Cet appareil de commande hydraulique comprend : un trajet de fluide de raccordement qui raccorde un maître-cylindre et un cylindre de roue; une soupape d'arrêt qui est disposée dans le trajet de fluide de raccordement; une source hydraulique qui évacue le fluide de frein plus loin vers le côté du cylindre de roue que la soupape d'arrêt dans le trajet de fluide de raccordement; un premier trajet de communication côté pression positive qui raccorde la chambre de pression positive du simulateur de course et le maître-cylindre; un premier trajet de communication côté pression arrière qui raccorde la chambre de contre-pression du simulateur de course et le côté aspiration de la source hydraulique; une soupape de simulateur de course qui est disposée dans le premier trajet de communication côté contre-pression; un second trajet de communication qui a une extrémité raccordée à la chambre de pression positive ou à la chambre de contre-pression et l'autre extrémité raccordée au côté aspiration de la source hydraulique; et une soupape de course qui est disposée dans le second trajet de communication.
PCT/JP2017/043427 2016-12-21 2017-12-04 Appareil de commande hydraulique et système de frein WO2018116794A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2016-247565 2016-12-21
JP2016247565A JP6750497B2 (ja) 2016-12-21 2016-12-21 液圧制御装置およびブレーキシステム

Publications (1)

Publication Number Publication Date
WO2018116794A1 true WO2018116794A1 (fr) 2018-06-28

Family

ID=62626109

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2017/043427 WO2018116794A1 (fr) 2016-12-21 2017-12-04 Appareil de commande hydraulique et système de frein

Country Status (2)

Country Link
JP (1) JP6750497B2 (fr)
WO (1) WO2018116794A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2020026225A (ja) * 2018-08-13 2020-02-20 日立オートモティブシステムズ株式会社 ブレーキ制御装置
JP7202824B2 (ja) * 2018-09-18 2023-01-12 日立Astemo株式会社 ストロークシミュレータおよびブレーキ制御装置
JP2021011215A (ja) * 2019-07-08 2021-02-04 株式会社アドヴィックス 車両の制動制御装置

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012001069A (ja) * 2010-06-16 2012-01-05 Toyota Motor Corp マスタシリンダ装置
WO2015162744A1 (fr) * 2014-04-24 2015-10-29 日立オートモティブシステムズ株式会社 Dispositif de commande de frein, système de freinage, et procédé de génération de pression hydraulique de frein

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012001069A (ja) * 2010-06-16 2012-01-05 Toyota Motor Corp マスタシリンダ装置
WO2015162744A1 (fr) * 2014-04-24 2015-10-29 日立オートモティブシステムズ株式会社 Dispositif de commande de frein, système de freinage, et procédé de génération de pression hydraulique de frein

Also Published As

Publication number Publication date
JP6750497B2 (ja) 2020-09-02
JP2018100018A (ja) 2018-06-28

Similar Documents

Publication Publication Date Title
US9499149B2 (en) Brake hydraulic pressure generator
US8025345B2 (en) Vehicle brake system
WO2016125813A1 (fr) Dispositif de commande hydraulique et système de freinage
WO2017208728A1 (fr) Dispositif de commande hydraulique et système de freinage
JP2000203413A (ja) 液圧ブレ―キ装置
JP6756440B2 (ja) 液圧制御装置およびブレーキシステム
WO2017006631A1 (fr) Dispositif de commande de frein et système de freinage
WO2018116794A1 (fr) Appareil de commande hydraulique et système de frein
JP2019059458A (ja) 制動制御装置
WO2019146404A1 (fr) Dispositif de commande de frein et procédé de détection de défaillance pour dispositif de commande de frein
JP6245696B2 (ja) ブレーキ液圧発生装置
JP5927093B2 (ja) ブレーキ装置
JP7093276B2 (ja) ブレーキ制御装置
WO2021187435A1 (fr) Dispositif de freinage de véhicule
JP6202741B2 (ja) ブレーキ液圧発生装置
JP6291655B2 (ja) ブレーキシステム
JP2019147458A (ja) ブレーキ制御装置及びブレーキ制御装置用電磁弁
JP6317659B2 (ja) 車両用ブレーキシステム
WO2017047312A1 (fr) Dispositif de frein et système de frein
WO2021200661A1 (fr) Dispositif de freinage de véhicule
JP6973065B2 (ja) 車両用制動装置
JP6720723B2 (ja) 車両用制動装置
WO2019017203A1 (fr) Dispositif de freinage et procédé de commande de frein
JP2019018637A (ja) ブレーキ装置、ブレーキ制御方法及びブレーキシステム
JP2000142366A (ja) 液圧システムおよびこの液圧システムを用いたブレーキシステム

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 17883261

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 17883261

Country of ref document: EP

Kind code of ref document: A1