JP2007326395A - Brake control system - Google Patents

Brake control system Download PDF

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JP2007326395A
JP2007326395A JP2006157460A JP2006157460A JP2007326395A JP 2007326395 A JP2007326395 A JP 2007326395A JP 2006157460 A JP2006157460 A JP 2006157460A JP 2006157460 A JP2006157460 A JP 2006157460A JP 2007326395 A JP2007326395 A JP 2007326395A
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hydraulic pressure
cylinder
brake
master cylinder
hydraulic
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JP4717721B2 (en
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Kunimichi Hatano
邦道 波多野
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Priority to JP2006157460A priority Critical patent/JP4717721B2/en
Priority to US11/805,416 priority patent/US8328297B2/en
Priority to DE102007026183A priority patent/DE102007026183A1/en
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  • Valves And Accessory Devices For Braking Systems (AREA)
  • Regulating Braking Force (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a BBW type brake control system capable of improving a fail-safe function in abnormality. <P>SOLUTION: Two first hydraulic pressure chambers 13A, 13B of a master cylinder 11 are respectively communicated through to two second hydraulic pressure chambers 39A, 39B of a motor cylinder 23, and these second hydraulic pressure chambers 39A, 39B are communicated through to four wheel cylinders 16, 17, 20, 21 through an ABS device 21. It is possible to secure the smallest and minimum braking force even when abnormality occurs in one of the two hydraulic pressure systems as the hydraulic pressure system reaching wheel cylinders 16, 17 through the one second hydraulic pressure chamber 39A of the motor cylinder 23 from the one first hydraulic pressure chamber 13A of the master cylinder 11 and the hydraulic pressure system reaching wheel cylinders 20, 21 through the other second hydraulic pressure chamber 39B of the motor cylinder 23 from the other first hydraulic pressure chamber 13B of the master cylinder 11 are separated and independent from each other when the master cylinder 11 actuates the wheel cylinders 16, 17, 20, 21 by generated brake hydraulic pressure in abnormality when the motor cylinder 23 becomes unable to work. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、運転者の制動操作によりブレーキ液圧を発生するマスタシリンダと、電気的に制御可能なアクチュエータによりブレーキ液圧を発生する電気的液圧発生手段とを備えたブレーキ装置に関する。   The present invention relates to a brake device including a master cylinder that generates a brake fluid pressure by a driver's braking operation and an electrical fluid pressure generating unit that generates a brake fluid pressure by an electrically controllable actuator.

運転者の制動操作を電気信号に変換して電気的液圧発生手段を作動させ、この電気的液圧発生手段が発生するブレーキ液圧でホイールシリンダを作動させる、いわゆるＢＢＷ（ブレーキ・バイ・ワイヤ）式ブレーキ装置が、下記特許文献１により公知である。   A so-called BBW (brake-by-wire) is performed in which the braking operation of the driver is converted into an electric signal to operate the electric hydraulic pressure generating means, and the wheel cylinder is operated with the brake hydraulic pressure generated by the electric hydraulic pressure generating means. ) Type brake device is known from US Pat.

このＢＢＷ式ブレーキ装置は、ブレーキペダル１により作動してブレーキ液圧を発生するフェイルセーフシリンダ２と、モータ５により作動してブレーキ液圧を発生するマスタシリンダ４と、各車輪毎にブレーキ液圧を減圧、保持、増圧する機能を有するＡＢＳ（アンチロック・ブレーキ・システム）アクチュエータ７と、４個のホイールシリンダ８ａ〜８ｄとを直列に接続して構成されており、モータ５が作動可能な正常時にはマスタシリンダ４が発生するブレーキ液圧でホイールシリンダ８ａ〜８ｄを作動させ、モータ５が作動不能な異常時にはフェイルセーフシリンダ２が発生するブレーキ液圧でスタシリンダ４を作動させてブレーキ液圧を発生するようになっている。   This BBW brake device is operated by a brake pedal 1 to generate a brake fluid pressure, a fail-safe cylinder 2, a motor 5 that is operated by a motor 5 to generate brake fluid pressure, and a brake fluid pressure for each wheel. Is composed of an ABS (anti-lock brake system) actuator 7 having a function of depressurizing, holding, and increasing pressure and four wheel cylinders 8a to 8d connected in series, and the motor 5 can operate normally. The wheel cylinders 8a to 8d are sometimes operated with the brake fluid pressure generated by the master cylinder 4, and the star cylinder 4 is operated with the brake fluid pressure generated by the fail-safe cylinder 2 when the motor 5 cannot be operated. It is supposed to occur.

前記マスタシリンダ４は、第１、第２ピストン４ａ，４ｂと、第１、第２ピストン４ａ，４ｂの前部に区画された第１、第２室４ｃ，４ｄと、後側の第１ピストン４ａに結合されて後方に延びるピストンロッド４ｅと、ピストンロッド４ｅに設けたフランジ部４ｈの後部に摺動自在に嵌合するフェイルセーフピストン４ｇと、フェイルセーフピストン４ｇの後方に区画されたフェイル時加圧室４ｊとを備えており、フェイルセーフシリンダ２の第２室２ｇがフェイルセーフ弁９を介して前記フェイル時加圧室４ｊに連通する。   The master cylinder 4 includes first and second pistons 4a and 4b, first and second chambers 4c and 4d defined in front portions of the first and second pistons 4a and 4b, and a rear first piston. Piston rod 4e that is coupled to 4a and extends rearwardly, a failsafe piston 4g that is slidably fitted to a rear portion of a flange portion 4h provided on the piston rod 4e, and a failure that is partitioned behind the failsafe piston 4g And a pressurizing chamber 4j. The second chamber 2g of the failsafe cylinder 2 communicates with the pressurizing chamber 4j during the failure via the failsafe valve 9.

従って、電源の失陥等によりマスタシリンダ４のモータ５が作動不能になったときにフェイルセーフ弁９を開弁すると、フェイルセーフシリンダ２の第２室２ｇに発生した液圧がフェイルセーフ弁９を介してマスタシリンダ４のフェイル時加圧室４ｊに供給されてフェイルセーフピストン４ｇが前進し、そのフェイルセーフピストン４ｇにフランジ部４ｈを係合させたピストンロッド４ｅと共に第１、第２ピストン４ａ，４ｂが前進することで、第１、第２室４ｃ，４ｄにブレーキ液圧を発生させてフェイルセーフ機能を発揮することができる。
特開２００３−１３７０８４号公報 Therefore, when the fail-safe valve 9 is opened when the motor 5 of the master cylinder 4 becomes inoperable due to power failure or the like, the hydraulic pressure generated in the second chamber 2g of the fail-safe cylinder 2 is reduced. Is supplied to the pressurizing chamber 4j at the time of failure of the master cylinder 4 to advance the fail-safe piston 4g, and the first and second pistons 4a together with the piston rod 4e having the flange portion 4h engaged with the fail-safe piston 4g. , 4b advance, the brake fluid pressure can be generated in the first and second chambers 4c, 4d, and the fail-safe function can be exhibited.
JP 2003-137084 A

ところで、上記特許文献１に記載されたものは、フェイルセーフシリンダ２とマスタシリンダ４とが実質的に１系統の液路（フェイルセーフ弁９が設けられた液路）だけを介して連通しているため、その液路がドレンしたり閉塞したりすると、フェイルセーフ機能が全く発揮されなくなる虞があり、バックアップ電源を用意する等の対策が必要となる問題があった。   By the way, what was described in the above-mentioned patent document 1 is that the fail-safe cylinder 2 and the master cylinder 4 communicate with each other substantially only through one system of the liquid path (the liquid path provided with the fail-safe valve 9). Therefore, if the liquid channel is drained or blocked, the fail-safe function may not be exhibited at all, and there is a problem that measures such as preparing a backup power source are required.

本発明は前述の事情に鑑みてなされたもので、ＢＢＷ式ブレーキ装置において、異常時のフェイルセーフ機能を高めることを目的とする。   The present invention has been made in view of the above circumstances, and an object of the present invention is to enhance a fail-safe function at the time of abnormality in a BBW brake device.

上記目的を達成するために、請求項１に記載された発明によれば、運転者の制動操作によりブレーキ液圧を発生する二つの第１液圧室を有するマスタシリンダと、前記二つの第１液圧室にそれぞれ連通しており、電気的に制御可能なアクチュエータによりブレーキ液圧を発生する二つの第２液圧室を有する電気的液圧発生手段と、前記二つの第２液圧室にそれぞれ連通して車輪を制動する制動力を発生する複数のホイールシリンダと、前記電気的液圧発生手段および前記複数のホイールシリンダ間に配置されて該複数のホイールシリンダが発生する制動力を個別に制御可能なＡＢＳ装置とを備えたことを特徴とするブレーキ装置が提案される。   In order to achieve the above object, according to the first aspect of the present invention, a master cylinder having two first hydraulic pressure chambers for generating brake hydraulic pressure by a driver's braking operation, and the two first cylinders are provided. Electrical hydraulic pressure generating means having two second hydraulic pressure chambers that communicate with the hydraulic pressure chambers and generate brake hydraulic pressure by an electrically controllable actuator, and the two second hydraulic pressure chambers, A plurality of wheel cylinders that generate braking force that respectively brakes the wheels in communication with each other, and a braking force that is generated between the electric hydraulic pressure generating means and the plurality of wheel cylinders and that is generated by the plurality of wheel cylinders. There is proposed a brake device comprising a controllable ABS device.

また請求項２に記載された発明によれば、請求項１の構成に加えて、前記マスタシリンダおよび前記電気的液圧発生手段間に設けられ、前記ＡＢＳ装置の作動時に閉弁する開閉弁を備えたことを特徴とするブレーキ装置が提案される。   According to the second aspect of the present invention, in addition to the configuration of the first aspect, an on-off valve provided between the master cylinder and the electric hydraulic pressure generating means and closing when the ABS device is operated is provided. A brake device is provided that is characterized by comprising.

また請求項３に記載された発明によれば、請求項１の構成に加えて、前記マスタシリンダおよび前記電気的液圧発生手段間に設けられ、回生制動時に閉弁する開閉弁を備えたことを特徴とするブレーキ装置が提案される。   According to the invention described in claim 3, in addition to the configuration of claim 1, an on-off valve provided between the master cylinder and the electric hydraulic pressure generating means and closing during regenerative braking is provided. A brake device is proposed.

また請求項４に記載された発明によれば、請求項１の構成に加えて、前記二つの第１液圧室の一方に連通可能なストロークシミュレータと、前記ストロークシミュレータおよび前記一方の第１液圧室間に設けられ、電源の失陥時に閉弁する開閉弁とを備えたことを特徴とするブレーキ装置が提案される。   According to the invention described in claim 4, in addition to the configuration of claim 1, the stroke simulator capable of communicating with one of the two first hydraulic pressure chambers, the stroke simulator, and the first liquid of the one There is proposed a brake device provided with an opening / closing valve provided between the pressure chambers and closing when the power supply fails.

尚、実施の形態の遮断弁２２Ａ，２２Ｂおよび反力許可弁２５は本発明の開閉弁に対応し、実施の形態のモータシリンダ２３は本発明の電気的液圧発生手段に対応する。   The shutoff valves 22A and 22B and the reaction force permission valve 25 of the embodiment correspond to the on-off valve of the present invention, and the motor cylinder 23 of the embodiment corresponds to the electrical hydraulic pressure generating means of the present invention.

請求項１の構成によれば、マスタシリンダの二つの第１液圧室を電気的液圧発生手段の二つの第２液圧室にそれぞれ連通させ、前記二つの第２液圧室を複数のホイールシリンダに連通させたので、電気的液圧発生手段が作動可能な正常時には該電気的液圧発生手段が発生するブレーキ液圧でホイールシリンダを作動させ、また電気的液圧発生手段が作動不能になる異常時にはマスタシリンダが発生するブレーキ液圧でホイールシリンダを作動させることができる。しかも一つの電気的液圧発生手段で複数のホイールシリンダを作動させながら、ＡＢＳ装置で個々のホイールシリンダが発生する制動力を制御してＡＢＳ機能を発揮させることができる。更に、マスタシリンダの一方の第１液圧室から電気的液圧発生手段の一方の第２液圧室を経てホイールシリンダに至る液圧系統と、マスタシリンダの他方の第１液圧室から電気的液圧発生手段の他方の第２液圧室を経てホイールシリンダに至る液圧系統とが分離独立しているので、それら二つの液圧系統の一方に異常が発生しても必要最小限の制動力を確保することができる。   According to the configuration of the first aspect, the two first hydraulic pressure chambers of the master cylinder are communicated with the two second hydraulic pressure chambers of the electric hydraulic pressure generating means, respectively, and the two second hydraulic pressure chambers are connected to the plurality of second hydraulic pressure chambers. Since the electric cylinder is connected to the wheel cylinder, the electric cylinder can be operated with the brake hydraulic pressure generated by the electric hydraulic pressure generating means when the electric hydraulic pressure generating means is operable, and the electric hydraulic pressure generating means cannot be operated. When an abnormality occurs, the wheel cylinder can be operated with the brake fluid pressure generated by the master cylinder. Moreover, the ABS function can be exhibited by controlling the braking force generated by each wheel cylinder by the ABS device while operating a plurality of wheel cylinders by one electric hydraulic pressure generating means. Furthermore, a hydraulic system that extends from one first hydraulic chamber of the master cylinder through one second hydraulic chamber of the electric hydraulic pressure generating means to the wheel cylinder, and an electric power from the other first hydraulic chamber of the master cylinder. Since the hydraulic system that reaches the wheel cylinder through the second hydraulic chamber of the other hydraulic pressure generating means is separated and independent, even if an abnormality occurs in one of these two hydraulic systems, the necessary minimum A braking force can be secured.

また請求項２の構成によれば、マスタシリンダおよび電気的液圧発生手段間に、ＡＢＳ装置の作動時に閉弁する開閉弁を設けたので、ＡＢＳ装置の作動に伴う液圧変動がキックバックとなってマスタシリンダからブレーキペダルに伝達されるのを防止することができる。   According to the second aspect of the present invention, since the on-off valve that closes when the ABS device is operated is provided between the master cylinder and the electric hydraulic pressure generating means, the hydraulic pressure fluctuation caused by the operation of the ABS device can be Thus, transmission from the master cylinder to the brake pedal can be prevented.

また請求項３の構成によれば、マスタシリンダおよび電気的液圧発生手段間に、回生制動時に閉弁する開閉弁を設けたので、回生制動時にマスタシリンダが発生したブレーキ液圧がホイールシリンダに伝達されないようにして液圧による制動力が発生するのを防止することができる。   According to the third aspect of the present invention, since the on-off valve that closes during regenerative braking is provided between the master cylinder and the electric hydraulic pressure generating means, the brake hydraulic pressure generated by the master cylinder during regenerative braking is applied to the wheel cylinder. It is possible to prevent the braking force due to the hydraulic pressure from being generated without being transmitted.

また請求項４の構成によれば、マスタシリンダの二つの第１液圧室の一方に連通可能なストロークシミュレータを設けるとともに、ストロークシミュレータおよび前記一方の第１液圧室間に電源の失陥時に閉弁する開閉弁を設けたので、電源が正常であって電気的液圧発生手段が発生したブレーキ液圧でホイールシリンダを作動させるときは、マスタシリンダが発生したブレーキ液圧をストロークシミュレータで吸収して擬似的なペダル反力を発生させることができ、電源が失陥して電気的液圧発生手段が作動不能になったときは、開閉弁の閉弁によりストロークシミュレータを作動不能にしてマスタシリンダが発生したブレーキ液圧でホイールシリンダを支障なく作動させることができる。   According to the fourth aspect of the present invention, the stroke simulator capable of communicating with one of the two first hydraulic pressure chambers of the master cylinder is provided, and the power failure occurs between the stroke simulator and the one first hydraulic pressure chamber. Because the power supply is normal and the wheel cylinder is operated with the brake fluid pressure generated by the electrical fluid pressure generating means, the brake fluid generated by the master cylinder is absorbed by the stroke simulator. When the power supply fails and the electric hydraulic pressure generating means becomes inoperable, the stroke simulator is made inoperable by closing the on-off valve and the master is turned off. The wheel cylinder can be operated without hindrance by the brake fluid pressure generated by the cylinder.

以下、本発明の実施の形態を添付の図面に基づいて説明する。   Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

図１〜図２は本発明の実施の形態を示すもので、図１は車両用ブレーキ装置の正常時の液圧回路図、図２は図１に対応する異常時の液圧回路図である。   1 to 2 show an embodiment of the present invention. FIG. 1 is a hydraulic circuit diagram in a normal state of a vehicle brake device, and FIG. 2 is a hydraulic circuit diagram in an abnormal state corresponding to FIG. .

図１に示すように、タンデム型のマスタシリンダ１１は、運転者がブレーキペダル１２を踏む踏力に応じたブレーキ液圧を出力する二つの第１液圧室１３Ａ，１３Ｂを備えており、一方の第１液圧室１３Ａは液路Ｐａ，Ｐｂ，Ｐｃ，Ｐｄ，Ｐｅを介して例えば左前輪および右後輪のディスクブレーキ装置１４，１５のホイールシリンダ１６，１７に接続されるとともに、他方の第１液圧室１３Ｂは液路Ｑａ，Ｑｂ，Ｑｃ，Ｑｄ，Ｑｅを介して例えば右前輪および左後輪のディスクブレーキ装置１８，１９のホイールシリンダ２０，２１に接続される。   As shown in FIG. 1, the tandem master cylinder 11 includes two first hydraulic pressure chambers 13A and 13B that output brake hydraulic pressure in accordance with the pedaling force of the driver stepping on the brake pedal 12. The first hydraulic chamber 13A is connected to the wheel cylinders 16 and 17 of the disc brake devices 14 and 15 of the left front wheel and the right rear wheel, for example, via the fluid paths Pa, Pb, Pc, Pd, and Pe. The one hydraulic chamber 13B is connected to the wheel cylinders 20 and 21 of the disc brake devices 18 and 19 of the right front wheel and the left rear wheel, for example, via the fluid paths Qa, Qb, Qc, Qd, and Qe.

液路Ｐａ，Ｐｂ間に常開型電磁弁である遮断弁２２Ａが配置され、液路Ｑａ，Ｑｂ間に常開型電磁弁である遮断弁２２Ｂが配置され、液路Ｐｂ，Ｑｂと液路Ｐｃ，Ｑｃとの間にモータシリンダ２３が配置され、液路Ｐｃ，Ｑｃと液路Ｐｄ，Ｐｅ；Ｑｄ，Ｑｅとの間にＡＢＳ装置２４が配置される。   A shutoff valve 22A, which is a normally open solenoid valve, is disposed between the fluid paths Pa, Pb, and a shutoff valve 22B, which is a normally open solenoid valve, is disposed between the fluid paths Qa, Qb, and the fluid paths Pb, Qb and the fluid path. The motor cylinder 23 is disposed between Pc and Qc, and the ABS device 24 is disposed between the liquid paths Pc and Qc and the liquid paths Pd and Pe; Qd and Qe.

液路Ｑａから分岐する液路Ｒａ，Ｒｂには、常閉型電磁弁である反力許可弁２５を介してストロークシミュレータ２６が接続される。ストロークシミュレータ２６は、シリンダ２７にスプリング２８で付勢されたピストン２９を摺動自在に嵌合させたもので、ピストン２９の反スプリング２８側に形成された液室３０が液路Ｒｂに連通する。   A stroke simulator 26 is connected to the liquid paths Ra and Rb branched from the liquid path Qa via a reaction force permission valve 25 which is a normally closed solenoid valve. The stroke simulator 26 is a cylinder 27 in which a piston 29 urged by a spring 28 is slidably fitted, and a liquid chamber 30 formed on the side opposite to the spring 28 of the piston 29 communicates with a liquid path Rb. .

モータシリンダ２３のアクチュエータ３１は、電動モータ３２の出力軸に設けた駆動ベベルギヤ３３と、駆動ベベルギヤ３３に噛合する従動ベベルギヤ３４と、従動ベベルギヤ３４により作動するボールねじ機構３５とを備える。モータシリンダ２３のシリンダ本体３６の内部に一対のリターンスプリング３７Ａ，３７Ｂで後退方向に付勢された一対のピストン３８Ａ，３８Ｂが摺動自在に配置されており、ピストン３８Ａ，３８Ｂの前面に一対の第２液圧室３９Ａ，３９Ｂが区画される。一方の第２液圧室３９Ａはポート４０Ａ，４１Ａを介して液路Ｐｂ，Ｐｃに連通し、他方の第２液圧室３９Ｂはポート４０Ｂ，４１Ｂを介して液路Ｑｂ，Ｑｃに連通する。   The actuator 31 of the motor cylinder 23 includes a drive bevel gear 33 provided on the output shaft of the electric motor 32, a driven bevel gear 34 that meshes with the drive bevel gear 33, and a ball screw mechanism 35 that is operated by the driven bevel gear 34. A pair of pistons 38A, 38B urged in a backward direction by a pair of return springs 37A, 37B are slidably disposed inside the cylinder body 36 of the motor cylinder 23, and a pair of pistons 38A, 38B are placed on the front surfaces of the pistons 38A, 38B. The second hydraulic chambers 39A and 39B are partitioned. One second hydraulic chamber 39A communicates with fluid paths Pb and Pc via ports 40A and 41A, and the other second hydraulic chamber 39B communicates with fluid paths Qb and Qc via ports 40B and 41B.

しかして、電動モータ３２を一方向に駆動すると、駆動ベベルギヤ３３、従動ベベルギヤ３４およびボールねじ機構３５を介して一対のピストン３８Ａ，３８Ｂが前進し、液路Ｐｂ，Ｑｂに連なるポート４０Ａ，４０Ｂが閉塞された瞬間に第２液圧室３９Ａ，３９Ｂにブレーキ液圧を発生させ、そのブレーキ液圧をポート４１Ａ，４１Ｂを介して液路Ｐｃ，Ｑｃに出力することができる。   When the electric motor 32 is driven in one direction, the pair of pistons 38A and 38B move forward via the drive bevel gear 33, the driven bevel gear 34, and the ball screw mechanism 35, and the ports 40A and 40B connected to the liquid passages Pb and Qb are provided. The brake fluid pressure can be generated in the second fluid pressure chambers 39A and 39B at the moment of closing, and the brake fluid pressure can be output to the fluid passages Pc and Qc via the ports 41A and 41B.

ＡＢＳ装置２４の構造は周知のもので、左前輪および右後輪のディスクブレーキ装置１４，１５の系統と、右前輪および左後輪のディスクブレーキ装置１８，１９の系統とに同じ構造のものが設けられる。その代表として左前輪および右後輪のディスクブレーキ装置１４，１５の系統について説明すると、液路Ｐｃと液路Ｐｄ，Ｐｅとの間に一対の常開型電磁弁よりなるインバルブ４２，４２が配置され、インバルブ４２，４２の下流側の液路Ｐｄ，Ｐｅとリザーバ４３との間に常閉型電磁弁よりなるアウトバルブ４４，４４が配置される。リザーバ４３と液路Ｐｃとの間に、一対のチェックバルブ４５，４６に挟まれた液圧ポンプ４７が配置されており、この液圧ポンプ４７は電動モータ４８により駆動される。   The structure of the ABS device 24 is well known, and the system of the left front wheel and right rear wheel disc brake devices 14 and 15 and the system of the right front wheel and left rear wheel disc brake devices 18 and 19 have the same structure. Provided. As a representative example, the system of the disc brake devices 14 and 15 for the left front wheel and the right rear wheel will be described. Between the liquid passage Pc and the liquid passages Pd and Pe, in-valves 42 and 42 made up of a pair of normally open solenoid valves are arranged. In addition, out valves 44 and 44, which are normally closed electromagnetic valves, are disposed between the fluid paths Pd and Pe on the downstream side of the in valves 42 and 42 and the reservoir 43. A hydraulic pump 47 sandwiched between a pair of check valves 45 and 46 is disposed between the reservoir 43 and the fluid path Pc. The hydraulic pump 47 is driven by an electric motor 48.

遮断弁２２Ａ，２２Ｂ、反力許可弁２５、モータシリンダ２３およびＡＢＳ装置２４の作動を制御する不図示の電子制御ユニットには、マスタシリンダ１１が発生するブレーキ液圧を検出する液圧センサＳａと、ディスクブレーキ装置１８，１９に伝達されるブレーキ液圧を検出する液圧センサＳｂと、各車輪の車輪速を検出する車輪速センサＳｃ…とが接続される。   An electronic control unit (not shown) that controls the operation of the shutoff valves 22A and 22B, the reaction force permission valve 25, the motor cylinder 23, and the ABS device 24 includes a hydraulic pressure sensor Sa that detects the brake hydraulic pressure generated by the master cylinder 11. The hydraulic pressure sensor Sb for detecting the brake hydraulic pressure transmitted to the disc brake devices 18 and 19 and the wheel speed sensor Sc for detecting the wheel speed of each wheel are connected.

次に、上記構成を備えた本発明の実施の形態の作用について説明する。   Next, the operation of the embodiment of the present invention having the above configuration will be described.

システムが正常に機能する正常時には、常開型電磁弁よりなる遮断弁２２Ａ，２２Ｂが消磁されて開弁し、常閉型電磁弁よりなる反力許可弁２５が励磁されて開弁する。この状態で液路Ｑａに設けた液圧センサＳａが運転者によるブレーキペダル１２の踏み込みを検出すると、モータシリンダ２３のアクチュエータ３１が作動して一対のピストン３８Ａ，３８Ｂが前進することで、一対の第２液圧室３９Ａ，３９Ｂにブレーキ液圧が発生する。このブレーキ液圧はＡＢＳ装置２４の開弁したインバルブ４２…を介してディスクブレーキ装置１４，１５，１８，１９のホイールシリンダ１６，１７，２０，２１に伝達され、各車輪を制動する。   When the system functions normally, the shutoff valves 22A and 22B made of normally open solenoid valves are demagnetized and opened, and the reaction force permission valve 25 made of normally closed solenoid valves is excited and opened. In this state, when the hydraulic pressure sensor Sa provided in the liquid path Qa detects the depression of the brake pedal 12 by the driver, the actuator 31 of the motor cylinder 23 is actuated to advance the pair of pistons 38A and 38B. Brake hydraulic pressure is generated in the second hydraulic pressure chambers 39A and 39B. The brake fluid pressure is transmitted to the wheel cylinders 16, 17, 20, and 21 of the disc brake devices 14, 15, 18, and 19 via the in-valves 42 that are opened by the ABS device 24, and brakes each wheel.

モータシリンダ２３のピストン３８Ａ，３８Ｂが僅かに前進すると、ポート４０Ａ，４０Ｂが閉塞されて液路Ｐｂ，Ｑｂと第２液圧室３９Ａ，３９Ｂとの連通が遮断されるため、マスタシリンダ１１が発生したブレーキ液圧はディスクブレーキ装置１４，１５，１８，１９に伝達されることはない。このとき、マスタシリンダ１１の他方の第１液圧室１３Ｂが発生したブレーキ液圧は開弁した反力許可弁２５を介してストロークシミュレータ２６の液室３０に伝達され、そのピストン２９をスプリング２８に抗して移動させることで、ブレーキペダル１２のストロークを許容するとともに擬似的なペダル反力を発生させて運転者の違和感を解消することができる。   When the pistons 38A and 38B of the motor cylinder 23 are slightly advanced, the ports 40A and 40B are closed, and the communication between the liquid passages Pb and Qb and the second hydraulic pressure chambers 39A and 39B is cut off, so that the master cylinder 11 is generated. The brake fluid pressure thus transmitted is not transmitted to the disc brake devices 14, 15, 18, and 19. At this time, the brake fluid pressure generated in the other first fluid pressure chamber 13B of the master cylinder 11 is transmitted to the fluid chamber 30 of the stroke simulator 26 through the opened reaction force permission valve 25, and the piston 29 is transmitted to the spring 28. By moving the brake pedal against this, it is possible to allow the stroke of the brake pedal 12 and generate a pseudo pedal reaction force to eliminate the driver's uncomfortable feeling.

そして液路Ｑｃに設けた液圧センサＳｂで検出したモータシリンダ２３によるブレーキ液圧が、液路Ｑａに設けた液圧センサＳａで検出したマスタシリンダ１１によるブレーキ液圧に応じた大きさになるように、モータシリンダ２３のアクチュエータ３１の作動を制御することで、運転者がブレーキペダル１２に入力する踏力に応じた制動力をディスクブレーキ装置１４，１５，１８，１９に発生させることができる。   Then, the brake fluid pressure by the motor cylinder 23 detected by the fluid pressure sensor Sb provided in the fluid passage Qc has a magnitude corresponding to the brake fluid pressure by the master cylinder 11 detected by the fluid pressure sensor Sa provided in the fluid passage Qa. As described above, by controlling the operation of the actuator 31 of the motor cylinder 23, it is possible to cause the disc brake devices 14, 15, 18, 19 to generate a braking force corresponding to the pedaling force input to the brake pedal 12 by the driver.

上述した制動中に、車輪速センサＳｃ…の出力に基づいて何れかの車輪のスリップ率が増加してロック傾向になったことが検出されると、常開型電磁弁よりなる遮断弁２２Ａ，２２Ｂを励磁して閉弁するとともにモータシリンダ２３を作動状態に維持し、この状態でＡＢＳ装置２４を作動させて車輪のロックを防止する。   During the braking described above, when it is detected that the slip ratio of any wheel has increased due to the output of the wheel speed sensor Sc..., The shutoff valve 22A comprising a normally open solenoid valve is detected. 22B is excited to close the valve and the motor cylinder 23 is maintained in the operating state, and the ABS device 24 is operated in this state to prevent the wheels from being locked.

即ち、所定の車輪がロック傾向になると、その車輪のディスクブレーキ装置のホイールシリンダに連なるインバルブ４２を閉弁してモータシリンダ２３からのブレーキ液圧の伝達を遮断した状態で、アウトバルブ４４を開弁してホイールシリンダのブレーキ液圧をリザーバ４３に逃がす減圧作用と、それに続いてアウトバルブ４４を閉弁してホイールシリンダのブレーキ液圧を保持する保持作用とを行うことで、車輪がロックしないように制動力を低下させる。   That is, when a predetermined wheel tends to be locked, the in-valve 42 connected to the wheel cylinder of the disc brake device of the wheel is closed and the out-valve 44 is opened with the transmission of the brake fluid pressure from the motor cylinder 23 blocked. The wheel does not lock by performing a pressure reducing action to release the brake fluid pressure of the wheel cylinder to the reservoir 43 and a holding action to close the out valve 44 and hold the brake fluid pressure of the wheel cylinder. So as to reduce the braking force.

その結果、車輪速度が回復してスリップ率が低下すると、インバルブ４２を開弁してホイールシリンダのブレーキ液圧が増加させる増圧作用を行うことで、車輪の制動力を増加させる。この増圧作用により車輪が再びロック傾向になると、前記減圧、保持、増圧を再び実行し、その繰り返しにより車輪のロックを抑制しながら最大限の制動力を発生させることができる。その間にリザーバ４３に流入したブレーキ液は、液圧ポンプ４７により上流側の液路Ｐｃ，Ｑｃに戻される。   As a result, when the wheel speed recovers and the slip ratio decreases, the braking force of the wheel is increased by opening the in-valve 42 and increasing the brake fluid pressure of the wheel cylinder. When the wheel becomes locked again by this pressure increasing action, the pressure reduction, holding, and pressure increasing are executed again, and the maximum braking force can be generated while suppressing the wheel lock by repeating the operation. In the meantime, the brake fluid that has flowed into the reservoir 43 is returned to the upstream fluid paths Pc and Qc by the hydraulic pump 47.

上述したＡＢＳ制御を実行している間、遮断弁２２Ａ，２２Ｂが閉弁状態に維持されることで、ＡＢＳ装置２４の作動による液圧変化がキックバックとなってマスタシリンダ１１からブレーキペダル１２に伝達されるのを防止することができる。   While the above-described ABS control is executed, the shutoff valves 22A and 22B are maintained in the closed state, so that the hydraulic pressure change due to the operation of the ABS device 24 becomes a kickback, and the master cylinder 11 transfers to the brake pedal 12. It can be prevented from being transmitted.

ＡＢＳ装置２４は４個の車輪の制動力を個別に制御する機能を有するため、このＡＢＳ装置２４を利用して制動力の左右配分によるヨーモーメントの制御を行うことで、車両の旋回性能や直進安定性能を高めることができる。即ち、旋回内輪の制動力を旋回外輪の制動力よりも大きくして旋回性能を高めたり、旋回外輪の制動力を旋回内輪の制動力よりも大きくして直進安定性能を高めたりすることができる。このような制動力の左右配分によるヨーモーメントの制御を行うとき、ブレーキペダル１２が踏まれている場合には、ＡＢＳ装置２４の作動によるキックバックを抑制するために遮断弁２２Ａ，２２Ｂは閉弁される。ブレーキペダル１２が踏まれていない場合には、キックバックの問題は発生しないために遮断弁２２Ａ，２２Ｂは開弁状態に維持される。   Since the ABS device 24 has a function of individually controlling the braking force of the four wheels, by using this ABS device 24 to control the yaw moment by the right and left distribution of the braking force, the turning performance of the vehicle and the straight traveling Stability performance can be improved. That is, the braking force of the inner turning wheel can be made larger than the braking force of the outer turning wheel to improve the turning performance, or the braking force of the turning outer wheel can be made larger than the braking force of the turning inner wheel to improve the straight running stability performance. . When the yaw moment is controlled by the right / left distribution of the braking force, when the brake pedal 12 is depressed, the shutoff valves 22A and 22B are closed to suppress kickback due to the operation of the ABS device 24. Is done. When the brake pedal 12 is not depressed, the problem of kickback does not occur, so that the shutoff valves 22A and 22B are maintained in the open state.

また走行用の電動モータを備えたハイブリッド車両や電動車両では、液圧制動と回生制動とを協調させるために以下のような制御が行われる。即ち、ブレーキペダル１２が踏まれた状態で回生制動が可能であると判断されると、モータシリンダ２３の作動を停止し、ブレーキ液圧による制動に代えて回生制動を優先することでエネルギーの回収効率を高めることができる。回生制動の実行中はモータシリンダ２３のポート４０Ａ，４０Ｂが開放しているため、マスタシリンダ１１が発生したブレーキ液圧がホイールシリンダ１６，１７，２０，２１に伝達されないように、遮断弁２２Ａ，２２Ｂは閉弁状態に切り換えられる。   Further, in a hybrid vehicle or an electric vehicle equipped with an electric motor for traveling, the following control is performed in order to coordinate hydraulic braking and regenerative braking. That is, when it is determined that regenerative braking is possible with the brake pedal 12 depressed, the operation of the motor cylinder 23 is stopped, and energy is recovered by giving priority to regenerative braking instead of braking by brake fluid pressure. Efficiency can be increased. Since the ports 40A and 40B of the motor cylinder 23 are open during the execution of the regenerative braking, the shutoff valves 22A and 22B are provided so that the brake fluid pressure generated by the master cylinder 11 is not transmitted to the wheel cylinders 16, 17, 20, and 21. 22B is switched to a valve closing state.

尚、回生制動の実行中に何れかの車輪がロック傾向になった場合には、回生制御が中止されてＡＢＳ制御に移行する。   If any of the wheels has a tendency to lock during execution of regenerative braking, the regenerative control is stopped and the control shifts to ABS control.

以上のように、４個のホイールシリンダ１６，１７，２０，２１に単一のモータシリンダ２３からブレーキ液圧を供給することで、ホイールシリンダ１６，１７，２０，２１毎にモータシリンダを設ける場合に比べて部品点数を削減しながら、モータシリンダ２３とは別個にＡＢＳ装置２４を設けることで４個のホイールシリンダ１６，１７，２０，２１の制動力を個別に制御してＡＢＳ機能を発揮させることができる。   As described above, when the brake fluid pressure is supplied from the single motor cylinder 23 to the four wheel cylinders 16, 17, 20, 21, a motor cylinder is provided for each wheel cylinder 16, 17, 20, 21. Compared with the motor cylinder 23, the ABS device 24 is provided separately from the motor cylinder 23, so that the braking force of the four wheel cylinders 16, 17, 20, and 21 is individually controlled to exert the ABS function. be able to.

さて、電源の失陥等によりモータシリンダ２３が作動不能になると、モータシリンダ２３が発生するブレーキ液圧に代えて、マスタシリンダ１１が発生するブレーキ液圧による制動が行われる。   When the motor cylinder 23 becomes inoperable due to a power failure or the like, braking is performed by the brake fluid pressure generated by the master cylinder 11 instead of the brake fluid pressure generated by the motor cylinder 23.

電源が失陥すると、図２に示すように、常開型電磁弁よりなる遮断弁２２Ａ，２２Ｂは自動的に閉弁し、常閉型電磁弁よりなる反力許可弁２５は自動的に閉弁し、常開型電磁弁よりなるインバルブ４２…は自動的に開弁し、常閉型電磁弁よりなるアウトバルブ４４…は自動的に閉弁する。この状態では、マスタシリンダ１１の第１液圧室１３Ａ，１３Ｂにおいて発生したブレーキ液圧は、ストロークシミュレータ２６に吸収されることなく、遮断弁２２Ａ，２２Ｂ、モータシリンダ２３の第２液圧室３９Ａ，３９Ｂおよびインバルブ４２…を通過して各車輪のディスクブレーキ装置１４，１５，１８，１９のホイールシリンダ１６，１７，２０，２１を作動させ、支障なく制動力を発生させることができる。   When the power supply fails, as shown in FIG. 2, the shut-off valves 22A and 22B composed of normally open solenoid valves are automatically closed, and the reaction force permission valve 25 composed of normally closed solenoid valves is automatically closed. The in-valve 42 made up of a normally-open electromagnetic valve is automatically opened, and the out-valve 44 made up of a normally-closed electromagnetic valve is automatically closed. In this state, the brake hydraulic pressure generated in the first hydraulic chambers 13A and 13B of the master cylinder 11 is not absorbed by the stroke simulator 26, and the shutoff valves 22A and 22B and the second hydraulic chamber 39A of the motor cylinder 23 are absorbed. , 39B and the in-valve 42..., The wheel cylinders 16, 17, 20, 21 of the disc brake devices 14, 15, 18, 19 of each wheel can be operated to generate a braking force without any trouble.

上述した異常時において、マスタシリンダ１１の一方の第１液圧室１３Ａから液路Ｐａ、遮断弁２２Ａ、液路Ｐｂ、モータシリンダ２３の一方の第２液圧室３９Ａ、液路Ｐｃおよび液路Ｐｄ，Ｐｅを介して左前輪および右後輪のディスクブレーキ装置１４，１５のホイールシリンダ１６，１７に連なる第１の液圧系統と、マスタシリンダ１１の他方の第１液圧室１３Ｂから液路Ｑａ、遮断弁２２Ｂ、液路Ｑｂ、モータシリンダ２３の他方の第２液圧室３９Ｂ、液路Ｑｃおよび液路Ｑｄ，Ｑｅを介して右前輪および左後輪のディスクブレーキ装置１８，１９のホイールシリンダ２０，２１に連なる第２の液圧系統とは完全に分離独立しているため、それら第１、第２の液圧系統の一方にブレーキ液圧の漏洩や液路の閉塞のようなトラブルが発生しても、四輪のうちの少なくとも二輪に制動力を発生させてフェールセーフを可能にすることができる。   At the time of the abnormality described above, the fluid path Pa, the shutoff valve 22A, the fluid path Pb, the one second fluid pressure chamber 39A of the motor cylinder 23, the fluid path Pc, and the fluid path from one first fluid pressure chamber 13A of the master cylinder 11 A first hydraulic system connected to the wheel cylinders 16 and 17 of the disc brake devices 14 and 15 for the left front wheel and the right rear wheel via Pd and Pe, and a fluid path from the other first hydraulic chamber 13B of the master cylinder 11 Wheels of the disc brake devices 18 and 19 for the right front wheel and the left rear wheel via Qa, the shutoff valve 22B, the fluid passage Qb, the other second fluid pressure chamber 39B of the motor cylinder 23, the fluid passage Qc and the fluid passages Qd and Qe Since the second hydraulic system connected to the cylinders 20 and 21 is completely separated and independent, troubles such as leakage of the brake hydraulic pressure or blockage of the fluid path in one of the first and second hydraulic systems. Occurs Also, it is possible to allow for fail-safe by generating a braking force to at least two wheels of a four-wheel.

以上、本発明の実施の形態を説明したが、本発明はその要旨を逸脱しない範囲で種々の設計変更を行うことが可能である。   The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

例えば、実施の形態の液圧回路は遮断弁２２Ａ，２２Ｂを備えているが、ＡＢＳ制御や制動力の左右配分によるヨーコントロール制御時のキックバックを許容するのであれば、遮断弁２２Ａ，２２Ｂを廃止して部品点数およびコストを削減することができる。   For example, the hydraulic circuit of the embodiment includes the shutoff valves 22A and 22B, but if the kickback at the time of yaw control control by ABS control or left and right distribution of braking force is allowed, the shutoff valves 22A and 22B are provided. It can be eliminated to reduce the number of parts and cost.

車両用ブレーキ装置の正常時の液圧回路図Hydraulic circuit diagram for a normal brake system for vehicles 図１に対応する異常時の液圧回路図Hydraulic circuit diagram at the time of abnormality corresponding to FIG.

符号の説明Explanation of symbols

１１ マスタシリンダ
１３Ａ 第１液圧室
１３Ｂ 第１液圧室
１６ ホイールシリンダ
１７ ホイールシリンダ
２０ ホイールシリンダ
２１ ホイールシリンダ
２２Ａ 遮断弁（開閉弁）
２２Ｂ 遮断弁（開閉弁）
２３ モータシリンダ（電気的液圧発生手段）
２４ ＡＢＳ装置
２５ 反力許可弁（開閉弁）
２６ ストロークシミュレータ
３１ アクチュエータ
３９Ａ 第２液圧室
３９Ｂ 第２液圧室
11 Master cylinder 13A First hydraulic chamber 13B First hydraulic chamber 16 Wheel cylinder 17 Wheel cylinder 20 Wheel cylinder 21 Wheel cylinder 22A Shut-off valve (open / close valve)
22B Shut-off valve (open / close valve)
23 Motor cylinder (electrical fluid pressure generating means)
24 ABS device 25 Reaction force permission valve (open / close valve)
26 Stroke simulator 31 Actuator 39A Second hydraulic chamber 39B Second hydraulic chamber

Claims (4)

運転者の制動操作によりブレーキ液圧を発生する二つの第１液圧室（１３Ａ，１３Ｂ）を有するマスタシリンダ（１１）と、
前記二つの第１液圧室（１３Ａ，１３Ｂ）にそれぞれ連通しており、電気的に制御可能なアクチュエータ（３１）によりブレーキ液圧を発生する二つの第２液圧室（３９Ａ，３９Ｂ）を有する電気的液圧発生手段（２３）と、
前記二つの第２液圧室（３９Ａ，３９Ｂ）にそれぞれ連通して車輪を制動する制動力を発生する複数のホイールシリンダ（１６，１７，２０，２１）と、
前記電気的液圧発生手段（２３）および前記複数のホイールシリンダ（１６，１７，２０，２１）間に配置されて該複数のホイールシリンダ（１６，１７，２０，２１）が発生する制動力を個別に制御可能なＡＢＳ装置（２４）と、
を備えたことを特徴とするブレーキ装置。 A master cylinder (11) having two first hydraulic chambers (13A, 13B) for generating a brake hydraulic pressure by a driver's braking operation;
Two second hydraulic pressure chambers (39A, 39B) communicating with the two first hydraulic pressure chambers (13A, 13B) and generating brake hydraulic pressure by an electrically controllable actuator (31) are provided. Electric fluid pressure generating means (23) having;
A plurality of wheel cylinders (16, 17, 20, 21) that respectively communicate with the two second hydraulic chambers (39A, 39B) and generate braking force for braking the wheels;
A braking force generated by the plurality of wheel cylinders (16, 17, 20, 21) disposed between the electric hydraulic pressure generating means (23) and the plurality of wheel cylinders (16, 17, 20, 21). Individually controllable ABS device (24);
A brake device comprising: 前記マスタシリンダ（１１）および前記電気的液圧発生手段（２３）間に設けられ、前記ＡＢＳ装置（２４）の作動時に閉弁する開閉弁（２２Ａ，２２Ｂ）を備えたことを特徴とする、請求項１に記載のブレーキ装置。   An open / close valve (22A, 22B) provided between the master cylinder (11) and the electric hydraulic pressure generating means (23) and closing when the ABS device (24) is operated is provided. The brake device according to claim 1. 前記マスタシリンダ（１１）および前記電気的液圧発生手段（２３）間に設けられ、回生制動時に閉弁する開閉弁（２２Ａ，２２Ｂ）を備えたことを特徴とする、請求項１に記載のブレーキ装置。   The on-off valve (22A, 22B) provided between the master cylinder (11) and the electric hydraulic pressure generating means (23) and closing at the time of regenerative braking is provided. Brake device. 前記二つの第１液圧室（１３Ａ，１３Ｂ）の一方に連通可能なストロークシミュレータ（２６）と、前記ストロークシミュレータ（２６）および前記一方の第１液圧室（１３Ｂ）間に設けられ、電源の失陥時に閉弁する開閉弁（２５）とを備えたことを特徴とする、請求項１に記載のブレーキ装置。
A stroke simulator (26) capable of communicating with one of the two first hydraulic chambers (13A, 13B), and provided between the stroke simulator (26) and the one first hydraulic chamber (13B), and a power source The brake device according to claim 1, further comprising an on-off valve (25) that closes when a failure occurs.
JP2006157460A 2006-06-06 2006-06-06 Brake device Expired - Fee Related JP4717721B2 (en)

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DE102007026183A DE102007026183A1 (en) 2006-06-06 2007-06-05 braking system

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