JPH10329677A - Brake equipment - Google Patents

Abstract

(57) [Summary] In a brake device for a vehicle, when a brake fluid is pumped up from a master cylinder by a pump in a state where the brake cylinder is disconnected from a master cylinder during a brake operation, the brake cylinder is pressurized by the hydraulic fluid. ,
The operation feeling of the brake operation member is not changed. A booster (12) for making a brake pedal and a master cylinder (10) cooperate with each other, and a brake pedal and a master cylinder (10) are mechanically related to each other in terms of stroke, while mechanically insulated from each other in terms of force. The reaction force against the operation is applied from the brake pedal to the driver in a state that changes in accordance with the operation stroke of the brake pedal. Thus, a change in the operation feeling of the brake pedal due to the pump pumping the hydraulic fluid from the master cylinder 10 is suppressed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake device for a vehicle, and more particularly to an operation feeling of a brake operating member in the brake device.

[0002]

2. Description of the Related Art Generally, a brake device for a vehicle has a pressurizing piston slidably fitted to (a) a brake operating member operated by a driver such as a brake pedal, and (b) a master cylinder housing. Thereby, a master cylinder in which a pressurizing chamber is formed between the master cylinder housing and the pressurizing piston, and (c) provided between the brake operating member and the master cylinder, and an operating force and an operating force of the brake operating member are provided. A master cylinder driving device for operating the master cylinder so that a hydraulic pressure having a height corresponding to at least one of the strokes is generated in the pressurizing chamber; (d) connected to the master cylinder by a liquid passage and supplied from the liquid passage A brake cylinder that operates by the hydraulic pressure applied to the brakes, and a brake that suppresses the rotation of the wheels; and Configured to include a reaction force applying device that applies to the user.

In a conventional brake device, a brake operating member and a master cylinder are mechanically linked to each other with respect to both force and stroke. Therefore, when an operating force and an operating stroke are applied to the brake operating member, a hydraulic pressure having a height corresponding to the operating force is generated in the master cylinder with an operating stroke corresponding to the operating stroke, while A reaction force having a magnitude corresponding to the height of the hydraulic pressure generated in the cylinder is applied to the driver from the brake operation member.

[0004]

Problems to be Solved by the Invention, Means for Solving Problems, Functions and Effects The applicant has previously developed the following brake device. During pump operation, the pump pumps up the hydraulic fluid from the pressurized chamber of the master cylinder and discharges it toward the brake cylinder, if necessary, in a state where the flow of the hydraulic fluid from the brake cylinder to the master cylinder is blocked. Thus, the brake device includes a pressure increasing device that increases the hydraulic pressure of the brake cylinder from the hydraulic pressure of the master cylinder.

[0005] However, it has been found that this developed brake device has a problem that the brake operation feeling changes when the pressure of the brake cylinder is increased by the pump. Hereinafter, this will be specifically described.

In this developed brake device, when the pressure booster operates, the pump pumps up the hydraulic fluid from the master cylinder, so that the volume of the pressurizing chamber of the master cylinder decreases, and the pressurizing piston reduces the volume of the pressurizing chamber. Move in the direction to decrease. When the volume of the pressurizing chamber of the master cylinder is reduced in this manner, the operation reaction force applied to the driver from the brake operation member by the reaction force applying device is reduced, and the operation position of the brake operation member is easily adjusted by the driver. In the direction away from the non-operation position, and as a result,
There is a tendency that the operation stroke of the brake operation member increases. On the other hand, the operation feeling of the brake operation member is
Because it is determined by the relationship between the operating force and the operating stroke,
In general, the brake device is designed so that a constant relation is always established between the operation force and the operation stroke in order to obtain a good operation feeling. Therefore, if the tendency to decrease the operation reaction force, that is, the tendency to decrease the operation force, or the tendency to increase the operation stroke occurs unexpectedly, the operation feeling changes. Therefore, this developed brake device has a problem that the brake operation feeling changes when the pressure of the brake cylinder is increased by the pump. Hereinafter, this problem will be described more specifically.
FIG. 31 and FIG. 31 show an example in which the booster starts operating after the booster assist limit, thereby controlling the brake cylinder hydraulic pressure so that the vehicle body deceleration is increased at the same gradient as before the assist limit. This will be described with reference to FIG. Incidentally, in FIG. 31, the operation stroke S, the operating force F, the brake cylinder pressure P _B and the master cylinder pressure P _M is shown in relation to the time t.

As shown by a solid line graph at the bottom of FIG.
Operation of the pressure boosting device is started after the boosting limit of the booster, whereby, when the vehicle deceleration (corresponding to the brake cylinder pressure P _B.) Is increased by the same gradient as before boosting limit is the upper part of FIG. As shown by the broken line graphs, it is considered desirable that both the operation stroke S and the operation force F increase at the same gradient as before the assist limit in order to obtain a good operation feeling. Nevertheless, in the above-described developed brake device, as described above, when the pressure intensifier is operated, the volume of the pressurizing chamber of the master cylinder is reduced. Stroke S
And a change in the change gradient of each of the operating forces F. For example, as shown by a solid line graph a in FIG. 32, the operation stroke S increases while the operation force F is maintained, and as shown by a solid line graph b, the operation force F decreases. Changes occur in which the operation stroke S increases, and these changes are indicated by solid line graphs a and b in the upper part of FIG.
It appears as a change indicated by.

When the volume of the pressurizing chamber of the master cylinder decreases, as shown by a solid line graph c in FIG.
A change that the operation stroke S is maintained despite the increase in the operation force F does not occur in the relationship between the operation force F and the operation stroke S, but the change in the upper part of FIG. The change over time of the operation stroke S and the operation force F when the occurrence of
Indicated by

[0009] In the developed brake device,
Since the pump intermittently pumps hydraulic fluid from the master cylinder, pulsation occurs in the hydraulic pressure of the master cylinder. Therefore, if the developed brake device is implemented in a state where the brake operating member and the master cylinder are mechanically linked to each other, the pulsation of the hydraulic pressure of the master cylinder is also transmitted to the brake operating member. Therefore, this developed brake device also has a problem that the operation feeling is changed due to the transmission of the pulsation of the pump to the brake operation member.

The present invention has been made in view of the above circumstances, and an object thereof is to suppress a change in brake operation feeling when the pressure of a brake cylinder is increased by a pump.

[0011] This problem is solved by the brake device of the following mode. In the following description, each aspect of the present invention will be described in the same form as the claims, with the respective items numbered. This is to clarify the possibility of adopting the features described in each section in combination.

(1) A pressurizing piston is slidably fitted to the brake operating member operated by the driver and the master cylinder housing, so that a pressurizing force is applied between the master cylinder housing and the pressurizing piston. A master cylinder in which a chamber is formed, and a hydraulic pressure having a height corresponding to at least one of an operating force and an operating stroke of the brake operating member is provided between the brake operating member and the master cylinder. A brake that has a master cylinder driving device that operates a master cylinder to generate a brake cylinder that is connected to the master cylinder by a liquid passage and that is operated by hydraulic pressure supplied from the liquid passage, and that suppresses rotation of wheels And a reaction force applying device for applying a reaction force to the brake operation from the brake operation member to the driver. During operation of the brake, if necessary, at least in a state where the flow of the hydraulic fluid from the brake cylinder to the master cylinder is blocked, the hydraulic fluid is pumped up from the pressurizing chamber of the master cylinder toward the brake cylinder by the pump. And a booster for increasing the hydraulic pressure of the brake cylinder from the hydraulic pressure of the master cylinder, and an operating feeling of the brake operating member caused by the pump pumping hydraulic fluid from the master cylinder. A brake device (Claim 1), comprising: a change suppressing device that suppresses a change in the pressure. In this brake device, the change suppression device suppresses a change in the operation feeling of the brake operation member due to the pump pumping the hydraulic fluid from the master cylinder. Therefore, according to this brake device, the effect of suppressing a change in operation feeling when the pressure of the brake cylinder is increased by the pump is obtained. In this brake device, "pressure booster"
For example, the operation starts after the boosting limit of the booster, which is one component of the hydraulic pressure source, and the pressure of the brake cylinder is increased so as to compensate for the boosting limit of the booster, or the operating speed of the brake operating member exceeds the reference value. Alternatively, the operation may be started at the time of a sudden brake operation in which the operating force exceeds the reference value, and the brake cylinder may be pressurized so as to compensate for the lack of the operating force. (2) In a state where the master cylinder driving device insulates the brake operating member and the master cylinder from each other with respect to the force, mechanically based on the operating stroke of the brake operating member, a liquid having a height corresponding to the operating stroke. A mechanical master cylinder driving device that operates a master cylinder so that pressure is generated in the pressurizing chamber, wherein the change suppression device applies a reaction force to the driver from the brake operation member by the reaction force applying device. The brake device according to claim 1, wherein the reaction device is a stroke-responsive reaction force applying device that changes according to an operation stroke of a brake operation member but does not change according to pumping by the pump. 2). In this brake device, since the brake operating member and the master cylinder are mechanically insulated from each other with respect to the force, the height of the hydraulic pressure generated in the master cylinder and the operation reaction force are not directly related. In such a state, while the operation reaction force changes according to the operation stroke,
It is given in a state that does not change in response to pumping. Therefore, according to this brake device, since the operation reaction force does not change due to pumping by the pump,
The operation stroke is normalized in spite of the pressure increase by the pump, and as a result, the effect of suppressing the change in the operation feeling when the pressure is increased by the pump is obtained. (3) The mechanical master cylinder driving device and the stroke-compatible reaction force applying device are a booster housing, an input member displaced by a stroke corresponding to an operation stroke of the brake operation member, and a relative displacement between the input member and the input member. A power piston that is actuated on the basis of: an output member that outputs the operating force of the power piston to the master cylinder; and a reaction force from the input member to the brake operating member that changes according to the operating stroke of the brake operating member. The booster according to claim 2, wherein the booster includes a reaction force applying mechanism for applying a force that does not change according to the pumping. In this brake device, the effect is obtained that the operation stroke is normalized when the pressure is increased by the pump despite having the booster that mechanically associates the brake operation member and the master cylinder. By the way, a “booster” is generally defined as a booster for reducing the operating force. Further, it is considered that the master cylinder is operated so that a hydraulic pressure having a height corresponding to the operating force is generated in the pressurizing chamber with a moving stroke of the pressurizing piston according to the operating stroke. Can be A booster is essentially a device that mechanically links a brake operating member and a master cylinder with each other in both force and stroke. Therefore, in the brake device described in (3), the brake operating member and the master cylinder are mechanically related to each other with respect to the stroke, but are not mechanically related to each other with respect to the force. Strictly speaking, the "mechanical master cylinder driving device and stroke-responsive reaction force applying device" in this brake device cannot be said to be a booster. However, in this brake device, since a reaction force is applied from the master cylinder to the brake operating member in a simulated manner, the "mechanical master cylinder drive device and stroke-compatible reaction force applying device" are apparently , To fulfill the function of reducing the operating force. Therefore, in view of the existence of such a pseudo reaction force, the “mechanical master cylinder driving device and stroke-responsive reaction force applying device” is called a booster. (4) The booster is a vacuum booster that operates the power piston based on a negative pressure of a negative pressure source, and the reaction force applying mechanism is configured to control the input member, the power piston, and the output member from an output member. A reaction mechanism is provided between the input member and the booster housing, and a cooperation mechanism is provided between the input member and the booster housing so that a reaction force is applied to the power piston and is not applied to the input member. The brake device according to claim 3, further comprising an elastic member that applies a reaction force to the brake device. In the conventional vacuum booster, the input member, the power piston, and the output member are associated with each other so that a reaction force from the output member is applied to at least the input member of the power piston and the input member. In contrast, this
In the vacuum booster in the brake device described in (4), the input member, the power piston, and the output member cooperate with each other so that the reaction force from the output member is applied to the power piston and not applied to the input member. Have been allowed. Therefore, according to this brake device, an effect is obtained in which a vacuum booster of a type in which the reaction force is applied from the booster to the brake operating member in a state where the reaction force does not change in accordance with the pumping by the pump can be easily obtained. (5) A brake device for braking a vehicle, wherein a pressurizing piston is slidably fitted to a brake operating member operated by a driver and a master cylinder housing, whereby the master cylinder housing and the pressurizing piston are pressurized. A master cylinder having a pressurized chamber formed between the piston and a piston, and a vacuum booster provided between the brake operating member and the master cylinder, comprising: (a) a booster housing; and (b) the brake operating member. An input member that is displaced by a stroke corresponding to the operation stroke of (a), (c) a power piston that is operated based on a relative displacement with respect to the input member by a negative pressure of a negative pressure source, and (d) a power piston of the power piston. An output member that outputs an operating force to the master cylinder; and (e) the input member, the power piston, and the output member. (F) provided between the input member and the booster housing, and provided from the input member to the brake operating member by its own elastic force. An elastic member that applies a reaction force; and a brake cylinder that is connected to the master cylinder by a liquid passage and that operates based on a liquid pressure supplied from the liquid passage, and suppresses rotation of wheels. During the brake operation, the pump pumps the hydraulic fluid from the pressurizing chamber of the master cylinder toward the brake cylinder by a pump in a state where at least the flow of the hydraulic fluid from the brake cylinder to the master cylinder is blocked during the brake operation. Including a pressure increasing device for increasing the hydraulic pressure of the brake cylinder from the hydraulic pressure of the master cylinder. Over key equipment. (6) The master cylinder driving device is based on at least one of the operating force and the operating stroke of the brake operating member while the brake operating member and the master cylinder are mechanically insulated from each other with respect to both the force and the stroke. Electrically operating the master cylinder so that a hydraulic pressure having a height corresponding to at least one of the operating force and the operating stroke is generated in the pressurizing chamber. While the device changes the reaction force imparting device, the reaction force from the brake operation member to the driver according to the operation stroke of the brake operation member,
The present invention is to provide a stroke-responsive reaction force applying device that applies the pressure in a state that does not change according to pumping by the pump.
The brake device according to item (1) (claim 5). In this brake device, since the brake operation member and the master cylinder are mechanically completely insulated from each other, the height of the hydraulic pressure generated in the master cylinder and the operation reaction force are not directly related. In such a state, the operation reaction force is changed in accordance with the operation stroke, but is not changed in accordance with the pumping by the pump. Therefore, according to this brake device, since the operation reaction force does not change due to the pumping, the operation stroke is normalized regardless of the pressure increase by the pump. Is suppressed. (7) A brake operating member is linked to a master cylinder via a booster, and a pressurizing chamber of the master cylinder is connected to a brake cylinder that operates a wheel brake by a liquid passage. If necessary, at least in a state in which the flow of the working fluid from the brake cylinder to the master cylinder is blocked, the pump pumps the working fluid from the pressurizing chamber of the master cylinder and discharges the working fluid toward the brake cylinder. A booster that increases the hydraulic pressure of the brake cylinder from the hydraulic pressure of the master cylinder is provided, and the booster cooperates with each other in a state where the brake operating member and the master cylinder are mechanically insulated with respect to power. A reaction force against the brake operation is applied to the driver from the brake operation member. The brake device according to claim 6, wherein said brake device is provided in a state of being changed according to an operation stroke of said brake operation member. In this brake device, the booster causes the brake operating member and the master cylinder to be mechanically related to each other with respect to the stroke, so that a hydraulic pressure having a height corresponding to the operating stroke of the brake operating member is generated in the master cylinder. As a result, the brake operating member and the master cylinder are mechanically insulated from each other with respect to the force by the booster. As a result, the reaction force against the brake operation does not change due to the pump pumping the hydraulic fluid from the master cylinder. It changes only according to the stroke. Therefore, according to this brake device, the operation stroke is normalized even when the pressure is increased by the pump, and as a result, the effect of suppressing a change in the operation feeling is obtained. (8) The stroke-responsive reaction force applying mechanism is provided between the brake operating member or an interlocking member mechanically interlocked with the brake operating member and the fixed member, and based on the stroke of the brake operating member or the interlocking member, The brake device according to any one of (2) to (4) and (6), including a biasing mechanism that applies a force that changes in response to the brake operating member or the interlocking member. In this brake device, for example, the input member in the booster corresponds to the “interlocking member”, and a linking member (push rod or the like) for making the brake operating member and the booster cooperate with each other also corresponds. The “fixing member” corresponds to, for example, a frame of a vehicle body, a bracket fixed to the frame, a booster housing, a master cylinder housing, and the like. (9) the urging mechanism includes an elastic member provided between the brake operating member or the interlocking member and the fixed member (8)
The brake device according to the paragraph. In this brake device, the "elastic member" can use, for example, the elasticity of a metal such as steel, or the like, or use the elasticity of a nonmetal such as rubber. Or a rod shape. (10) The master cylinder drive device and the reaction force applying device include the booster according to (3), wherein the elastic member is
Provided between the input member and the booster housing,
The brake device according to mode (9), wherein a reaction force is applied from the input member to the brake operation member by its own elastic force. (11) The elastic member includes a coil-shaped and compression-type spring, and the spring is disposed between the input member and the booster housing so as to be coaxial with the input member and overlap the input member. The brake device according to (10). According to this brake device, an effect is obtained that the longitudinal dimension of the booster does not need to be increased in order to realize the normalization of the operation stroke for pumping. (12) The brake device according to the mode (11), wherein the spring is disposed outside the input member. According to this brake device, the basic structure of the booster does not need to be largely changed in order to realize the normalization of the operation stroke for pumping, so that the stroke-compatible reaction force applying device can be easily mounted on the booster. The effect is obtained. (13) The stroke-responsive reaction force applying device causes the reaction force to act on the brake operation member such that a change gradient of the brake operation member with respect to the operation stroke does not substantially change before and after the operation of the pressure increasing device. (2) or (4), (6), (8)
The brake device according to any one of the above items (12) to (12). (14) The brake device according to any one of (3) to (5) and (7), wherein the pressure intensifier operates during a period including at least a period when the booster is at the assist limit. 7). In this brake device, the hydraulic pressure of the brake cylinder is increased from the hydraulic pressure of the master cylinder by the pressure-intensifying device during the braking operation and at least during the operation period including the period when the booster is at the assist limit. Therefore, according to this brake device, a sufficiently high brake cylinder fluid pressure is generated even after the assisting limit, whereby the effect of improving the braking ability of the vehicle is obtained. In this brake device, the "operation period" can be set to start when the booster reaches the assisting limit. In this case, before the booster reaches the assisting limit, the brake cylinder by the pump Is not increased. On the other hand, the "operation period" can be set to a period before the booster reaches the assisting limit, for example, a period that starts from the start of the brake operation,
In this way, even if the booster has a response delay to the brake operation before the assist limit, the effect is obtained that the delay is covered by the pump. (15) The pressure increasing device is further provided in the middle of the fluid passage, and allows a bidirectional flow of hydraulic fluid between the master cylinder and the brake cylinder. A flow control valve that switches to a second state that blocks the flow of hydraulic fluid toward the cylinder, wherein the pump has a suction side connected to the master cylinder and a discharge side connected to the flow control valve and the brake cylinder of the liquid passage. The pressure booster is connected to a portion between the master cylinder and the hydraulic pressure of the brake cylinder by operating the pump by setting the flow control valve to the second state as necessary during operation of the brake operating member. The brake device according to any one of (1) to (14), wherein the pressure is increased from the hydraulic pressure of (1). In this brake device, the "flow control valve" has an electromagnetic type that has a solenoid and switches to a plurality of states by its magnetic force, or switches to a plurality of states based on a differential pressure between the master cylinder and the brake cylinder. It can be mechanical. In the case of the mechanical type, the level of the differential pressure between the master cylinder and the brake cylinder may be controlled mechanically, or may be controlled electromagnetically by the magnetic force of a solenoid. (16) The flow control valve is one that electromagnetically switches to the plurality of states, and the pressure-intensifying device further includes a connection point between the liquid passage and a discharge side of the pump and the flow control valve. And a pressure control valve that electromagnetically switches between a state in which the brake cylinder communicates with the flow control valve and the pump and a state in which the brake cylinder is shut off therefrom, and the flow control valve, the pressure control valve, and the pump. The brake device according to the mode (15), wherein the hydraulic pressure of the brake cylinder is controlled by the joint operation of the brake device. (17) the pressure intensifier, (a) pump control means for operating the pump, and (b) control valve control for switching the flow control valve and the pressure control valve to the plurality of states in an operating state of the pump. (16) The braking device according to (16), including means. (18) the pressure intensifier, (a) a flow control valve control means for setting the flow control valve to the second state, (b) discharge of hydraulic fluid from the pump in the second state of the flow control valve (15) The brake device according to the above mode (15), comprising: a discharge amount control unit that controls the amount. (19) The brake device according to (18), wherein the discharge amount control means includes motor duty control means for duty-controlling an excitation current of a motor driving the pump. (20) Further, an inflow control valve provided on the suction side of the pump and electromagnetically switched between a state in which the hydraulic fluid is allowed to flow from the master cylinder to the suction side of the pump and a state in which the hydraulic fluid is blocked, The brake device according to (18), wherein the discharge amount control means includes an inflow control valve duty control means that duty-controls an excitation current of a solenoid that drives the inflow control valve. (21) the electric master cylinder driving device, (a) an operation state amount detecting means for detecting an operation state amount of the brake operation member, and (b) an actuator that operates the master cylinder according to an electric signal, (c) The brake device according to the above mode (6), including a drive device that drives the actuator according to the detected operation state amount. In this brake device, for example, the "operation state amount" can be interpreted as meaning an operation force, as an operation stroke, or as a temporal change gradient thereof. The “operation state quantity” is the operating force,
It can be constituted by any one of the operation stroke and the temporal change gradient, or can be constituted by a plurality of combinations. It should be noted that such interpretation of the “operation state amount” is also applied to other brake devices described later. (22) The stroke corresponding reaction force applying device is provided between the brake operating member or an interlocking member mechanically interlocked with the brake operating member and the fixed member, and based on the stroke of the brake operating member or the interlocking member, The brake device according to mode (21), including an urging mechanism that applies a force that changes in response to the brake operation member or the interlocking member. (23) the biasing mechanism includes an elastic member provided between the brake operating member or the interlocking member and the fixed member (22)
The brake device according to the paragraph. (24) The brake device according to (1), wherein the change suppression device includes an operation stroke normalizing unit that normalizes an operation stroke of the brake operation member in an operation state of the pump. According to this brake device, the operation stroke is normalized when the pressure is increased by the pump, so that an effect that the operation feeling does not need to be changed can be obtained. (25) The brake according to (24), wherein the pressure increasing device has an operation stroke sensor that detects the operation stroke, and controls a height of the hydraulic pressure of the brake cylinder based on the detected operation stroke. apparatus. According to this brake device, the height of the hydraulic pressure of the brake cylinder is controlled in accordance with the operation stroke normalized when the pressure is increased by the pump, so that the driver's intention can be accurately determined by the height of the hydraulic pressure of the brake cylinder. And the effect that the usability of the brake device is improved is obtained. (26) the pressure intensifier, (a) an operating state amount detecting means for detecting an operating state amount of the brake operating member, and (b) an assist limit determination that determines whether the booster has reached an assist limit. Device, (c) after the booster is determined to have reached the assist limit, after including a control device that controls the hydraulic pressure of the brake cylinder based on the detected operation state amount (3)
Or the brake device according to any one of (5) and (7). In this brake device, the “control device” may be configured to determine the level of the hydraulic pressure of the brake cylinder according to the detected operation state amount, or the vehicle body deceleration height according to the detected operation state amount. Can be determined. (27) the booster is a vacuum booster that operates a power piston by a differential pressure between a negative pressure chamber communicating with a negative pressure source and a variable pressure chamber selectively communicated with the negative pressure chamber and the atmosphere; The limit determination device is based on (a) a booster pressure sensor that detects the pressure of the transformer chamber of the vacuum booster, and (b) the transformer chamber pressure is substantially equal to the atmospheric pressure based on the detected transformer chamber pressure. (26) The brake device according to the above mode (26), further comprising: an assist limit determining unit that determines that the vacuum booster has reached an assist limit. In this brake device, the “booster pressure sensor” can be configured to output a value that changes continuously as the pressure in the variable pressure chamber changes, or to output a value that changes discretely. . One example of the latter type is a booster negative pressure switch that outputs a signal that changes between two states as the pressure in the transformation chamber changes between two states. (28) The pressure increasing device includes a vehicle deceleration detecting unit that detects an actual vehicle deceleration, and the control device performs an operation state based on the detected operation state amount and the detected actual vehicle deceleration. Controlling the hydraulic pressure of the brake cylinder so that the target vehicle deceleration according to the amount is realized (26) or
The brake device according to (27). In this brake device, the hydraulic pressure of the brake cylinder is not unilaterally controlled based on the operation state amount but is controlled based on the actual vehicle deceleration. The feedback of the actual vehicle deceleration controls the brake cylinder hydraulic pressure. Therefore, according to this brake device, for example, even if the friction coefficient of the friction material in the brake changes over time, changes due to heat fade or water fade, or varies between individuals, it is unrelated to them. Thus, the actual vehicle deceleration corresponding to the operation state amount is realized, and the effect that the braking effect is stabilized is obtained. In this brake device, "vehicle deceleration detecting means"
May be a vehicle body deceleration sensor for directly detecting the vehicle body deceleration, or may be a means for indirectly detecting the vehicle body deceleration. The means for indirect detection include, for example, (a) a plurality of wheel speed sensors that detect the rotational speed of each of a plurality of wheels of the vehicle, and (b) an estimated vehicle speed based on the detected plurality of wheel speeds. Some include estimated vehicle speed calculating means, and (c) vehicle body deceleration calculating means for calculating vehicle body deceleration as a time differential value of the calculated estimated vehicle speed. (29) The control device includes: (a) target vehicle deceleration determining means for determining a target vehicle deceleration according to the detected operation state amount; and (b) the determined target vehicle deceleration and the detected target vehicle deceleration. Control state determining means for determining a control state to be realized according to a predetermined relationship between the deviation and the control state of the hydraulic pressure of the brake cylinder based on the deviation from the actual vehicle deceleration, and (c) Control device for controlling the hydraulic pressure of the brake cylinder in the determined control state. (30) The control device, (a) based on the detected operation state amount and the detected actual vehicle deceleration, based on the operation state amount, the actual vehicle deceleration and the control state of the hydraulic pressure of the brake cylinder, Control state determining means for determining a control state to be realized in accordance with a predetermined relationship between the control state and a control means for controlling the hydraulic pressure of the brake cylinder in the determined control state (28) The brake device according to the paragraph. (31) The control device controls the hydraulic pressure of the brake cylinder so that a change gradient of the actual vehicle deceleration with respect to the operation state amount of the brake operation member does not substantially change before and after the boosting limit of the booster. The brake device according to any one of (28) to (30), including a control means. (32) the pressure intensifier, (a) at least one of an operation force sensor for detecting an operation force of the brake operation member and an operation stroke sensor for detecting an operation stroke, and (b) detection by at least one of the sensors. A control device that controls the height of the hydraulic pressure of the brake cylinder based on at least one of the operating force and the operating stroke thus performed (1).
The brake device according to any one of (1) to (31). In this brake device, the height of the brake cylinder hydraulic pressure is not based on the master cylinder hydraulic pressure affected by the pump when the pump operates, but based on at least one of the operating force and the operating stroke not affected by the master cylinder hydraulic pressure. Controlled. Therefore, according to this brake device, the effect that the height of the brake cylinder hydraulic pressure is normalized regardless of the operation of the pump is obtained.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Some specific embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 shows a brake device for a four-wheeled vehicle according to an embodiment of the present invention. This brake device includes a mechanical master cylinder driving device and a booster as a stroke-responsive reaction force applying device between the brake operating member and the master cylinder. The brake device further includes an anti-lock control device and an effectiveness characteristic control device. The anti-lock control device is a device that prevents the locking tendency of each wheel from becoming excessive during vehicle braking. This antilock control device has a pump, and the hydraulic fluid is recirculated in the brake circuit by the pump. In contrast, the effectiveness characteristic control device, because of the boosting limit the booster, as shown in the graph in FIG. 4, not the master cylinder pressure P _M is increased always by the same gradient with respect to the brake operating force F is Considering that there is no brake operation stroke, the actual vehicle deceleration G increases with the same gradient with respect to the brake operation stroke S before and after the booster assist limit as shown in the graph of FIG. This is a device for controlling the braking characteristic, which is the relationship between S and the actual vehicle deceleration G. This effect characteristics control device controls the effect characteristics using the pump. That is, the pump is shared by the antilock control device and the effectiveness characteristic control device.

In FIG. 1, reference numeral 10 denotes a master cylinder. The master cylinder 10 is of a tandem type, as shown in FIG.
As shown in the figure, two pressurizing pistons 10a, 10b are slidably fitted to each other in series and each other in the master cylinder housing, so that in the master cylinder housing, in front of each pressurizing piston 10a, 10b. The pressurizing chambers 10c and 10d are formed independently of each other.
As shown in FIG. 1, the master cylinder 10 is linked to a brake pedal 14 as a brake operating member via a vacuum booster (hereinafter simply referred to as “booster”) 12 as a booster. The operation force F of 14 is apparently assisted by the booster 12 and is transmitted to the master cylinder 10.
0c and 10d are generated.

One pressurizing chamber 10d of the master cylinder 10
Is connected to a first brake system for the left front wheel FL and the right rear wheel RR, and the other pressurizing chamber 10c is connected to a second brake system for the right front wheel FR and the left rear wheel RL. That is, this brake device is a diagonal two-system type. Since these two brake systems have a common configuration, only the first brake system will be described with text and drawings as a representative, and the description of the second brake system will be omitted.

In the first brake system, the master cylinder 10 uses the main passage 48 (liquid passage) to actuate a brake that suppresses rotation of the left front wheel FL, and a brake cylinder 50 for braking the right rear wheel RR.
And connected to. The brake is of a type (a disk type, a drum type, and the like) that suppresses rotation of the wheel by pressing a friction material against a friction surface of a rotating body that rotates together with the wheel by an operating force based on hydraulic pressure. In addition, main passage 4
Reference numeral 8 denotes a bifurcated branch after extending from the master cylinder 10, and one main passage 54 and two branch passages 56 are connected to each other. Each brake cylinder 50 is connected to the tip of each branch passage 56.

A flow control valve 60 is provided in the main passage 54. The flow control valve 60 includes a solenoid 62
Based on the magnetic force (see FIG. 8), an open state (first state) that allows bidirectional flow of the hydraulic fluid between the master cylinder 10 and the brake cylinder 50, and at least the brake cylinder 50 The state is switched to the closed state (second state) in which the flow of the working fluid in the forward direction is blocked. The flow control valve 60 is opened when the solenoid 62 is OFF, and is switched to closed when ON.

The flow control valve 60 has a bypass passage 82
A check valve 84 is provided in the middle of the bypass passage 82. Even if the flow control valve 60 is closed due to the fluid force generated in the movable member in the flow control valve 60 when the brake pedal 14 is depressed, the flow of the hydraulic fluid from the master cylinder 10 to the brake cylinder 50 is ensured. That's why.
The flow control valve 60 further has a relief valve 8 in parallel with it.
6 is also provided. This is to prevent the discharge pressure of the pump 112 described below from becoming excessive.

A pressure-intensifying valve 90, which is a normally-open electromagnetic on-off valve, is provided in the middle of each of the branch passages 56. Realize. A bypass passage 92 is connected to each pressure increasing valve 90, and a check valve 94 for returning hydraulic fluid is provided in each bypass passage 92. A reservoir passage 96 extends from a portion of each branch passage 56 between the pressure intensifying valve 90 and the brake cylinder 50 to form a reservoir 98.
Has been reached. A pressure reducing valve 100, which is a normally closed electromagnetic on-off valve, is provided in the middle of each of the reservoir passages 96, and realizes a reduced pressure state in which the flow of hydraulic fluid from the brake cylinder 50 to the reservoir 98 is allowed in an open state. The reservoir 98 is formed by fitting a reservoir piston 104 to the reservoir housing in a substantially airtight and slidable manner, and a spring 108 as a biasing means for urging the hydraulic fluid in a reservoir chamber 106 formed by the fitting. Is stored under pressure.

The reservoir 98 is connected by a suction passage 110 to the suction side of a pump 112, and the discharge side of the pump 112 is connected by a discharge passage 114 to a portion of the main passage 48 between the flow control valve 60 and the pressure increasing valve 90. ing. The suction passage 110 is provided with a suction valve 116 as a check valve, and the discharge passage 114 is provided with a discharge valve 118 as a check valve. The discharge passage 114 is further provided with an orifice 120 as a throttle and a fixed damper 122, respectively, so that pulsation of the pump 112 is reduced.

When the antilock control is not being executed, it is normal that there is no hydraulic fluid to be pumped into the reservoir 98. Therefore, in order to always guarantee the execution of the effect characteristic control, it is necessary to supply the working fluid to the reservoir 98 regardless of whether the antilock control is executed.

Therefore, in the present embodiment, a supply passage 130 extending from a portion of the main passage 54 between the master cylinder 10 and the flow control valve 60 to reach the reservoir 98 is provided. However, since the master cylinder 10 and the reservoir 98 are always communicated with each other through the supply passage 130, even if the brake pedal 14 is operated, the master cylinder 10 is pressurized unless the reservoir piston 104 bottoms in the reservoir 98. And the delay of the braking effect occurs. Further, during the anti-lock control, the pump 112 pumps the hydraulic fluid from the master cylinder 10 instead of the reservoir 98, and the pressure reducing function of the reservoir 98 is hindered.

Therefore, in the present embodiment, an inflow control valve 140 is provided in the middle of the supply passage 130. The inflow control valve 140 is connected to the reservoir 9 from the master cylinder 10.
When it is necessary to replenish the hydraulic fluid to the reservoir 8, it is opened, allowing the flow of the hydraulic fluid from the master cylinder 10 to the reservoir 98, while it is not necessary to replenish the hydraulic fluid from the master cylinder 10 to the reservoir 98. Sometimes, it is closed, and the flow of the hydraulic fluid from the master cylinder 10 to the reservoir 98 is blocked, so that the pressure rise by the master cylinder 10 is enabled. In the present embodiment, the inflow control valve 140 is a normally closed electromagnetic on-off valve. Further, in the present embodiment, it is determined whether or not it is necessary to introduce the hydraulic fluid from the master cylinder 10 during the antilock control, and there is no hydraulic fluid to be pumped by the pump 112 in the reservoir 98 during the antilock control. It is determined whether the hydraulic fluid is present or not, and the integrated value of the time when the pressure increasing valve 90 is in the pressure increasing state and the integrated value of the time when the pressure reducing valve 100 is in the pressure reducing state are calculated respectively. The operation is performed by estimating the remaining amount of the working fluid in the reservoir 98 based on the pressure increasing time and the pressure decreasing time.

During the braking operation, when the pump 112 pressurizes the hydraulic fluid using the hydraulic fluid in the portion of the main passage 48 upstream of the flow control valve 60, the high-pressure operation in the upstream portion is performed. Rather than pumping down the liquid with the reservoir 98 without lowering the pressure with the reservoir 98, pumping the liquid without lowering the pressure with the reservoir 98 improves the operation responsiveness of the pump 112 and lowers the capacity of the pump 112 by reducing the load on the pump 112. Becomes

Therefore, in the present embodiment, the flow of the hydraulic fluid from the supply passage 130 toward the reservoir 98 is provided at a portion of the suction passage 110 between the connection point with the supply passage 130 and the connection point with the reservoir passage 96. And a check valve 142 is provided to prevent the flow in the opposite direction.

Here, the booster 12 will be described in detail with reference to FIG. In the figure, the booster 12 is shown in a non-operating state together with the master cylinder 10. Here, the “non-operating state” refers to a state in which the brake pedal 14 is in a non-operating position (initial position).

The booster 12 includes a housing 220 having a space inside. The space inside the housing 220 is divided into a negative pressure chamber 224 on the master cylinder 10 side and a variable pressure chamber 2 on the brake pedal 14 side by the power piston 222.
26. The negative pressure chamber 224 is connected to an engine intake pipe as a negative pressure source.

The boss 230 of the power piston 222 has
An input member 231 linked to the brake pedal 14 is linked to be relatively displaceable. The input member 231 is connected to the valve operating rod 2 on the side of the brake pedal 14.
32 and a plunger 234 on the side of the power piston 222
And are connected coaxially. The valve operating rod 232 is associated with the brake pedal 14 so that if the brake pedal 14 is operated in a direction in which the hydraulic pressure of the master cylinder 10 increases, the valve operating rod 232 moves forward following the operation. The input member 231 has its plunger 2
At 34, the boss 230 is fitted slidably in the axial direction. The plunger 234 has a stopper key 236 fitted in an annular groove formed on the outer peripheral surface thereof with an axial gap. The stopper key 236 is used for the boss 230
It is fixed to. Therefore, this stopper key 23
6 restricts the approach limit and the separation limit of the plunger 234 with respect to the power piston 222. On the other hand, an axial gap is provided between the plunger 234 and the center of the boss 230, and the axial gap is set to be larger than the axial gap between the annular groove and the stopper key 236. Therefore, since the booster 12 does not reach the assisting limit, while the plunger 234 does not come into contact with the stopper key 236 on the side wall facing the front of the plunger 234 on both side walls of the annular groove, the reaction force from the power piston 222 is reduced. It is not applied to the plunger 234.

The booster 12 has a booster piston rod 2 as an output member on the master cylinder 10 side.
42 are provided. This booster piston rod 242
Is linked to the pressurizing piston 10b in the master cylinder 10, and transmits the operating force of the power piston 222 to the pressurizing piston 10b. The booster piston rod 242 is linked to the power piston 222 so that all the reaction force from the booster piston rod 242 is applied to the power piston 222, and the reaction force from the booster piston rod 242 is Is not given to

That is, of the power piston 222,
The part that makes the power piston 222, the input member 231 and the booster piston rod 242 cooperate with each other constitutes a "cooperation mechanism".

In the booster 12, the input member 231
A coil-shaped and compression-type spring 244 as an “elastic member” is disposed between the spring 244 and the booster housing 220. One end of the spring 244 is connected to the retainer 24.
The other end is supported by the booster housing 220 directly or via a retainer (not shown). The spring 244 is provided outside the boss 230 so that the boss 2
It is arranged in a state of being overlapped coaxially with 30. Therefore, it is not essential that the basic structure of the booster 12 be largely changed from the conventional structure for mounting the spring 244, and the spring 244 can be mounted on the booster 12 compactly.
The addition of the 44 prevents the entire booster 12 from being enlarged.

The elastic characteristic of the spring 244 may be a linear type in which the elastic force increases in proportion to the compression amount, or a non-linear type in which the elastic force increases in a characteristic different from the linear amount in the compression amount. It can be. When the elastic characteristic of the spring 244 is linear, the operating force F,
That is, the spring 2 has a force between the force equal in magnitude but opposite to the reaction force from the spring 244 to the brake pedal 14 and the operation stroke S of the brake pedal 14.
Considering the set load of 44, as shown by a solid line graph in FIG.
Is established. On the other hand, when the elastic characteristic of the spring 244 is non-linear, the spring 244 is located between the operation force F and the operation stroke S.
In consideration of the set load, the operation stroke S is not proportional to the operation force F as shown by the broken line graph in FIG.
Is established. The latter elastic characteristic depends on the consumption of the hydraulic fluid in the brake device and the operating force F.
In consideration of the general relationship with In any case, the relationship between the operation force F and the operation stroke S does not change due to the pump 112 pumping the hydraulic fluid from the master cylinder 10. The reaction force from the brake pedal 14 to the driver is the master cylinder 1
This is because it is generated by the spring 244 which is not directly affected by zero.

[0034] In contrast, between the operating stroke S and the master cylinder pressure P _M, in the state in which the pump 112 after the boosting limit of the booster 12 is not pumped hydraulic fluid from the master cylinder 10, in the graph in FIG. 4 as shown, the master cylinder pressure P _M is the operating force F, the booster 12
A relationship is established in which the slope increases steeply before the assisting limit and gradually increases after the limit of assisting.

[0035] In contrast, in the present embodiment, the pump 112 after the boosting limit of the booster 12 has hydraulic fluid pumped from the master cylinder 10, whereby the brake cylinder pressure P _B is increased from the master cylinder pressure P _M And the brake cylinder fluid pressure P _B is not affected by the master cylinder 10 and the booster
To the normal height. Further, as described above, in the present embodiment, the operation stroke S is normalized even though the pump 112 pumps the hydraulic fluid from the master cylinder 10. Therefore, in the present embodiment, as shown in FIG. 5, between the operation stroke S and the brake cylinder hydraulic pressure P _B , the brake cylinder hydraulic pressure P _B assists the operation stroke S after the boost limit of the booster 12. A relationship is established in which the temperature rises at the same gradient as before the limit.

The reason will be described in detail later.
When the pump 112 after the boosting limit of 2 pumping hydraulic fluid from the master cylinder 10, the master cylinder pressure P _M is not increased as shown in FIG. Therefore, after the boosting limit of the booster 12, the pump 112 starts to operate such master cylinder hydraulic pressure PM and the target brake cylinder hydraulic pressure P _M
It will be activated to fill the difference from _B. However, the graph in the figure, the master cylinder pressure P _M after actuation of the pump 112 is indicative an exaggerated manner to decrease.

However, in the present embodiment, the height of the brake cylinder hydraulic pressure P _B is not unilaterally determined according to the operation stroke S, but is determined by feeding back the actual vehicle deceleration G. You. Therefore, in the present embodiment, between the operation stroke S and the actual vehicle deceleration G, the actual vehicle deceleration G is assisted with respect to the operation stroke S after the boosting limit of the booster 12 as shown in the graph of FIG. A relationship is established in which the temperature rises at the same gradient as before the limit.

In the booster 12, as shown in FIG. 2, a control valve mechanism 250 is provided between the negative pressure chamber 224 and the variable pressure chamber 226. The control valve mechanism 250 includes a valve operating rod 2
It operates based on the relative movement of the power piston 32 and the power piston 222, and includes a control valve 252, an air valve 254, a vacuum valve 256, and a control valve spring 258. The air valve 254 selectively communicates and shuts off the transformation chamber 226 with the atmosphere in cooperation with the control valve 252. This air valve 254 moves integrally with the plunger 234. The control valve 252 is controlled by an air valve 254 by a control valve spring 258.
And is attached to the valve operating rod 232 by being urged in a direction to be seated. Vacuum valve 2
56 is a transformer chamber 2 in cooperation with the control valve 252.
26 selectively communicates with and shuts off the negative pressure chamber 224, and is formed at a fixed position on the boss 230 of the power piston 222. In the figure, reference numerals 260 and 2
Numeral 61 indicates each passage formed in the boss 230.
When the air valve 254 is open, these passages 26
Due to 0 and 261, the negative pressure chamber 224 and the variable pressure chamber 226 communicate with each other and become negative pressure together.

In the booster 12 configured as described above, when the brake is not operated, the control valve 25
2 is seated on the air valve 254 while spaced from the vacuum valve 256, thereby isolating the variable pressure chamber 226 from the atmosphere and communicating with the negative pressure chamber 224. Therefore, during this non-braking operation, both the negative pressure chamber 224 and the variable pressure chamber 226 are at the same level of negative pressure (pressure lower than atmospheric pressure).

On the other hand, when the brake is operated, the valve operating rod 232 is
2, whereby the control valve 252 eventually seats not only on the air valve 254 but also on the vacuum valve 256, whereby the pressure change chamber 2
26 is shut off from both the atmosphere and the negative pressure chamber 224. Thereafter, when the valve operating rod 232 further approaches the power piston 222, only the air valve 254 is separated from the control valve 252, whereby the variable pressure chamber 226 is cut off from the negative pressure chamber 224 and communicates with the atmosphere. Let me do. In this state, the transformer room 2
The pressure rises at 26 and a pressure difference is generated between the pressure chamber and the negative pressure chamber 224, and the power piston 222 is operated by the pressure difference.

When the booster 12 reaches the assisting limit, the vacuum valve 256 is closed and the air valve 254 is open. In this state, the pump 112
When the hydraulic fluid is pumped from the master cylinder 10, the pressurizing pistons 10a and 10d move forward. When the pressurizing pistons 10a and 10b move forward in this manner, the booster piston rod 242 and the power piston 22
2 also moves forward, thereby opening the vacuum valve 256, thereby reducing the pressure in the transformation chamber 226 from atmospheric pressure. The change of the operating state as described above is caused by the master cylinder 1
0 and the booster 12, when the pump 112 pumps up the hydraulic fluid from the master cylinder 10 after the booster 12 reaches the assisting limit, the master cylinder hydraulic pressure P _M
Is reduced as shown in FIG. As a result, the reaction force from the pressurizing pistons 10a and 10b to the booster piston rod 242 decreases, but in the present embodiment, the reaction force is applied from the booster piston rod 242 to the power piston 222 as described above. However, since no reaction force is applied to the input member 231, the reaction force applied to the driver from the brake pedal 14 does not change, and the operation feeling does not change.

FIG. 8 shows an electrical configuration of the brake device. The brake device is a CPU, ROM and R
An ECU (electronic control unit) 300 mainly including a computer including an AM is provided. Various routines including a braking effect characteristic control routine (shown in flowcharts in FIGS. 9 and 10) and an antilock control routine (not shown) are stored in the ROM, and these routines use the RAM by the CPU. As a result, the effect characteristic control and the antilock control are respectively executed.

An operation stroke sensor 302, a booster negative pressure switch 304 and a wheel speed sensor 306 are connected to the input side of the ECU 300. The operation stroke sensor 302 detects an operation stroke of the brake pedal 14 and outputs an operation stroke signal defining the operation stroke. The booster negative pressure switch 304 outputs a booster negative pressure signal (first signal) in an OFF state when the pressure in the transformation chamber 226 of the booster 12 is lower than the atmospheric pressure, and outputs a booster negative pressure signal in an ON state when the pressure is higher than the atmospheric pressure. A pressure signal (second signal) is output. The wheel speed sensor 306 is provided for each wheel, and outputs a wheel speed signal that defines the wheel speed of each wheel.

On the other hand, a pump motor 310 for driving the pump 112 is connected to the output side of the ECU 300.
A motor drive signal is output to the pump motor 310. On the output side of the ECU 300, a solenoid 62 of the flow control valve 60 and solenoids 312, 31 of the inflow control valve 140, the pressure increasing valve 90, and the pressure reducing valve 100 are further provided.
4,316 are also connected. Each solenoid 62, 31
ON / OFF drive signals for ON / OFF drive are output to 2, 314 and 316, respectively.

Here, the effect characteristic control by the ECU 300 will be described.

FIG. 11 is a functional block diagram showing the configuration of the effectiveness characteristic control device. The portion of the ECU 300 relating to the effectiveness characteristic control device is shown in the frame of the broken line in the figure. The effectiveness characteristic control device includes an assist limit determination unit 320 connected to the booster negative pressure switch 304. The boosting limit judging means 320 is configured to determine whether or not the booster negative pressure switch
When the pressure of No. 2 rises to the atmospheric pressure, it is determined that the booster 12 has reached the assisting limit. This assist limit determination means 3
20 is connected to pressure increase control start means 322 for instructing the start of pressure increase control of the brake cylinder 50 when it is determined that the booster 12 has reached the assisting limit. The effectiveness characteristic control device further includes an operation stroke sensor 302.
Is provided with a target vehicle deceleration determining means 324 connected to the vehicle. The target vehicle deceleration determining means 324 determines a predetermined relationship between the operation stroke S and the target vehicle deceleration G ^* according to the operation stroke S detected by the operation stroke sensor 302 (see the solid line graph in FIG. 13). The target vehicle deceleration G ^* is determined this time.

FIG. 11 shows the estimated vehicle speed calculating means 326 connected to the plurality of wheel speed sensors 306. The estimated vehicle speed calculating means 326 is constituted by the anti-lock control routine, and includes a plurality of wheel speed sensors 30.
The estimated vehicle speed VS0 is calculated based on the wheel speeds of the plurality of wheels detected in step 6 by utilizing the fact that the largest wheel speed of the four wheels is closest to the true vehicle speed during vehicle braking. The effectiveness characteristic control device includes the estimated vehicle speed calculating means 3
26 is provided with actual vehicle deceleration calculating means 328 connected to the vehicle. The actual vehicle deceleration calculating means 328 calculates the actual vehicle deceleration G as a time differential value of the calculated estimated vehicle speed VS0.

The effectiveness characteristic control device further includes a control state determining means 330. This control state determining means 33
0 is based on the deviation δ of the determined target vehicle deceleration G ^* from the calculated actual vehicle deceleration G, and is based on the flow control valve 60, the pressure increasing valve 90, and the pressure reducing valve 100 (hereinafter referred to as “valve”). And the control state of the pump motor 310 is determined such that the deviation δ becomes zero.

[0049] pressure control mode valve device 60,90,100 includes a rapid increase mode pressure increase the brake cylinder pressure P _B with steep slopes, and slow increase mode which applies increasing in shelving, hold mode for holding And a rapid pressure reduction mode in which the pressure is reduced at a steep gradient, and a gentle pressure reduction mode in which the pressure is reduced at a gentle gradient.
The deviation δ is positive when the actual vehicle deceleration G is smaller than the target vehicle deceleration G ^* and is insufficient.
Is larger than the target vehicle body deceleration G ^* and becomes negative when it is excessive, and the control mode this time is determined in accordance with such a deviation δ as shown in a table form in FIG.

More specifically, (1) a rapid pressure increase mode when the deviation δ is larger than a reference value + δ ₁ ;
Slow pressure increase mode when δ ₁ or less and greater than reference value + δ ₂ (<+ δ ₁ ), (3) Hold mode when deviation δ is greater than or equal to reference value −δ ₃ and less than reference value + δ ₂ , (4) Deviation δ Is less than or equal to the reference value −δ ₄ (<−δ ₃ ) and smaller than the reference value −δ _3.
rapid pressure is determined when δ less than _4.

Therefore, the relationship between the operation stroke S, the actual vehicle deceleration G, the target vehicle deceleration G ^*, and the pressure control mode is shown by a graph in FIG.

When the current pressure control mode is determined as described above, each control of the flow control valve 60, the pressure increasing valve 90, the pressure reducing valve 100, and the pump motor 310 is performed according to the determined pressure control mode. The state is determined as shown in a table form in FIG.

Hereinafter, a specific description will be given. First, the basic pressure control modes, ie, the rapid pressure increasing mode, the holding mode, and the rapid pressure decreasing mode will be described.

(1) In the rapid pressure increase mode, the flow control valve 60 is in the ON state (closed state), the pressure increase valve 90 is in the OFF state (open state), the pressure reducing valve 100 is in the OFF state (closed state), and the pump motor 310 is in the OFF state. The ON state is determined. Pump 11
All of the hydraulic fluid discharged from the brake cylinder 50
To the brake cylinder hydraulic pressure P _B
Is rapidly increased.

(2) In the holding mode, the flow control valve 6
0 is set to the ON state (closed state), the pressure increasing valve 90 is set to the ON state (closed state), the pressure reducing valve 100 is set to the OFF state (closed state), and the pump motor 310 is set to the ON state or the OFF state.
The pump motor 310 may be in the ON state because the pressure increasing valve 9
If 0 is turned on, the brake cylinder 50
This is because it is cut off from 12. In this holding mode, the pressure increasing valve 90 is turned off (opened),
Further, the pump motor 310 can be turned off.

(3) In the rapid pressure reduction mode, the flow control valve 60 is in the OFF state (open state), the pressure increasing valve 90 is in the OFF state (open state), the pressure reducing valve 100 is in the OFF state (closed state), and the pump motor 310 is in the OFF state. It is determined to be in the OFF state. Hydraulic fluid of the brake cylinder 50 is released to the master cylinder 10 via the pressure increasing valve 90 and flow control valve 60 in their order, whereby the brake cylinder pressure P _B is rapid decompression. In this rapid pressure reduction mode, the pump motor 310 can be turned on. Pump 112
Is supplied to the master cylinder 10 but is not supplied to the brake cylinder 50.

Next, the slow pressure increasing mode and the slow pressure reducing mode, which are auxiliary pressure control modes, will be described.

(4) The gradual pressure increase mode is realized by alternately realizing a control state similar to the rapid pressure increase mode and a control state similar to the holding mode during one control cycle. Therefore, in the slow pressure increase mode, the flow control valve 60 is ON.
State (closed state), the booster valve 90 is in the ON state (closed state) and
Duty control state with FF state (open state), pressure reducing valve 1
00 is OFF state (closed state), pump motor 310 is O
The state is determined to be N. In the gradual pressure increase mode, as shown in FIG. 15, by changing the duty ratio, which is the ratio of the ON continuation time to the duty control cycle of the pressure increase valve 90, the brake cylinder hydraulic pressure P during the gradual pressure increase is changed. The change gradient of _B can be changed.

(5) The slow pressure reduction mode is realized by alternately realizing a control state similar to the holding mode and a control state similar to the rapid pressure reduction mode in one control cycle. Therefore, in the slow pressure reduction mode, the flow control valve 60 is turned off.
The duty control state between the F state (open state) and the ON state (closed state), the pressure increasing valve 90 is OFF state (open state), the pressure reducing valve 100 is OFF state (closed state), and the pump motor 310 is determined to be OFF state. You. Note that, in the gradual pressure reduction mode, as in the gradual pressure increase mode, as shown in FIG. It may alter the change gradient of the brake cylinder pressure P _B of the gentle reduced pressure in.

In the above description, the pump 11
It is described that the pump motor 310 is turned off in order to make the discharge amount of the working fluid from 2 zero.
With the pump motor 310 turned on, the inflow control valve 140
Can also be realized by turning OFF (closed state). This is because in the OFF state of the inflow control valve 140, the supply of the hydraulic fluid from the master cylinder 10 to the pump 112 is cut off, and the pump 112 runs idle.

As described above, the control state determining means 33 shown in FIG.
Although 0 has been described, the effectiveness characteristic control device further includes a control unit 332 connected to the control state determination unit 330. The control means 332 is also connected to the pressure increase control start means 322, and when the start of the pressure increase control is instructed, the determined control state is realized.
The valve devices 60, 90, 100 and the pump motor 310 are controlled.

The effect characteristic control schematically described above is shown in FIG.
And a brake effect characteristic control routine shown in the flowchart of FIG.

This routine is repeatedly executed after the driver turns on the ignition switch of the vehicle. At the time of each execution, first, in step S1 (hereinafter simply referred to as “S1”; the same applies to other steps), an operation stroke signal is fetched from the operation stroke sensor 302, and then, in step S2, the booster negative signal is input. A booster negative pressure signal is taken in from the pressure switch 304. Thereafter, in S3, based on the booster negative pressure signal, it is determined whether or not the booster 12 has reached the assisting limit as described above. This time, assuming that booster 12 has not reached the assistance limit,
The determination is NO, and in S4, the valve devices 60, 90,
A signal to turn off each of the solenoids 62, 312, and 314 is output.
0 is open, the pressure increasing valve 90 is open, and the pressure reducing valve 100 is closed. Subsequently, in S5, the inflow control valve 140
Is output to the solenoid 316, thereby closing the inflow control valve 140.
Then, in S6, the pump motor 310
A signal to be flipped is output. This completes one execution of this routine.

On the other hand, if it is assumed that the booster 12 has reached the assisting limit, the determination in S3 becomes YES, and
At 7, the estimated vehicle speed VS0 is fetched from the RAM. The antilock control routine is designed to calculate the estimated vehicle speed VS0 at regular time intervals, and to store the latest value and the previous value of the calculated values in the RAM. Then, in S8, the actual vehicle deceleration G is obtained by subtracting the previous value from the latest value of the estimated vehicle speed VS0.
Is calculated this time. Subsequently, in S9, the current value of the target vehicle body deceleration G ^* is determined according to the operation stroke S defined by the fetched operation stroke signal as described above. Thereafter, in S10, the control state of the valve devices 60, 90, 100 is determined as described above, and subsequently, in S11, the control state of the pump motor 310 is also determined as described above. Then, in S12, the valve devices 60, 90, and 100 are controlled so that the determined control state is realized.
Subsequently, in S13, the inflow control valve 140 is controlled.

FIG. 10 is a flowchart showing the details of step S13 as an inflow control valve control routine.

First, in S61, it is determined whether or not the antilock control is currently being executed. If it is assumed that it is not being executed, the determination is NO, and in S62, a signal for turning on the solenoid 316 of the inflow control valve 140, that is, a signal for opening the inflow control valve 140 is output. As a result, the hydraulic fluid is transferred to the master cylinder 1
From 0, the pump can be introduced into the pump 112 via the supply passage 130. This completes one execution of this routine.

On the other hand, if it is assumed that the antilock control is currently being executed, the determination in S61 is YES, and the determination in S61 is YES.
At 63, an operation of estimating the amount of the operating fluid existing as the operating fluid to be pumped by the pump 112 in the reservoir 98, that is, an operation of estimating the remaining amount of the reservoir is performed. Subsequently, in S64, it is determined whether or not the estimated remaining amount of the reservoir is 0, that is, whether or not there is any hydraulic fluid to be pumped by the pump 112 in the reservoir 98. Assuming that the remaining amount of the reservoir is not 0 this time, the determination is NO, and in S65, a signal for turning off the solenoid 316 of the inflow control valve 140, that is, a signal for closing the inflow control valve 140 is output. Is done. On the other hand, if it is assumed that the remaining amount of the reservoir is 0 this time, the determination in S64 becomes YES, and in S62, a signal for causing the inflow control valve 140 to open it is output. In any case, one cycle of the execution of this routine is completed, and the process proceeds to S14 in FIG.

In step S14, the pump motor 31
0 is controlled so that the determined control state is realized. When the pump motor 310 is turned on, the hydraulic fluid is pumped from the reservoir 98 by the pump 112, and the hydraulic fluid is discharged to each brake cylinder 50. Thus, higher fluid pressure than the master cylinder pressure P _M is generated in the brake cylinder 50. This completes one execution of this routine.

In the anti-lock control routine, the pressure increasing valve 90 is opened while the pressure reducing valve 100 is closed while the wheel speed sensor 306 monitors the wheel speed of each wheel and the running speed of the vehicle body. The holding state in which both the pressure valve 90 and the pressure reducing valve 100 are closed, the pressure increasing valve 90 in the closed state, and the pressure reducing valve 1
00 selectively prevents the wheels from locking during braking of the vehicle by selectively realizing the depressurized state of opening.
Further, in the antilock control routine, the pump motor 310 is operated during the antilock control, and the hydraulic fluid is pumped from the reservoir 98 by the pump 112 and returned to the main passage 48.

This antilock control routine is executed regardless of whether the brake effect characteristic control routine is executed. Therefore, if the lock tendency of each wheel becomes excessive due to the pressure increase of each brake cylinder 50 by the pump 112 during the execution of the effectiveness characteristic control, the anti-lock control routine is executed, and as a result, the braking of each wheel is performed. The operating force does not need to be excessive.

As is clear from the above description, the ECU 3
9 corresponds to the assisting limit determining means 320 and the pressure increase control starting means 322, the part executing S1 and S9 corresponds to the target vehicle body deceleration determining means 324, and S7 And S8 correspond to the actual vehicle deceleration calculating means 328, S10 and S11 correspond to the control state determining means 330, and S12 and S14 correspond to the control means 3
32.

In this embodiment, the operation stroke sensor 302 and the booster negative pressure switch 304
(Sensor unit), the flow control valve 60, the pressure increasing valve 90, the pressure reducing valve 100, the pump 112, the pump motor 310 (actuator unit), and the part (control unit) of the ECU 300 related to the effective characteristic control Device "
The "cooperation mechanism" and the "elastic member" constitute a "reaction force imparting mechanism", and the "reaction force imparting mechanism" constitutes a "stroke-compatible reaction force imparting device".

It should be noted that the flow control valve control routine shown in FIG. 10 can be improved by directly detecting the remaining amount of the hydraulic fluid in the reservoir 98 by a sensor.
The remaining amount can be detected by, for example, providing a permanent magnet integrally with the reservoir piston 104 of the reservoir 98 so as to be movable, and providing a reed switch as a sensor close to the permanent magnet.

Another embodiment will be described. However, this embodiment has many configurations in common with the previous embodiment, and differs only in the electrical configuration related to the effective characteristic control. Therefore, the common configurations are described in detail by using the same reference numerals. Are omitted, and only different configurations will be described in detail.

FIG. 17 is a functional block diagram showing the configuration of the effectiveness characteristic control device according to this embodiment. In this embodiment, unlike in the previous embodiment,
The height of the brake cylinder pressure P _B is controlled by duty control of the pump motor 310. Therefore, instead of the control state determining means 330, the valve devices 60, 9 are determined based on the target vehicle deceleration G ^* and the actual vehicle deceleration G.
A control state determining means 400 for determining the control states of 0 and 100 and the duty ratio for duty-controlling the pump motor 310 is provided. The control means 3
32, the valve devices 60, 90, and 100 are controlled such that the determined control state is realized, and the pump motor 310 is controlled in accordance with the determined duty ratio.
Is provided.

In this embodiment, as in the previous embodiment, the target vehicle deceleration G ^* is actually used to determine the control state of the valve devices 60, 90, 100 and the like. Stroke S, actual vehicle deceleration G, and valve device 6
If the relationship between the control states of 0, 90, and 100 and the duty ratio is stored in a ROM as a map, a table, or the like,
The actual use of the target vehicle deceleration G ^* is not necessary for determining the control state.

FIG. 18 is a flowchart showing a routine for controlling the braking effect characteristics. This routine is basically the same as the brake effect characteristic control routine (FIG. 9) in the previous embodiment, so that the common parts will be briefly described, and only the different parts will be described in detail.

Assume that booster 12 has reached the assisting limit
Then, the determination in S103 becomes YES, and S107 and
In step S108, the actual vehicle deceleration G is calculated.
Thereafter, in S109, the captured operation straw is taken in.
Target according to the operation stroke S specified by the
Body deceleration G^*Is determined. Then, at S110
And the determined target vehicle deceleration G^*And the actual calculated above
Based on the deviation δ from the vehicle body deceleration G, the valve devices 60, 90,
100 control states are determined. Between the deviation δ and the control state
The relationships are shown in tabular form in FIG. Then, S11
1, the deviation δ and the pump mode are determined based on the deviation δ.
Pump motor according to the relationship with the duty ratio of the
The current duty ratio of 310 is determined. This embodiment
In FIG. 19, the “duty ratio” is changed as shown in FIG.
The control cycle T of the pump motor 310 _cyclePo for
The pump motor 310 is in the ON state continuation period T_ONAs a ratio of
Is defined. Also, the deviation δ and the pump motor 310
The relationship with the duty ratio is shown in table form in FIG.
You. That is, in the present embodiment, the brake at the time of pressure increase is used.
Cylinder pressure P_BIs the change gradient of the previous embodiment.
Unlike the duty control of the pump motor 310,
Brake cylinder fluid pressure during pressure reduction
P_BAs in the previous embodiment, the change gradient of
It is optimized by the duty control of the control valve 60.
It has become.

Thereafter, in S112, the valve device 60,
90 and 100 are controlled such that the determined control state is realized. Subsequently, in S113, the inflow control valve 140 is controlled. Thereafter, in S114, the pump motor 310 is controlled according to the determined duty ratio. This completes one execution of this routine.

As is clear from the above description, the ECU 3
18 corresponds to the assisting limit determining means 320 and the pressure increase control starting means 322, the part executing S101 and S109 corresponds to the target vehicle body deceleration determining means 324, and S107.
The part executing S108 corresponds to the actual vehicle deceleration calculating means 328, the part executing S110 and S111 corresponds to the control state determining means 400, and the part executing S112 and S114 corresponds to the control means 402. It is.

Another embodiment will be described. However,
This embodiment has many configurations in common with the first embodiment (FIGS. 1 to 16), and differs only in the electrical configuration related to the effective characteristic control. Accordingly, detailed description will be omitted, and only different configurations will be described in detail.

FIG. 21 is a block diagram showing the electrical configuration of the brake device according to the present embodiment. In the present embodiment, instead of the ECU 300, the ECU 50
0 is provided, and the operation stroke sensor 302
Instead, an operation force sensor 502 that detects the operation force F of the brake pedal 14 and outputs an operation force signal defining the operation force F
Is provided.

FIG. 22 is a functional block diagram showing the configuration of the effectiveness characteristic control device according to this embodiment. In the present embodiment, the target vehicle body deceleration determining means 324
Instead, a target vehicle deceleration determining means 504 for determining the target vehicle deceleration G ^* according to the operation force F is provided.

FIG. 23 is a flowchart showing a routine for controlling the braking effect characteristics. This routine is basically the same as the brake effect characteristic control routine (FIG. 9) in the previous embodiment, and therefore only different steps will be described.

First, in S201, the operation force sensor 5
02, the operation force signal is taken in. Next, it is determined in S202 and S203 whether or not the booster 12 has reached the assisting limit. In this case, if it is assumed that the booster 12 has reached the assisting limit, the determination in S203 becomes YES, and the actual vehicle deceleration G is calculated in S207 and S208. The target vehicle deceleration G ^* is determined according to the specified operation force F. The relationship between the operating force F and the target vehicle deceleration G ^* is set so that the target vehicle deceleration G ^* increases in proportion to the operating force F, as shown in the graph of FIG. Current target vehicle deceleration G
^* Is determined. Subsequently, S210 and S2
At 11, based on the determined target vehicle body deceleration G ^* and the calculated actual vehicle body deceleration G, the valve devices 60, 90, 100 and the pump motor 310 are operated in the same manner as in the first embodiment. The control state is determined. Thereafter, in S212, the valve devices 60, 90, 100 are controlled, in S213, the inflow control valve 140 is controlled, and in S214, the pump motor 310 is controlled. This completes one execution of this routine.

As is clear from the above description, the ECU 5
23, the part executing S202 and S203 in FIG. 23 corresponds to the assisting limit determining means 320 and the pressure increase control starting means 322, the part executing S201 and S209 corresponds to the target vehicle body deceleration determining means 508, and S207.
And S208 correspond to the actual vehicle deceleration calculating means 328, S210 and S211 correspond to the control state determining means 330, and S212 and S214 correspond to the control means 332. It is.

Another embodiment will be described. However,
This embodiment differs from some of the above-described embodiments only in the mechanical configuration, and has the same electrical configuration. Therefore, only the mechanical configuration will be described, and the description of the electrical configuration will be omitted.

FIG. 25 shows the brake pedal 14, the booster 12, and the master cylinder 10 of the brake device according to the present embodiment. The present embodiment is common to all the previous embodiments in having the booster 12, but the spring 600 as the “elastic member” includes the input member 231 and the booster housing 22 as the fixing member.
0, and is different in that it is provided between the brake pedal 14 and the vehicle body frame 602 as a fixing member as shown in FIG. Brake pedal 14
Is attached to the vehicle body frame 602 so as to be rotatable around one horizontal rotation axis 604, whereas the spring 600
And a relationship between the operation force F and the operation stroke S is realized as shown by a solid line graph or a broken line graph in FIG.

Therefore, according to the present embodiment, since the spring 600 is not mounted on the booster 12, an effect that the size of the booster 12 is further avoided is obtained.

The brake pedal 14 is conventionally provided with a return spring. Therefore, if the return spring is used, it is not indispensable to add another spring for giving a stroke-responsive force. Therefore, according to the present embodiment, it is possible to achieve a stroke-compatible reaction force by simply changing the specifications of the spring without adding new components, and it is possible to obtain an effect that an increase in the cost of the device is avoided.

In addition, in any of the above-described embodiments, if the operation of the pump 112 is started after the boosting limit of the booster 12, the master cylinder hydraulic pressure P _M
Although but is allowed to be reduced, if stop it, it is possible pressure increase of the brake cylinder pressure P _B by using the master cylinder pressure P _M more effectively. And the pump 11
The means that prevents the master cylinder pressure P _M after starting the operation of the 2 drops example, after starting the operation of the pump 112, there is means to pressure in the variable pressure chamber 226 is prevented from lowering the atmospheric pressure, the The means is, for example, a transformer chamber 226.
Mechanically operates based on the pressure of the
Is always isolated from the atmosphere, but is embodied by providing a pilot-operated control valve in the transformation chamber 226 that communicates with the atmosphere when the pressure in the transformation chamber 226 becomes substantially equal to the atmospheric pressure.

Another embodiment will be described. However,
This embodiment is different from the previous embodiment only in the configuration relating to the master cylinder driving device, and the other configurations are common. Therefore, only the configuration relating to the master cylinder driving device will be described in detail, and the description of the other configurations will be omitted. I do.

As shown in FIG. 26, in this embodiment, no booster is provided and the master cylinder 10
Is operated by the actuator 650, not by the booster. The actuator 650 includes a motor (for example, an ultrasonic motor) 652 as a drive source,
A motion converting mechanism 654 (for example, a screw mechanism) for converting the rotational motion of the motor 652 into a linear motion, wherein a linear motion member 656 of the motion converting mechanism 654 is engaged with the pressure piston 10b from behind. ing. Therefore, the motor 652 is rotated forward and the linear motion member 6 is rotated.
When the cylinder 56 is advanced, the master cylinder 10 is operated to increase its hydraulic pressure, whereas when the motor 654 is reversely rotated and the linear motion member 656 is retracted, the master cylinder 10 is operated. Is actuated so that its hydraulic pressure drops.

The actuator 650 is driven by a driving device 660, and the driving device 660 operates the actuator 650 according to an operation stroke signal from the operation stroke sensor 302. The drive device 660 is mainly composed of a computer, and the ROM of the drive device 660 stores a master cylinder drive routine represented by a flowchart in FIG. This routine is repeatedly executed during vehicle operation,
In each execution, first, in S301, the operation stroke S is detected by the operation stroke sensor 302. Next, in S302, in accordance with the detected operating stroke S, and the operation stroke S and the target master cylinder pressure P _M ^* current target master cylinder fluid pressure according to a predetermined relationship between P _M ^* It is determined. An example of the relationship is shown in a graph in FIG. afterwards,
In S303, the present target master cylinder pressure P _M determined motor 652 is driven so as to realize. This completes one execution of this routine.

As is apparent from the above description, in the present embodiment, an "electric master cylinder driving device" is constituted by the operation stroke sensor 302, the actuator 650, and the driving device 660.
00 constitutes a “stroke-compatible reaction force applying device”.

In this embodiment, the pump 11
29, the pressure increase of the brake cylinder 50 is performed from the start of the brake operation, as shown in the graph of FIG. 29, or the pressure increase start condition is satisfied after the start of the brake operation, as shown in the graph of FIG. It can be done from time to time. Here, the pressure increase start conditions include, for example,
It is possible to select a condition that the operation stroke S exceeds the reference value or a condition that a sudden braking operation in which the operation speed of the brake pedal 14 exceeds the reference value is started.

While the preferred embodiments of the present invention have been described in detail with reference to the drawings, various modifications may be made based on the knowledge of those skilled in the art without departing from the scope of the claims. Of course, the present invention can be implemented in an improved form.

[Brief description of the drawings]

FIG. 1 is a system diagram showing a brake device according to an embodiment of the present invention.

FIG. 2 is a side sectional view showing a master cylinder and a vacuum booster in FIG.

FIG. 3 is a graph showing a relationship between an operation force F and an operation stroke S in the embodiment.

[4] In general braking devices is a graph indicating the relationship established between the operating force F and the master cylinder pressure P _M when no pumping hydraulic fluid from the master cylinder by the pump after the boosting limit of the booster .

5 is a graph showing the relationship between the operating stroke S and the brake cylinder pressure P _B in the above embodiment.

FIG. 6 shows a master cylinder hydraulic pressure P _{M in the} embodiment.
6 is a graph showing an example of a temporal change of the graph.

FIG. 7 is a graph showing a relationship between an operation stroke S and an actual vehicle deceleration G in the embodiment.

FIG. 8 is a block diagram showing an electrical configuration of the embodiment.

FIG. 9 is a flowchart showing a braking effect characteristic control routine stored in a ROM of a computer of the ECU in FIG. 8;

FIG. 10 is a flowchart showing details of S13 in FIG. 9 as an inflow control valve control routine.

FIG. 11 is a functional block diagram showing the configuration of the embodiment.

FIG. 12 is a table showing a relationship between a deviation δ and a pressure control mode in the embodiment.

FIG. 13 shows an operation stroke S and an actual stroke in the embodiment.
Body deceleration G and target body deceleration G ^*And pressure control mode and
6 is a graph showing the relationship of.

FIG. 14 is a table showing the relationship between the pressure control mode, the control state of each control valve, and the control state of the pump motor in the embodiment.

FIG. 15 is a time chart showing a modification of the slow pressure increase mode in FIG. 14;

FIG. 16 is a time chart showing a modification of the slow pressure reduction mode in FIG. 14;

FIG. 17 is a functional block diagram showing a configuration of a brake device according to another embodiment of the present invention.

FIG. 18 is a flowchart showing a brake effect characteristic control routine stored in a ROM of a computer of the ECU in the embodiment.

FIG. 19 is a time chart for explaining the definition of the duty ratio of the pump motor in the embodiment.

FIG. 20 is a table showing a relationship between a deviation δ, a duty ratio of a pump motor, and a control state of each control valve in the embodiment.

FIG. 21 is a block diagram showing an electrical configuration of a brake device according to still another embodiment of the present invention.

FIG. 22 is a functional block diagram showing the configuration of the embodiment.

FIG. 23 is a flowchart showing a braking effect characteristic control routine stored in a ROM of a computer of the ECU in the embodiment.

FIG. 24 is a graph showing a relationship among an operating force F, an actual vehicle deceleration G, a target vehicle deceleration G ^*, and a pressure control mode in the embodiment.

FIG. 25 is a side view showing a brake pedal, a vacuum booster, and a master cylinder of a brake device according to still another embodiment of the present invention.

FIG. 26 is a system diagram showing a portion excluding a brake circuit in a brake device according to still another embodiment of the present invention.

FIG. 27 is a diagram showing the R of the computer of the driving device in FIG. 26;
4 is a flowchart illustrating a master cylinder driving routine stored in the OM.

FIG. 28 is a graph showing a relationship between an operation stroke S and a target master cylinder hydraulic pressure P _M ^* in the embodiment.

29 is a graph showing an example of the relationship between the operating stroke S and the brake cylinder pressure P _B in the above embodiment.

Figure 30 is a graph showing another example of relationship between the operation stroke S and the brake cylinder pressure P _B in the above embodiment.

FIG. 31 shows an operation stroke S, an operation force F, and a master cylinder hydraulic pressure P in a brake device developed earlier by the present applicant.
Is a graph showing the relationship between _M and the brake cylinder pressure P _B and the vehicle body deceleration G.

FIG. 32 is a graph showing some relationships between an operation force F and an operation stroke S.

[Explanation of symbols]

 Reference Signs List 10 master cylinder 12 vacuum booster 14 brake pedal 60 flow control valve 90 booster valve 100 pressure reducing valve 112 pump 220 booster housing 231 input member 244,600 spring 300,500 ECU 302 operating stroke sensor 502 operating force sensor 602 body frame 650 actuator 660 drive apparatus

Claims (7)

[Claims] A pressurizing piston is slidably fitted to a brake operating member operated by a driver and a master cylinder housing, whereby a pressurizing chamber is provided between the master cylinder housing and the pressurizing piston. Is formed between the master cylinder and the brake operating member and the master cylinder, and a hydraulic pressure having a height corresponding to at least one of the operating force and the operating stroke of the brake operating member is generated in the pressurizing chamber. A master cylinder driving device that operates the master cylinder so as to perform, a brake that is connected to the master cylinder by a liquid passage, has a brake cylinder that is operated by a liquid pressure supplied from the liquid passage, and suppresses rotation of wheels. A reaction force applying device for applying a reaction force to a brake operation from the brake operation member to a driver. During the braking operation, if necessary, at least in a state where the flow of the hydraulic fluid from the brake cylinder to the master cylinder is blocked, the hydraulic fluid is pumped from the pressurizing chamber of the master cylinder to the brake cylinder by the pump. A pressure increasing device for increasing the hydraulic pressure of the brake cylinder from the hydraulic pressure of the master cylinder, and an operating pressure of the brake operating member due to the pump pumping hydraulic fluid from the pressurizing chamber. A brake device comprising: a change suppressing device that suppresses a change in a ring. 2. The system according to claim 2, wherein the master cylinder drive device mechanically responds to the operation stroke of the brake operation member in a state where the brake operation member and the master cylinder are mechanically insulated from each other with respect to force. Is a mechanical master cylinder driving device that operates the master cylinder so that the liquid pressure of the raised height is generated in the pressurizing chamber,
The change suppressing device applies the reaction force applying device to the driver in a state where the reaction force is changed from the brake operation member to the driver in accordance with the operation stroke of the brake operation member, but is not changed in accordance with the pumping by the pump. The brake device according to claim 1, wherein the brake device is a stroke-responsive reaction force applying device. 3. A mechanical master cylinder driving device and a stroke-responsive reaction force applying device, comprising: a booster housing; an input member displaced by a stroke corresponding to an operation stroke of the brake operation member; A power piston that is actuated based on the relative displacement, an output member that outputs an operating force of the power piston to the master cylinder, and a reaction force from the input member to the brake operating member according to an operation stroke of the brake operating member. The brake device according to claim 2, wherein the booster includes a reaction force applying mechanism that applies the pressure in a state that does not change in response to the pumping. 4. The vacuum booster according to claim 1, wherein the booster is a vacuum booster that operates the power piston based on a negative pressure of a negative pressure source. The reaction force applying mechanism includes: an input member, a power piston, and an output member; A reaction mechanism is applied to the power piston, and is provided between the input member and the booster housing;
The brake device according to claim 3, further comprising: an elastic member that applies a reaction force from the input member to the brake operating member by its own elastic force. 5. The operating force and / or operating stroke of a brake operating member in a state in which the master cylinder driving device mechanically insulates the brake operating member and master cylinder from each other in both force and stroke. Electrically, based on the operating force and at least one of the operating stroke is an electric master cylinder drive device that operates the master cylinder so that a hydraulic pressure of a height corresponding to at least one of the pressure chamber is generated in the pressurizing chamber, The change suppressing device applies the reaction force applying device to the driver from the brake operation member in a state where the reaction force changes according to the operation stroke of the brake operation member, but does not change according to the pumping by the pump. The brake device according to claim 1, wherein the brake device is a stroke-compatible reaction force applying device. 6. A brake device in which a brake operating member is linked to a master cylinder via a booster, and a pressurizing chamber of the master cylinder is connected by a liquid passage to a brake cylinder for operating a wheel brake. In the meantime, if necessary, at least in a state where the flow of the working fluid from the brake cylinder to the master cylinder is blocked, the pump pumps up the working fluid from the pressurizing chamber of the master cylinder and discharges the working fluid toward the brake cylinder. And a booster for increasing the hydraulic pressure of the brake cylinder from the hydraulic pressure of the master cylinder is provided, and the booster causes the brake operating member and the master cylinder to cooperate with each other in a mechanically insulated state with respect to power. At the same time, the reaction force to the brake operation is A brake device, wherein the brake device is provided to a driver in a state that changes in accordance with an operation stroke of a brake operation member. 7. The brake device according to claim 3, wherein the pressure increasing device operates during a period including at least a period when the booster is at the assist limit.