WO2022071391A1 - Brake device for vehicle - Google Patents

Brake device for vehicle Download PDF

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Publication number
WO2022071391A1
WO2022071391A1 PCT/JP2021/035854 JP2021035854W WO2022071391A1 WO 2022071391 A1 WO2022071391 A1 WO 2022071391A1 JP 2021035854 W JP2021035854 W JP 2021035854W WO 2022071391 A1 WO2022071391 A1 WO 2022071391A1
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WO
WIPO (PCT)
Prior art keywords
cylinder
liquid passage
fluid
piston
pump
Prior art date
Application number
PCT/JP2021/035854
Other languages
French (fr)
Japanese (ja)
Inventor
和俊 余語
Original Assignee
株式会社アドヴィックス
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Filing date
Publication date
Application filed by 株式会社アドヴィックス filed Critical 株式会社アドヴィックス
Publication of WO2022071391A1 publication Critical patent/WO2022071391A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/14—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/148—Arrangements for pressure supply
    • 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
    • B60T17/02—Arrangements of pumps or compressors, or control devices therefor
    • 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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • 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
    • B60T8/40—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 comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system

Definitions

  • the brake system of US Pat. No. 9,205,821 includes a master cylinder device, a master cut valve, an electric cylinder, and a reservoir.
  • the liquid chamber of the electric cylinder and the reservoir are connected via a master cut valve and a master cylinder device, and further connected via a check valve that allows only fluid flow from the reservoir to the liquid chamber.
  • the brake-by-wire mode hereinafter referred to as "by-wire mode"
  • the fluid is supplied to the foil cylinder by the electric cylinder with the master cut valve closed.
  • the master cut valve is closed, the connection between the foil cylinder and the reservoir is cut off, and fluid flow from the liquid chamber of the electric cylinder to the reservoir is prohibited.
  • the master cut valve is kept closed while the vehicle is running, if the fluid temperature rises due to friction of the brake pads, the fluid expands and the hydraulic pressure of the foil cylinder rises. In such a case, unintended braking force may be applied to the vehicle. Therefore, keep the master cut valve open while driving so that even if the foil pressure rises, the fluid can be released from the foil cylinder to the reservoir via the opened master cut valve. Is preferable. In this case, when the operation of the brake pedal is started, the brake ECU closes the master cut valve to form a by-wire mode.
  • the fluid having this liquid amount ⁇ V is supplied to the liquid chamber of the electric cylinder which is maximally expanded and sealed.
  • excessive liquid pressure is applied to the liquid chamber and the liquid passage of the electric cylinder. That is, this liquid amount ⁇ V can cause damage to the electric cylinder and the liquid passage.
  • ABS control When ABS control is executed, the master cut valve and holding valve are normally closed. Therefore, when ABS control is executed, the electric pump discharges fluid into a closed liquid passage connected to the liquid chamber of the electric cylinder. When the electric pump sucks in excess fluid and discharges it into a closed liquid passage when the piston is located at the rearmost end, that is, when the volume of the liquid chamber is maximum, excessive liquid pressure is applied to the liquid passage and the liquid chamber. It takes.
  • the fluid discharge flow rate is limited during ABS control and becomes 0, for example, if the pressure reducing valve is opened, the foil pressure is lowered by the amount of fluid discharged from the foil cylinder to the low pressure reservoir.
  • the vehicle braking device 1 of the present embodiment includes an upstream unit 11, a downstream unit 3, wheel cylinders 81, 82, 83, 84, a first brake ECU 91, and a second brake ECU 92. , Is equipped.
  • the first brake ECU 91 mainly controls the upstream unit 11.
  • the second brake ECU 92 mainly controls the downstream unit 3.
  • the upstream unit 11 mainly includes a master cylinder device 2, a reservoir 26, a first master cut valve 41, a second master cut valve 42, and an electric cylinder 5.
  • the master cylinder device 2 is connected to the reservoir 26 and is configured to be able to supply fluid according to the brake operation.
  • the brake operation is that the brake pedal Z is operated by the driver.
  • the master cylinder device 2 includes a master cylinder 21, a first master piston 22, a second master piston 23, and urging members 24 and 25.
  • the first master piston 22 and the second master piston 23 are piston members arranged in the master cylinder 21.
  • the master pistons 22 and 23 slide in the master cylinder 21 according to the operation of the brake pedal Z.
  • the first master piston 22 and the brake pedal Z are mechanically connected.
  • the direction from the first master piston 22 toward the brake pedal Z is the rear direction, and the opposite direction is the front direction.
  • a through hole 221 is formed in the first master piston 22, and a through hole 231 is formed in the second master piston 23.
  • the through hole 221 and the input port 211 communicate with each other
  • the through hole 231 and the input port 212 communicate with each other. That is, when the master pistons 22 and 23 are located at the initial positions, the master chamber 21a and the reservoir 26 communicate with each other via the through hole 221 and the input port 211, and the master chamber 21b communicates with the master chamber 21b via the through hole 231 and the input port 212. Communicate with the reservoir 26.
  • the urging member 24 is arranged in the first master chamber 21a and urges the first master piston 22 toward the initial position.
  • the urging member 25 is arranged in the second master chamber 21b and urges the second master piston 23 toward the initial position.
  • the first master cut valve 41 is a normally open type solenoid valve provided in the first liquid passage 61 and opened in a non-energized state.
  • the second master cut valve 42 is a normally open type solenoid valve provided in the second liquid passage 62.
  • the hydraulic pressure on the foil cylinders 81 to 84 side acts in the direction of closing the valve body. , They are arranged in the corresponding liquid passages 61 and 62, respectively.
  • the stroke simulator 27 is connected to the portion of the first liquid passage 61 between the input port 211 and the first master cut valve 41 via the liquid passage 611.
  • the liquid passage 611 is provided with a simulator cut valve 28, which is a normally closed solenoid valve that closes in a non-energized state. When the simulator cut valve 28 opens, the first master chamber 21a and the stroke simulator 27 communicate with each other.
  • the stroke simulator 27 is a device that generates a reaction force against a brake operation.
  • a pressure sensor 71 is connected to a portion of the second liquid passage 62 between the input port 212 and the second master cut valve 42.
  • the electric cylinder 5 is configured to be able to supply fluid by sliding the piston 53 in the cylinder 51.
  • the electric cylinder 5 includes a portion 61a between the first master cut valve 41 and the foil cylinders 81 and 82 in the first liquid passage 61, and the second master cut valve 42 and the foil cylinders 83 and 84 in the second liquid passage 62. It is connected to the portion 62a between. More specifically, the portion 61a of the first liquid passage 61 is a portion of the first liquid passage 61 between the first master cut valve 41 and the downstream unit 3. The part 62a of the second liquid passage 62 is a part of the second liquid passage 62 between the second master cut valve 42 and the downstream unit 3.
  • the electric cylinder 5 includes a cylinder 51, an electric motor 52, a piston 53, a liquid chamber 54, and an urging member 55.
  • the electric cylinder 5 is a single type electric cylinder in which a single liquid chamber 54 is formed in the cylinder 51.
  • the direction in which the piston 53 reduces the liquid chamber 54 is the front, and the direction in which the piston 53 increases the liquid chamber 54 is the rear.
  • the cylinder 51 is a bottomed tubular member having ports 511 and 512 formed at the front end.
  • the electric motor 52 is connected to the piston 53 via a linear motion mechanism 52a that converts rotary motion into linear motion.
  • the piston 53 slides in the cylinder 51 by being driven by the electric motor 52.
  • the liquid chamber 54 is partitioned by a cylinder 51 and a piston 53, and the volume changes according to the movement of the piston 53.
  • the urging member 55 is a spring that is arranged in the liquid chamber 54 and urges the piston 53 toward the initial position. When the electric motor 52 is not driven, the piston 53 is positioned at the initial position due to the urging force of the urging member 55.
  • the fourth liquid passage 64 is a liquid passage connecting a portion of the third liquid passage 63 between the port 511 and the first cut valve 43 and a part 62a of the second liquid passage 62.
  • the fourth liquid passage 64 is provided with a second cut valve 44, which is a normally closed type solenoid valve.
  • the fifth liquid passage 65 is connected to the port 512.
  • the fifth liquid passage 65 is a liquid passage connecting the reservoir 26 and the port 512.
  • the fifth liquid passage 65 is provided with a check valve 45 for prohibiting fluid flow from the liquid chamber 54 to the reservoir 26. For example, when the liquid chamber 54 becomes negative pressure due to the retreat of the piston 53, the fluid is supplied from the reservoir 26 to the liquid chamber 54 via the liquid passage 65 and the check valve 45.
  • the stroke simulator 27, the simulator cut valve 28, the first cut valve 43, and the second cut valve 44 are included in the upstream unit 11.
  • the downstream unit 3 will be described with reference to FIGS. 1 and 2.
  • the downstream unit 3 is a so-called ESC actuator, and can independently regulate the hydraulic pressure of each of the foil cylinders 81 to 84.
  • the downstream unit 3 includes a first hydraulic pressure output unit 31 configured to be able to adjust the pressure of the wheel cylinders 81 and 82, and a second hydraulic pressure output unit 32 configured to be able to adjust the pressure of the wheel cylinders 83 and 84. I have.
  • the first hydraulic pressure output unit 31 is arranged between the connection portion between the first liquid passage 61 and the third liquid passage 63 and the foil cylinders 81 and 82 in the first liquid passage 61.
  • the second hydraulic pressure output unit 32 is arranged between the connection portion between the second liquid passage 62 and the fourth liquid passage 64 and the foil cylinders 83 and 84 in the second liquid passage 62.
  • the first hydraulic pressure output unit 31 and the second hydraulic pressure output unit 32 are independent of each other on the hydraulic pressure circuit in the downstream unit 3.
  • the position of the upstream unit 11 with respect to the downstream unit 3 is defined as upstream
  • the positions of the foil cylinders 81 to 84 with respect to the downstream unit 3 are defined as downstream.
  • the check valve 312a is provided in parallel with the differential pressure control valve 312.
  • the check valve 312a is configured to allow only fluid flow from the upstream side to the downstream side.
  • the check valve 313a is provided in parallel with the holding valve 313.
  • the check valve 313a is configured to allow only fluid flow from the downstream side to the upstream side.
  • the decompression liquid passage 314a is a liquid passage that connects the portion of the liquid passage 311 between the holding valve 313 and the foil cylinder 81 and the low pressure reservoir 317.
  • a pressure reducing valve 314 is provided on the pressure reducing liquid passage 314a.
  • the pressure reducing valve 314 is a normally closed type solenoid valve provided in the pressure reducing liquid passage 314a. When the pressure reducing valve 314 is in the valve open state, the fluid in the foil cylinder 81 can flow into the low pressure reservoir 317 via the pressure reducing liquid passage 314a. Therefore, the pressure of the foil cylinder 81 can be reduced by opening the pressure reducing valve 314.
  • the low pressure reservoir 317 is a well-known pressure control reservoir for storing fluid, and is connected to the decompression fluid passage 314a and the reflux fluid passage 317a.
  • the reflux liquid passage 317a is a liquid passage that connects a portion of the liquid passage 311 between the pressure sensor 75 and the differential pressure control valve 312 and the low pressure reservoir 317. That is, the low pressure reservoir 317 is connected to the portion of the liquid passage 311 between the holding valve 313 and the foil cylinder 81 via the pressure reducing valve 314. The fluid in the low pressure reservoir 317 is sucked by the operation of the pump 315.
  • the valve in the low-pressure reservoir 317 opens, and the low-pressure reservoir 317 is supplied with fluid from a part 61a of the first liquid passage 61 via the reflux liquid passage 317a.
  • the pump liquid passage 315a is a liquid passage that connects the portion between the pressure reducing valve 314 and the reservoir in the pressure reducing liquid passage 314a and the branch portion X of the liquid passage 311.
  • a pump 315 is provided in the pump liquid passage 315a.
  • the pump 315 is a pump that operates in response to the drive of the electric motor 316, and is, for example, a well-known piston pump or gear pump.
  • the suction side of the pump 315 is connected to the low pressure reservoir 317, and the discharge side of the pump 315 is connected to the branch portion X.
  • the pump 315 When the pump 315 is activated, the fluid in the low pressure reservoir 317 is sucked in to supply the fluid to the branch X.
  • the fluid discharged by the pump 315 is supplied to the liquid chamber 54 of the electric cylinder 5 via the branch portion X. If the pump 315 tries to supply the fluid to the electric cylinder 5 when the piston 53 is in the initial position, an excessive hydraulic pressure is applied to the electric cylinder 5.
  • the first hydraulic pressure output unit 31 is configured to be able to pressurize the foil cylinders 81 and 82 based on the hydraulic pressure input from the upstream side by operating various solenoid valves and pumps. Since the second hydraulic pressure output unit 32 has the same configuration as the first hydraulic pressure output unit 31 except that the pressure sensor 75 is not provided, the description thereof will be omitted. Like the first hydraulic pressure output unit 31, the second hydraulic pressure output unit 32 is also configured to be able to increase the hydraulic pressure of the foil cylinders 83 and 84 based on the basic hydraulic pressure.
  • the vehicle braking device 1 includes the master cut valves 41 and 42 provided in the liquid passages 61 and 62 connecting the master cylinder 21 and the wheel cylinders 81 to 84, and the piston 53 driven by the electric motor 52. Slides in the cylinder 51, and the liquid chamber 54 partitioned by the piston 53 and the cylinder 51 is connected to the portion of the liquid passages 61 and 62 on the wheel cylinder 81 to 84 side of the master cut valves 41 and 42.
  • An electric cylinder configured so that when the piston 53 advances, the fluid in the liquid chamber 54 is sent out to the liquid chambers 61 and 62, and when the piston 53 moves backward, the fluid in the liquid passages 61 and 62 flows into the liquid chamber 54.
  • an electric pump (315, 316) for discharging fluid between the master cut valves 41 and 42 and the holding valve 313, a first brake ECU 91, and a second brake ECU 92 are provided.
  • the first brake ECU 91 controls the electric cylinder 5 and the solenoid valves 28, 41 to 44 based on the detection values of various sensors including the pressure sensors 71 and 72.
  • the first brake ECU 91 forms a by-wire mode according to the brake operation, and pressurizes and depressurizes the foil cylinders 81 to 84 under the control of the electric cylinder 5.
  • the second brake ECU 92 controls the downstream unit 3 based on the detection values of various sensors including the pressure sensor 75.
  • the second brake ECU 92 drives the downstream unit 3 according to the situation, and executes, for example, ABS control (also referred to as anti-skid control), ESC control, and the like.
  • the valve control unit 911 opens the simulator cut valve 28 when the first brake ECU 91 is activated, closes the master cut valves 41 and 42 when the brake operation is started, and closes the first cut valve 43 and the second cut valve. Open 44 (hereinafter also referred to as "cut valves 43, 44"). That is, when the brake operation is started, the master cylinder device 2 and the foil cylinders 81 to 84 are hydraulically shut off, and the wheel cylinders 81 to 84 are regulated by at least one of the electric cylinder 5 and the downstream unit 3 in a by-wire mode. Is formed. In this way, the valve control unit 911 closes the master cut valves 41 and 42 when the brake operation is started.
  • the pressurizing control unit 912 drives the electric motor 52 and moves the piston 53 according to the target pressure calculated based on the brake operation in the by-wire mode. In this way, after the by-wire mode is formed by the valve control unit 911 (such as closing the master cut valves 41 and 42), the pressurizing control unit 912 sets the output pressure of the electric cylinder 5 to the target pressure according to the brake operation. Adjust to.
  • the first brake ECU 91 operates the master cut valves 41 and 42 in the valve closing direction when the brake pedal Z connected to the master cylinder 21 is operated, and drives the electric cylinder 5 to drive the foil cylinder. Pressurize 81-84.
  • the first brake ECU 91 operates the master cut valves 41 and 42 in the valve closing direction, and adjusts the output pressure of the electric cylinder 5 to the target pressure according to the brake operation.
  • the master cut valves 41 and 42 are open, the first cut valve 43 and the second cut valve 44 are closed, and the simulator cut valve 28 is closed.
  • the master cut valves 41 and 42 are opened, the master cylinder device 2 and the foil cylinders 81 to 84 communicate with each other.
  • the solenoid valves 41 to 44, 28 and the electric cylinder 5 do not operate due to a power failure or the like, the non-by-wire mode is maintained even when the brake operation is started, and the fluid is foiled from the master cylinder device 2 according to the brake operation. It is supplied to the cylinders 81 to 84.
  • the reservoir 26 communicates with the foil cylinders 81 to 84 and the electric cylinder 5 via the master cylinder 21.
  • the liquid chamber 54 of the electric cylinder 5 communicates with the reservoir 26 via the third liquid passage 63, the first liquid passage 61, and the first master chamber 21a, and is the first. 4 Communicates with the reservoir 26 via the liquid passage 64, the second liquid passage 62, and the second master chamber 21b.
  • the second brake ECU 92 includes a pump operating unit 921, a limit control unit 922, and an increase control unit 923.
  • the pump operating unit 921 operates the pump 315 when ABS control is executed while the foil cylinders 81 to 84 are pressurized by the electric cylinder 5 by the pressurizing control unit 912.
  • the second brake ECU 92 controls the downstream unit 3 to perform decompression control for reducing the foil pressure in ABS control. When ABS control is executed, the pump 315 is activated.
  • the limiting control unit 922 limits the fluid discharge flow rate by the pump 315 as the position of the piston 53 in the cylinder 51 is on the retracting side (rearward) while the pump 315 is being operated by the pump operating unit 921.
  • the limiting control unit 922 reduces the fluid discharge flow rate, for example, stepwise or functionally, as the position of the piston 53 becomes rearward.
  • the fluid discharge flow rate can be controlled by controlling the rotation speed of the electric motor 316.
  • the discharge flow rate means the discharge amount per unit time.
  • the limitation control unit 922 stops the pump 315 when the position of the piston 53 is in a predetermined region while the pump 315 is being operated by the pump operating unit 921.
  • the predetermined region of the present embodiment is a region from the predetermined position on the forward side of the initial position of the piston 53 to the initial position.
  • the predetermined region is a region between the initial position of the piston 53 and the position where the piston 53 is advanced by a predetermined amount from the initial position, for example, with respect to the front end of the piston 53.
  • the limit control unit 922 stops the operation of the pump 315 and sets the fluid discharge flow rate to 0. It can be said that the limitation control unit 922 limits the fluid discharge flow rate when the position of the piston 53 is behind the predetermined position (including the predetermined position).
  • the limitation control unit 922 of the present embodiment is the pump 315 when the position of the piston 53 with respect to the cylinder 51 is in a predetermined region due to the retreat of the piston 53 in a state where the pump 315 is operated by the pump operating unit 921. To stop.
  • the predetermined area is set on the rear end side of the cylinder 51 and includes a position advanced by a predetermined amount from the initial position of the piston 53.
  • the brake ECUs 901 and 902 calculate the position of the piston 53 based on, for example, the detection value of the rotation angle sensor 56 of the electric motor 52.
  • the predetermined region may be set at the initial position of the piston 53 (that is, the position where the volume of the liquid chamber 54 becomes the maximum value).
  • the pressure reducing valve 314 is opened and the foil cylinders 81 to 84 and the low pressure reservoir 317 are communicated with each other until the foil pressure and the pressure in the low pressure reservoir 317 become the same.
  • the fluids 81-84 are drained into the low pressure reservoir 317. Fluid is stored in the low pressure reservoir 317.
  • the increase control unit 923 increases the fluid discharge flow rate of the pump 315 when the ABS control is terminated with the fluid discharge flow rate of the pump 315 restricted by the limit control unit 922.
  • the pump 315 is stopped when the piston 53 is located in a predetermined region in ABS control.
  • the pressure reducing valve 314 is closed, and the holding valve 313 is opened, the increase control unit 923 operates the pump 315, for example, for a predetermined time, sucks the fluid remaining in the low pressure reservoir 317, and sucks the fluid remaining in the low pressure reservoir 317. , 62 is discharged.
  • the structure (low pressure reservoir) is structurally (low pressure reservoir). (Due to the configuration with a check valve in 317), the fluid in the low pressure reservoir 317 is automatically returned to the reservoir 26 via the liquid passages 61 and 62.
  • the vehicle braking device 1 determines whether or not ABS control is in progress (S101), and when ABS control is in progress (S101: Yes), determines whether or not the position of the piston 53 of the electric cylinder 5 is in a predetermined region. (S102).
  • the vehicle braking device 1 operates the pump (S103) when the position of the piston 53 is not in the predetermined region (S102: No).
  • the vehicle braking device 1 stops the pump 315 (S104).
  • step S101 if ABS control is not in progress (S101: No), the process proceeds to S105, and the vehicle braking device 1 determines whether or not a predetermined time or more has elapsed after the end of ABS control (S105). When the predetermined time or more has not elapsed (S105: No), the vehicle braking device 1 operates the pump (S106). On the other hand, when a predetermined time or more has elapsed (S105: Yes), the vehicle braking device 1 stops the pump 315 (S107).
  • the predetermined time may be set, for example, to a time during which the pump 315 can inhale the presumed excess fluid.
  • the front end of the predetermined region for limiting the fluid discharge flow rate is set at a position where the piston 53 is advanced by a predetermined amount from the initial position. That is, in the present embodiment, the fluid discharge flow rate is limited before the volume of the liquid chamber 54 becomes maximum. As a result, overshoot (fluid discharge by the pump 315 after the volume of the liquid chamber 54 is maximized) is suppressed even when an operation delay occurs in response to the stop command of the pump 315. That is, it is possible to more reliably suppress the application of excessive hydraulic pressure to the liquid passages 61 and 62 and the liquid chamber 54.
  • the predetermined region is the initial position of the piston 53 (volume of the liquid chamber 54). May be set to the position where is the maximum value). This makes it possible to minimize the amount of fluid remaining in the low pressure reservoir 317.
  • the predetermined region is set so that, for example, (1/2 of the maximum volume of the liquid chamber 54) ⁇ (the volume of the liquid chamber 54 when the piston 53 is in the predetermined region) ⁇ (the maximum volume of the liquid chamber 54) holds. Will be done.
  • the front end of the predetermined region of the present embodiment is set to a position close to the position where the volume of the liquid chamber 54 is maximized (the initial position of the piston 53).
  • the downstream unit 3 is not limited to the ESC actuator, and may be an ABS actuator having no pressurizing function (for example, a differential pressure control valve 312 or the like).
  • the low pressure reservoir 317 may be a reservoir without a valve mechanism. That is, a well-known actuator can be adopted for the downstream unit 3.
  • the piston 53 can be retracted by driving the electric motor 52, so that the urging member 55 may be omitted.
  • the brake pedal (corresponding to the "brake operation member") Z is switched from the operating state to the non-operation state in a state where the fluid discharge flow rate is limited by the limitation control unit 922, and the master cut valves 41 and 42.
  • the fluid discharge flow rate may be increased when the valve is opened.
  • the low pressure reservoir 317 of the downstream unit 3 is a simple reservoir without valves, the fluid in the reservoir will not automatically return to the fluid channels 61, 62.
  • the above control is particularly effective in such a configuration.
  • the limiting control unit 922 may not stop the pump 315 according to the position of the piston 53, but may gradually reduce the fluid discharge flow rate of the pump 315 as the piston 53 retracts.
  • the limit control unit 922 gradually retracts the piston 53 so that the fluid discharge flow rate of the pump 315 becomes 0 at the initial position.
  • the fluid discharge flow rate may be reduced. According to this configuration, the amount of fluid remaining in the low pressure reservoir 317 can be minimized and overshoot can be suppressed.
  • the fluid discharge flow rate may be reduced functionally (for example, linearly).
  • the limiting control unit 922 starts to reduce the fluid discharge flow rate when the piston 53 retracts to the set position, and stops the pump 315 when the piston 53 reaches the initial position (or a position advanced by a predetermined amount from the initial position). You may.

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

Abstract

The present invention comprises: a pump 315 which sucks fluid in a low-pressure reservoir 317 and discharges the fluid between master cut valves 41, 42 and a holding valve 313 in fluid passages 61, 62; a pump operation unit 921 which operates the pump 315 when the ABS control is executed under a state in which the wheel cylinders 81-84 are pressurized by a pressurizing control unit 912 through an electric cylinder 5; and a restriction control unit 922 which restricts a fluid discharge flow rate of the pump 315 more as the position of a piston 53 in a cylinder 51 is displaced more toward a retraction side in the state in which the pump 315 is being operated by the pump operation unit 921.

Description

車両用制動装置Vehicle braking device
　本発明は、車両用制動装置に関する。 The present invention relates to a vehicle braking device.
　例えば米国特許第９２０５８２１号のブレーキシステムは、マスタシリンダ装置と、マスタカット弁と、電動シリンダと、リザーバと、を備える。電動シリンダの液室とリザーバとは、マスタカット弁及びマスタシリンダ装置を介して接続され、さらにリザーバから液室へのフルード流通のみを許容する逆止弁を介して接続されている。ブレーキバイワイヤモード（以下「バイワイヤモード」という）では、マスタカット弁は閉弁された状態で、電動シリンダによってフルードがホイルシリンダに供給される。マスタカット弁が閉じられると、ホイルシリンダとリザーバとの接続は遮断され、且つ電動シリンダの液室からリザーバへのフルード流通は禁止される。 For example, the brake system of US Pat. No. 9,205,821 includes a master cylinder device, a master cut valve, an electric cylinder, and a reservoir. The liquid chamber of the electric cylinder and the reservoir are connected via a master cut valve and a master cylinder device, and further connected via a check valve that allows only fluid flow from the reservoir to the liquid chamber. In the brake-by-wire mode (hereinafter referred to as "by-wire mode"), the fluid is supplied to the foil cylinder by the electric cylinder with the master cut valve closed. When the master cut valve is closed, the connection between the foil cylinder and the reservoir is cut off, and fluid flow from the liquid chamber of the electric cylinder to the reservoir is prohibited.
米国特許第９２０５８２１号U.S. Pat. No. 9,205,821
　車両の走行中に、マスタカット弁を閉じた状態にしておくと、ブレーキパッドの摩擦等によりフルード温度が上昇した場合、フルードが膨張して、ホイルシリンダの液圧が上がってしまう。そうした場合、意図しない制動力が車両に付与され得る。そのため走行中にはマスタカット弁を開いた状態にしておき、ホイル圧が上がってしまっても、開弁したマスタカット弁を介してホイルシリンダからリザーバにフルードを逃がすことが可能な状態とすることが好ましい。この場合、ブレーキＥＣＵは、ブレーキペダルの操作が開始されると、マスタカット弁を閉弁させてバイワイヤモードを形成する。 If the master cut valve is kept closed while the vehicle is running, if the fluid temperature rises due to friction of the brake pads, the fluid expands and the hydraulic pressure of the foil cylinder rises. In such a case, unintended braking force may be applied to the vehicle. Therefore, keep the master cut valve open while driving so that even if the foil pressure rises, the fluid can be released from the foil cylinder to the reservoir via the opened master cut valve. Is preferable. In this case, when the operation of the brake pedal is started, the brake ECU closes the master cut valve to form a by-wire mode.
　しかし、例えばブレーキペダルの踏み込み操作が速い場合（急制動）、踏み込み操作の検出遅れ等によってマスタカット弁が完全に閉弁する前に、ブレーキペダル操作により、マスタシリンダ装置からフルードがマスタカット弁を通ってホイルシリンダに向けて供給される可能性がある。この場合、例えばＡＢＳ制御等でホイル圧を０まで減圧させようとしても、マスタカット弁が閉弁する前にマスタシリンダ装置から供給された液量ΔＶ分のホイル圧が残存することになる。 However, for example, when the depressing operation of the brake pedal is fast (sudden braking), the fluid releases the master cut valve from the master cylinder device by operating the brake pedal before the master cut valve is completely closed due to a delay in detecting the depressing operation. It may be supplied through to the wheel cylinder. In this case, for example, even if the foil pressure is reduced to 0 by ABS control or the like, the foil pressure corresponding to the amount of liquid ΔV supplied from the master cylinder device remains before the master cut valve closes.
　ここで、ホイル圧を強制的に０にするためには、この液量ΔＶのフルードを、最大限拡大され且つ密閉された電動シリンダの液室に供給することとなる。この場合、電動シリンダの液室や液路に過大な液圧がかかってしまう。つまり、この液量ΔＶは、電動シリンダや液路の破損の原因となり得る。 Here, in order to forcibly reduce the foil pressure to 0, the fluid having this liquid amount ΔV is supplied to the liquid chamber of the electric cylinder which is maximally expanded and sealed. In this case, excessive liquid pressure is applied to the liquid chamber and the liquid passage of the electric cylinder. That is, this liquid amount ΔV can cause damage to the electric cylinder and the liquid passage.
　本発明の目的は、マスタカット弁が閉じる前にマスタシリンダからフルードがホイルシリンダに供給された場合でも、ＡＢＳ制御において、電動シリンダ及び液路への過大な液圧の印加を抑制することができる車両用制動装置を提供することである。 An object of the present invention is to suppress the application of excessive hydraulic pressure to the electric cylinder and the liquid passage in ABS control even when the fluid is supplied from the master cylinder to the foil cylinder before the master cut valve is closed. It is to provide a braking device for a vehicle.
　本発明の車両用制動装置は、マスタシリンダとホイルシリンダとを接続する液路に設けられたマスタカット弁と、電気モータに駆動されるピストンがシリンダ内を摺動し、前記ピストンと前記シリンダとにより区画される液室が前記液路のうち前記マスタカット弁よりも前記ホイルシリンダ側の部分に接続され、前記ピストンが前進すると前記液室内のフルードが前記液路に送出され、前記ピストンが後退すると前記液路内のフルードが前記液室内に流入するように構成された電動シリンダと、前記液路において前記電動シリンダと接続されている位置よりも前記ホイルシリンダ側に設けられ、前記液路を開閉する保持弁と、前記ホイルシリンダと前記ホイルシリンダ内のフルードが排出される低圧リザーバとを接続する減圧液路に設けられ、前記減圧液路を開閉する減圧弁と、前記低圧リザーバのフルードを吸入して、前記液路において前記マスタカット弁と前記保持弁との間にフルードを吐出する電動ポンプと、前記マスタシリンダに接続されているブレーキ操作部材が操作された場合に前記マスタカット弁を閉弁方向に作動させ、前記電動シリンダを駆動して前記ホイルシリンダを加圧する加圧制御部と、前記加圧制御部によって前記電動シリンダで前記ホイルシリンダが加圧された状態でＡＢＳ制御が実行された場合に前記電動ポンプを作動させるポンプ作動部と、前記ポンプ作動部によって前記電動ポンプが作動されている状態で、前記シリンダ内の前記ピストンの位置が後退側であるほど前記電動ポンプのフルード吐出流量を制限する制限制御部と、を備える。 In the vehicle braking device of the present invention, a master cut valve provided in a liquid passage connecting a master cylinder and a wheel cylinder, and a piston driven by an electric motor slide in the cylinder, and the piston and the cylinder The liquid chamber partitioned by the liquid chamber is connected to the portion of the liquid passage on the wheel cylinder side of the master cut valve, and when the piston advances, the fluid in the liquid chamber is sent to the liquid passage and the piston retracts. Then, an electric cylinder configured so that the fluid in the liquid passage flows into the liquid chamber is provided on the wheel cylinder side of the position connected to the electric cylinder in the liquid passage, and the liquid passage is provided. A pressure reducing valve provided in a pressure reducing liquid passage connecting the holding valve that opens and closes and the foil cylinder and the low pressure reservoir from which the fluid in the foil cylinder is discharged, and the pressure reducing valve that opens and closes the pressure reducing liquid passage, and the fluid of the low pressure reservoir are provided. An electric pump that sucks and discharges fluid between the master cut valve and the holding valve in the liquid passage, and the master cut valve when the brake operating member connected to the master cylinder is operated. ABS control is executed with the pressurization control unit that operates in the valve closing direction and drives the electric cylinder to pressurize the wheel cylinder, and the wheel cylinder is pressurized by the electric cylinder by the pressurization control unit. The more the position of the piston in the cylinder is on the retracting side, the more the fluid of the electric pump is in the state where the electric pump is operated by the pump operating portion that operates the electric pump and the pump operating portion. It is provided with a limiting control unit that limits the discharge flow rate.
　ＡＢＳ制御が実行される際、通常、マスタカット弁及び保持弁は閉じている。したがって、ＡＢＳ制御が実行されると、電動ポンプは、電動シリンダの液室に接続された密閉された液路にフルードを吐出する。ピストンが最も後端に位置する状態すなわち液室の容積が最大であるときに、電動ポンプが余剰フルードを吸入して密閉された液路に吐出すると、当該液路及び液室に過大な液圧がかかる。 When ABS control is executed, the master cut valve and holding valve are normally closed. Therefore, when ABS control is executed, the electric pump discharges fluid into a closed liquid passage connected to the liquid chamber of the electric cylinder. When the electric pump sucks in excess fluid and discharges it into a closed liquid passage when the piston is located at the rearmost end, that is, when the volume of the liquid chamber is maximum, excessive liquid pressure is applied to the liquid passage and the liquid chamber. It takes.
　しかし、本発明によれば、ピストンの位置が後端側であるほど、すなわち液室の容積が最大値に近づくほど、電動ポンプによるフルード吐出流量は減少する。これにより、マスタカット弁が閉じる前にマスタシリンダからフルードがホイルシリンダに供給された場合でも、ＡＢＳ制御において、液路及び液室への過大な液圧の印加は抑制される。ＡＢＳ制御中にフルード吐出流量が制限されて例えば０になった場合でも、減圧弁を開弁すればホイルシリンダから低圧リザーバにフルードが抜ける分だけホイル圧は下がる。 However, according to the present invention, the more the position of the piston is on the rear end side, that is, the closer the volume of the liquid chamber is to the maximum value, the smaller the fluid discharge flow rate by the electric pump is. As a result, even if the fluid is supplied from the master cylinder to the foil cylinder before the master cut valve is closed, the application of excessive hydraulic pressure to the liquid passage and the liquid chamber is suppressed in ABS control. Even if the fluid discharge flow rate is limited during ABS control and becomes 0, for example, if the pressure reducing valve is opened, the foil pressure is lowered by the amount of fluid discharged from the foil cylinder to the low pressure reservoir.
本実施形態の車両用制動装置の構成図である。It is a block diagram of the braking device for a vehicle of this embodiment. 本実施形態の下流ユニットの構成図である。It is a block diagram of the downstream unit of this embodiment. 本実施形態のピストンの所定領域を説明するための概念図である。It is a conceptual diagram for demonstrating the predetermined area of the piston of this embodiment. 本実施形態の制御例を説明するためのフローチャートである。It is a flowchart for demonstrating the control example of this embodiment.
　以下、本発明の実施形態について図に基づいて説明する。本実施形態の車両用制動装置１は、図１に示すように、上流ユニット１１と、下流ユニット３と、ホイルシリンダ８１、８２、８３、８４と、第１ブレーキＥＣＵ９１と、第２ブレーキＥＣＵ９２と、を備えている。第１ブレーキＥＣＵ９１は、主に上流ユニット１１を制御する。第２ブレーキＥＣＵ９２は、主に下流ユニット３を制御する。 Hereinafter, embodiments of the present invention will be described with reference to the drawings. As shown in FIG. 1, the vehicle braking device 1 of the present embodiment includes an upstream unit 11, a downstream unit 3, wheel cylinders 81, 82, 83, 84, a first brake ECU 91, and a second brake ECU 92. , Is equipped. The first brake ECU 91 mainly controls the upstream unit 11. The second brake ECU 92 mainly controls the downstream unit 3.
　上流ユニット１１は、主に、マスタシリンダ装置２と、リザーバ２６と、第１マスタカット弁４１と、第２マスタカット弁４２と、電動シリンダ５と、を備えている。マスタシリンダ装置２は、リザーバ２６に接続され、ブレーキ操作に応じてフルードを供給可能に構成されている。ブレーキ操作とは、ドライバによりブレーキペダルＺが操作されることである。マスタシリンダ装置２は、マスタシリンダ２１と、第１マスタピストン２２と、第２マスタピストン２３と、付勢部材２４、２５と、を備えている。 The upstream unit 11 mainly includes a master cylinder device 2, a reservoir 26, a first master cut valve 41, a second master cut valve 42, and an electric cylinder 5. The master cylinder device 2 is connected to the reservoir 26 and is configured to be able to supply fluid according to the brake operation. The brake operation is that the brake pedal Z is operated by the driver. The master cylinder device 2 includes a master cylinder 21, a first master piston 22, a second master piston 23, and urging members 24 and 25.
　マスタシリンダ２１は、有底円筒状の部材である。マスタシリンダ２１には、入力ポート２１１、２１２と、出力ポート２１３、２１４とが形成されている。入力ポート２１１、２１２は、リザーバ２６に接続されている。マスタシリンダ２１内には、第１マスタ室２１ａ及び第２マスタ室２１ｂ（以下「マスタ室２１ａ、２１ｂ」ともいう）が形成されている。 The master cylinder 21 is a bottomed cylindrical member. The master cylinder 21 is formed with input ports 211 and 212 and output ports 213 and 214. The input ports 211 and 212 are connected to the reservoir 26. A first master chamber 21a and a second master chamber 21b (hereinafter, also referred to as " master chambers 21a and 21b") are formed in the master cylinder 21.
　第１マスタピストン２２及び第２マスタピストン２３（以下「マスタピストン２２、２３」ともいう）は、マスタシリンダ２１内に配置されたピストン部材である。マスタピストン２２、２３は、ブレーキペダルＺの操作に応じてマスタシリンダ２１内を摺動する。第１マスタピストン２２とブレーキペダルＺとは機械的に接続されている。以下、第１マスタピストン２２からブレーキペダルＺに向かう方向を後方とし、その反対方向を前方とする。 The first master piston 22 and the second master piston 23 (hereinafter, also referred to as " master pistons 22 and 23") are piston members arranged in the master cylinder 21. The master pistons 22 and 23 slide in the master cylinder 21 according to the operation of the brake pedal Z. The first master piston 22 and the brake pedal Z are mechanically connected. Hereinafter, the direction from the first master piston 22 toward the brake pedal Z is the rear direction, and the opposite direction is the front direction.
　第２マスタピストン２３は、第１マスタピストン２２の前方に配置されている。第１マスタ室２１ａは、マスタシリンダ２１及びマスタピストン２２、２３により区画されている。第２マスタ室２１ｂは、マスタシリンダ２１及び第２マスタピストン２３により区画されている。 The second master piston 23 is arranged in front of the first master piston 22. The first master chamber 21a is partitioned by a master cylinder 21 and master pistons 22 and 23. The second master chamber 21b is partitioned by the master cylinder 21 and the second master piston 23.
　第１マスタピストン２２には貫通孔２２１が形成され、第２マスタピストン２３には貫通孔２３１が形成されている。マスタピストン２２、２３が初期位置（後端位置）に位置する場合、貫通孔２２１と入力ポート２１１とが連通し、貫通孔２３１と入力ポート２１２とが連通する。つまり、マスタピストン２２、２３が初期位置に位置する場合、貫通孔２２１及び入力ポート２１１を介してマスタ室２１ａとリザーバ２６とが連通し、貫通孔２３１及び入力ポート２１２を介してマスタ室２１ｂとリザーバ２６とが連通する。 A through hole 221 is formed in the first master piston 22, and a through hole 231 is formed in the second master piston 23. When the master pistons 22 and 23 are located at the initial position (rear end position), the through hole 221 and the input port 211 communicate with each other, and the through hole 231 and the input port 212 communicate with each other. That is, when the master pistons 22 and 23 are located at the initial positions, the master chamber 21a and the reservoir 26 communicate with each other via the through hole 221 and the input port 211, and the master chamber 21b communicates with the master chamber 21b via the through hole 231 and the input port 212. Communicate with the reservoir 26.
　付勢部材２４は、第１マスタ室２１ａに配置され、第１マスタピストン２２を初期位置に向けて付勢する。付勢部材２５は、第２マスタ室２１ｂに配置され、第２マスタピストン２３を初期位置に向けて付勢する。 The urging member 24 is arranged in the first master chamber 21a and urges the first master piston 22 toward the initial position. The urging member 25 is arranged in the second master chamber 21b and urges the second master piston 23 toward the initial position.
　マスタシリンダ装置２は、第１マスタ室２１ａ及び第２マスタ室２１ｂが同圧になるように構成されている。リザーバ２６とマスタ室２１ａ、２１ｂとの連通は、マスタピストン２２、２３が初期位置から所定量前進することで遮断される。出力ポート２１３は、第１マスタ室２１ａと第１液路６１とを接続している。出力ポート２１４は、第２マスタ室２１ｂと第２液路６２とを接続している。マスタピストン２２、２３が前進すると、リザーバ２６と遮断されたマスタ室２１ａ、２１ｂの容積が小さくなり、フルードが出力ポート２１３、２１４から出力される。 The master cylinder device 2 is configured so that the first master chamber 21a and the second master chamber 21b have the same pressure. The communication between the reservoir 26 and the master chambers 21a and 21b is cut off when the master pistons 22 and 23 advance by a predetermined amount from the initial position. The output port 213 connects the first master chamber 21a and the first liquid passage 61. The output port 214 connects the second master chamber 21b and the second liquid passage 62. When the master pistons 22 and 23 move forward, the volumes of the master chambers 21a and 21b cut off from the reservoir 26 become smaller, and fluid is output from the output ports 213 and 214.
　第１液路６１は、マスタシリンダ装置２の第１マスタ室２１ａとホイルシリンダ８１、８２とを接続する液路である。第２液路６２は、マスタシリンダ装置２の第２マスタ室２１ｂとホイルシリンダ８３、８４とを接続する液路である。第１液路６１及び第２液路（以下「液路６１、６２」ともいう）は、マスタシリンダ装置２とホイルシリンダ８１～８４とを接続する液路である。 The first liquid passage 61 is a liquid passage that connects the first master chamber 21a of the master cylinder device 2 and the foil cylinders 81 and 82. The second liquid passage 62 is a liquid passage connecting the second master chamber 21b of the master cylinder device 2 and the foil cylinders 83 and 84. The first liquid passage 61 and the second liquid passage (hereinafter, also referred to as “ liquid passages 61, 62”) are liquid passages connecting the master cylinder device 2 and the foil cylinders 81 to 84.
　第１マスタカット弁４１は、第１液路６１に設けられた、非通電状態で開くノーマルオープン型の電磁弁である。第２マスタカット弁４２は、第２液路６２に設けられたノーマルオープン型の電磁弁である。第１マスタカット弁４１及び第２マスタカット弁４２（以下「マスタカット弁４１、４２」ともいう）は、ホイルシリンダ８１～８４側の液圧が弁体を閉弁する方向に作用するように、それぞれ対応する液路６１、６２に配置されている。 The first master cut valve 41 is a normally open type solenoid valve provided in the first liquid passage 61 and opened in a non-energized state. The second master cut valve 42 is a normally open type solenoid valve provided in the second liquid passage 62. In the first master cut valve 41 and the second master cut valve 42 (hereinafter, also referred to as "master cut valves 41, 42"), the hydraulic pressure on the foil cylinders 81 to 84 side acts in the direction of closing the valve body. , They are arranged in the corresponding liquid passages 61 and 62, respectively.
　第１液路６１のうち入力ポート２１１と第１マスタカット弁４１との間の部分には、液路６１１を介してストロークシミュレータ２７が接続されている。液路６１１には、非通電状態で閉じるノーマルクローズ型の電磁弁であるシミュレータカット弁２８が設けられている。シミュレータカット弁２８が開くと、第１マスタ室２１ａとストロークシミュレータ２７とが連通する。ストロークシミュレータ２７は、ブレーキ操作に対する反力を発生させる装置である。第２液路６２のうち入力ポート２１２と第２マスタカット弁４２との間の部分には、圧力センサ７１が接続されている。 The stroke simulator 27 is connected to the portion of the first liquid passage 61 between the input port 211 and the first master cut valve 41 via the liquid passage 611. The liquid passage 611 is provided with a simulator cut valve 28, which is a normally closed solenoid valve that closes in a non-energized state. When the simulator cut valve 28 opens, the first master chamber 21a and the stroke simulator 27 communicate with each other. The stroke simulator 27 is a device that generates a reaction force against a brake operation. A pressure sensor 71 is connected to a portion of the second liquid passage 62 between the input port 212 and the second master cut valve 42.
　電動シリンダ５は、シリンダ５１内でピストン５３が摺動することでフルードを供給可能に構成されている。電動シリンダ５は、第１液路６１において第１マスタカット弁４１とホイルシリンダ８１、８２との間の部分６１ａ、及び第２液路６２において第２マスタカット弁４２とホイルシリンダ８３、８４との間の部分６２ａに接続されている。より詳細に、第１液路６１の一部分６１ａは、第１液路６１のうち第１マスタカット弁４１と下流ユニット３との間の部分である。第２液路６２の一部分６２ａは、第２液路６２のうち第２マスタカット弁４２と下流ユニット３との間の部分である。 The electric cylinder 5 is configured to be able to supply fluid by sliding the piston 53 in the cylinder 51. The electric cylinder 5 includes a portion 61a between the first master cut valve 41 and the foil cylinders 81 and 82 in the first liquid passage 61, and the second master cut valve 42 and the foil cylinders 83 and 84 in the second liquid passage 62. It is connected to the portion 62a between. More specifically, the portion 61a of the first liquid passage 61 is a portion of the first liquid passage 61 between the first master cut valve 41 and the downstream unit 3. The part 62a of the second liquid passage 62 is a part of the second liquid passage 62 between the second master cut valve 42 and the downstream unit 3.
　電動シリンダ５は、シリンダ５１と、電気モータ５２と、ピストン５３と、液室５４と、付勢部材５５と、を有する。電動シリンダ５は、シリンダ５１内に単一の液室５４が形成されているシングルタイプの電動シリンダである。以下、電動シリンダ５の説明において、ピストン５３が液室５４を小さくする方向を前方とし、ピストン５３が液室５４を大きくする方向を後方とする。 The electric cylinder 5 includes a cylinder 51, an electric motor 52, a piston 53, a liquid chamber 54, and an urging member 55. The electric cylinder 5 is a single type electric cylinder in which a single liquid chamber 54 is formed in the cylinder 51. Hereinafter, in the description of the electric cylinder 5, the direction in which the piston 53 reduces the liquid chamber 54 is the front, and the direction in which the piston 53 increases the liquid chamber 54 is the rear.
　シリンダ５１は、前端部にポート５１１、５１２が形成された有底筒状部材である。電気モータ５２は、回転運動を直線運動に変換する直動機構５２ａを介してピストン５３に接続されている。ピストン５３は、電気モータ５２の駆動によりシリンダ５１内を摺動する。液室５４は、シリンダ５１とピストン５３により区画されており、ピストン５３の移動に応じて容積が変化する。付勢部材５５は、液室５４に配置され、ピストン５３を初期位置に向けて付勢するばねである。電気モータ５２が駆動していない場合、付勢部材５５の付勢力によりピストン５３は初期位置に位置する。 The cylinder 51 is a bottomed tubular member having ports 511 and 512 formed at the front end. The electric motor 52 is connected to the piston 53 via a linear motion mechanism 52a that converts rotary motion into linear motion. The piston 53 slides in the cylinder 51 by being driven by the electric motor 52. The liquid chamber 54 is partitioned by a cylinder 51 and a piston 53, and the volume changes according to the movement of the piston 53. The urging member 55 is a spring that is arranged in the liquid chamber 54 and urges the piston 53 toward the initial position. When the electric motor 52 is not driven, the piston 53 is positioned at the initial position due to the urging force of the urging member 55.
　ポート５１１には、第３液路６３が接続されている。第３液路６３は、ポート５１１と第１液路６１の一部分６１ａとを接続する液路である。第３液路６３には、ノーマルクローズ型の電磁弁である第１カット弁４３が設けられている。第３液路６３から第４液路６４が分岐している。 The third liquid passage 63 is connected to the port 511. The third liquid passage 63 is a liquid passage connecting the port 511 and a part 61a of the first liquid passage 61. The third liquid passage 63 is provided with a first cut valve 43, which is a normally closed type solenoid valve. The fourth liquid passage 64 branches from the third liquid passage 63.
　第４液路６４は、第３液路６３のうちポート５１１と第１カット弁４３との間の部分と、第２液路６２の一部分６２ａとを接続する液路である。第４液路６４には、ノーマルクローズ型の電磁弁である第２カット弁４４が設けられている。第１カット弁４３が開くと、ポート５１１及び下流ユニット３を介して、液室５４とホイルシリンダ８１、８２とが連通する。第２カット弁４４が開くと、ポート５１１及び下流ユニット３を介して液室５４とホイルシリンダ８３、８４とが連通する。 The fourth liquid passage 64 is a liquid passage connecting a portion of the third liquid passage 63 between the port 511 and the first cut valve 43 and a part 62a of the second liquid passage 62. The fourth liquid passage 64 is provided with a second cut valve 44, which is a normally closed type solenoid valve. When the first cut valve 43 is opened, the liquid chamber 54 and the foil cylinders 81 and 82 communicate with each other via the port 511 and the downstream unit 3. When the second cut valve 44 is opened, the liquid chamber 54 and the foil cylinders 83 and 84 communicate with each other via the port 511 and the downstream unit 3.
　ポート５１２には、第５液路６５が接続されている。第５液路６５は、リザーバ２６とポート５１２とを接続する液路である。第５液路６５には、液室５４からリザーバ２６へのフルード流通を禁止する逆止弁４５が設けられている。例えばピストン５３の後退により液室５４が負圧になった場合、液路６５及び逆止弁４５を介してリザーバ２６からフルードが液室５４に供給される。なお、ストロークシミュレータ２７、シミュレータカット弁２８、第１カット弁４３、及び第２カット弁４４は、上流ユニット１１に含まれる。 The fifth liquid passage 65 is connected to the port 512. The fifth liquid passage 65 is a liquid passage connecting the reservoir 26 and the port 512. The fifth liquid passage 65 is provided with a check valve 45 for prohibiting fluid flow from the liquid chamber 54 to the reservoir 26. For example, when the liquid chamber 54 becomes negative pressure due to the retreat of the piston 53, the fluid is supplied from the reservoir 26 to the liquid chamber 54 via the liquid passage 65 and the check valve 45. The stroke simulator 27, the simulator cut valve 28, the first cut valve 43, and the second cut valve 44 are included in the upstream unit 11.
（下流ユニット）
　下流ユニット３について図１及び図２を参照して説明する。下流ユニット３は、いわゆるＥＳＣアクチュエータであって、各ホイルシリンダ８１～８４の液圧を独立に調圧することができる。下流ユニット３は、ホイルシリンダ８１、８２を調圧可能に構成された第１液圧出力部３１と、ホイルシリンダ８３、８４を調圧可能に構成された第２液圧出力部３２と、を備えている。 (Downstream unit)
The downstream unit 3 will be described with reference to FIGS. 1 and 2. The downstream unit 3 is a so-called ESC actuator, and can independently regulate the hydraulic pressure of each of the foil cylinders 81 to 84. The downstream unit 3 includes a first hydraulic pressure output unit 31 configured to be able to adjust the pressure of the wheel cylinders 81 and 82, and a second hydraulic pressure output unit 32 configured to be able to adjust the pressure of the wheel cylinders 83 and 84. I have.
　第１液圧出力部３１は、第１液路６１のうち第１液路６１と第３液路６３との接続部分と、ホイルシリンダ８１、８２との間に配置されている。第２液圧出力部３２は、第２液路６２のうち第２液路６２と第４液路６４との接続部分と、ホイルシリンダ８３、８４との間に配置されている。第１液圧出力部３１と第２液圧出力部３２とは、下流ユニット３内で液圧回路上、互いに独立している。下流ユニット３の説明において、下流ユニット３に対する上流ユニット１１の位置を上流とし、下流ユニット３に対するホイルシリンダ８１～８４の位置を下流とする。 The first hydraulic pressure output unit 31 is arranged between the connection portion between the first liquid passage 61 and the third liquid passage 63 and the foil cylinders 81 and 82 in the first liquid passage 61. The second hydraulic pressure output unit 32 is arranged between the connection portion between the second liquid passage 62 and the fourth liquid passage 64 and the foil cylinders 83 and 84 in the second liquid passage 62. The first hydraulic pressure output unit 31 and the second hydraulic pressure output unit 32 are independent of each other on the hydraulic pressure circuit in the downstream unit 3. In the description of the downstream unit 3, the position of the upstream unit 11 with respect to the downstream unit 3 is defined as upstream, and the positions of the foil cylinders 81 to 84 with respect to the downstream unit 3 are defined as downstream.
　第１液圧出力部３１には、上流ユニット１１からフルードが供給される。第１液圧出力部３１は、上流ユニット１１が発生させた基礎液圧を基に、ホイルシリンダ８１、８２の液圧を増大可能に構成されている。第１液圧出力部３１は、入力された液圧とホイルシリンダ８１、８２の液圧との間に差圧を発生させることでホイルシリンダ８１、８２を加圧するように構成されている。 The fluid is supplied from the upstream unit 11 to the first hydraulic pressure output unit 31. The first hydraulic pressure output unit 31 is configured to be able to increase the hydraulic pressure of the foil cylinders 81 and 82 based on the basic hydraulic pressure generated by the upstream unit 11. The first hydraulic pressure output unit 31 is configured to pressurize the foil cylinders 81 and 82 by generating a differential pressure between the input hydraulic pressure and the hydraulic pressures of the foil cylinders 81 and 82.
　図２に示すように、第１液圧出力部３１は、液路３１１と、ポンプ液路３１５ａと、圧力センサ７５と、差圧制御弁３１２と、チェックバルブ３１２ａと、保持弁３１３と、チェックバルブ３１３ａと、減圧液路３１４ａと、減圧弁３１４と、ポンプ３１５と、電気モータ３１６と、低圧リザーバ３１７と、還流液路３１７ａと、を備えている。ポンプ３１５と電気モータ３１６とは、電動ポンプを構成している。 As shown in FIG. 2, the first hydraulic pressure output unit 31 checks the liquid passage 311, the pump liquid passage 315a, the pressure sensor 75, the differential pressure control valve 312, the check valve 312a, and the holding valve 313. It includes a valve 313a, a pressure reducing liquid passage 314a, a pressure reducing valve 314, a pump 315, an electric motor 316, a low pressure reservoir 317, and a recirculation liquid passage 317a. The pump 315 and the electric motor 316 constitute an electric pump.
　液路３１１は、第１液路６１の一部分６１ａとホイルシリンダ８１とを接続する液路である。液路３１１は、第１液路６１の一部であって、第１液路６１のうち下流ユニット３内に位置する部分である。液路３１１は、ポンプ液路３１５ａと接続された分岐部Ｘを含む。液路３１１は、分岐部Ｘで、ホイルシリンダ８１に接続する液路３１１とホイルシリンダ８２に接続する液路３１１ａとに分岐する。液路３１１の２つの液路上の構成は同様であるため、ホイルシリンダ８１に接続する液路３１１のみを説明する。 The liquid passage 311 is a liquid passage that connects a part 61a of the first liquid passage 61 and the foil cylinder 81. The liquid passage 311 is a part of the first liquid passage 61, and is a part of the first liquid passage 61 located in the downstream unit 3. The liquid passage 311 includes a branch portion X connected to the pump liquid passage 315a. The liquid passage 311 is a branch portion X, and is branched into a liquid passage 311 connected to the foil cylinder 81 and a liquid passage 311a connected to the foil cylinder 82. Since the configurations of the liquid passages 311 on the two liquid passages are the same, only the liquid passage 311 connected to the foil cylinder 81 will be described.
　圧力センサ７５は、液路３１１において差圧制御弁３１２よりも上流ユニット１１側に設けられている。圧力センサ７５が検出する圧力は、上流ユニット１１から第１液圧出力部に入力される液圧に相当する。圧力センサ７５によって検出されたデータは第２ブレーキＥＣＵ９２に送信される。 The pressure sensor 75 is provided on the upstream unit 11 side of the differential pressure control valve 312 in the liquid passage 311. The pressure detected by the pressure sensor 75 corresponds to the hydraulic pressure input from the upstream unit 11 to the first hydraulic pressure output unit. The data detected by the pressure sensor 75 is transmitted to the second brake ECU 92.
　差圧制御弁３１２は、液路３１１において、分岐部Ｘと圧力センサ７５との間に設けられたノーマルオープン型のリニアソレノイドバルブである。差圧制御弁３１２の開度が制御されることで、差圧制御弁３１２を挟んだ上下流間に差圧を発生させることができる。 The differential pressure control valve 312 is a normally open type linear solenoid valve provided between the branch portion X and the pressure sensor 75 in the liquid passage 311. By controlling the opening degree of the differential pressure control valve 312, it is possible to generate a differential pressure between the upstream and downstream sides of the differential pressure control valve 312.
　チェックバルブ３１２ａは、差圧制御弁３１２に対して並列に設けられている。チェックバルブ３１２ａは、上流側から下流側に向けてのフルードの流通のみを許可するよう構成されている。 The check valve 312a is provided in parallel with the differential pressure control valve 312. The check valve 312a is configured to allow only fluid flow from the upstream side to the downstream side.
　保持弁３１３は、液路３１１において、分岐部Ｘとホイルシリンダ８１との間に設けられたノーマルオープン型の電磁弁である。つまり、保持弁３１３は、第１液路６１の一部である液路３１１において、電動シリンダ５によってフルードが供給される位置（分岐部Ｘ）よりもホイルシリンダ８１側に設けられている。 The holding valve 313 is a normally open type solenoid valve provided between the branch portion X and the foil cylinder 81 in the liquid passage 311. That is, the holding valve 313 is provided on the foil cylinder 81 side of the liquid passage 311 which is a part of the first liquid passage 61, with respect to the position (branch portion X) where the fluid is supplied by the electric cylinder 5.
　チェックバルブ３１３ａは、保持弁３１３に対して並列に設けられている。チェックバルブ３１３ａは下流側から上流側に向けてのフルードの流通のみを許可するように構成されている。 The check valve 313a is provided in parallel with the holding valve 313. The check valve 313a is configured to allow only fluid flow from the downstream side to the upstream side.
　減圧液路３１４ａは、液路３１１のうち保持弁３１３とホイルシリンダ８１との間の部分と、低圧リザーバ３１７とを接続する液路である。減圧液路３１４ａ上に、減圧弁３１４が設けられている。減圧弁３１４は、減圧液路３１４ａに設けられたノーマルクローズ型の電磁弁である。減圧弁３１４が開弁状態の場合、ホイルシリンダ８１内のフルードは減圧液路３１４ａを介して低圧リザーバ３１７に流入可能である。したがって、減圧弁３１４を開弁させることで、ホイルシリンダ８１の圧力を減圧可能である。 The decompression liquid passage 314a is a liquid passage that connects the portion of the liquid passage 311 between the holding valve 313 and the foil cylinder 81 and the low pressure reservoir 317. A pressure reducing valve 314 is provided on the pressure reducing liquid passage 314a. The pressure reducing valve 314 is a normally closed type solenoid valve provided in the pressure reducing liquid passage 314a. When the pressure reducing valve 314 is in the valve open state, the fluid in the foil cylinder 81 can flow into the low pressure reservoir 317 via the pressure reducing liquid passage 314a. Therefore, the pressure of the foil cylinder 81 can be reduced by opening the pressure reducing valve 314.
　低圧リザーバ３１７はフルードを貯留する周知の調圧リザーバであり、減圧液路３１４ａおよび還流液路３１７ａと接続されている。還流液路３１７ａは、液路３１１において圧力センサ７５と差圧制御弁３１２との間の部分と、低圧リザーバ３１７とを接続する液路である。つまり、低圧リザーバ３１７は、液路３１１のうち保持弁３１３とホイルシリンダ８１との間の部分に減圧弁３１４を介して接続されている。低圧リザーバ３１７内のフルードは、ポンプ３１５の作動により吸入される。低圧リザーバ３１７内のフルード量が減少すると、低圧リザーバ３１７内の弁が開弁し、低圧リザーバ３１７に還流液路３１７ａを介して第１液路６１の一部分６１ａからフルードが供給される。 The low pressure reservoir 317 is a well-known pressure control reservoir for storing fluid, and is connected to the decompression fluid passage 314a and the reflux fluid passage 317a. The reflux liquid passage 317a is a liquid passage that connects a portion of the liquid passage 311 between the pressure sensor 75 and the differential pressure control valve 312 and the low pressure reservoir 317. That is, the low pressure reservoir 317 is connected to the portion of the liquid passage 311 between the holding valve 313 and the foil cylinder 81 via the pressure reducing valve 314. The fluid in the low pressure reservoir 317 is sucked by the operation of the pump 315. When the amount of fluid in the low-pressure reservoir 317 decreases, the valve in the low-pressure reservoir 317 opens, and the low-pressure reservoir 317 is supplied with fluid from a part 61a of the first liquid passage 61 via the reflux liquid passage 317a.
　ポンプ液路３１５ａは、減圧液路３１４ａにおいて減圧弁３１４とリザーバとの間の部分と、液路３１１の分岐部Ｘと、を接続する液路である。ポンプ液路３１５ａにはポンプ３１５が設けられている。 The pump liquid passage 315a is a liquid passage that connects the portion between the pressure reducing valve 314 and the reservoir in the pressure reducing liquid passage 314a and the branch portion X of the liquid passage 311. A pump 315 is provided in the pump liquid passage 315a.
　ポンプ３１５は、電気モータ３１６の駆動に応じて作動するポンプであり、例えば周知のピストンポンプ又はギアポンプである。ポンプ３１５の吸入側は低圧リザーバ３１７と接続されていて、ポンプ３１５の吐出側は分岐部Ｘに接続されている。ポンプ３１５が作動すると、低圧リザーバ３１７内のフルードを吸入して、分岐部Ｘにフルードを供給する。例えば各保持弁３１３を閉じポンプ３１５の駆動により低圧リザーバ３１７内のフルードを汲み上げようとすると、ポンプ３１５が吐出したフルードは、分岐部Ｘを介して電動シリンダ５の液室５４に供給される。ピストン５３が初期位置に位置する際に、ポンプ３１５によりフルードを電動シリンダ５に供給しようとすると、電動シリンダ５に過大な液圧がかかる。 The pump 315 is a pump that operates in response to the drive of the electric motor 316, and is, for example, a well-known piston pump or gear pump. The suction side of the pump 315 is connected to the low pressure reservoir 317, and the discharge side of the pump 315 is connected to the branch portion X. When the pump 315 is activated, the fluid in the low pressure reservoir 317 is sucked in to supply the fluid to the branch X. For example, when each holding valve 313 is closed and the fluid in the low pressure reservoir 317 is to be pumped by driving the pump 315, the fluid discharged by the pump 315 is supplied to the liquid chamber 54 of the electric cylinder 5 via the branch portion X. If the pump 315 tries to supply the fluid to the electric cylinder 5 when the piston 53 is in the initial position, an excessive hydraulic pressure is applied to the electric cylinder 5.
　第１液圧出力部３１は、各種電磁弁やポンプの作動により、上流側から入力された液圧を基にホイルシリンダ８１、８２を加圧可能に構成されている。第２液圧出力部３２は圧力センサ７５が設けられていない点を除き、第１液圧出力部３１と同様の構成であるため、説明を省略する。第２液圧出力部３２も第１液圧出力部３１と同様に、基礎液圧を基にホイルシリンダ８３、８４の液圧を増大可能に構成されている。 The first hydraulic pressure output unit 31 is configured to be able to pressurize the foil cylinders 81 and 82 based on the hydraulic pressure input from the upstream side by operating various solenoid valves and pumps. Since the second hydraulic pressure output unit 32 has the same configuration as the first hydraulic pressure output unit 31 except that the pressure sensor 75 is not provided, the description thereof will be omitted. Like the first hydraulic pressure output unit 31, the second hydraulic pressure output unit 32 is also configured to be able to increase the hydraulic pressure of the foil cylinders 83 and 84 based on the basic hydraulic pressure.
　このように、車両用制動装置１は、マスタシリンダ２１とホイルシリンダ８１～８４とを接続する液路６１、６２に設けられたマスタカット弁４１、４２と、電気モータ５２に駆動されるピストン５３がシリンダ５１内を摺動し、ピストン５３とシリンダ５１とにより区画される液室５４が液路６１、６２のうちマスタカット弁４１、４２よりもホイルシリンダ８１～８４側の部分に接続され、ピストン５３が前進すると液室５４内のフルードが液路６１、６２に送出され、ピストン５３が後進すると液路６１、６２内のフルードが液室５４内に流入されるように構成された電動シリンダ５と、液路６１、６２において電動シリンダ５と接続されている位置よりもホイルシリンダ８１～８４側に設けられ、液路６１、６２を開閉する保持弁３１３と、ホイルシリンダ８１～８４とホイルシリンダ８１～８４内のフルードが排出される低圧リザーバ３１７とを接続する減圧液路３１４ａに設けられ、減圧液路３１４ａを開閉する減圧弁３１４と、低圧リザーバ３１７のフルードを吸入して、液路６１、６２においてマスタカット弁４１、４２と保持弁３１３との間にフルードを吐出する電動ポンプ（３１５、３１６）と、第１ブレーキＥＣＵ９１と、第２ブレーキＥＣＵ９２と、を備えている。 As described above, the vehicle braking device 1 includes the master cut valves 41 and 42 provided in the liquid passages 61 and 62 connecting the master cylinder 21 and the wheel cylinders 81 to 84, and the piston 53 driven by the electric motor 52. Slides in the cylinder 51, and the liquid chamber 54 partitioned by the piston 53 and the cylinder 51 is connected to the portion of the liquid passages 61 and 62 on the wheel cylinder 81 to 84 side of the master cut valves 41 and 42. An electric cylinder configured so that when the piston 53 advances, the fluid in the liquid chamber 54 is sent out to the liquid chambers 61 and 62, and when the piston 53 moves backward, the fluid in the liquid passages 61 and 62 flows into the liquid chamber 54. A holding valve 313 provided on the wheel cylinder 81 to 84 side of the liquid passages 61 and 62 connected to the electric cylinder 5 to open and close the liquid passages 61 and 62, and foil cylinders 81 to 84 and foil. A pressure reducing valve 314 provided in the pressure reducing liquid passage 314a connected to the low pressure reservoir 317 from which the fluid in the cylinders 81 to 84 is discharged to open and close the pressure reducing liquid passage 314a, and the fluid of the low pressure reservoir 317 are sucked into the liquid passage. In 61 and 62, an electric pump (315, 316) for discharging fluid between the master cut valves 41 and 42 and the holding valve 313, a first brake ECU 91, and a second brake ECU 92 are provided.
（ブレーキＥＣＵ）
　第１ブレーキＥＣＵ９１及び第２ブレーキＥＣＵ９２（以下「ブレーキＥＣＵ９１、９２」ともいう）は、それぞれＣＰＵやメモリを備える電子制御ユニットである。各ブレーキＥＣＵ９１、９２は、各種制御を実行する１つ又は複数のプロセッサを備えている。第１ブレーキＥＣＵ９１と第２ブレーキＥＣＵ９２とは、別個のＥＣＵであって、互いに情報（制御情報等）を通信可能に接続されている。 (Brake ECU)
The first brake ECU 91 and the second brake ECU 92 (hereinafter, also referred to as “ brake ECU 91, 92”) are electronic control units including a CPU and a memory, respectively. Each brake ECU 91, 92 includes one or more processors that perform various controls. The first brake ECU 91 and the second brake ECU 92 are separate ECUs, and are connected to each other so that information (control information, etc.) can be communicated with each other.
　第１ブレーキＥＣＵ９１は、圧力センサ７１、７２を含む各種センサの検出値に基づいて、電動シリンダ５及び各電磁弁２８、４１～４４を制御する。第１ブレーキＥＣＵ９１は、ブレーキ操作に応じてバイワイヤモードを形成し、電動シリンダ５の制御によりホイルシリンダ８１～８４を加減圧する。第２ブレーキＥＣＵ９２は、圧力センサ７５を含む各種センサの検出値に基づいて、下流ユニット３を制御する。第２ブレーキＥＣＵ９２は、状況に応じて下流ユニット３を駆動し、例えばＡＢＳ制御（アンチスキッド制御とも呼ばれる）やＥＳＣ制御等を実行する。 The first brake ECU 91 controls the electric cylinder 5 and the solenoid valves 28, 41 to 44 based on the detection values of various sensors including the pressure sensors 71 and 72. The first brake ECU 91 forms a by-wire mode according to the brake operation, and pressurizes and depressurizes the foil cylinders 81 to 84 under the control of the electric cylinder 5. The second brake ECU 92 controls the downstream unit 3 based on the detection values of various sensors including the pressure sensor 75. The second brake ECU 92 drives the downstream unit 3 according to the situation, and executes, for example, ABS control (also referred to as anti-skid control), ESC control, and the like.
（バイワイヤモード）
　第１ブレーキＥＣＵ９１は、弁制御部９１１と、加圧制御部９１２と、を備えている。弁制御部９１１は、各電磁弁２８、４１～４４を制御し、制御モードをバイワイヤモードと非バイワイヤモードとで切り替える。バイワイヤモードは、マスタカット弁４１、４２が閉じ、シミュレータカット弁２８、第１カット弁４３、及び第２カット弁４４が開いた状態である。 (By-wire mode)
The first brake ECU 91 includes a valve control unit 911 and a pressurization control unit 912. The valve control unit 911 controls each solenoid valve 28, 41 to 44, and switches the control mode between the by-wire mode and the non-by-wire mode. In the by-wire mode, the master cut valves 41 and 42 are closed, and the simulator cut valve 28, the first cut valve 43, and the second cut valve 44 are open.
　弁制御部９１１は、例えば、第１ブレーキＥＣＵ９１が起動したらシミュレータカット弁２８を開け、ブレーキ操作が開始された場合に、マスタカット弁４１、４２を閉じ、第１カット弁４３及び第２カット弁４４（以下「カット弁４３、４４」ともいう）を開ける。つまり、ブレーキ操作が開始されると、マスタシリンダ装置２とホイルシリンダ８１～８４とが液圧的に遮断され、電動シリンダ５及び下流ユニット３の少なくとも一方によりホイルシリンダ８１～８４を調圧するバイワイヤモードが形成される。このように、弁制御部９１１は、ブレーキ操作が開始された場合に、マスタカット弁４１、４２を閉弁させる。 For example, the valve control unit 911 opens the simulator cut valve 28 when the first brake ECU 91 is activated, closes the master cut valves 41 and 42 when the brake operation is started, and closes the first cut valve 43 and the second cut valve. Open 44 (hereinafter also referred to as "cut valves 43, 44"). That is, when the brake operation is started, the master cylinder device 2 and the foil cylinders 81 to 84 are hydraulically shut off, and the wheel cylinders 81 to 84 are regulated by at least one of the electric cylinder 5 and the downstream unit 3 in a by-wire mode. Is formed. In this way, the valve control unit 911 closes the master cut valves 41 and 42 when the brake operation is started.
　加圧制御部９１２は、バイワイヤモードにおいて、ブレーキ操作に基づき演算された目標圧に応じて、電気モータ５２を駆動し、ピストン５３を移動させる。このように、加圧制御部９１２は、弁制御部９１１によってバイワイヤモードが形成（マスタカット弁４１、４２の閉弁等）された後、電動シリンダ５の出力圧をブレーキ操作に応じた目標圧に調整する。 The pressurizing control unit 912 drives the electric motor 52 and moves the piston 53 according to the target pressure calculated based on the brake operation in the by-wire mode. In this way, after the by-wire mode is formed by the valve control unit 911 (such as closing the master cut valves 41 and 42), the pressurizing control unit 912 sets the output pressure of the electric cylinder 5 to the target pressure according to the brake operation. Adjust to.
　このように、第１ブレーキＥＣＵ９１は、マスタシリンダ２１に接続されているブレーキペダルＺが操作された場合にマスタカット弁４１、４２を閉弁方向に作動させ、電動シリンダ５を駆動してホイルシリンダ８１～８４を加圧する。換言すると、第１ブレーキＥＣＵ９１は、ブレーキ操作が開始された場合に、マスタカット弁４１、４２を閉弁方向に作動させ、電動シリンダ５の出力圧をブレーキ操作に応じた目標圧に調整する。 In this way, the first brake ECU 91 operates the master cut valves 41 and 42 in the valve closing direction when the brake pedal Z connected to the master cylinder 21 is operated, and drives the electric cylinder 5 to drive the foil cylinder. Pressurize 81-84. In other words, when the brake operation is started, the first brake ECU 91 operates the master cut valves 41 and 42 in the valve closing direction, and adjusts the output pressure of the electric cylinder 5 to the target pressure according to the brake operation.
　非バイワイヤモードは、マスタカット弁４１、４２が開き、第１カット弁４３及び第２カット弁４４が閉じ、シミュレータカット弁２８が閉じた状態である。マスタカット弁４１、４２が開くと、マスタシリンダ装置２とホイルシリンダ８１～８４とが連通する。例えば電源失陥等により各電磁弁４１～４４、２８及び電動シリンダ５が作動しない場合、ブレーキ操作が開始されても非バイワイヤモードが維持され、ブレーキ操作に応じてマスタシリンダ装置２からフルードがホイルシリンダ８１～８４に供給される。 In the non-by-wire mode, the master cut valves 41 and 42 are open, the first cut valve 43 and the second cut valve 44 are closed, and the simulator cut valve 28 is closed. When the master cut valves 41 and 42 are opened, the master cylinder device 2 and the foil cylinders 81 to 84 communicate with each other. For example, when the solenoid valves 41 to 44, 28 and the electric cylinder 5 do not operate due to a power failure or the like, the non-by-wire mode is maintained even when the brake operation is started, and the fluid is foiled from the master cylinder device 2 according to the brake operation. It is supplied to the cylinders 81 to 84.
　非バイワイヤモードにおいてマスタピストン２２、２３が初期位置に位置する場合、マスタシリンダ２１を介してリザーバ２６とホイルシリンダ８１～８４及び電動シリンダ５とが連通する。各電磁弁４１～４４が開いた状態で、電動シリンダ５の液室５４は、第３液路６３、第１液路６１、及び第１マスタ室２１ａを介してリザーバ２６に連通するとともに、第４液路６４、第２液路６２、及び第２マスタ室２１ｂを介してリザーバ２６に連通する。 When the master pistons 22 and 23 are located at the initial positions in the non-by-wire mode, the reservoir 26 communicates with the foil cylinders 81 to 84 and the electric cylinder 5 via the master cylinder 21. With the solenoid valves 41 to 44 open, the liquid chamber 54 of the electric cylinder 5 communicates with the reservoir 26 via the third liquid passage 63, the first liquid passage 61, and the first master chamber 21a, and is the first. 4 Communicates with the reservoir 26 via the liquid passage 64, the second liquid passage 62, and the second master chamber 21b.
（フルード吐出流量の制限制御）
　第２ブレーキＥＣＵ９２は、ポンプ作動部９２１と、制限制御部９２２と、増加制御部９２３と、を備えている。ポンプ作動部９２１は、加圧制御部９１２によって電動シリンダ５でホイルシリンダ８１～８４が加圧された状態でＡＢＳ制御が実行された場合にポンプ３１５を作動させる。第２ブレーキＥＣＵ９２は、ＡＢＳ制御において、下流ユニット３を制御してホイル圧を減圧する減圧制御を実行する。ＡＢＳ制御が実行されると、ポンプ３１５が作動する。 (Limit control of fluid discharge flow rate)
The second brake ECU 92 includes a pump operating unit 921, a limit control unit 922, and an increase control unit 923. The pump operating unit 921 operates the pump 315 when ABS control is executed while the foil cylinders 81 to 84 are pressurized by the electric cylinder 5 by the pressurizing control unit 912. The second brake ECU 92 controls the downstream unit 3 to perform decompression control for reducing the foil pressure in ABS control. When ABS control is executed, the pump 315 is activated.
　制限制御部９２２は、ポンプ作動部９２１によってポンプ３１５が作動されている状態で、シリンダ５１内のピストン５３の位置が後退側（後方）であるほどポンプ３１５によるフルード吐出流量を制限する。制限制御部９２２は、ピストン５３の位置が後方になるほど、フルード吐出流量を例えば段階的に又は関数的に減少させる。フルード吐出流量は、電気モータ３１６の回転数を制御することで制御できる。なお、吐出流量とは、単位時間当たりの吐出量を意味する。 The limiting control unit 922 limits the fluid discharge flow rate by the pump 315 as the position of the piston 53 in the cylinder 51 is on the retracting side (rearward) while the pump 315 is being operated by the pump operating unit 921. The limiting control unit 922 reduces the fluid discharge flow rate, for example, stepwise or functionally, as the position of the piston 53 becomes rearward. The fluid discharge flow rate can be controlled by controlling the rotation speed of the electric motor 316. The discharge flow rate means the discharge amount per unit time.
　本実施形態の例において、制限制御部９２２は、ポンプ作動部９２１によってポンプ３１５が作動されている状態で、ピストン５３の位置が所定領域にある場合、ポンプ３１５を停止する。ここで、本実施形態の所定領域は、ピストン５３の初期位置よりも前進側の所定位置から初期位置までの領域である。換言すると、所定領域とは、例えばピストン５３の前端を基準として、ピストン５３の初期位置と、ピストン５３が初期位置から所定量前進した位置との間の領域である。制限制御部９２２は、ピストン５３の位置（基準位置、例えば前端位置）がシリンダ５１内の所定領域にある場合、ポンプ３１５の作動を停止し、フルード吐出流量を０にする。制限制御部９２２は、ピストン５３の位置が所定位置より後方（所定位置含む）になるとフルード吐出流量を制限するともいえる。このように、本実施形態の制限制御部９２２は、ポンプ作動部９２１によってポンプ３１５が作動されている状態で、ピストン５３の後退によりシリンダ５１に対するピストン５３の位置が所定領域にある場合、ポンプ３１５を停止する。 In the example of the present embodiment, the limitation control unit 922 stops the pump 315 when the position of the piston 53 is in a predetermined region while the pump 315 is being operated by the pump operating unit 921. Here, the predetermined region of the present embodiment is a region from the predetermined position on the forward side of the initial position of the piston 53 to the initial position. In other words, the predetermined region is a region between the initial position of the piston 53 and the position where the piston 53 is advanced by a predetermined amount from the initial position, for example, with respect to the front end of the piston 53. When the position of the piston 53 (reference position, for example, the front end position) is in a predetermined region in the cylinder 51, the limit control unit 922 stops the operation of the pump 315 and sets the fluid discharge flow rate to 0. It can be said that the limitation control unit 922 limits the fluid discharge flow rate when the position of the piston 53 is behind the predetermined position (including the predetermined position). As described above, the limitation control unit 922 of the present embodiment is the pump 315 when the position of the piston 53 with respect to the cylinder 51 is in a predetermined region due to the retreat of the piston 53 in a state where the pump 315 is operated by the pump operating unit 921. To stop.
　図３に示すように、所定領域は、シリンダ５１の後端側に設定されており、ピストン５３の初期位置から所定量前進した位置を含む領域である。ブレーキＥＣＵ９０１、９０２は、例えば電気モータ５２の回転角センサ５６の検出値に基づいて、ピストン５３の位置を演算する。なお、所定領域は、ピストン５３の初期位置（すなわち液室５４の容積が最大値となる位置）に設定されてもよい。 As shown in FIG. 3, the predetermined area is set on the rear end side of the cylinder 51 and includes a position advanced by a predetermined amount from the initial position of the piston 53. The brake ECUs 901 and 902 calculate the position of the piston 53 based on, for example, the detection value of the rotation angle sensor 56 of the electric motor 52. The predetermined region may be set at the initial position of the piston 53 (that is, the position where the volume of the liquid chamber 54 becomes the maximum value).
　ポンプ３１５が停止した後でも、減圧弁３１４を開弁し、ホイルシリンダ８１～８４と低圧リザーバ３１７を連通することで、ホイル圧と低圧リザーバ３１７内の圧力とが同圧になるまで、ホイルシリンダ８１～８４のフルードは、低圧リザーバ３１７に排出される。低圧リザーバ３１７には、フルードが貯留される。 Even after the pump 315 is stopped, the pressure reducing valve 314 is opened and the foil cylinders 81 to 84 and the low pressure reservoir 317 are communicated with each other until the foil pressure and the pressure in the low pressure reservoir 317 become the same. The fluids 81-84 are drained into the low pressure reservoir 317. Fluid is stored in the low pressure reservoir 317.
　増加制御部９２３は、制限制御部９２２によってポンプ３１５のフルード吐出流量が制限された状態でＡＢＳ制御が終了した場合に、ポンプ３１５のフルード吐出流量を増加させる。本実施形態では、ＡＢＳ制御においてピストン５３が所定領域に位置するとポンプ３１５が停止される。ＡＢＳ制御が終了し減圧弁３１４を閉じ、保持弁３１３を開けた後、増加制御部９２３は、ポンプ３１５を例えば所定時間だけ作動させ、低圧リザーバ３１７に残っているフルードを吸入し、液路６１、６２へ吐出する。この時、マスタカット弁４１、４２が閉じ、ピストン５３が初期位置にあったとしても、保持弁３１３は開いているので吐出されたフルードはホイルシリンダ８１～８４へ供給され、液路６１、６２や電動シリンダ５の液室５４に過大な圧力がかかることはない。つまり、低圧リザーバ３１７から余剰フルードを排出することができる。 The increase control unit 923 increases the fluid discharge flow rate of the pump 315 when the ABS control is terminated with the fluid discharge flow rate of the pump 315 restricted by the limit control unit 922. In the present embodiment, the pump 315 is stopped when the piston 53 is located in a predetermined region in ABS control. After the ABS control is completed, the pressure reducing valve 314 is closed, and the holding valve 313 is opened, the increase control unit 923 operates the pump 315, for example, for a predetermined time, sucks the fluid remaining in the low pressure reservoir 317, and sucks the fluid remaining in the low pressure reservoir 317. , 62 is discharged. At this time, even if the master cut valves 41 and 42 are closed and the piston 53 is in the initial position, since the holding valve 313 is open, the discharged fluid is supplied to the foil cylinders 81 to 84, and the liquid passages 61 and 62. And the liquid chamber 54 of the electric cylinder 5 is not subjected to excessive pressure. That is, the excess fluid can be discharged from the low pressure reservoir 317.
　なお、本実施形態の下流ユニット３の構成では、ブレーキ操作が終了してマスタカット弁４１、４２が開弁した状況で、低圧リザーバ３１７内にフルードが残留している場合、構造上（低圧リザーバ３１７内にチェック弁がある構成上）、自動的に低圧リザーバ３１７内のフルードが液路６１、６２を介してリザーバ２６に戻される。 In the configuration of the downstream unit 3 of the present embodiment, when the brake operation is completed and the master cut valves 41 and 42 are opened and the fluid remains in the low pressure reservoir 317, the structure (low pressure reservoir) is structurally (low pressure reservoir). (Due to the configuration with a check valve in 317), the fluid in the low pressure reservoir 317 is automatically returned to the reservoir 26 via the liquid passages 61 and 62.
　本実施形態のポンプ制御の一例を、図４を参照して説明する。車両用制動装置１は、ＡＢＳ制御中か否かを判定し（Ｓ１０１）、ＡＢＳ制御中の場合（Ｓ１０１：Ｙｅｓ）、電動シリンダ５のピストン５３の位置が所定領域にあるか否かを判定する（Ｓ１０２）。車両用制動装置１は、ピストン５３の位置が所定領域にない場合（Ｓ１０２：Ｎｏ）、ポンプを作動させる（Ｓ１０３）。一方、ピストン５３の位置が所定領域にある場合（Ｓ１０２：Ｙｅｓ）、車両用制動装置１は、ポンプ３１５を停止する（Ｓ１０４）。ステップＳ１０１において、ＡＢＳ制御中でない場合（Ｓ１０１：Ｎｏ）、Ｓ１０５へ進み、車両用制動装置１は、ＡＢＳ制御の終了後、所定時間以上経過したか否かを判定する（Ｓ１０５）。所定時間以上経過していない場合（Ｓ１０５：Ｎｏ）は、車両用制動装置１は、ポンプを作動させる（Ｓ１０６）。一方、所定時間以上経過しる場合（Ｓ１０５：Ｙｅｓ）は、車両用制動装置１は、ポンプ３１５を停止する（Ｓ１０７）。所定時間は、例えば、予め推定された余剰フルードをポンプ３１５が吸入可能な時間に設定してもよい。 An example of pump control according to this embodiment will be described with reference to FIG. The vehicle braking device 1 determines whether or not ABS control is in progress (S101), and when ABS control is in progress (S101: Yes), determines whether or not the position of the piston 53 of the electric cylinder 5 is in a predetermined region. (S102). The vehicle braking device 1 operates the pump (S103) when the position of the piston 53 is not in the predetermined region (S102: No). On the other hand, when the position of the piston 53 is in the predetermined region (S102: Yes), the vehicle braking device 1 stops the pump 315 (S104). In step S101, if ABS control is not in progress (S101: No), the process proceeds to S105, and the vehicle braking device 1 determines whether or not a predetermined time or more has elapsed after the end of ABS control (S105). When the predetermined time or more has not elapsed (S105: No), the vehicle braking device 1 operates the pump (S106). On the other hand, when a predetermined time or more has elapsed (S105: Yes), the vehicle braking device 1 stops the pump 315 (S107). The predetermined time may be set, for example, to a time during which the pump 315 can inhale the presumed excess fluid.
（本実施形態の効果）
　ＡＢＳ制御が実行される際、マスタカット弁４１、４２は閉じており、ホイルシリンダ８１～８４の増圧時以外の液圧保持時および減圧時には保持弁３１３は閉じている。ＡＢＳ制御が実行されると、ポンプ３１５は、電動シリンダ５の液室５４に接続された密閉された液路６１、６２にフルードを吐出する。保持弁３１３が閉じており、かつピストン５３が最も後端に位置する状態すなわち液室５４の容積が最大であるときに、ポンプ３１５が余剰フルードを吸入して密閉された液路６１、６２に吐出すると、当該液路６１、６２及び液室５４に過大な液圧がかかる。 (Effect of this embodiment)
When the ABS control is executed, the master cut valves 41 and 42 are closed, and the holding valves 313 are closed when the hydraulic pressure is held and when the foil cylinders 81 to 84 are held except when the pressure is increased and when the pressure is reduced. When the ABS control is executed, the pump 315 discharges the fluid into the closed liquid passages 61 and 62 connected to the liquid chamber 54 of the electric cylinder 5. When the holding valve 313 is closed and the piston 53 is located at the rearmost end, that is, when the volume of the liquid chamber 54 is maximum, the pump 315 sucks in excess fluid into the closed liquid passages 61 and 62. When discharged, excessive liquid pressure is applied to the liquid passages 61 and 62 and the liquid chamber 54.
　しかし、本実施形態によれば、ピストン５３の位置が後端側であるほど、すなわち液室５４の容積が最大値に近づくほど、ポンプ３１５のフルード吐出流量は減少する。これにより、マスタカット弁４１、４２が閉じる前にマスタシリンダ２１からフルードがホイルシリンダ８１～８４に供給された場合でも、ＡＢＳ制御において、液路６１、６２及び液室５４への過大な液圧の印加は抑制される。ＡＢＳ制御中にフルード吐出流量が制限されて例えば０になった場合でも、減圧弁３１４を開弁すればホイルシリンダ８１～８４から低圧リザーバにフルードが抜ける分だけホイル圧は下がる。つまり、ポンプ３１５を停止しても、ホイル圧を０に近づけることができ、ＡＢＳ制御による車輪のロック回避機能は維持される。 However, according to the present embodiment, the fluid discharge flow rate of the pump 315 decreases as the position of the piston 53 is closer to the rear end side, that is, as the volume of the liquid chamber 54 approaches the maximum value. As a result, even if the fluid is supplied from the master cylinder 21 to the foil cylinders 81 to 84 before the master cut valves 41 and 42 are closed, the excessive hydraulic pressure to the liquid passages 61 and 62 and the liquid chamber 54 in ABS control. Is suppressed. Even if the fluid discharge flow rate is limited to 0 during ABS control, for example, if the pressure reducing valve 314 is opened, the foil pressure is lowered by the amount of fluid discharged from the foil cylinders 81 to 84 to the low pressure reservoir. That is, even if the pump 315 is stopped, the wheel pressure can be brought close to 0, and the wheel lock avoidance function by ABS control is maintained.
　また、本実施形態において、フルード吐出流量制限する所定領域の前端は、ピストン５３を初期位置から所定量前進させた位置に設定されている。つまり、本実施形態では、液室５４の容積が最大となる前にフルード吐出流量が制限される。これにより、ポンプ３１５の停止指令に対して作動遅れが発生した場合でも、オーバーシュート（液室５４の容積が最大となった後のポンプ３１５によるフルード吐出）は抑制される。つまり、より確実に液路６１、６２及び液室５４への過大な液圧の印加を抑制することができる。 Further, in the present embodiment, the front end of the predetermined region for limiting the fluid discharge flow rate is set at a position where the piston 53 is advanced by a predetermined amount from the initial position. That is, in the present embodiment, the fluid discharge flow rate is limited before the volume of the liquid chamber 54 becomes maximum. As a result, overshoot (fluid discharge by the pump 315 after the volume of the liquid chamber 54 is maximized) is suppressed even when an operation delay occurs in response to the stop command of the pump 315. That is, it is possible to more reliably suppress the application of excessive hydraulic pressure to the liquid passages 61 and 62 and the liquid chamber 54.
　なお、例えば、多少のオーバーシュートが許容範囲（例えば液室５４の耐圧許容値以下）である場合あるいはポンプ３１５の制御応答性が高い場合、所定領域はピストン５３の初期位置（液室５４の容積が最大値となる位置）に設定されてもよい。これにより、低圧リザーバ３１７内のフルード残留量を最小限に抑えることができる。所定領域は、例えば、（液室５４の最大容積の１／２）＜（ピストン５３が所定領域にある際の液室５４の容積）≦（液室５４の最大容積）、が成り立つように設定される。本実施形態の所定領域の前端は、液室５４の容積が最大となる位置（ピストン５３の初期位置）に近い位置に設定される。 For example, when some overshoot is within the allowable range (for example, the pressure resistance tolerance of the liquid chamber 54 or less) or the control response of the pump 315 is high, the predetermined region is the initial position of the piston 53 (volume of the liquid chamber 54). May be set to the position where is the maximum value). This makes it possible to minimize the amount of fluid remaining in the low pressure reservoir 317. The predetermined region is set so that, for example, (1/2 of the maximum volume of the liquid chamber 54) <(the volume of the liquid chamber 54 when the piston 53 is in the predetermined region) ≤ (the maximum volume of the liquid chamber 54) holds. Will be done. The front end of the predetermined region of the present embodiment is set to a position close to the position where the volume of the liquid chamber 54 is maximized (the initial position of the piston 53).
（その他）
　本発明は、上記実施形態に限られない。例えば、下流ユニット３は、ＥＳＣアクチュエータに限らず、加圧機能（例えば差圧制御弁３１２等）がないＡＢＳアクチュエータであってもよい。また、低圧リザーバ３１７は、弁機構がないリザーバであってもよい。つまり、下流ユニット３には周知のアクチュエータを採用可能である。また、電動シリンダ５において、電気モータ５２の駆動によりピストン５３を後退させることができるため、付勢部材５５は無くてもよい。 (others)
The present invention is not limited to the above embodiment. For example, the downstream unit 3 is not limited to the ESC actuator, and may be an ABS actuator having no pressurizing function (for example, a differential pressure control valve 312 or the like). Further, the low pressure reservoir 317 may be a reservoir without a valve mechanism. That is, a well-known actuator can be adopted for the downstream unit 3. Further, in the electric cylinder 5, the piston 53 can be retracted by driving the electric motor 52, so that the urging member 55 may be omitted.
　また、増加制御部９２３は、制限制御部９２２によってフルード吐出流量が制限された状態でブレーキペダル（「ブレーキ操作部材」に相当する）Ｚが操作状態から非操作状態に切り替わりマスタカット弁４１、４２が開弁した場合に、フルード吐出流量を増加させてもよい。例えば、下流ユニット３の低圧リザーバ３１７が、弁を持たない単純なリザーバである場合、リザーバ内のフルードは自動的に液路６１、６２に戻らない。特にこのような構成において、上記制御は有効である。 Further, in the increase control unit 923, the brake pedal (corresponding to the "brake operation member") Z is switched from the operating state to the non-operation state in a state where the fluid discharge flow rate is limited by the limitation control unit 922, and the master cut valves 41 and 42. The fluid discharge flow rate may be increased when the valve is opened. For example, if the low pressure reservoir 317 of the downstream unit 3 is a simple reservoir without valves, the fluid in the reservoir will not automatically return to the fluid channels 61, 62. The above control is particularly effective in such a configuration.
　また、制限制御部９２２は、ピストン５３の位置に応じてポンプ３１５を停止するのではなく、ピストン５３の後退に伴ってポンプ３１５のフルード吐出流量を漸減させてもよい。制限制御部９２２は、ＡＢＳ制御中、例えば、ピストン５３が所定位置から初期位置まで後退する間、初期位置でポンプ３１５のフルード吐出流量が０となるように、ピストン５３の後退に伴って徐々にフルード吐出流量を減少させてもよい。この構成によれば、低圧リザーバ３１７内のフルード残留量を最小限に抑えるとともに、オーバーシュートを抑制することができる。 Further, the limiting control unit 922 may not stop the pump 315 according to the position of the piston 53, but may gradually reduce the fluid discharge flow rate of the pump 315 as the piston 53 retracts. During ABS control, for example, while the piston 53 retracts from a predetermined position to the initial position, the limit control unit 922 gradually retracts the piston 53 so that the fluid discharge flow rate of the pump 315 becomes 0 at the initial position. The fluid discharge flow rate may be reduced. According to this configuration, the amount of fluid remaining in the low pressure reservoir 317 can be minimized and overshoot can be suppressed.
　このように、関数的に（例えばリニアに）、フルード吐出流量を減少させてもよい。一例として、制限制御部９２２は、ピストン５３が設定された位置まで後退するとフルード吐出流量を減少させ始め、ピストン５３が初期位置（又は初期位置から所定量前進した位置）に到達するとポンプ３１５を停止してもよい。 In this way, the fluid discharge flow rate may be reduced functionally (for example, linearly). As an example, the limiting control unit 922 starts to reduce the fluid discharge flow rate when the piston 53 retracts to the set position, and stops the pump 315 when the piston 53 reaches the initial position (or a position advanced by a predetermined amount from the initial position). You may.

Claims (5)

  1. 　マスタシリンダとホイルシリンダとを接続する液路に設けられたマスタカット弁と、
    　電気モータに駆動されるピストンがシリンダ内を摺動し、前記ピストンと前記シリンダとにより区画される液室が前記液路のうち前記マスタカット弁よりも前記ホイルシリンダ側の部分に接続され、前記ピストンが前進すると前記液室内のフルードが前記液路に送出され、前記ピストンが後退すると前記液路内のフルードが前記液室内に流入するように構成された電動シリンダと、
    　前記液路において前記電動シリンダと接続されている位置よりも前記ホイルシリンダ側に設けられ、前記液路を開閉する保持弁と、
    　前記ホイルシリンダと前記ホイルシリンダ内のフルードが排出される低圧リザーバとを接続する減圧液路に設けられ、前記減圧液路を開閉する減圧弁と、
    　前記低圧リザーバのフルードを吸入して、前記液路において前記マスタカット弁と前記保持弁との間にフルードを吐出する電動ポンプと、
    　前記マスタシリンダに接続されているブレーキ操作部材が操作された場合に前記マスタカット弁を閉弁方向に作動させ、前記電動シリンダを駆動して前記ホイルシリンダを加圧する加圧制御部と、
    　前記加圧制御部によって前記電動シリンダで前記ホイルシリンダが加圧された状態でＡＢＳ制御が実行された場合に前記電動ポンプを作動させるポンプ作動部と、
    　前記ポンプ作動部によって前記電動ポンプが作動されている状態で、前記シリンダ内の前記ピストンの位置が後退側であるほど前記電動ポンプのフルード吐出流量を制限する制限制御部と、
    　を備える、車両用制動装置。     A master cut valve provided in the liquid passage connecting the master cylinder and the foil cylinder,
    A piston driven by an electric motor slides in the cylinder, and a liquid chamber partitioned by the piston and the cylinder is connected to a portion of the liquid passage on the wheel cylinder side of the master cut valve. An electric cylinder configured so that when the piston moves forward, the fluid in the liquid chamber is sent out to the liquid passage, and when the piston moves backward, the fluid in the liquid passage flows into the liquid chamber.
    A holding valve provided on the foil cylinder side of the liquid passage from a position connected to the electric cylinder and for opening and closing the liquid passage.
    A pressure reducing valve provided in the pressure reducing liquid passage connecting the foil cylinder and the low pressure reservoir from which the fluid in the foil cylinder is discharged, and opening and closing the pressure reducing liquid passage.
    An electric pump that sucks in the fluid from the low-pressure reservoir and discharges the fluid between the master cut valve and the holding valve in the liquid passage.
    A pressurizing control unit that operates the master cut valve in the valve closing direction and drives the electric cylinder to pressurize the foil cylinder when the brake operating member connected to the master cylinder is operated.
    A pump operating unit that operates the electric pump when ABS control is executed in a state where the foil cylinder is pressurized by the electric cylinder by the pressurizing control unit.
    A limiting control unit that limits the fluid discharge flow rate of the electric pump so that the position of the piston in the cylinder is on the retracting side while the electric pump is operated by the pump operating unit.
    A braking device for vehicles.
  2. 　前記制限制御部によって前記フルード吐出流量が制限された状態で前記ＡＢＳ制御が終了した場合に、前記フルード吐出流量を増加させる増加制御部を更に備える、請求項１に記載の車両用制動装置。 The vehicle braking device according to claim 1, further comprising an increase control unit that increases the fluid discharge flow rate when the ABS control is terminated in a state where the fluid discharge flow rate is limited by the limit control unit.
  3. 　前記制限制御部によって前記フルード吐出流量が制限された状態で前記ブレーキ操作部材が操作状態から非操作状態に切り替わり前記マスタカット弁が開弁した場合に、前記フルード吐出流量を増加させる増加制御部を更に備える、請求項１に記載の車両用制動装置。 An increase control unit that increases the fluid discharge flow rate when the brake operating member switches from an operating state to a non-operating state and the master cut valve is opened while the fluid discharge flow rate is restricted by the limiting control unit. The vehicle braking device according to claim 1, further comprising.
  4. 　前記制限制御部は、前記ポンプ作動部によって前記電動ポンプが作動されている状態で、前記ピストンの後退により前記シリンダに対する前記ピストンの位置が所定領域にある場合、前記電動ポンプを停止する、請求項１～３の何れか一項に記載の車両用制動装置。 The limitation control unit stops the electric pump when the position of the piston with respect to the cylinder is in a predetermined region due to the retracting of the piston in a state where the electric pump is operated by the pump operating unit. The vehicle braking device according to any one of 1 to 3.
  5. 　前記制限制御部は、前記ピストンの後退に伴って前記フルード吐出流量を漸減させる、請求項１～４の何れか一項に記載の車両用制動装置。 The vehicle braking device according to any one of claims 1 to 4, wherein the restriction control unit gradually reduces the fluid discharge flow rate as the piston retracts.
PCT/JP2021/035854 2020-09-29 2021-09-29 Brake device for vehicle WO2022071391A1 (en)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010106993A1 (en) * 2009-03-16 2010-09-23 本田技研工業株式会社 Method of eliminating seizure of slave cylinder of brake device
WO2010107067A1 (en) * 2009-03-19 2010-09-23 本田技研工業株式会社 Brake device
JP2019059409A (en) * 2017-09-27 2019-04-18 株式会社アドヴィックス Vehicular brake device

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010106993A1 (en) * 2009-03-16 2010-09-23 本田技研工業株式会社 Method of eliminating seizure of slave cylinder of brake device
WO2010107067A1 (en) * 2009-03-19 2010-09-23 本田技研工業株式会社 Brake device
JP2019059409A (en) * 2017-09-27 2019-04-18 株式会社アドヴィックス Vehicular brake device

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