JP2006143099A - Vehicle braking device - Google Patents

Abstract

Energy efficiency is improved when regenerative cooperative control is performed with a simple brake circuit.
A stroke transmission gradient suppressing device is provided between a brake pedal and an input rod of a booster. The stroke transmission gradient suppression device 70 does not transmit the operating force to the booster 74 when the stroke of the brake pedal 68 is equal to or less than the set stroke. Since the hydraulic pressure is hardly generated in the manual hydraulic pressure source 66, no manual hydraulic braking torque is applied. On the other hand, it is desirable to increase the regenerative braking torque as much as possible in order to increase energy efficiency. Therefore, the set stroke is set to be larger than the operation stroke at which the hydraulic braking torque corresponding to the maximum value of the regenerative braking torque is obtained. As a result, the regenerative braking torque can be increased to the maximum value in the state where the manual hydraulic braking torque below the set stroke is not applied, and the energy efficiency can be improved.
[Selection] Figure 2

Description

  The present invention relates to a vehicle braking device including a regenerative braking device and a hydraulic braking device.

Patent Document 1 describes a vehicle braking device including a regenerative braking device and a hydraulic braking device. In this vehicle braking device, the braking force is controlled in a state where the brake cylinder is disconnected from the master cylinder. Before the regenerative braking torque reaches the maximum value, the required total braking torque is satisfied by the regenerative braking torque. After the regenerative braking torque reaches the maximum value, the required total braking torque is determined by the hydraulic braking torque and the regenerative braking torque. It is filled.
Patent Document 2 describes a vehicle braking device including a regenerative braking device and an air brake device. The air brake device includes: (a) an air tank; (b) a brake valve provided on the downstream side of the air tank and opened and closed according to the opening degree of the brake pedal; and (c) an output side of the brake valve. And a differential pressure valve (pressure reducing valve) that is switched from a closed state to an open state when the front-rear differential pressure reaches a set pressure, and (d) a service brake provided downstream of the differential pressure valve. In the closed state of the differential pressure valve, the rotation of the wheel is suppressed by the regenerative braking torque (the regenerative braking torque applied to the wheel by the auxiliary brake), and in the open state, the rotation of the wheel by the regenerative braking torque and the braking torque by the service brake. Is suppressed.
JP 2001-260834 A JP-A-6-1220

  An object of the present invention is to improve energy efficiency when braking force control is performed in a vehicle braking device having a simple structure.

Means and effects for solving the problem

  The vehicle braking device according to claim 1 is: (a) a regenerative braking device that applies regenerative braking torque and suppresses rotation of the drive wheels by regenerative braking of an electric motor connected to the drive wheels of the vehicle; A hydraulic braking device including a plurality of hydraulic brakes that operate by supplying hydraulic pressure to a brake cylinder to apply a hydraulic braking torque and suppress rotation of a plurality of wheels including the drive wheels of the vehicle; (c) Vehicle braking including at least a braking force control device that controls the regenerative braking device such that the total braking torque including the regenerative braking torque and the hydraulic braking torque approaches the required total braking torque requested by the driver. The hydraulic brake device comprises: (i) a brake operation member; and (ii) an operating piston linked to the brake operation member, wherein the hydraulic fluid is generated by advancing the operating piston. With pressure source (Iii) a manual hydraulic pressure transmission device that supplies hydraulic pressure generated in the manual hydraulic pressure source to the plurality of brake cylinders to operate the hydraulic brake; and (iv) the manual hydraulic pressure transmission device. The operating stroke of the brake operating member is less than a set stroke determined based on the maximum regenerative braking torque that can be output by the regenerative braking device. And a hydraulic pressure gradient suppressing device that reduces the increase gradient of the hydraulic pressure of the manual hydraulic pressure source with respect to the increase.

The vehicle braking device described in this section includes a regenerative braking device and a hydraulic braking device. In the hydraulic braking device, the hydraulic pressure generated in the manual hydraulic pressure source is supplied to the brake cylinder by the manual hydraulic pressure transmission device, and the hydraulic brake is operated by the supplied manual hydraulic pressure. Then, the braking force is controlled in a state where the hydraulic fluid can be supplied from the manual hydraulic pressure source, not the brake cylinder being disconnected from the manual hydraulic pressure source. As a result, a fail-safe mechanism or the like is unnecessary, and the structure can be simplified correspondingly.
In addition, when the braking force is controlled, it is necessary to ensure that the required total braking torque is satisfied by the regenerative braking torque before the regenerative braking torque reaches the maximum value that can be output at that time. Desirable in terms of enhancement. On the other hand, when the hydraulic brake is operated when the hydraulic pressure of the manual hydraulic pressure source is transmitted to the brake cylinder by the manual hydraulic pressure transmission device, the hydraulic pressure is always generated when the hydraulic pressure is generated in the manual hydraulic pressure source. A braking torque is applied. In this case, in order for the sum of the regenerative braking torque and the hydraulic braking torque to be the required total braking torque, the regenerative braking torque must be suppressed, and energy efficiency is reduced.
Therefore, in the vehicle braking device described in this section, the increase gradient of the hydraulic pressure of the manual hydraulic pressure source with respect to the increase of the operation stroke of the brake operation member is smaller when the operation stroke is equal to or less than the set stroke than when the operation stroke is larger than the set stroke. Is done. By reducing the increase gradient, the hydraulic pressure generated in the manual hydraulic pressure source is suppressed while the required total braking torque is small, that is, when the operating stroke of the brake operating member is equal to or less than the set stroke, and the brake cylinder The hydraulic pressure is suppressed. As a result, the regenerative braking torque can be increased to satisfy the required total braking torque, and the energy efficiency can be improved.

The manual hydraulic pressure transmission device can be configured by a fluid passage or the like that communicates the manual hydraulic pressure source and the brake cylinder in the brake circuit, but is not limited thereto. An electromagnetic control valve that is provided between the manual hydraulic pressure source and the brake cylinder and can switch between at least a communication state and a cutoff state, and an electromagnetic control valve control unit that sets the electromagnetic control valve in a communication state. At least when the braking force is controlled by the braking force control device, the manual hydraulic pressure source and the brake cylinder need only be kept in communication.
In other words, according to the present invention, the brake force is controlled regardless of the structure of the brake circuit as well as the hydraulic brake device in which the manual hydraulic pressure source and the brake cylinder are always in communication with each other due to the structure of the brake circuit. In addition, the present invention can be applied to a hydraulic braking device in which the brake cylinder and the manual hydraulic pressure source are in communication.

When the hydraulic pressure gradient suppression device is not provided, the hydraulic brake is activated when the hydraulic pressure generated in the manual hydraulic pressure source is transmitted to the brake cylinder when the operating stroke is the set stroke. Thus, the hydraulic braking torque applied to the wheel is a magnitude corresponding to the set braking torque determined based on the maximum value of the regenerative braking torque generated in the regenerative braking device. It can be considered that the hydraulic braking torque when the hydraulic brake is operated by the hydraulic pressure of the above-described manual hydraulic pressure source corresponds to the required total braking torque when the operation stroke is the set stroke. it can.
The set braking torque may be a maximum value of the regenerative braking torque, a value larger than the maximum value, or a value smaller than the maximum value. However, whenever a hydraulic pressure is generated in the manual hydraulic pressure source by the manual hydraulic pressure transmission device, the hydraulic braking torque corresponding to the hydraulic pressure of the manual hydraulic pressure source is always applied when the hydraulic pressure is supplied to the brake cylinder. If it cannot be smaller than the value, it is desirable that the set braking torque be equal to or greater than the maximum value of the regenerative braking torque. This is because if the set braking torque is smaller than the maximum value, the regenerative braking torque cannot be increased to the maximum value, which is undesirable.
The maximum value of the regenerative braking torque generated by the regenerative braking device at each time point is determined by the chargeable capacity of the power storage device, the rotational speed of the electric motor, and the like. On the other hand, the maximum value of the regenerative braking torque that can be generated in the regenerative braking device depends on the structure of the regenerative braking device (for example, the type of the electric motor, the reduction ratio in the drive transmission mechanism between the electric motor and the wheel, the load applied to the electric motor). For example, when considering a power storage device, the amount of charge in the power storage device (which means the amount of electrical energy that is actually charged) is controlled to be kept within a set range. The amount of electric energy that can be charged is not assumed to be stored from the state where the charge amount is 0 to the full state, but the charge amount is within the set range as described above. It is determined on the assumption that it will be maintained. Thus, the maximum value of the regenerative braking torque generated in the regenerative braking device is a value determined based on the operating state of the regenerative braking device, and maximizes the structure and capacity of the regenerative braking device. It does not mean the size that can be output when used.

The manual hydraulic pressure source includes a power piston as an operating piston linked to the brake operating member, a booster that boosts the operating force applied to the brake operating member, and an operating piston linked to the brake operating member. And a master cylinder that generates a hydraulic pressure corresponding to a forward force applied to the pressure piston. The booster may be a vacuum booster or a hydraulic booster. In the case of a vacuum booster, the manual hydraulic pressure source includes a vacuum booster and a master cylinder. In the master cylinder, the output of the vacuum booster The hydraulic pressure is generated by the advancement of the pressure piston associated with the member. When the booster is a hydraulic booster, even if the hydraulic pressure of this hydraulic booster is supplied to the brake cylinder, the pressurizing piston in the master cylinder is linked to the output member of the hydraulic booster and pressurizes. The hydraulic pressure in the pressurizing chamber in front of the piston may be supplied to the brake cylinder. Further, it is possible to include a master cylinder without including a booster.
In any case, in the state where the operation stroke of the brake operation member is equal to or less than the set stroke, the increasing gradient of the hydraulic pressure in the hydraulic pressure booster or the master cylinder is made smaller than in the state where the operation stroke is larger than the set stroke. When the increase gradient of the hydraulic pressure in the master cylinder is reduced, the increase in the hydraulic pressure in the master cylinder is reduced by reducing the increase gradient of the hydraulic pressure in the master cylinder itself and by decreasing the increase gradient of the output in the booster. The gradient may be reduced. In any case, wasteful generation of hydraulic pressure in the manual hydraulic pressure source can be avoided.
Although the hydraulic pressure gradient suppressing device is provided outside the manual hydraulic pressure source, it may be provided in a housing different from that provided in the same housing as the manual hydraulic pressure source.

Patentable invention

  In the following, the invention that is claimed to be claimable in the present application (hereinafter referred to as “claimable invention”. The claimable invention is at least the “present invention” to the invention described in the claims. Some aspects of the present invention, including subordinate concept inventions of the present invention, superordinate concepts of the present invention, or inventions of different concepts) will be illustrated and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is for the purpose of facilitating the understanding of the claimable invention, and is not intended to limit the combinations of the constituent elements constituting the claimable invention to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. In addition, an aspect in which constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention.

  Of the following items, the items (1) and (4) correspond to claims 1 and 2, and the item (6) subordinate to the item (5) corresponds to claim 3. Further, the items (7) to (12) correspond to claims 4 to 7, and the item (3) corresponds to claim 8. Further, the (13) term corresponds to claim 10 and the (17) term corresponds to claim 11.

(1) (a) A regenerative braking device that applies regenerative braking torque and suppresses rotation of the drive wheels by regenerative braking of an electric motor connected to the drive wheels of the vehicle; and (b) a hydraulic pressure applied to the brake cylinder. A hydraulic braking device including a plurality of hydraulic brakes that operate by supply to apply a hydraulic braking torque and suppress rotation of a plurality of wheels including the drive wheels of the vehicle, respectively, and (c) the regenerative braking torque And a braking force control device that controls at least the regenerative braking device so that the total braking torque including the hydraulic braking torque approaches the required total braking torque requested by the driver,
The hydraulic braking device is
A brake operating member;
A manual hydraulic pressure source including an operating piston linked to the brake operation member, and generating a hydraulic pressure by advancing the operating piston;
A manual hydraulic pressure transmission device for operating the hydraulic brake by supplying hydraulic pressure generated in the manual hydraulic pressure source to the plurality of brake cylinders;
It is provided outside the manual hydraulic pressure transmission device, and the operation stroke of the brake operation member is larger than the set stroke when the operation stroke is less than the set stroke determined based on the maximum regenerative braking torque that can be output in the regenerative braking device. A vehicle brake device comprising: a hydraulic pressure gradient suppressing device that reduces an increase gradient of the hydraulic pressure of the manual hydraulic pressure source with respect to an increase in operation stroke.
(2) The hydraulic pressure gradient suppressing device maintains the hydraulic pressure of the manual hydraulic pressure source at a predetermined set hydraulic pressure in a state where the operating stroke of the brake operating member is equal to or less than the set stroke, and the brake operating member The vehicle braking device according to item (1), further including a hydraulic pressure holding unit that sets an increase gradient of the hydraulic pressure of the manual hydraulic pressure source to 0 with respect to an increase in the operation stroke.
In the vehicle braking device described in this section, the hydraulic pressure is maintained at a preset hydraulic pressure in a state where the operation stroke is equal to or less than the preset stroke. The increase gradient of the hydraulic pressure of the manual hydraulic pressure source is set to zero. The smaller the set hydraulic pressure is, the larger the regenerative braking torque can be compared to when it is larger, which is desirable in terms of improving energy efficiency. For example, the set hydraulic pressure can be set to a value slightly larger than 0 and less than the set value. Further, as will be described later, the set hydraulic pressure can be a value determined according to the hydraulic pressure when the first fill is completed, or can be a value determined according to the maximum value of the regenerative braking torque that can be output.
(3) The hydraulic pressure gradient suppressing device maintains the hydraulic pressure of the manual hydraulic pressure source at atmospheric pressure while the operating stroke of the brake operating member is equal to or less than the set stroke, and increases the operating stroke of the brake operating member. The vehicle braking device according to (1) or (2), further including a hydraulic pressure generation delay unit that sets an increase gradient of the hydraulic pressure of the manual hydraulic pressure source to zero.
In the vehicle braking apparatus described in this section, when the operation stroke of the brake operation member is equal to or less than the set stroke, no hydraulic pressure is generated in the manual hydraulic pressure source, and the increase gradient is set to zero. Therefore, when the operation stroke is equal to or less than the set stroke, the regenerative braking torque can be increased as much as possible, and the energy efficiency can be improved.

(4) The hydraulic brake device includes a power hydraulic pressure source capable of generating hydraulic pressure by supplying power, and the plurality of hydraulic brakes are operated by the hydraulic pressure of the power hydraulic pressure source. A power brake cylinder hydraulic pressure control device capable of electrically controlling the hydraulic pressures of the plurality of brake cylinders in the state, wherein the braking force control device is configured so that the total braking torque approaches the required total braking torque. The vehicle braking device according to any one of (1) to (3), further including a power hydraulic braking torque control unit that controls the power brake cylinder hydraulic pressure control device.
When the set stroke is determined as a value corresponding to the set braking torque that is larger than the maximum value of the regenerative braking torque, the hydraulic braking torque generated by the hydraulic pressure of the manual hydraulic pressure source when the operating stroke is less than the set stroke The sum of the manual hydraulic braking torque, the regenerative braking torque, and the power hydraulic braking torque (the hydraulic braking torque generated by using the hydraulic pressure of the power hydraulic source) is the required total braking torque. Thus, the power brake cylinder hydraulic pressure control device is controlled. If the required total braking torque is larger even when the regenerative braking torque reaches the maximum value, the power hydraulic braking torque is applied.
Even if the set braking torque is the maximum value of the regenerative braking torque, depending on the state of the regenerative braking device at that time, the regenerative braking torque may not be output up to the planned maximum value. The power hydraulic braking torque is also applied.
This situation is the same when the manual hydraulic braking torque is applied when the operating stroke exceeds the set stroke and the hydraulic pressure of the manual hydraulic pressure source is supplied to the brake cylinder. When the sum with the braking torque is smaller than the required total braking torque, the power hydraulic braking torque is applied. In addition, when the maximum regenerative braking torque is output, the power hydraulic braking torque is controlled so that the sum of the actual regenerative braking torque, manual hydraulic braking torque, and power hydraulic braking torque approaches the required total braking torque. Will be.
Since the regenerative braking torque is determined by the chargeable capacity of the power storage device, the rotation speed of the electric motor, and the like, a sufficiently large regenerative braking torque may not be output depending on these states. Moreover, it may not be output due to an abnormality of the regenerative braking device.
(5) The power hydraulic braking torque control unit is configured to control the power brake cylinder hydraulic pressure control device according to the hydraulic pressure of the power hydraulic pressure source when the operation stroke of the brake operation member is equal to or less than a set stroke. A first control unit that controls so that a total braking torque including a power hydraulic braking torque that is a hydraulic braking torque applied to a wheel by the operation of the hydraulic brake and the regenerative braking torque approaches the required total braking torque; The vehicle braking device according to item (4).
When the operation stroke is equal to or less than the set stroke and the manual hydraulic braking torque is 0, or when the operation stroke is greater than 0 but a value that can be regarded as 0, the regenerative braking torque and the power hydraulic braking torque The hydraulic power braking torque is controlled so that the sum of the above becomes the required total braking torque. It is desirable that the regenerative braking torque be as large as possible.
(6) The power hydraulic braking torque control unit causes the power brake cylinder hydraulic pressure control device to change the power hydraulic braking torque and the regenerative braking torque after the operating stroke of the brake operating member exceeds a set stroke. Or (5) including a second control unit that performs control so that the sum is maintained at a magnitude determined based on a required total braking torque when the brake operation member is operated at the set stroke. The vehicle braking device according to the item.
After the operating stroke exceeds the set stroke, the manual hydraulic pressure source generates a hydraulic pressure with a magnitude corresponding to the value obtained by subtracting the set stroke from the operating stroke, and a corresponding manual hydraulic braking torque is generated. The sum of the manual hydraulic braking torque and the required total braking torque when the operation stroke is the set stroke is the required total braking torque when the operation stroke exceeds the set stroke. Therefore, after the operation stroke exceeds the set stroke, the sum of the regenerative braking torque and the power hydraulic braking torque is controlled so as to be maintained at the required total braking torque when the operation stroke is the set stroke. It is reasonable to make it.
The required total braking torque when the brake operating member is operated with a set stroke is: “When the hydraulic pressure gradient suppressing device is assumed not to be provided, the manual hydraulic pressure source is controlled by operating the set stroke of the brake operating member. "Hydraulic braking torque applied to the wheel by actuating the hydraulic brake by the hydraulic pressure generated in the above". This hydraulic braking torque can be referred to as the delayed operation start braking torque, but after the operation stroke exceeds the set stroke, the sum of the delayed operation start braking torque and the manual hydraulic braking torque is The magnitude corresponds to the required total braking torque. Therefore, when the operation stroke is larger than the set stroke and the manual hydraulic braking torque is applied, if the sum of the regenerative braking torque and the power hydraulic braking torque is controlled to be equal to the braking torque at the start of the delay operation, The required total braking torque is satisfied by the total braking torque.
In this sense, the set stroke can be referred to as a delay operation start stroke. The power hydraulic braking torque can also be referred to as control hydraulic braking torque.
(7) The vehicle braking force control device determines that a total braking torque including the regenerative braking torque, the manual hydraulic braking torque, and the power hydraulic braking torque is determined according to an operating state of the brake operating member. The vehicle braking according to any one of (4) to (6), including a regenerative cooperative control device that controls at least one of the regenerative braking torque and the power hydraulic braking torque so as to obtain a braking torque. apparatus.

(8) The hydraulic pressure gradient suppressing device is a device that transmits an operation stroke applied to the brake operation member to the operating piston, and in a state where the operation stroke is equal to or less than the set stroke, a state larger than the set stroke, The vehicle braking device according to any one of (1) to (7), further including a stroke transmission gradient suppressing device that reduces an increase gradient of the stroke of the operating piston with respect to an increase in an operation stroke of the brake operation member.
In the vehicle braking device described in this section, the increasing gradient of the stroke of the operating piston with respect to the operation stroke of the brake operation member is made smaller than the state larger than the set stroke when the operation stroke is equal to or less than the set stroke. Thereby, the increase gradient of the hydraulic pressure generated in the manual hydraulic pressure source can be reduced.
(9) The reaction force application unit that applies the reaction force according to the operation force to be applied to the brake operation member in a state where the operation stroke of the brake operation member is equal to or less than the set stroke. The vehicle braking device according to item (8), including:
In the state where the operation stroke is equal to or less than the set stroke, the operation force can be obtained by applying the reaction force, and a decrease in the driver's operation feeling can be suppressed. The stroke transmission suppressing device can be referred to as a stroke simulator.

(10) The stroke transmission gradient suppression device is configured such that a maximum value of the regenerative braking torque that can be actually output by the regenerative braking device is determined in a state where the operation stroke of the brake operation member is equal to or less than the set stroke. A regenerative reduction transmission gradient increasing portion that increases the increase gradient of the stroke of the operating piston with respect to an increase in the operation stroke of the brake operation member than when the regenerative braking torque is less than or equal to the set regenerative braking torque (8 ) Or vehicle braking device according to (9).
(11) In the state where the hydraulic pressure gradient suppressing device is in a state where the operation stroke of the brake operation member is equal to or less than the set stroke, a maximum value of the regenerative braking torque that can be actually output by the regenerative braking device is set in advance. Regenerative decrease hydraulic pressure gradient increasing section for increasing the increase gradient of the hydraulic pressure of the manual hydraulic pressure source with respect to the increase of the operation stroke of the brake operation member when the regenerative braking torque is less than or equal to the set regenerative braking torque. The vehicle braking device according to any one of (1) to (10).
Even when the operation stroke of the brake operation member is equal to or less than the set stroke, the operation stroke of the brake operation member is increased when the regenerative braking torque that can be output is less than the set regenerative braking torque and greater than the set regenerative braking torque. The increasing gradient of the stroke of the working piston with respect to is increased. The increase gradient in this case can be set to the same magnitude as the gradient in a state where the operation stroke is larger than the set stroke, for example. Moreover, it is good also as a gradient larger than the gradient in the state larger than a setting stroke, or a small gradient.
The state where the maximum value of the regenerative braking torque that can be actually output by the regenerative braking device is equal to or less than the set regenerative braking torque is a state where the regenerative braking device is abnormal, the regenerative braking device is normal, but the power storage device or electric motor This corresponds to a state in which the regenerative braking torque that can be output is equal to or less than the set regenerative braking torque depending on the number of rotations of the motor. In these cases, the power hydraulic brake torque can be generated by the power brake cylinder hydraulic brake device described above. However, it is necessary to increase the manual hydraulic brake torque. Energy can be reduced. In some cases, the required total braking torque can be satisfied more quickly by using the hydraulic pressure of the manual hydraulic pressure source due to circumstances such as a power hydraulic pressure source. For example, when the power hydraulic pressure source includes a pump device, in order to quickly increase the hydraulic pressure of the brake cylinder to the target hydraulic pressure, the pump device needs to have a large discharge capacity. On the other hand, if the hydraulic fluid of the manual hydraulic pressure source is supplied, it is not necessary to increase the discharge capacity of the pump device, and an increase in cost can be avoided.
(12) By increasing the hydraulic pressure of the manual hydraulic pressure source with an increase in the operation stroke applied to the brake operation member at a time when the operation stroke of the brake operation member is equal to or less than the set stroke, The vehicle braking device according to any one of (1) to (11), including a fill-up device that supplies a predetermined amount of hydraulic fluid to the brake cylinder.
If hydraulic fluid exceeding the set amount is supplied from the manual hydraulic pressure source to the brake cylinder at a time when the operating stroke is less than or equal to the set stroke, the operating stroke will be larger than the set stroke and the hydraulic fluid will increase as the operating stroke increases. When supplied to the brake cylinder, an increase delay in the brake cylinder hydraulic pressure can be reduced.
Between the amount of hydraulic fluid and the hydraulic pressure in the brake cylinder, as shown in FIG. 9 (b), a region in which the increase in hydraulic pressure is small relative to the increase in inflow rate at the beginning of hydraulic fluid inflow (hydraulic pressure increase gradient) Is a small area), and there is a large hydraulic pressure increase area with respect to the subsequent increase in the inflow flow rate (area where the hydraulic pressure increase gradient is large), but the hydraulic pressure increases when the operation stroke is less than the set stroke. If the amount of hydraulic fluid Qs supplied before the end of the low gradient region is supplied in advance, the hydraulic pressure in the brake cylinder can be quickly increased after the set stroke is exceeded. However, the amount of hydraulic fluid supplied to the brake cylinder in advance does not have to be the same as the amount of hydraulic fluid Qs described above, but may be smaller. For example, it may be 1/3 or more, 1/2 or more, 2/3 or more, or 3/4 or more of the amount of hydraulic fluid Qs. In any case, it is possible to reduce the delay in braking effectiveness compared to the case where hydraulic fluid is not supplied in advance.
Note that the hydraulic fluid of the power hydraulic pressure source can be separately supplied without using the hydraulic fluid of the manual hydraulic pressure source. In this case, it is desirable that the power hydraulic pressure source includes a pump device that can supply hydraulic fluid at a large flow rate, for example, a pump device having a large capacity. In other words, when the hydraulic fluid of the manual hydraulic pressure source is supplied, there is an advantage that it is not necessary to increase the discharge capacity of the pump device.
The fill-up device increases the hydraulic pressure of the manual hydraulic pressure source with the same gradient as the increase gradient when the operation stroke is larger than the set stroke, but the gradient is larger or smaller than the increase gradient when the operation stroke is larger than the set stroke. It may be increased by.
Further, the fill-up device can be included in the hydraulic gradient suppression device, but can also be separate from the hydraulic gradient suppression device.

(13) The manual hydraulic pressure source includes (i) (a) a booster input member, and (b) a power piston as the operating piston linked to the booster input member, in addition to the brake operation member. A booster that boosts the received operating force and outputs it to a booster output member, and (ii) a master cylinder that includes a pressurizing piston linked to the booster output member and generates hydraulic pressure by the advancement of the pressurizing piston; The hydraulic pressure gradient suppressing device according to any one of (1) to (12) is provided between the brake operating member and the booster input member outside the booster. Vehicle braking device.
In the vehicle braking device described in this section, the hydraulic pressure gradient suppressing device is provided between the booster input member and the brake operation member outside the booster.
Although the booster input member and the power piston as the working piston are associated with each other, the two movable members may or may not be fixed. If it is fixed, one of the two movable members is always moved in the same direction along with the bi-directional movement in the axial direction. If it is not fixed, for example, either Although the other is moved in the same direction by movement in one predetermined direction, there is a case where the other does not move even if either one is moved in the opposite direction. Hereinafter, “linked” in this specification has the same meaning.
(14) The hydraulic pressure gradient suppressing device includes (a) a brake operation input member linked to the brake operation member, (b) a brake operation output member linked to the operating piston, and (c) these brakes. It is provided between the operation input member and the brake operation output member, and takes a state in which the relative movement in the axial direction of the brake operation input member with respect to the brake operation output member is allowed and a state in which the relative movement in the axial direction is prevented. The vehicle braking device according to any one of items (1) to (13), including a transmission mechanism.
In a state where the relative movement in the axial direction of the brake operation input member with respect to the brake operation output member is allowed, the increase gradient of the stroke of the brake operation output member with respect to the increase in the stroke of the brake operation input member is reduced, and the relative movement is prevented In, the above-mentioned increase gradient is enlarged. In a state where relative movement is prevented, the brake operation input member and the brake operation output member are moved together.
The hydraulic pressure gradient suppressing device described in this section can be considered as one aspect of the stroke transmission gradient suppressing device.
(15) The transmission mechanism includes a rotating member provided so as to be relatively movable in the axial direction with respect to the brake operation output member in accordance with relative rotation with respect to the brake operation output member and the brake operation input member. The vehicle braking device according to the item.
The rotating member is an axial contact portion that can contact the brake operation input member and the brake operation output member in the axial direction, and is a stroke that transmits an operation stroke applied to the brake operation input member to the brake operation output member. A transmission part may be included. In a state where the stroke transmission unit is in contact with the brake operation input member and is separated from the brake operation output member, the rotation member rotates relative to the brake operation output member in the axial direction as the brake operation input member advances. It is moved relative. On the other hand, in a state where the stroke transmission unit is also in contact with the brake operation output member, the operation stroke applied to the brake operation input member is transmitted to the brake operation output member via the stroke transmission unit, and the rotation member, brake operation The input member and the brake operation output member are integrally moved in the axial direction, and the relative movement in the axial direction of the brake operation input member with respect to the brake operation output member is prevented.
(16) The transmission mechanism includes: (a) a first member held on the brake operation input member and the brake operation output member so as not to rotate relative to both; and (b) the first member. The vehicle braking device according to (15), further comprising: a second member serving as the rotating member that is engaged with the brake operating input member and is relatively rotatable with respect to both the brake operation input member and the brake operation output member. .
Any one of the first member and the second member includes a groove formed in a state having both components in the rotational direction and the axial direction, and the other includes a protrusion engaged with the groove. Can be included. The second member is moved in the axial direction along with the relative rotation with respect to the first member.
The first member is a screw member (axial member) extending in the axial direction having a screw portion on the outer peripheral surface, the second member has a screw portion on its inner peripheral surface, and the outer peripheral surface of the first member. It can be set as the nut member screwed together. Conversely, the first member can be a cylindrical member having a threaded portion on the inner peripheral surface, and the second member can be a cylindrical member having a threaded portion on the outer peripheral surface and screwed to the inner peripheral surface of the first member. . In the latter case, the first member can be formed directly on the inner peripheral surface of the brake operation output member and the brake operation input member. In these cases, the transmission mechanism may include a ball screw mechanism.
The first member is held so as not to be relatively movable in the axial direction on one of the brake operation output member and the brake operation input member and to be relatively movable on the other. It is desirable that the first member be unable to move relative to the brake operation output member in the axial direction.
(17) The transmission mechanism is provided between the rotating member and at least one of the brake operation input member and the brake operation output member, and allows the relative rotation of the rotating member with respect to the at least one of the rotating member, The vehicle braking device according to item (15) or (16), including a transmission control device that controls the state to be blocked.
The transmission control device can be switched between a relative rotation permission state and a relative rotation prevention state by an electrical signal. The transmission control device may include, for example, an abnormal relative rotation prevention unit that makes a relative rotation inhibition state when the regenerative braking device is abnormal. Further, not only when the regenerative braking device is abnormal, but also when the regenerative braking device is normal, relative rotation can be prevented even when the regenerative braking torque that can be output at that time is below the set value. it can. If a regenerative braking torque larger than the set value cannot be expected based on the charge amount of the power storage device or the like, the energy consumption may be reduced by applying the manual hydraulic braking torque.
(18) The transmission mechanism includes: (a) a rotating member provided so as to be relatively movable in the axial direction with respect to the brake operation output member in association with relative rotation with respect to the brake operation output member and the brake operation input member; (B) The vehicle braking device according to any one of (14) to (17), further including a spring provided between the rotating member and the brake operation output member.
The spring is provided along the rotation direction between the rotating member and the brake operation output member. As the rotating member rotates relative to the brake operation output member, the spring is contracted to generate an elastic force. The rotating member may include a reaction force transmitting portion that receives an elastic force of a spring generated along with a relative rotation with the brake operation output member and transmits the elastic force to the brake operation input member. The elastic force of the spring applied to the rotating member is transmitted to the brake operation input member via the reaction force transmission unit, and is transmitted to the brake operation member. The reaction force transmission unit is also a rotational direction force transmission unit.
(19) The vehicle braking device according to (18), wherein the set load of the spring is set to a magnitude corresponding to a brake operation force at which the first fill is completed.
When the brake operation force is smaller than the magnitude corresponding to the set load, the rotating member is not relatively rotated. Therefore, even if the operation stroke is equal to or less than the set stroke, the brake operation input member and the brake operation output member Is moved forward integrally, and hydraulic fluid is supplied to the brake cylinder from a manual hydraulic pressure source.
(20) The vehicle braking device according to any one of (1) to (19), wherein the hydraulic pressure gradient suppressing device is of a dry type.
When the hydraulic pressure gradient suppressing device is provided inside the manual hydraulic pressure source, etc., it is necessary to provide it in a liquid-tight or air-tight manner. Also, when a stroke simulator or the like is provided in a liquid passage connecting the manual hydraulic pressure source and the brake cylinder, it is necessary to provide the liquid simulator tightly. On the other hand, if the hydraulic pressure gradient suppression device is of a dry type and is provided closer to the brake operation member than the manual hydraulic pressure source, the need for keeping it fluid-tight or air-tight is reduced, thereby reducing the manufacturing cost. As a result, the reliability of the vehicle braking device can be improved.

(21) (a) a regenerative braking device that applies regenerative braking torque and suppresses rotation of the driving wheel by regenerative braking of an electric motor connected to the driving wheel of the vehicle; and (b) a hydraulic pressure applied to the brake cylinder. A hydraulic braking device including a plurality of hydraulic brakes that operate by supply to apply a hydraulic braking torque and suppress rotation of a plurality of wheels including the drive wheels of the vehicle, respectively, and (c) the regenerative braking torque And a braking force control device that controls at least the regenerative braking device so that the total braking torque including the hydraulic braking torque approaches the required total braking torque requested by the driver,
The hydraulic braking device is
A brake operating member;
A manual hydraulic pressure source including an operating piston linked to the brake operation member, and generating a hydraulic pressure by advancing the operating piston;
Provided between the brake operating member outside the manual hydraulic pressure source and the operating piston, the operating stroke of the brake operating member is determined based on the maximum value of the regenerative braking torque output in the regenerative braking device. In the state below the set stroke corresponding to the set hydraulic brake torque, the increase gradient of the hydraulic pressure of the manual hydraulic pressure source with respect to the increase in the operation stroke is made smaller than the state larger than the set stroke, and the reaction force corresponding to the operation stroke is reduced. A vehicle braking device comprising: a stroke simulator to be applied.
The technical features described in any one of items (1) to (20) can be employed in the vehicle braking device described in this item.
Further, the vehicle braking device described in this section is not provided with a manual hydraulic pressure transmission device. Even when the braking torque is controlled in a state where the brake cylinder is disconnected from the manual hydraulic pressure source, the stroke simulator can suppress a decrease in energy efficiency and can improve operability.
When the regenerative braking torque that can be output by the regenerative braking device is less than or equal to the set braking torque, the stroke simulator uses the operation stroke applied to the brake operation member as an operating piston even if the operation stroke is less than or equal to the set stroke. It is particularly desirable to provide a transmission mechanism.
(22) (a) a brake operation member; and (b) a manual hydraulic pressure source including a working piston linked to the brake operation member and generating hydraulic pressure by the advancement of the working piston; and (c) the manual A first braking system including a hydraulic brake that is actuated by supplying hydraulic pressure generated in a hydraulic pressure source to the brake cylinder and that suppresses wheel rotation by applying a first braking torque; ,
A second braking system including a brake that suppresses rotation of the wheel by applying a second braking torque by means different from the hydraulic pressure of the manual hydraulic pressure source regardless of the operation state of the brake operating member. When,
It is provided between the brake operation member outside the manual hydraulic pressure source and the operating piston, and the operation stroke of the brake operation member is less than a set stroke when the operation stroke is larger than the set stroke. A hydraulic pressure gradient suppressing device for reducing the increase gradient of the hydraulic pressure of the manual hydraulic pressure source;
The second braking system is controlled so that the operation stroke of the brake operation member is equal to or less than the set stroke, and the second braking torque is a required total braking torque determined by the operation state of the brake operation member of the driver. And a second braking torque control device that controls the second braking torque to be a predetermined setting braking torque in a state where the operation stroke is larger than the setting stroke.
In the vehicle braking device described in this section, when the operation stroke is equal to or greater than the set stroke, the sum of the hydraulic braking torque applied to the wheel by the hydraulic pressure of the manual hydraulic pressure source and the second braking torque is the required total braking. It is designed to be torque. Therefore, if the second braking torque is controlled to be the set braking torque, the required total braking torque is satisfied by the sum of the first braking torque and the second braking torque.
The second braking system may include at least one of a regenerative braking device and a power hydraulic brake device. The second braking torque includes at least one of regenerative braking torque and power hydraulic braking torque, and the second braking torque is controlled by controlling at least one of regenerative braking torque and power hydraulic braking torque. The
The technical features described in any one of the items (1) to (21) can be employed in the vehicle braking device described in this item.
(23) a brake operating member;
A manual hydraulic pressure source including an operating piston linked to the brake operation member, and generating a hydraulic pressure by advancing the operating piston;
Provided between the brake operation member outside the manual hydraulic pressure source and the operating piston, and when the vehicle braking device is normal, the operation stroke of the brake operation member is set stroke when it is less than or equal to the set stroke. From the larger state, the increase gradient with respect to the increase in the operation stroke of the hydraulic pressure of the manual hydraulic pressure source is reduced, and when the vehicle braking device is abnormal, even if the operation stroke is equal to or less than the set stroke, A manual hydraulic pressure source device comprising: a stroke transmission gradient suppressing device that makes an increasing gradient of a stroke of an operating piston the same gradient as a state in which the operation stroke is larger than a set stroke.
The brake operation device described in this section can be applied to the vehicle braking apparatus described in any one of the items (1) to (22).
(24) a brake operation member;
(a) a manual pressure source that generates pressure by operating the brake operating member; and (b) a brake that is operated by transmitting the pressure generated by the manual pressure source. Manual braking device that suppresses the rotation of the wheel by,
In a state where the operation amount of the brake operation member is less than or equal to a set amount, a pressure generation suppressing device that makes the pressure of the manual pressure source equal to or less than a predetermined set pressure;
A vehicle braking device comprising: an auxiliary braking device that suppresses rotation of the wheel even when the brake operation member is not operated by means different from the pressure of the manual pressure source.
The technical features described in the items (1) to (23) can be employed in the vehicle braking device described in this item.
The set pressure can be 0 (atmospheric pressure), but can also be a value greater than 0 (a value greater than atmospheric pressure). When the set pressure is small, the regenerative braking torque can be increased when the required total braking torque is the same as when the set pressure is large, and the energy efficiency can be further improved.

Hereinafter, a vehicle braking apparatus according to an embodiment of the present invention will be described in detail with reference to the drawings. Hereinafter, the braking torque and the braking force will be treated as a one-to-one amount.
As shown in FIG. 1, the vehicle on which the vehicle braking device is mounted is a hybrid vehicle, and left and right front wheels 10 and 12 as drive wheels are driven by a drive device 18 including an electric drive device 14 and an internal combustion drive device 16. Driven. The driving force of the driving device 18 is transmitted to the front wheels 10 and 12 via the drive shafts 24 and 26.
The internal combustion drive device 16 includes an engine 30 and an engine ECU 32 that controls the operating state of the engine 30, and the electrical drive device 14 includes an electric motor 34, a battery 36 as a power storage device, a motor generator 38, and power conversion. The apparatus 40, the motor ECU 42, the power split mechanism 44, and the like are included. Although not shown, the power split mechanism 44 includes a planetary gear device, and the motor generator 38 is linked to the sun gear, the output member 46 is connected to the ring gear, the electric motor 34 is linked, and the carrier of the engine 30 is linked. The output shaft is linked. By controlling the engine 30, the electric motor 34, the motor generator 38, etc., both the case where only the driving torque of the electric motor 34 is transmitted to the output member 46 and the case where both the driving torque of the engine 30 and the driving torque of the electric motor 34 are transmitted. Can be switched to The driving force transmitted to the output member 46 is transmitted to the drive shafts 24 and 26 via a speed reducer and a differential device.

  The power conversion device 40 includes an inverter and is controlled by the motor ECU 42. By a current control by the inverter, at least a rotation driving state in which the electric motor 34 is rotated by being supplied with electric energy from the battery 36, and a charging state in which the battery 36 is charged with electric energy by functioning as a generator by regenerative braking. Can be switched to. In the charged state, regenerative braking force is applied to the left and right front wheels 10 and 12. Therefore, the electric drive device 14 can be considered as a regenerative braking device that applies a regenerative braking force to the left and right front wheels 10 and 12 by regenerative braking of the electric motor 34. Motor ECU 42 controls power conversion device 40 based on a command from hybrid ECU 48.

  In this vehicle, a hydraulic braking device 50 as a friction braking device is provided. The brakes 55FL and 55FR (see FIG. 2) are actuated by pressing a pad as a friction member against the brake rotating body rotating together with the left and right front wheels 10 and 12 by transmitting the hydraulic pressure to the brake cylinders 52 and 54. The hydraulic braking force is applied to the left and right front wheels 10 and 12. At least one of a hydraulic braking force and a regenerative braking force is applied to the left and right front wheels 10 and 12 that are drive wheels, and rotation is suppressed.

In addition to the brake cylinders 52 and 54 for the left and right front wheels 10 and 12, the hydraulic braking device 50 includes the hydraulic brakes 59RL and 59 for the left and right rear wheels 56 and 58 shown in FIG. And a master cylinder 66 with a vacuum booster, a brake pedal 68 as a brake operating member, a stroke transmission gradient suppressing device 70 provided between the brake pedal 68 and the manual hydraulic pressure source 66, and the like.
The manual hydraulic pressure source 66 includes a vacuum booster 74 (hereinafter simply referred to as a booster) and a master cylinder 76.
The vacuum booster 74 is partitioned into a negative pressure chamber and a variable pressure chamber by a power piston 77 as an operating piston, and the control valve is operated by the relative movement of the booster input rod 78 with respect to the power piston 77, so that the variable pressure chamber is negative pressure. It is cut off from the room and communicated with the atmosphere. The brake operating force is boosted by the differential pressure between the variable pressure chamber and the negative pressure chamber, and output from the booster output rod 79. The power piston 77 is linked to the brake pedal 68 via a booster input rod 78.
The master cylinder 76 is a tandem type and includes two pressure pistons. One of the pressure pistons is linked to a booster output rod 79. The front of these two pressure pistons is a pressure chamber. The brake cylinder 52 of the left front wheel 10 and the brake cylinder 62 of the right rear wheel 58 are connected to one pressurizing chamber, and the brake cylinder 54 and the left rear wheel 56 of the right front wheel 12 are connected to the other pressurizing chamber. The brake cylinder 60 is connected. This hydraulic braking device is X2 system.
Since these two systems have the same structure, the brake system to which the brake cylinders 52 and 62 of the left front wheel 10 and the right rear wheel 58 belong will be described, and the brake cylinder 54 of the other right front wheel 12 and the left rear wheel 56 will be described. , 60 will be omitted.

The brake cylinders 52 and 62 of the left front wheel 10 and the right rear wheel 58 are connected to the pressurizing chamber of the master cylinder 76 by a liquid passage 80. The liquid passage 80 includes a common passage 82 and an individual passage 83 corresponding to the brake cylinders 52 and 62, and the common passage 82 is provided with a pressure control valve 84, and the individual passage 83 has a pressure increase control valve 86, respectively. Is provided. In addition, a pressure reducing control valve 90 is provided in each individual passage 89 connecting the brake cylinders 52 and 62 and the reservoir 88. The pressure increase control valve 86 is an electromagnetic open / close valve that is open when no current is supplied to the coil, and the pressure reduction control valve 90 is an electromagnetic open / close valve that is closed when no current is supplied to the coil. These pressure increase control valve 86 and pressure reduction control valve 90 are used in slip control such as anti-lock control.
A check valve 92 that allows the flow of hydraulic fluid from the brake cylinders 52 and 62 to the master cylinder 76 and blocks the reverse flow is provided in parallel with the pressure increase control valve 86. According to the check valve 92, the hydraulic fluid can be quickly returned from the brake cylinders 52 and 62 to the master cylinder 76 when the brake operation is released.
In addition, a bypass passage 93 is provided in parallel with the pressure control valve 84, and a check valve 94 that allows the flow of hydraulic fluid from the master cylinder 76 to the brake cylinders 52 and 62 in the bypass passage 93 and prevents reverse flow. Is provided. According to the check valve 94, even when the pressure control valve 84 is closed, when the brake cylinder 68 is depressed and the hydraulic pressure on the master cylinder side becomes higher than the hydraulic pressure on the brake cylinder side, the master cylinder 76 to the brake cylinder 52. , 62 is supplied with hydraulic fluid. The pressure control valve 84 will be described later.
A pump device 102 is provided in the pump passage 100 connected to the reservoir 88 and is connected to the brake cylinder side (downstream side) portion of the pressure control valve 84 of the common passage 82. The pump device 102 includes a pump 104, a pump motor 106, a discharge valve 108, a suction valve 110, and the like. Reference numeral 112 denotes a damper, and reference numeral 114 denotes a diaphragm. As a result, the pulsation of the hydraulic fluid discharged from the pump 104 is reduced.

  A hydraulic fluid supply passage 130 is connected to the reservoir 88. The hydraulic fluid supply passage 130 is connected to the master cylinder side (upstream side) of the common passage 82 from the pressure control valve 84, and a hydraulic fluid supply valve 132 is provided. The hydraulic fluid supply valve 132 is opened when the amount of hydraulic fluid stored in the reservoir 88 falls below the set amount, and hydraulic fluid is supplied from the master cylinder 76 or the master reservoir 134.

As shown in FIG. 3A, the pressure control valve 84 is a normally open electromagnetic control valve, and the valve element 152 is separated from the valve seat 154 by the urging force of the spring 150. In this state, bidirectional flow of hydraulic fluid between the master cylinder 76 and the brake cylinders 52 and 62 is allowed. When a current is supplied to the coil 156, as shown in FIG. 3 (b), an electromagnetic driving force F1 in a direction for seating the valve element 152 on the valve seat 154 is applied. Further, since a differential pressure acting force F 2 corresponding to the differential pressure between the hydraulic pressure on the brake cylinder side and the hydraulic pressure on the master cylinder side and the urging force F 3 of the spring 150 are applied in a direction to separate the valve element 152 from the valve seat 154. The relative position of the valve element 152 with respect to the valve seat 154 is determined by the relationship between the electromagnetic driving force F1, the differential pressure acting force F2, and the spring biasing force F3 (F1: F2 + F3). By utilizing this, the hydraulic pressure of the brake cylinders 52 and 62 can be increased from the hydraulic pressure of the master cylinder 76 by a magnitude corresponding to the supply current I.
FIG. 4 shows the relationship between the differential pressure ΔP, which is a value obtained by subtracting the hydraulic pressure PM of the master cylinder from the hydraulic pressure PB of the brake cylinder, and the supply current I.

As shown in FIGS. 5A and 5B, the stroke transmission gradient suppressing device 70 includes a brake operation input member 170 linked to the brake pedal 68 and a brake operation output member linked to the input rod 78 of the booster 74. 174, and a transmission mechanism 176 provided between the brake operation input member 170 and the brake operation output member 174.
The brake operation input member 170 and the brake operation output member 174 generally have a bottomed cylindrical shape. The brake operation output member 174 is provided with a rotation prevention member 180, and a main body (a member fixed to the vehicle body). On the other hand, it is held so as not to be relatively rotatable and to be relatively movable in the axial direction. The brake operation input member 170 is also attached so as not to rotate relative to the main body or the brake operation output member 174 and to be relatively movable in the axial direction.
The transmission mechanism 176 includes a ball screw mechanism 185 including a screw member 182 and a nut member 184. The screw member 182 has a rod shape with either an external thread portion or an internal thread portion on the outer peripheral surface, and is not rotatable relative to the brake operation output member 174 at one end portion in the axial direction. It is held incapable of relative movement, and is held at the other end by the brake operation input member 170 so as not to be relatively rotatable and relatively movable in the axial direction. The nut member 184 has the other on the inner peripheral surface, and is screwed into the screw member 182 while the rotating member 186 is attached so as not to be relatively rotatable. The rotation member 186 is attached to the inner peripheral side of the brake operation input member 170 and the brake operation output member 174 so as to be relatively rotatable via a slide bearing.

The rotating member 186 includes a cylindrical portion 186a having a generally cylindrical shape and a rod-shaped reaction force receiving portion 186b extending in the axial direction.
The reaction force receiving portions 186b are provided at positions that are 180 degrees apart from each other. A spring 192 is provided between the reaction force receiving portion 186 b and the pair of protrusions 190 provided on the brake operation output member 174. The protrusions 190 are provided at positions where the phases on the inner peripheral side of the brake operation output member 174 are 180 degrees apart from each other, and springs 192 are provided between the protrusions 190 and the reaction force receiving part 186b, respectively. The spring 192 is contracted to generate an elastic force corresponding thereto.
As shown in FIG. 9B, the set load of the spring 192 is the brake cylinder hydraulic pressure PSWC when the hydraulic fluid of the set amount QSWC is supplied to the brake cylinders 52 and 62 (the same as the hydraulic pressure of the master cylinder 76). The magnitude corresponds to the brake operation force that can generate In the brake cylinder, there is a relationship shown in FIG. 9B between the hydraulic fluid amount and the hydraulic pressure. When the amount of increase in hydraulic fluid is the same, there are a region where the amount of increase in hydraulic pressure is small and a region where it is large, and at the beginning of supply of hydraulic fluid, the amount of hydraulic fluid required when the amount of increase in hydraulic pressure is the same Will increase. On the other hand, if the hydraulic fluid of the set amount QSWC is supplied in advance, then when the hydraulic fluid is supplied to the brake cylinders 52 and 62 as the brake operating force increases, the fluid in the brake cylinders 52 and 62 is increased. The pressure can be increased quickly, and the delay in the effectiveness of the hydraulic brake can be suppressed. The set amount QSWC can be set to the same amount as the amount of hydraulic fluid Qs required to change from a region with a small increase gradient to a large region (the amount of hydraulic fluid required to complete the first fill) Qs. The set amount QSWC is about ½ of the hydraulic fluid amount Qs.
The cylindrical portion 186a includes a large-diameter portion 194 and a small-diameter portion 196. The large-diameter portion 194 is in contact with the brake operation input member 170 and the brake operation output member 174 in the axial direction, thereby transmitting an operation stroke. The operation stroke transmission unit is used. At the reverse end position, the operation stroke transmission unit 194 is in contact with the brake operation input member 170 in the axial direction.

Between the brake operation input member 170 and the small-diameter portion 196 of the cylindrical portion 186a, transmission control that can be switched between a state in which relative rotation between the brake operation input member 170 and the rotation member 186 is allowed and a state in which the relative rotation is prevented. A device 210 is provided. The transmission control device 210 is provided in the movable member 212, the electromagnetic drive device 214 that moves the movable member 212 to the rotation permission position and the rotation prevention position, the through hole 216 provided in the brake operation input member 170, and the rotation member 186. Key groove 218 (referred to as a groove extending in the axial direction and not extending in the circumferential direction in this embodiment). The electromagnetic drive device 214 includes a coil 220.
When no current is supplied to the coil 220, the movable member 212 is in the rotation preventing position due to the biasing force of the spring 222. The movable member 212 reaches the key groove 218 extending in the axial direction through the through hole 216, and prevents the rotation member 186 from rotating relative to the brake operation input member 170. Since the distal end of the movable member 212 has a pin shape, the movable member 212 can surely reach the key groove 218 through the through hole 216. The keyway 218 is provided at a position where the phase with the through hole 216 matches when the rotating member 186 is at the retracted end position.
When a current is supplied to the coil 220, the movable member 212 is retracted to the rotation allowable position against the biasing force of the spring 222 by the electromagnetic driving force. At the rotation permission position of the movable member 212, relative rotation of the rotation member 186 with respect to the brake operation input member 170 is permitted.

The coil 156 of the pressure control valve 84, the coil 220 of the stroke transmission gradient suppressing device 70, and the like are controlled based on the command of the brake ECU 300 in FIG. Each of the brake ECU 300, the hybrid ECU 48, the motor ECU 42, the engine ECU 32, and the like mainly includes a computer having an execution unit, a storage unit, an input / output unit, and the like. The hybrid ECU 48 is connected to a brake ECU 300, a motor ECU 42, an engine ECU 32, and the like, and information is communicated between these ECUs. Since the control of the engine 30 is not related to the present invention, description of information communication between the hybrid ECU 48 and the engine ECU 32 is omitted. Regarding the communication of information between other ECUs, only the parts related to the invention will be described.
A master pressure sensor 302 that detects the hydraulic pressure of the master cylinder 76, an operation state detection device 304 that detects the operation state of the brake pedal 68, and the like are connected to an input / output unit of the brake ECU 300, and each electromagnetic control valve ( The coil of the pressure increase control valve 86, the pressure reduction control valve 90, the pressure control valve 84, etc. are collectively referred to as an electromagnetic control valve), the coil 220 of the stroke transmission gradient suppression device 70, the pump motor 106, etc. are connected via a drive circuit (not shown). Connected. The operation state detection device 304 includes a brake switch that detects whether or not the brake pedal 68 is in an operation state, a stroke sensor that detects a stroke of the brake pedal 68, and the like.

The operation of the hydraulic braking device configured as described above will be described.
In this braking device, regenerative cooperative control is performed. Regenerative cooperative control is performed so that the total braking force, which is the sum of the regenerative braking force applied to the drive wheels and the hydraulic braking force applied to both the drive wheels and the driven wheels, becomes the required total braking force required by the driver. Control.
In the brake ECU 300, the required total braking force is obtained by calculation based on at least one of the detection value by the stroke sensor and the detection value by the master pressure sensor 302. In a state where the operation stroke of the brake pedal 68 is equal to or less than the set stroke, the hydraulic pressure generated in the master cylinder 76 is equal to or less than the set hydraulic pressure and does not correspond to the operation stroke. In a state larger than the set stroke, it is obtained based on at least one of the operation stroke and the master pressure. The information supplied from the hybrid ECU 48 (the power generation side upper limit value that is the upper limit value of the regenerative braking force determined based on the number of revolutions of the electric motor 34, the charging side that is the upper limit value determined based on the charging capacity of the battery 36, etc. Upper limit value) and the above-mentioned required total braking force (operating side upper limit value determined according to the operating state of the driver's brake pedal 68) is determined as the required regenerative braking force. Is represented to the hybrid ECU 48.

The hybrid ECU 48 outputs information indicating the required regenerative braking force to the motor ECU 42. The motor ECU 42 outputs a control command to the power converter 40 so that the regenerative braking force applied to the left and right front wheels 10 and 12 by the electric motor 34 becomes the required regenerative braking force. The electric motor 34 is controlled by the power converter 40.
Information representing the operating state such as the actual rotational speed of the electric motor 34 is supplied from the motor ECU 42 to the hybrid ECU 48. In the hybrid ECU 48, the actual regenerative braking force actually obtained based on the actual operating state of the electric motor 34 is obtained, and information representing the actual regenerative braking force value is output to the brake ECU 300.
The brake ECU 300 determines the required hydraulic braking force based on a value obtained by subtracting the actual regenerative braking force from the required total braking force, and is necessary so that the brake cylinder hydraulic pressure approaches the target hydraulic pressure corresponding to the required hydraulic braking force. Accordingly, the pump motor 106 and the pressure control valve 84 are controlled.

  In the vehicle braking device of the present embodiment, a stroke transmission gradient suppression device 70 is provided between the manual hydraulic pressure source 66 and the brake pedal 68, and when the operation stroke of the brake pedal 68 is equal to or less than the set stroke ΔS, the set stroke is set. The increase gradient of the hydraulic pressure generated in the manual hydraulic pressure source 66 with respect to the increase of the operation stroke is suppressed as compared with the case where it is larger than ΔS. In the present embodiment, the increase gradient is set to 0 or very small and can be regarded as 0, and the hydraulic pressure generated in the manual hydraulic pressure source 66 is set to a predetermined set hydraulic pressure or lower (in advance). The set hydraulic pressure is not exceeded). When regenerative cooperative control is performed, before the regenerative braking torque reaches the maximum value that can be output at that time, it is possible to satisfy the required total braking force by the regenerative braking force in order to improve energy efficiency. desirable. On the other hand, in the hydraulic braking device 50 in the present embodiment, the master cylinder 76 and the brake cylinders 52 and 62 are connected via a fluid passage 80, a bypass passage 83, and a check valve 94, and Since the pressure increase control valve 86 is not scheduled to be closed when the regeneration cooperative control is performed, the hydraulic pressure of the brake cylinders 52 and 62 cannot be made lower than the hydraulic pressure of the master cylinder 76. Therefore, in order to make the sum of the regenerative braking torque and the hydraulic braking torque the required total braking torque, the regenerative braking torque must be suppressed, and energy efficiency is reduced. Therefore, the stroke transmission gradient suppression device 70 is provided, and while the required total braking torque is small, that is, when the operation stroke of the brake pedal 68 is not more than the set stroke, the hydraulic pressure of the master cylinder 76 is set to a predetermined set hydraulic pressure. It was suppressed.

In the stroke transmission gradient suppressing device 70, when the hybrid system including the hybrid ECU 48, the regenerative braking device 14, and the like is normal, the movable member 212 is moved to the rotation allowable position by supplying current to the coil 220. . The relative rotation of the rotating member 186 with respect to the brake operation input member 170 and the output member 174 is allowed.
In this state, when the brake pedal 10 is operated, a rotational force is applied to the rotating member 186. When the rotational force is smaller than the set load of the spring 192, the rotating member 186 is not rotated. When the rotational force is smaller than the set load of the spring 192 and the axial force is larger than the set load of a return spring or the like provided in the master cylinder 76, the operation stroke of the brake operation input member 170 is the rotational member 186. , Nut member 184, screw member 182 and brake operation output member 174, the input rod 78 is moved, and the manual hydraulic pressure source 66 is activated (both booster 74 and master cylinder 76 are activated). And only the master cylinder 76 may be activated). The hydraulic fluid is supplied from the master cylinder 76 to the brake cylinders 52 and 62 until the brake operating force reaches a magnitude corresponding to the set load of the spring 192. The QSWC hydraulic fluid is supplied.
When the rotational force applied to the rotating member 186 exceeds the set load of the spring 192, the rotating member 186 resists the biasing force of the spring 192 and rotates around the screw member 182 integrally with the nut member 184 as shown in FIG. ) Is rotated in the direction indicated by the arrow. As the rotation member 186 rotates relative to the brake operation output member 174, the spring 192 is contracted, and the corresponding elastic force (reaction force) is applied to the brake pedal 68 via the reaction force receiving portion 186b and the brake operation input member 170. Is granted. An operating force corresponding to the elastic force of the spring 192 is applied. The stroke transmission gradient suppressing device 70 functions as a stroke simulator.
In this embodiment, since the spring constant of the spring 192 is very small, the brake operation input member 170 is applied to the brake operation input member 170 while it is advanced relative to the brake operation output member 174. The increase gradient of the stroke of the brake operation output member 174 with respect to the increase of the operation stroke is very small and can be regarded as almost zero.

When the brake operation input member 170 advances relative to the brake operation output member 174 by the set stroke ΔS, the operation stroke transmission unit 194 of the rotating member 186 contacts the brake operation output member 174 in the axial direction. The brake operation input member 170, the rotation member 186, and the brake operation output member 174 are in contact with each other in the axial direction, and these can move integrally in the axial direction. As the operation stroke of the brake pedal 10 increases, the input rod 78 of the booster 74 is advanced, and the booster 74 is operated. The stroke of the input rod 78 of the booster 74 becomes smaller by the stroke consumed in the stroke transmission gradient suppressing device 70 from the operation stroke of the brake pedal 10.
In this embodiment, when the rotating member 186 is in contact with the brake operation output member 174 in the axial direction, the rotating member 186 is not contacted in the rotating direction. These intervals are determined by the lead angle of the screw member 182 and the set stroke ΔS. The set stroke ΔS is a liquid that is applied to the wheels when the hydraulic brake is operated by the hydraulic pressure generated in the master cylinder 76 by the operation stroke in the case where the stroke transmission gradient suppressing device 70 is not provided. The pressure braking force is set to a magnitude that is a set braking force that is a value greater than the set value by a maximum value of the regenerative braking force generated in the regenerative braking device 14. The maximum value of the regenerative braking force is a value determined by the operating state of the regenerative braking device 14, and is not the maximum value output when it is assumed that the function of the battery 36 is used to the maximum, for example. Since the state of charge of the battery 36 is controlled so as to be in a predetermined state (so that the amount of charge is within the set range), it is a value determined on the assumption that the amount of charge is within the set range. is there. Hereinafter, when the hydraulic brakes 55FL and 59RR are operated by transmitting the hydraulic pressure of the manual hydraulic pressure source 66 to the brake cylinders 52 and 62, the hydraulic braking force applied to the wheels is referred to as manual hydraulic braking force. . The set braking force can also be referred to as a delayed actuation start braking force.
When the brake operation is released, the brake operation output member 174 and the like are moved backward. Further, the rotating member 186 is rotated in the direction opposite to the arrow in FIG. 5B by the urging force of the spring 192, so that the brake operation input member 170 is moved relative to the brake operation output member 174. Retracted to position.

  When no current is supplied to the coil 220, the movable member 212 is in the rotation preventing position. In the rotation preventing position, the rotation of the rotating member 186 relative to the brake operation input member 170 is prevented. When the brake operation input member 170 is advanced, the rotation member 186, the nut member 184, the screw member 182, and the brake operation output member 174 are advanced and transmitted to the booster input rod 78. The operation stroke of the brake pedal 168 is directly transmitted to the booster 74 via the stroke transmission gradient suppressing device 70.

As described above, when the operation stroke is equal to or smaller than the set stroke ΔS, the manual hydraulic braking force (the hydraulic braking force corresponding to the brake cylinder hydraulic pressure PSWC is constant, and hereinafter referred to as the set manual hydraulic braking force. ), Regenerative braking force and power hydraulic braking force (hydraulic pressure control applied when hydraulic brakes 55FL and 59RR are operated by supplying hydraulic fluid discharged from the pump device 102 to the brake cylinders 52 and 62) At least one of the regenerative braking force and the power hydraulic braking force is controlled so that the sum of the power and the power hydraulic braking force becomes the required total braking force.
In the state where the operation stroke is equal to or less than the set stroke, the set manual hydraulic braking force is small, so it can be regarded as 0. In this case, at least one of the power hydraulic braking force and the regenerative braking force is controlled so that the sum of the regenerative braking force and the power hydraulic braking force becomes the required total braking force.
In a state where the regenerative braking force that can be output (the smaller of the power generation side upper limit value and the power storage side upper limit value) is greater than the required total braking force (operation side upper limit value), the sum of the regenerative braking force and the set manual hydraulic braking force The required total braking force is satisfied and the regenerative braking force is controlled.
When the sum of the regenerative braking force that can be output and the set manual hydraulic braking force is smaller than the required total braking force, the power hydraulic braking force is applied by the operation of the pump device 102. In this case, the hydraulic pressure of the brake cylinders 52 and 62 is controlled by controlling the current supplied to the coil 156 of the pressure control valve 84. However, since the hydraulic pressure generated in the master cylinder 76 is small, The hydraulic pressure has a magnitude that substantially corresponds to the differential pressure ΔP corresponding to the current I supplied to the coil 156 of the pressure control valve 84.
As described above, the braking force at the start of the delayed operation is set to a value larger than the set value by the maximum value of the regenerative braking force. Therefore, even if the maximum regenerative braking force is output, the required total braking force is satisfied. In some cases, the power hydraulic braking force is applied. The power hydraulic braking force is also a magnitude that is applied when the discharge pressure of the pump 104 is controlled by the pressure control valve 84 and supplied to the brake cylinder, and can also be referred to as a control pressure braking force.

  When the operation stroke exceeds the set stroke ΔS, the manual hydraulic braking force, the regenerative braking force, and the power hydraulic braking force are applied, and the power hydraulic braking force is controlled so that the sum of these becomes the required total braking force. In this embodiment, the sum of the regenerative braking force and the power hydraulic braking force is controlled so as to be the set braking force (braking force at the start of the delay operation), and the braking force at the start of the delay operation and the manual hydraulic braking force are The sum is the required total braking force.

The regenerative cooperative control program represented by the flowchart of FIG. 6 is executed at predetermined time intervals. The regeneration permission / inhibition program shown in the flowchart of FIG. 7 is executed at predetermined time intervals by interruption or the like.
In step 1 of the flowchart of FIG. 7 (hereinafter abbreviated as S1. The same applies to other steps), it is determined whether or not the brake is being operated. If the brake is being operated, it is determined in S2 whether or not the hybrid system is normal. Whether or not the hybrid system is normal is detected according to an abnormality detection program different from this program. If the hybrid system is abnormal, no current is supplied to the coil 220 in S3. Regenerative cooperative control is prohibited, and the stroke transmission gradient suppression device 70 (transmission control device 210) is in a rotation-blocking state, and the operation stroke of the brake pedal 10 is input to the booster 74 via the stroke transmission gradient suppression device 70. 78 is transmitted as it is, and the manual hydraulic pressure source 66 is activated. The master cylinder 76 is operated with the brake operation force boosted by the booster 74, and a hydraulic pressure corresponding to the boosted brake operation force is generated. The hydraulic pressure in the master cylinder 76 is transmitted to the brake cylinders 52 and 62 via the liquid passage 80, thereby operating the hydraulic brake. As shown in FIG. 8, when the operating force applied to the brake pedal 78 exceeds the operation start input determined by the set load of the return spring provided in the booster 74 and the master cylinder 76, the hydraulic braking force is the operating force. It increases in size as the operation stroke increases.

  Thus, according to the vehicle braking apparatus of the present embodiment, even if an abnormality occurs in the hybrid system, a hydraulic braking force corresponding to a magnitude obtained by boosting the brake operation force can be applied. The same applies to the case where an abnormality occurs in the electric system and the power is not supplied. The hydraulic pressure of the manual hydraulic pressure source 66 can be reliably supplied to the brake cylinders 52 and 62, and the hydraulic brakes 55FL, 59RR can be activated. Furthermore, when the brake pedal 68 is operated in the OFF state of the ignition switch, the hydraulic brake can be operated accordingly. Further, since the brake cylinders 52 and 62 are kept in communication with the manual hydraulic pressure source 66, there is an advantage that it is not necessary to provide a fail safe liquid passage or the like.

On the other hand, when the hybrid system is normal, current is supplied to the coil 220 in S4. Regenerative cooperative control is permitted, and the rotation is allowed in the stroke transmission gradient suppression device 70 (transmission control device 210). As shown in FIG. 9 (a), at the beginning of the operation, hydraulic fluid is supplied from the master cylinder 76 to the brake cylinder as the brake pedal 78 is operated. As a result, after the operation stroke of the brake pedal 68 exceeds the set stroke, the hydraulic pressure of the brake cylinder can be quickly increased with the increase of the operation stroke, and the delay in braking can be suppressed. In this case, the hydraulic fluid discharged from the pump device 102 can be used, but in that case, the pump 104 needs to have a large discharge capacity, which increases the cost. On the other hand, if the hydraulic fluid of the manual hydraulic pressure source 66 is used, the pump 104 can have a small discharge capacity, and an increase in cost can be avoided.
When the brake operation is not performed, the supply current to the coil 220 is set to 0 in S3.

  In the present embodiment, regenerative cooperative control is permitted when the hybrid system is normal, but this is not essential. Even if the hybrid system is normal, regenerative cooperative control is prohibited when the regenerative braking force that can be output is less than a set value, such as when the chargeable capacity of the power storage device 36 is less than the set capacity. You can also

In S11 of the regenerative cooperative control program, it is determined whether or not the regenerative cooperative control is permitted. If it is in the regenerative cooperation permission state, the brake stroke and the master pressure are detected in S12, and the required total braking force is obtained in S13. In S14, information on the upper limit value of the regenerative braking force supplied from the hybrid ECU 48 is acquired. In S15, the required regenerative braking force is obtained and output to the hybrid ECU 48. In S16, information on the actual regenerative braking force is acquired, and in S17, the actual hydraulic braking force is obtained. The actual hydraulic braking force includes at least one of manual hydraulic braking force and power hydraulic braking force, and is acquired based on the master cylinder pressure and the current supplied to the pressure control valve 84. A manual hydraulic braking force is determined based on the master cylinder pressure, and a power hydraulic braking force is determined based on the current supplied to the pressure control valve 84. The power hydraulic braking force and the manual hydraulic braking force may be zero.
In S18, the sum of the actual regenerative braking force and the actual hydraulic braking force is compared with the required total braking force.

If the requested total braking force is larger and the braking force is insufficient, the pump motor 106 is operated in S19, and the supply current to the pressure control valve 84 is increased. As a result, the hydraulic pressure of the brake cylinders 52 and 62 becomes larger than the hydraulic pressure of the master cylinder 76, and the power hydraulic braking force increases, so that the actual hydraulic braking force increases and the required total braking force is satisfied.
If the required total braking force is smaller and the actual braking force is larger than the required total braking torque, the supply current to the pressure control valve 84 is reduced in S20. In this case, the pump motor 106 remains inactive. The hydraulic fluid flows from the brake cylinder side to the master cylinder side via the pressure control valve 84, the brake cylinder hydraulic pressure is reduced, and the actual hydraulic braking force is reduced.
If the required total braking force and the sum thereof are substantially equal, the supply current of the pressure control valve 84 is maintained in S21. The magnitude of the power hydraulic braking force is also maintained.

When the operation stroke of the brake pedal 78 is equal to or less than the set stroke, the power hydraulic braking force is controlled so that the sum of the set manual hydraulic braking force, the regenerative braking force and the power hydraulic braking force becomes the required total braking force.
When the operation stroke is larger than the set stroke, the power hydraulic braking force is controlled so that the sum of the regenerative braking force, the manual hydraulic braking force, and the power hydraulic braking force becomes the required total braking force. In the present embodiment, as described above, the sum of the manual hydraulic braking force and the delayed operation start braking force (set braking force) becomes the required total braking force. It is controlled so that the sum with the power becomes the braking force at the start of the delayed operation.

Thus, in the present embodiment, the regeneration cooperative control can be performed with a simple circuit. Further, before the regenerative braking force reaches the maximum value, it is possible to avoid wasteful generation of hydraulic pressure in the manual hydraulic pressure source 66. Furthermore, since the stroke transmission gradient suppressing device 70 is a dry type, it is not necessary to make the stroke transmission gradient suppressing device 70 liquid-tight and air-tight. Therefore, the manufacturing cost of the stroke transmission gradient suppressing device 70 can be reduced correspondingly, and the reliability of the vehicle braking device can be improved.
In the present embodiment, the brake ECU 300, the hybrid ECU 48, the motor ECU 42, the power converter 40 and the like constitute a braking force control device. Further, a manual hydraulic pressure transmission device is configured by the fluid passage 80, the bypass passage 93, the check valve 94, and the like, and a hydraulic pressure gradient suppression device is configured by the stroke transmission gradient suppression device 70. The hydraulic pressure gradient suppressing device is also a hydraulic pressure generation delay unit. Further, a power hydraulic pressure source is configured by the pump device 102 and the like, and a power type brake cylinder hydraulic pressure control device is configured by the pump device 102 and the pressure control valve 84 and the like, and the portion that stores S18 to 21 of the brake ECU 300 is executed. The power hydraulic braking torque control unit is configured by the parts and the like. The power hydraulic braking torque control unit includes a holding control unit.
The stroke transmission gradient suppressing device 70 includes a spring 192 and the like as a reaction force applying unit. Furthermore, the transmission control device 210 or the like constitutes a transmission gradient increasing unit at the time of regeneration decrease and a hydraulic pressure gradient increasing unit at the time of regeneration decrease. Further, the fill-up device is configured by setting the set load of the spring 192 to a magnitude corresponding to the set operation force. In this embodiment, the fill-up device is included in the stroke transmission gradient suppressing device.

In the stroke transmission gradient suppressing device 70, it is not essential to increase the set load of the spring 192. When the pump 104 has a large discharge capacity, it is possible to supply in advance an amount of hydraulic fluid corresponding to the first fill to the brake cylinders 52 and 62 by the operation of the pump 104. In the state where the operation stroke is equal to or less than the set stroke, supplying the hydraulic fluid to the brake cylinder in advance is not essential.
Further, a screw mechanism can be provided between the rotating member 186 and the brake operation input member and the output members 170 and 174. One of the male screw portion and the female screw portion provided on the outer peripheral surface of the rotating member 186 is screwed to the brake operation input member and the other provided on the inner peripheral surface of the output members 170 and 174. .

Furthermore, in the above embodiment, the spring constant of the spring 192 is very small, and the increase gradient of the stroke of the brake operation output member 174 with respect to the increase of the operation stroke of the brake pedal 10 is very small. If the spring constant of the spring 192 is increased as compared with the case of the embodiment, the increase gradient of the stroke of the output member 174 with respect to the increase of the operation stroke of the brake pedal 10 can be increased.
As shown in FIG. 10, in this embodiment, when the operation stroke is equal to or less than the set stroke, the operation stroke of the brake pedal 10 is transmitted to the output member 174 with a larger gradient than in the above embodiment. In the state where the operation stroke of the brake pedal 10 is equal to or less than the set stroke, the manual hydraulic braking torque is increased at a predetermined setting gradient, and the manual hydraulic braking force becomes Fsp at the same set stroke ΔS as in the above embodiment. . In this case, the value obtained by subtracting the manual hydraulic braking force Fsp from the required total braking force Fref is a set braking force (as described above, a value larger than the maximum value of the regenerative braking force, Can also be called). Therefore, in the present embodiment, the value obtained by subtracting the manual hydraulic braking force Fsp from the required total braking force Fref in the present embodiment is the magnitude that becomes the set braking force as in the above-described embodiment, and the setting stroke ΔS 'Is made larger than the set stroke ΔS in the above embodiment by the amount ΔSa corresponding to the manual hydraulic braking force Fsp (ΔS + ΔSa). In the stroke transmission gradient suppressing device 70, the relative positional relationship between the rotating member 186 and the output member 174 is made so.

Further, the manual hydraulic pressure source 66 may include the master cylinder 76 without including the vacuum booster 74. Further, a hydraulic booster can be included, and the hydraulic pressure of the hydraulic booster can be supplied to the brake cylinder.
Furthermore, the stroke transmission gradient suppressing device 70 can also be used for a braking device in which braking force control is performed in a state where the brake cylinder is disconnected from the manual hydraulic pressure source 66. When the braking force control is performed in a state in which the brake cylinder is shut off from the manual hydraulic pressure source, the stroke transmission gradient suppression device 70 can suppress a decrease in operation feeling.
In the above embodiment, the case where the driving wheels are the front wheels 10 and 12 has been described. However, the present invention is applied to a vehicle in which the driving wheels are the rear wheels 52 and 54, and a vehicle in which the four wheels 10, 12, 52 and 54 are the driving wheels. It can also be applied.
Furthermore, in the above embodiment, the required braking force is acquired based on the stroke of the brake pedal 68 when the operation stroke is equal to or less than the set stroke. It can also be acquired. Furthermore, in the state below the set stroke, it is possible to perform the regenerative cooperative control by setting the set manual hydraulic braking force to zero.
The present invention can be practiced in various modifications and improvements based on the knowledge of those skilled in the art, in addition to the aspects described above.

It is a figure which shows notionally the vehicle braking device which is one Example of this invention. It is a circuit diagram of the hydraulic brake device of the said vehicle brake device. It is a figure which shows notionally the pressure control valve contained in the said hydraulic braking device. It is a figure which shows the relationship between the supply electric current and hydraulic pressure difference in the said pressure control valve. It is sectional drawing of the stroke transmission gradient suppression apparatus of the said hydraulic braking device. It is a flowchart showing the regeneration cooperation control program memorize | stored in the memory | storage part of brake ECU of the said vehicle braking device. It is a flowchart showing the regeneration cooperation permission / prohibition program memorize | stored in the said memory | storage part. It is a figure which shows the operating state in the said vehicle braking device. It is a figure which shows another operation state in the said vehicle braking device. It is a figure which shows another operation state in the said vehicle braking device.

Explanation of symbols

  14: Regenerative braking device 34: Electric motor 48: Hybrid ECU 50: Hydraulic braking device 55: Manual hydraulic pressure source 68: Brake operating member 74: Booster 76: Master cylinder 77: Power piston 78: Booster input rod 79: Booster output Rod 80; Liquid passage 84: Pressure control valve 93: Bypass passage 94: Check valve 70: Stroke transmission gradient suppression device 102: Pump device 170: Brake operation input member 174: Brake operation output member 176: Transmission mechanism 192: Spring 210 : Transmission control device 220: Coil 300: Brake ECU

Claims (11)

(a) Regenerative braking device that applies regenerative braking torque by regenerative braking of the electric motor connected to the drive wheels of the vehicle and suppresses rotation of the drive wheels, and (b) operates by supplying hydraulic pressure to the brake cylinder A hydraulic braking device including a plurality of hydraulic brakes for applying a hydraulic braking torque and suppressing rotation of a plurality of wheels including the drive wheels of the vehicle, and (c) the regenerative braking torque and the hydraulic pressure, respectively. A vehicle braking device including at least a braking force control device that controls the regenerative braking device such that a total braking torque including a braking torque approaches a required total braking torque requested by a driver,
The hydraulic braking device is
A brake operating member;
A manual hydraulic pressure source including an operating piston linked to the brake operation member, and generating a hydraulic pressure by advancing the operating piston;
A manual hydraulic pressure transmission device for operating the hydraulic brake by supplying hydraulic pressure generated in the manual hydraulic pressure source to the plurality of brake cylinders;
It is provided outside the manual hydraulic pressure transmission device, and the operation stroke of the brake operation member is larger than the set stroke when the operation stroke is less than the set stroke determined based on the maximum regenerative braking torque that can be output in the regenerative braking device. A vehicle brake device comprising: a hydraulic pressure gradient suppressing device that reduces an increase gradient of the hydraulic pressure of the manual hydraulic pressure source with respect to an increase in operation stroke.   In the state in which the hydraulic brake device includes a power hydraulic pressure source capable of generating hydraulic pressure by supplying power, and the hydraulic brakes are operated by the hydraulic pressure of the power hydraulic pressure source. A power brake cylinder hydraulic pressure control device capable of electrically controlling the hydraulic pressures of a plurality of brake cylinders, wherein the braking force control device is configured so that the total braking torque approaches the required total braking torque. The vehicle braking device according to claim 1, further comprising a power hydraulic braking torque control unit that controls the brake cylinder hydraulic pressure control device.   The power hydraulic braking torque control unit controls the power brake cylinder hydraulic pressure control device so that the hydraulic pressure generated by the hydraulic pressure of the power hydraulic pressure source is less than a set stroke. Control is performed so that the total braking torque including the power hydraulic braking torque, which is the hydraulic braking torque applied to the wheels by the operation of the brake, and the regenerative braking torque approaches the required total braking torque, and the operation stroke becomes the set stroke. After exceeding, the sum of the power hydraulic braking torque and the regenerative braking torque is maintained at a magnitude determined based on the total braking torque required when the brake operating member is operated with the set stroke. The vehicle braking device according to claim 2, comprising a control unit for controlling.   The hydraulic pressure gradient suppressing device is a device that transmits an operation stroke applied to the brake operation member to the operating piston, and the brake operation is greater than the set stroke when the operation stroke is equal to or less than the set stroke. The vehicle braking device according to any one of claims 1 to 3, further comprising a stroke transmission gradient suppression device that reduces an increase gradient of the stroke of the operating piston with respect to an increase in an operation stroke of a member.   The reaction force for applying a reaction force to the brake operation member according to the operation force to be applied to the brake operation member in a state where the operation stroke of the brake operation member is equal to or less than the set stroke. The vehicle braking device according to claim 4, further comprising an imparting unit.   In the state in which the stroke transmission gradient suppressing device has an operation stroke of the brake operation member equal to or less than the set stroke, a set regenerative braking torque in which a maximum value of the regenerative braking torque that can actually be output by the regenerative braking device is determined in advance. 6. A regenerative reduction transmission gradient increasing portion that increases an increase gradient of the stroke of the operating piston with respect to an increase in the operation stroke of the brake operation member, compared with the case where the set regenerative braking torque is greater than The vehicle braking device described in 1.   In the state where the hydraulic pressure gradient suppressing device has an operation stroke of the brake operating member equal to or less than the set stroke, a set regenerative braking torque in which the maximum value of the regenerative braking torque that can actually be output by the regenerative braking device is predetermined. A regenerative reduction hydraulic pressure gradient increasing unit that increases the increase gradient of the hydraulic pressure of the manual hydraulic pressure source with respect to an increase in the operation stroke of the brake operating member than when the set regenerative braking torque is greater than Item 7. The vehicle braking device according to any one of Items 1 to 6.   The hydraulic pressure gradient suppressing device maintains the hydraulic pressure of the manual hydraulic pressure source at an atmospheric pressure in a state where an operation stroke of the brake operation member is equal to or less than the set stroke, and the manual for an increase in an operation stroke of the brake operation member. The vehicle braking device according to any one of claims 1 to 7, further comprising a hydraulic pressure generation delay unit that sets an increase gradient of the hydraulic pressure of the hydraulic pressure source to zero.   By increasing the hydraulic pressure of the manual hydraulic pressure source as the operation stroke applied to the brake operation member increases at a time when the operation stroke of the brake operation member is equal to or less than the set stroke, the brake cylinder The vehicle braking device according to any one of claims 1 to 8, further comprising a fill-up device that supplies a predetermined amount of hydraulic fluid to the vehicle.   The manual hydraulic pressure source includes (i) (a) a booster input member, and (b) a power piston as the operating piston linked to the booster input member, and an operation force applied to the brake operation member A booster that boosts and outputs to a booster output member, and (ii) a master cylinder that includes a pressurizing piston linked to the booster output member, and generates hydraulic pressure by advancing the pressurizing piston, The vehicle braking device according to any one of claims 1 to 9, wherein a hydraulic pressure gradient suppressing device is provided between the brake operating member and the booster input member outside the booster.   The hydraulic pressure gradient suppressing device includes: (a) a brake operation input member linked to the brake operation member; (b) a brake operation output member linked to the booster input member; and (c) the brake operation input members. And a transmission mechanism provided between the brake operation output member and capable of taking a state in which the relative movement in the axial direction of the brake operation input member with respect to the brake operation output member is allowed and a state in which the brake operation output member is blocked. (X) a rotating member provided so as to be relatively movable in the axial direction with respect to the brake operation output member in association with relative rotation with respect to the brake operation output member and the brake operation input member; Transmission control for controlling the rotation of the rotating member relative to at least one of the brake operation input member and the brake operation output member. Vehicle brake system according to claim 10 comprising a location.

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