JP2005324711A - Braking device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To inexpensively keep a minimum line of a total braking force of a vehicle high by independently controlling a braking driving means for giving a friction braking force directly to a wheel and a braking driving means separately, originally provided to a vehicle in a braking device for a vehicle. <P>SOLUTION: This braking device for a vehicle is equipped with a first braking means 11 comprising a first braking driving means 11a for giving a friction braking force directly to a wheel 13 and braking the vehicle, and a first braking controlling means 11b for controlling the first braking driving means 11a; and a second braking means 12 comprising a second braking driving means 12a for giving a rotary braking force acting on a motor 14 of the vehicle and braking the vehicle, and a second braking controlling means 12b for controlling the second braking driving means 12a and communicatable with the first braking controlling means 11b. When a function of the first braking means 11 fails, the second braking controlling means 12b controls the second braking driving means 12b to generate a braking force larger than that at the normal time, and brakes the vehicle. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention includes a first braking means for braking the vehicle by directly applying a friction braking force to the wheels, and a second braking means for braking the vehicle by applying a rotational braking force acting on the prime mover of the vehicle. The present invention relates to a vehicular braking apparatus in which first and second braking means cooperate to brake a vehicle.

  Conventionally, in this type of vehicle braking device, a mechanical braking system 10 (first braking drive means for directly applying friction braking force to wheels to brake the vehicle) and an electric braking system 12 (for a motor of a vehicle) In a vehicle that includes two braking systems (second braking drive means) that applies a rotational braking force acting on the vehicle and brakes the vehicle, and that optimizes the distribution of the braking force between the two braking systems. A device that secures a braking force when a failure occurs in a dynamic braking system is known (see Patent Document 1).

  This vehicle braking device is configured with an appropriate distribution between the electric braking system 12 and the mechanical braking system 10 according to the amount of operation of the brake operator operated by the driver, the vehicle speed, the amount of charge of the battery at that time, and the like. A control unit 14 for controlling each braking force is provided. The control unit 14 includes a determination unit 16 that determines whether the mechanical braking system 10 can achieve a desired braking force, and a command unit 18 that instructs the electrical braking system 12 to increase the braking force. . When the mechanical braking system 10 is a friction brake that transmits the operation amount of the brake operator by hydraulic pressure, the determination unit 16 includes a hydraulic pressure sensor that detects whether the hydraulic pressure has reached a predetermined value. When the determination unit 16 determines that the braking force by the mechanical braking system 10 does not reach the desired value, the command unit 18 instructs the electrical braking system 12 to increase the braking force. As a result, at least part of the braking force lost in the mechanical braking system 10 is recovered by the electrical braking system 12. That is, in the mechanical braking system 10, when a predetermined braking force cannot be obtained only by the hydraulic brake due to an abnormality of the accumulator 38 or the like, the braking force is supplemented by the regenerative brake.

In such a vehicle braking device, generally, when electrical control of the mechanical braking system 10 becomes impossible, at least a hydraulic pressure component generated by a force (depression force) that depresses the brake pedal of the driver. It is configured to ensure braking force.
JP-A-11-98608 (page 3-5, FIGS. 1-4)

  In the vehicle braking device described above, when the control unit 14 fails, the mechanical braking system 10 and the electrical braking system 12 cannot be electrically controlled and do not function, so the vehicle is mechanically driven by the driver's pedaling force. Only the braking force generated in the braking system 10 is provided, and the total braking force of the vehicle is extremely reduced.

  The present invention has been made to solve the above-described problems. In the vehicle braking device, the present invention is based on a braking drive means for directly applying a friction braking force to wheels, and a prime mover originally provided in the vehicle. An object of the present invention is to maintain the minimum line of the total braking force of the vehicle at a low cost by making the brake drive means controllable independently.

  In order to solve the above-mentioned problem, the structural feature of the invention according to claim 1 is that the first braking drive means for braking the vehicle by directly applying friction braking force to the wheels and controlling the first braking drive means. A first braking means comprising a first braking control means, a second braking drive means for braking the vehicle by applying a rotational braking force acting on the prime mover of the vehicle, and controlling the second braking drive means And second braking means comprising second braking control means capable of communicating with the first braking control means. When the function of the first braking means is lost or deteriorated, the second braking control is performed. The means is to brake the vehicle by controlling the second braking drive means so as to generate a braking force larger than normal.

  The structural feature of the invention according to claim 2 is that in claim 1, further comprising a function failure detecting means for detecting that the function of the first braking means has failed or lowered, the function failure detecting means comprising: If at least one of the first braking drive means and the first braking control means is abnormal, it is to detect that the function of the first braking means has failed or deteriorated.

  The structural feature of the invention according to claim 3 is that in claim 1 or claim 2, the second braking control means comprises braking force increasing means for increasing the braking force generated by the second braking drive means from the normal time. It is to be prepared.

  According to a fourth aspect of the present invention, the structural feature of the invention according to any one of the first to third aspects further includes braking operation state detecting means for detecting a braking operation state by the driver, When the function is lost or deteriorated, the second braking control means adjusts the braking force of the second braking drive means according to the braking operation state detected by the braking operation state detection means.

  The structural feature of the invention according to claim 5 is that, in claim 4, when the function of the first braking drive means is lost or deteriorated, the braking force that can be applied by the first braking drive means and the braking operation state detection means The second braking control means controls the second braking drive means so as to generate a braking force that compensates for the difference from the target braking force according to the braking operation state detected by the step.

  The structural feature of the invention according to claim 6 is that in claim 4, when the function of the first braking drive means is lost or deteriorated, a different feel from the brake feeling when the first braking drive means is normal. The second braking control means issues a warning to the driver that the function of the first braking driving means is lost or deteriorated by controlling the second braking driving means so as to form a ring.

  The structural feature of the invention according to claim 7 is that in claim 4, the braking operation state detecting means transmits the detected braking operation state to the first and second braking control means.

  The structural feature of the invention according to claim 8 is that, in any one of claims 1 to 7, further comprising acceleration intention detection means for detecting the driver's acceleration intention, wherein the function of the first braking means is In the case of failure or reduction, when the acceleration intention detection means does not detect the driver's acceleration intention, the second braking means applies a braking force acting on the prime mover of the vehicle by a predetermined value and Is to brake.

  The structural feature of the invention according to claim 9 is that in any one of claims 1 to 7, further comprising acceleration intention detection means for detecting the driver's acceleration intention, wherein the function of the first braking means is If the acceleration intention detection means does not detect the driver's acceleration intention, the second braking means applies a braking force that acts on the prime mover of the vehicle according to the vehicle speed. It is to brake the vehicle.

  The structural feature of the invention according to claim 10 is that, in claim 4, when a part of the function of the first brake drive means is lost or lowered, the function of the first brake drive means is lost or lowered. This is to apply the braking force of the first braking drive means to the left and right in a well-balanced manner using a portion that is not present.

  The constitutional feature of the invention according to claim 11 is that the first braking means having first braking drive means for braking the vehicle by directly applying a friction braking force to the wheels, and the rotational brake acting on the prime mover of the vehicle. And a second braking means having a second braking drive means for applying power to brake the vehicle, and a first braking control for controlling the first braking drive means. When the function of the first braking control means is lost or deteriorated, the second braking driving means is controlled to generate a braking force that is greater than normal.

  In the invention according to claim 1 configured as described above, the first braking drive means for braking the vehicle by directly applying the friction braking force to the wheels is controlled by the first braking control means, Separately, the second braking drive means that is originally provided in the vehicle and applies a rotational braking force acting on the prime mover of the vehicle to brake the vehicle is controlled by the second braking control means. It has a controllable configuration. When the function of the first braking means is lost or deteriorated, the second braking control means brakes the vehicle by controlling the second braking driving means to generate a braking force that is greater than normal. Thereby, when the function of the first braking means is lost or deteriorated, the vehicle has not only the braking force generated by the driver's pedaling force but also the braking force higher than normal by the second braking driving means. Become. Therefore, the minimum line of the total braking force of the vehicle can be kept high at a low cost.

  In the invention according to claim 2 configured as described above, the function according to claim 1 is further provided with function failure detection means for detecting that the function of the first braking means has failed or deteriorated. If at least one of the first braking drive means and the first braking control means is abnormal, the failure detection means can detect the failure by detecting that the function of the first braking means has failed or has deteriorated. In addition, it is possible to detect a malfunction or decrease in the function of the first braking means.

  In the invention according to claim 3 configured as described above, in the invention according to claim 1 or claim 2, the second braking control means increases the braking force generated by the second braking drive means from the normal time. By providing the braking force increasing means, the braking force of the vehicle can be reliably maintained high.

  In the invention according to claim 4 configured as described above, in the invention according to any one of claims 1 to 3, further comprising a braking operation state detection means for detecting a braking operation state by the driver, When the function of the first braking means is lost or deteriorated, the second braking control means adjusts the braking force of the second braking driving means in accordance with the braking operation state detected by the braking operation state detecting means. When the function of the first braking means is lost or deteriorated due to the malfunction of the first braking control means, the second braking means uses the braking force of the vehicle as the driver's braking operation independently of the first braking means. Can be adjusted accordingly.

  In the invention according to claim 5 configured as described above, in the invention according to claim 4, when the function of the first braking drive means is lost or lowered, the braking force that can be applied by the first braking drive means is The second braking control means controls the second braking drive means so as to generate a braking force that compensates for the difference from the target braking force according to the braking operation state detected by the braking operation state detection means, thereby controlling the second braking drive means. 1 The braking force of the vehicle that is insufficient due to a malfunction or deterioration of the braking drive means can be compensated accurately and reliably.

  In the invention according to claim 6 configured as described above, in the invention according to claim 4, when the function of the first brake drive means is lost or deteriorated, the brake when the first brake drive means is normal The second braking control means issues a warning to the driver that the function of the first braking driving means has been lost or deteriorated by controlling the second braking driving means so that the feeling is different from the feeling. Thus, it is possible to reliably notify the driver that the first brake driving means has failed or lowered its function.

  In the invention according to claim 7 configured as described above, in the invention according to claim 4, the braking operation state detection means transmits the detected braking operation state to the first and second braking control means, The first and second braking control means can reliably control the first and second braking drive means based on the driver's braking operation even when there is an abnormality in either one.

  The invention according to claim 8 configured as described above is the invention according to any one of claims 1 to 7, further comprising acceleration intention detection means for detecting the driver's acceleration intention, When the function of the braking means is lost or deteriorated and the driver's intention to accelerate is not detected by the acceleration intention detecting means, the second braking means applies the braking force acting on the prime mover of the vehicle by a predetermined value. By applying and braking the vehicle, the vehicle is braked with a predetermined braking force by the second braking means after confirming that the driver has no intention to accelerate. A braking force can be applied.

  The invention according to claim 9 configured as described above is the invention according to any one of claims 1 to 7, further comprising acceleration intention detection means for detecting an acceleration intention of the driver, When the function of the braking means is lost or deteriorated and the driver's intention to accelerate is not detected by the acceleration intention detecting means, the second braking means determines the braking force acting on the prime mover of the vehicle according to the vehicle speed. By applying and braking the vehicle, the vehicle is braked with the braking force corresponding to the vehicle speed by the second braking means after confirming that the driver has no intention to accelerate. It is possible to apply a braking force in accordance with.

  In the invention according to claim 10 configured as described above, in the invention according to claim 4, when a part of the function of the first brake drive means is lost or deteriorated, the function of the first brake drive means is lost. By applying the braking force of the first braking drive means to the left and right in a balanced manner using the portion that has not been depressed or lowered, the braking force can be applied to the vehicle without deflection while maintaining the total braking force high. .

  In the invention according to claim 11 configured as described above, the first braking drive means for braking the vehicle by directly applying friction braking force to the wheels is controlled by the first braking control means, Separately, the second braking drive means that is originally provided in the vehicle and applies the rotational braking force that acts on the prime mover of the vehicle to brake the vehicle is controlled by the rotational braking force control device, and both braking drive means are independent. The configuration is controllable. When the function of the first braking means is lost or deteriorated, the control device for the rotational braking force brakes the vehicle by controlling the second braking drive means to generate a braking force that is greater than normal. Thereby, when the function of the first braking means is lost or deteriorated, the vehicle has not only the braking force generated by the driver's pedaling force but also the braking force higher than normal by the second braking driving means. Become. Therefore, the minimum line of the total braking force of the vehicle can be kept high at a low cost.

  Hereinafter, an embodiment of a vehicle braking device according to the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a configuration relating to control of a vehicle braking device. As shown in FIG. 1, the vehicle braking device includes a first braking drive unit 11 a that applies a friction braking force directly to the wheels 13 to brake the vehicle, and a first braking control that controls the first braking drive unit 11 a. A first braking means 11 comprising means 11b; a second braking drive means 12a for applying a rotational braking force acting on the motor 14 of the vehicle to brake the vehicle; and controlling the second braking drive means 12a. In addition, a second braking means 12 comprising a second braking control means 12b that can communicate with the first braking control means 11b is provided.

  The first brake driving means 11a makes a brake pad (or brake shoe) contact a brake disk (or brake drum) that rotates together with the wheel 13 by operating a brake operator such as a brake pedal, and directly contacts the wheel 13 by friction. It is a friction brake that applies braking force. As a structure for bringing a brake pad into contact with a brake disk, there are a structure in which a brake fluid pressure is supplied to operate a wheel cylinder to make contact, and a structure in which an electric motor is driven to make contact. In the former structure, the operation amount of the brake operation element is transmitted to the wheel cylinder via the brake fluid, and in the latter case, the operation amount is transmitted to the electric motor via an electric signal corresponding to the operation amount.

  The first braking control means 11b detects a braking operation state such as the presence / absence of the operation and a depression amount (operation amount) when the driver depresses the brake pedal (that is, when operating the brake operator). A braking operation state signal is received from the state detection means 15, and the first braking drive means 11a is controlled based on the signal. As a result, the first braking unit 11 brakes the vehicle by applying to the wheels 13 a braking force corresponding to the operation state of the driver's brake operator detected by the braking operation state detection unit 15.

  The second braking drive unit 12a is a vehicle drive unit that can drive a vehicle such as a power train, which is originally provided in the vehicle, and can apply a braking force to the vehicle. Specifically, it has a configuration having a prime mover 14 for driving a vehicle. When the prime mover 14 mounted on the vehicle is an engine, when attempting to brake the vehicle, for example, when the foot is released from the accelerator pedal, that is, when the accelerator is closed, the compression resistance of the engine, the engine and the transmission The vehicle is braked by using such braking due to the mechanical frictional resistance therebetween. The lower the gear speed, the greater the braking force. The braking in this case is called engine braking. On the other hand, when the prime mover 14 mounted on the vehicle is a motor, the vehicle is braked by operating the motor as a generator when the vehicle is to be braked, for example, when the accelerator is closed or the brake pedal is depressed. It is something to be made. At this time, the kinetic energy reduced by the deceleration of the vehicle is converted into electric energy by the motor and collected in the battery. The braking in this case is called regenerative braking.

  Similarly to the first braking control unit 11b, the second braking control unit 12b receives the braking operation state signal from the above-described braking operation state detection unit 15, and controls the second braking driving unit 12a based on the signal. Yes. As a result, the second braking means 12 directly applies the braking force corresponding to the operation state of the brake operator of the driver detected by the braking operation state detection means 15 to the prime mover of the vehicle, that is, the drive system of the vehicle, instead of the wheels 13. And braking the vehicle.

  The second braking control means 12b is provided with a function failure detecting means 16 for detecting that the function of the first braking means 11 has failed or deteriorated. The function failure detecting means 16 is a first braking drive means. If at least one of 11a and the 1st braking control means 11b is abnormal, it will detect that the function of the 1st braking means 11 has failed or has fallen. Specifically, the first and second braking control units 11b and 12b are connected to be communicable with each other, but the second braking control unit 12b is normal and the communication from the first braking control unit 11b is normal. If not, it is detected that the function of the first braking control means 11b has failed. Further, when the second braking control means 12b receives a signal to that effect when the system of the first braking control means 11b goes down, it detects that the function of the first braking control means 11b has failed. You may do it.

  Thus, not only the failure of the function of the first braking control means 11b is detected, but also when the first and second braking control means 11b, 12b are normal but the first braking drive means 11a is abnormal, The failure detection means 16 detects that the function of the first braking means 11, that is, the function of the first braking drive means 11 a has been lost or lowered. Examples of the abnormality of the first brake driving unit 11a include failure of a sensor, an electrically controlled member (for example, a solenoid valve, a pump), etc., among members constituting the first brake driving unit 11a. In the present embodiment, the function failure detecting means 16 is provided in the second braking control means 12b, but it may be provided in the first braking control means 11b. In this case, when the function of the first braking drive unit 11a is lost or lowered, information such as specific failure details and insufficient braking force may be transmitted to the second braking control unit 12b. When the function of the control unit 11b is lost, a signal indicating that the system is down may be transmitted to the second braking control unit 12b.

  The second braking control unit 12b is configured to increase the braking force generated by the second braking driving unit 12a from the normal time when the function failure detecting unit 16 detects the function failure or decrease of the first braking unit 11. The second braking control unit 12b is configured to brake the vehicle by controlling the second braking driving unit 12a to generate a braking force larger than that in the normal state. At this time, the second braking control means 12b adjusts the braking force of the second braking drive means 12a according to the braking operation state detected by the braking operation state detection means 15.

  Specifically, when a failure of the first braking control unit 11b is detected, when the braking force by the first braking unit 11 cannot be obtained, it corresponds to the braking operation state detected by the braking operation state detection unit 15. The total braking force of the vehicle is obtained by the second braking drive means 12a. Further, when the first braking means 11 is configured to ensure at least a force (depression force) to depress the brake pedal of the driver as a braking force when the electric control of the first braking means 11 becomes impossible. In consideration of the braking force, the second braking control unit 12b may adjust the braking force of the second braking driving unit 12a according to the braking operation state detected by the braking operation state detection unit 15. In any case, when the braking function of the first braking means 11 of the vehicle fails, the vehicle is stopped as quickly as possible by using the second braking means 12 that is a normally functioning braking means. ing.

  Further, when the function of the first braking drive unit 11a is lost or deteriorated, the braking force that can be applied by the first braking drive unit 11a and the target braking force according to the braking operation state detected by the braking operation state detection unit 15 The second braking control means 12b controls the second braking drive means 12a so as to generate a braking force that compensates for the difference between the second braking driving means 12a and the second braking driving means 12a.

  In addition, when the function of the first brake driving unit 11a is lost or deteriorated, the brake feeling is different from the brake feeling when the first brake driving unit 11a is normal (for example, the brake pedal is operated from the normal time). The second brake control means 12b controls the second brake drive means 12a so as to give a warning to the driver that the function of the first brake drive means 11a has failed. Is preferred.

  In addition, when a part of the function of the first braking drive unit 11a is lost or lowered, a part of the function of the first braking drive unit 11a that is not lost or reduced is used. It is preferable to apply the braking force to the left and right with a good balance. For example, if the supply system that supplies brake fluid pressure to the right front wheel fails and the other wheel supply systems are normal, the braking force of the vehicle will be weak on the right side. What is necessary is just to balance and supply the braking force of the whole vehicle, ie, the right-and-left braking force.

  The vehicle braking device further includes acceleration intention detection means for detecting the driver's acceleration intention, and is a case where the function of the first braking means 11 is lost or deteriorated. When the acceleration intention is not detected, the second braking means 12 preferably applies a predetermined value to the braking force acting on the prime mover 14 of the vehicle to brake the vehicle, and the prime mover 14 of the vehicle. It is preferable to brake the vehicle by applying a braking force acting on the vehicle according to the vehicle speed. As the acceleration intention detection means, it is preferable to use an accelerator sensor for detecting the accelerator opening. When the accelerator pedal is not depressed by the driver, the accelerator sensor detects that the accelerator opening is 0 and determines that the driver has no intention to accelerate.

  Moreover, you may make it comprise the control apparatus of rotational braking force with the 2nd braking control means mentioned above.

1) First Embodiment Next, a first embodiment in which the above-described vehicle braking device according to the present invention is applied to a hybrid vehicle equipped with a brake-by-wire type braking device that applies braking force by brake hydraulic pressure. Will be described with reference to FIGS. FIG. 2 is a schematic diagram showing an outline of the hybrid vehicle, and FIG. 3 is a schematic diagram showing an outline of the brake device A as the first braking means. The hybrid vehicle is a vehicle that drives driving wheels, for example, left and right front wheels FR and FL by a hybrid system. The hybrid system is a power train that uses a combination of two types of power sources, the engine 21 and the motor 22. In the case of the present embodiment, it is a parallel hybrid system in which wheels are directly driven by both the engine 21 and the motor 22. In addition to this, there is a serial hybrid system, in which wheels are driven by the motor 22, and the engine 21 acts as a power supply source to the motor 22.

  A hybrid vehicle equipped with this parallel hybrid system includes an engine 21 and a motor 22. The driving force of the engine 21 is transmitted to driving wheels (in this embodiment, left and right front wheels FR and FL) via the power split mechanism 23 and the power transmission mechanism 24. The driving force of the motor 22 is The power is transmitted to the drive wheels via the power transmission mechanism 24. The power split mechanism 23 appropriately splits the driving force of the engine 21 into a vehicle driving force and a generator driving force. The power transmission mechanism 24 appropriately integrates the driving forces of the engine 21 and the motor 22 according to the traveling conditions and transmits them to the driving wheels. The power transmission mechanism 24 adjusts the driving force ratio transmitted between the engine 21 and the motor 22 between 0: 100 and 100: 0. The power transmission mechanism 24 has a speed change function.

  The motor 22 assists the output of the engine 21 and increases the driving force. On the other hand, the motor 22 generates electric power and charges the battery 27 when the vehicle is braked. The generator 25 generates power based on the output of the engine 21 and has a starter function when starting the engine. The motor 22 and the generator 25 are electrically connected to the inverter 26, respectively. The inverter 26 is electrically connected to a battery 27 serving as a DC power source. The inverter 26 converts the AC voltage input from the motor 22 and the generator 25 into a DC voltage and supplies it to the battery 27. The DC voltage is converted into an AC voltage and output to the motor 22 and the generator 25. In the present embodiment, the engine 21, the motor 22, the power transmission mechanism 24, the power split mechanism 23, the inverter 26, and the battery 27 constitute the second braking drive means 12 a.

  The engine 21 is controlled by an engine ECU (electronic control unit) 28. The engine ECU 28 outputs an opening degree command to an electronic control throttle according to an engine output request value from a hybrid ECU (electronic control unit) 29 described later. Adjust the rotation speed. The hybrid ECU 29 is connected to an inverter 26 and a battery 27 that constitute the second braking drive means 12a. The hybrid ECU 29 derives necessary engine output, electric motor torque, and generator torque from an accelerator opening (described later) and a shift position (calculated from a shift position signal input from a shift position sensor (not shown)). The engine output request value is transmitted to the engine ECU 28 to control the driving force of the engine 21, and the motor 22 and the generator 25 are controlled through the inverter 26 in accordance with the derived electric motor torque request value and generator torque request value. Further, the hybrid ECU 29 monitors the state of charge of the battery 27, the charging current, and the like. Further, the hybrid ECU 29 is also connected to an accelerator opening sensor 32 that is assembled to the accelerator pedal 31 and detects the accelerator opening of the vehicle, and receives an accelerator opening signal from the accelerator opening sensor 32. The hybrid ECU 29 is the second braking control means 12b.

  The hybrid vehicle also includes a brake device A that is first braking drive means 11a that directly applies friction braking force to the wheels FR, FL, RR, and RL to brake the vehicle. This brake device A is of a so-called brake-by-wire type, and in particular applies a braking force by brake fluid pressure. As shown in FIG. 3, the brake device A includes a master cylinder 40 that generates a hydraulic pressure according to the depression state of the brake pedal 41, and the master cylinder 40 is provided separately from the left and right front and rear wheels FL, FR, A hydraulic pressure supply source 50 that supplies hydraulic pressure to each of the wheel cylinders WC1, WC2, WC3, and WC4 that regulates the rotation of RL and RR, respectively. When the hydraulic pressure supply source 50 is normal, hydraulic pressure corresponding to the brake pedal depression force is supplied from the hydraulic pressure supply source 50 to the left and right front and rear wheels FL, FR, RL, and RR of the vehicle wheel cylinders WC1 to WC4. When the pressure supply source 50 is abnormal, a necessary hydraulic pressure is supplied from the master cylinder 40 operatively connected to the brake pedal 41 to the left and right front wheels FL and FR of the wheel cylinders WC1 and WC2. . In the brake device A configured as described above, a stroke simulator 60 is provided for causing the brake pedal 41 to generate a stroke having a magnitude corresponding to the operation state of the brake pedal 41 when the hydraulic pressure supply source 50 is normal. Has been.

  The brake device A includes a master cylinder 40 that pumps substantially the same hydraulic pressure (hydraulic pressure) from the first and second output ports 40a and 40b in response to the depression of the brake pedal 41. The first output port 40a of the master cylinder 40 is connected to the wheel cylinder WC1 via the hydraulic path L1. A solenoid valve 71 is provided in the hydraulic path L1, and the first output port 40a communicates with the wheel cylinder WC1 for the left front wheel FL via the solenoid valve 71 when the solenoid valve 71 is in a non-energized state (shown state). doing. The second output port 40b of the master cylinder 40 is connected to the wheel cylinder WC2 via a hydraulic path L2. A solenoid valve 72 is provided in the hydraulic path L2, and the second output port 40b communicates with the wheel cylinder WC2 for the right front wheel FR via the solenoid valve 72 when the solenoid valve 72 is in a non-energized state (shown state). doing.

  The electromagnetic valves 71 and 72 are controlled to be opened and closed by energization, and communicate and block the master cylinder 40 with respect to the wheel cylinders WC1 and WC2, respectively. That is, these solenoid valves 71 and 72 are energized and closed when the hydraulic pressure supply source 50 is normal, shut off between the master cylinder 40 and both wheel cylinders WC1 and WC2, and deenergized and opened when the fluid pressure supply source 50 is abnormal. It functions as a master cylinder cut valve that communicates the cylinder 40 with both the wheel cylinders WC1, WC2. The brake device A includes a pedal stroke sensor 41a that is connected to the brake pedal 41 and detects a movement amount (stroke amount, that is, pedal stroke) of the brake pedal 41. The pedal stroke sensor 41a is a braking operation state detection unit that detects a braking operation state by the driver, and transmits the detected braking operation state signal to the hybrid ECU 29 and the brake ECU 43 described later.

  A stroke simulator 60 is communicatively connected between the master cylinder 40 and the electromagnetic valve 71 on the hydraulic path L1, and an electromagnetic valve 73 is provided between the master cylinder 40 and the stroke simulator 60. ing. The stroke simulator 60 is a well-known mechanical stroke simulator as disclosed in, for example, Japanese Patent Application Laid-Open No. 2002-293229, and absorbs liquid (hydraulic pressure) supplied from the first output port 40a of the master cylinder 40. To do. In the stroke simulator 60, a piston 61 is disposed so as to be liquid-tight and slidable. First and second hydraulic chambers 62 and 63 defined by the piston 61 are formed. The first hydraulic pressure chamber 62 is provided with an input port 60a that communicates with the first output port 40a of the master cylinder 40 via an electromagnetic valve 73. The stroke simulator 60 is connected to the master cylinder 40 via the input port 60a. Brake oil is supplied from The second hydraulic pressure chamber 63 is provided with an output port 60b communicating with the input port 42a of the reservoir tank 42, and brake oil overflowing from the second hydraulic pressure chamber 63 returns to the reservoir tank 42 via the output port 60b. It is like that. The second hydraulic pressure chamber 63 is provided with a spring 64 that biases the piston 61 so as to oppose the hydraulic pressure supplied from the master cylinder 40 in communication with the master cylinder 40. The second hydraulic pressure chamber 63 can be an atmospheric chamber.

  The solenoid valve 73 shuts off the first output port 40a of the master cylinder 40 and the input port 60a of the stroke simulator 60 when in a non-energized state (shown state), and communicates both ports 40a and 60a when in an energized state. Is. The solenoid valve 73 is energized and opened when the hydraulic pressure supply source 50 is normal, and communicates with the master cylinder 40 and the stroke simulator 60. When the fluid pressure supply source 50 is abnormal, the solenoid valve 73 is deenergized and closed. It functions as a stroke simulator cut valve that shuts off the gap.

  The hydraulic pressure supply source 50 includes a motor 51, a pump 52, and an accumulator 53. The pump 52 is driven by the motor 51 to pressure-feed brake oil of the reservoir tank 42 sucked from the suction port 52a communicating with the input port 42a of the reservoir tank 42 from the discharge port 52b. The accumulator 53 communicates with the discharge port 52b of the pump 52, always stores the high-pressure brake oil supplied from the pump 52 at a constant hydraulic pressure, and supplies it to the wheel cylinders WC1 to WC4 as necessary. It is like that. A relief valve 54 is interposed between the suction and discharge ports 52a and 52b of the pump 52, and this relief valve 54 is closed when the pressure of the brake oil discharged from the pump 52 is less than a predetermined value. When the value exceeds a predetermined value, it is opened. As a result, the hydraulic pressure supply source 50 supplies predetermined high-pressure brake fluid to the wheel cylinders WC1 to WC4.

  The hydraulic pressure supply source 50 communicates with the wheel cylinder WC1 for the left front wheel FL via the electromagnetic valve 75 when the electromagnetic valve 75 is in an energized state. The solenoid valve 75 is controlled to be opened and closed by energization, and shuts off the hydraulic pressure supply source 50 to the wheel cylinder WC1 when in a non-energized state (shown state). The wheel cylinder WC1 communicates with the reservoir tank 42 via the electromagnetic valve 76 when the electromagnetic valve 76 is in an energized state. The solenoid valve 76 is controlled to be opened and closed by energization, and shuts off the wheel cylinder WC1 with respect to the reservoir tank 42 when in a non-energized state (shown state).

  Further, the hydraulic pressure supply source 50 communicates with the wheel cylinder WC2 for the right front wheel FR via the electromagnetic valve 77 when the electromagnetic valve 77 is in an energized state. The electromagnetic valve 77 is controlled to be opened and closed by energization, and shuts off the hydraulic pressure supply source 50 to the wheel cylinder WC2 when in a non-energized state (shown state). The wheel cylinder WC2 communicates with the reservoir tank 42 via the electromagnetic valve 78 when the electromagnetic valve 78 is in an energized state. The solenoid valve 78 is controlled to be opened and closed by energization, and shuts off the wheel cylinder WC2 with respect to the reservoir tank 42 when in a non-energized state (shown state).

  Further, the hydraulic pressure supply source 50 communicates with the wheel cylinder WC3 for the left rear wheel RL via the electromagnetic valve 81 when the electromagnetic valve 81 is in an energized state. The solenoid valve 81 is controlled to be opened and closed by energization, and shuts off the hydraulic pressure supply source 50 to the wheel cylinder WC3 when in a non-energized state (shown state). Further, the wheel cylinder WC3 communicates with the reservoir tank 42 via the electromagnetic valve 82 when the electromagnetic valve 82 is in a non-energized state (shown state). The electromagnetic valve 82 is controlled to be opened and closed by energization, and shuts off the wheel cylinder WC3 with respect to the reservoir tank 42 when energized.

  Further, the hydraulic pressure supply source 50 communicates with the wheel cylinder WC4 for the right rear wheel RR via the electromagnetic valve 83 when the electromagnetic valve 83 is in an energized state. The electromagnetic valve 83 is controlled to be opened and closed by energization, and shuts off the hydraulic pressure supply source 50 to the wheel cylinder WC4 when in a non-energized state (shown state). Further, the wheel cylinder WC4 communicates with the reservoir tank 42 via the electromagnetic valve 84 when the electromagnetic valve 84 is in a non-energized state (shown state). The solenoid valve 84 is controlled to be opened and closed by energization, and shuts off the wheel cylinder WC4 from the reservoir tank 42 when energized. The electromagnetic valves 75, 77, 81, 83 described above are pressure increasing means for communicating or blocking the hydraulic pressure supply source 50 and the wheel cylinders WC1 to WC4, respectively. The electromagnetic valves 76, 78, 82, 84 are provided for each wheel. The pressure reducing means communicates or blocks the cylinders WC1 to WC4 and the reservoir tank 42, respectively. The electromagnetic valves 75 to 78 and 81 to 84 are more suitable as long as they can control the differential pressure between the upstream and downstream of the valve by the energization current.

  Moreover, the brake device A is provided with hydraulic pressure gauges 91-97. The hydraulic pressure meter 91 detects the hydraulic pressure of the brake oil in the hydraulic path L1 supplied from the first output port 40a of the master cylinder 40. The hydraulic pressure gauge 92 detects the hydraulic pressure of the brake oil in the hydraulic path L2 supplied from the second output port 40b of the master cylinder 40. The hydraulic pressure gauges 91 and 92 are also devices that detect the master cylinder pressure as a braking operation state (braking operation state detection means). The hydraulic pressure gauge 93 detects the hydraulic pressure of the brake oil supplied from the hydraulic pressure supply source 50. And the hydraulic pressure gauges 94-97 each detect the hydraulic pressure of the brake fluid supplied / discharged to each wheel cylinder WC1-WC4.

  The brake device A includes a brake ECU (electronic control unit) 43 connected to the pedal stroke sensor 41a, the motor 51, the electromagnetic valves 71 to 73, 75 to 78, 81 to 84, and the hydraulic pressure gauges 91 to 97. I have. The brake ECU 43 includes a wheel speed sensor that detects the wheel speed of the vehicle, a steering sensor that detects the steering angle of the vehicle, a shift switch that is assembled to the shift lever to detect the shift position of the vehicle, and a vehicle that is assembled to the accelerator pedal 31. An accelerator opening sensor 32 that detects the accelerator opening of the vehicle and a yaw rate sensor that detects the actual yaw rate Y of the vehicle are also connected. The brake ECU 43 performs switching control or energization current control of the electromagnetic valves 71 to 73, 75 to 78, 81 to 84 of the brake device A based on detection by these sensors and the state of the shift switch, and wheel cylinders WC1 to WC4. The hydraulic pressure applied to the wheel, that is, the braking force directly applied to each wheel FL, FR, RL, RR is controlled.

  Further, the brake ECU 43 is connected to the hybrid ECU 29, and performs cooperative control of the regenerative brake and the hydraulic brake performed by the motor 22 so that the total braking force is equivalent to that of the vehicle having only the hydraulic brake. The brake ECU 43 outputs a regeneration request value to the hybrid ECU 29 in response to a driver's braking request, that is, a braking operation state, and the hybrid ECU 29 sets a regeneration execution value that actually acts as a regenerative brake in consideration of the vehicle speed, the battery charge state, and the like. Derived and output to the brake ECU 43. Note that a portion surrounded by a broken line in FIG. In FIG. 2, the solenoid valve 73 and the stroke simulator 60 shown in FIG. 3 are omitted.

  Next, the general operation of the brake device A configured as described above will be briefly described. When the hydraulic pressure supply source 50 is normal, when the brake pedal 41 is depressed, the electromagnetic valves 71 and 72 that have been opened are closed, and the brake oil is supplied from the master cylinder 40 to the wheel cylinders WC1 and WC2. Blocked. At this time, the electromagnetic valve 73 that has been closed is opened, and the brake fluid from the master cylinder 40 is supplied to the stroke simulator 60. The wheel cylinders WC1 to WC4 are supplied with brake oil having a hydraulic pressure corresponding to the pedal stroke detected by the pedal stroke sensor 41a. Specifically, the solenoid valves 82 and 84 are closed to keep the solenoid valves 76 and 78 closed, and the solenoid valves 75, 77, 81, and 83 are opened and the high-pressure brake oil from the hydraulic pressure supply source 50 is opened. Is supplied to each of the wheel cylinders WC1 to WC4.

  On the other hand, when the brake pedal 41 that has been depressed is released, the brake oil in the first hydraulic chamber 62 of the stroke simulator 60 returns to the master cylinder 40 through the electromagnetic valve 73. Also, the brake oil in each wheel cylinder WC1 to WC4 opens the solenoid valves 76, 78, 82, 84 and closes the solenoid valves 75, 77, 81, 83, so that the solenoid valves 76, 78, 82, 84 are closed. Return to the reservoir tank 42.

  When the hydraulic pressure supply source 50 is abnormal, the electromagnetic valves 71 to 73, 75 to 78, 81 to 84 are basically controlled to be in a non-energized state. That is, the solenoid valve 73 shuts off the master cylinder 40 and the stroke simulator 60, and the solenoid valves 71 and 72 communicate the first and second output ports 40a and 40b of the master cylinder 40 with the wheel cylinders WC1 and WC2, respectively. 75-78 remain closed. As a result, when the brake pedal 41 is depressed, the brake oil in the master cylinder 40 is supplied to the wheel cylinders WC1 and WC2 through the electromagnetic valves 71 and 72, so that the vehicle has a braking force generated by the driver's depression force. (So-called static pressure brake) at least. On the other hand, when the brake pedal 41 that has been depressed is released, the brake oil in the wheel cylinders WC1 and WC2 is pumped to the master cylinder 40 through the electromagnetic valves 71 and 72.

  Further, braking of the hybrid vehicle configured as described above will be described. When the brake ECU 43 is normal, as described above, the brake ECU 43 outputs a regeneration request value to the hybrid ECU 29 in response to the driver's braking request, that is, the braking operation state. In consideration of the above, a regenerative execution value that is actually operated as a regenerative brake is derived and output to the brake ECU 43. The hybrid ECU 29 controls the motor 22 according to the derived regenerative execution value and applies a regenerative brake to the vehicle. The brake ECU 43 controls the brake device A so as to apply a hydraulic brake that is insufficient for the regenerative brake in response to the driver's braking request.

  On the other hand, the hybrid ECU 29 detects that a malfunction has occurred in the function of the brake ECU 43 because the regeneration request value from the brake ECU 43 is not input in response to the driver's braking request. Detection of the failure of the brake ECU 43 can also be performed by constantly monitoring each other by communication between the brake ECU 43 and the hybrid ECU 29, or by outputting a signal to that effect to the hybrid ECU 29 when the brake ECU 43 goes down. .

  If the hybrid ECU 29 detects the abnormality of the brake ECU 43 in this way, the hybrid ECU 29 controls the motor 22 according to the regenerative execution value derived when the brake ECU 43 is normal to apply the regenerative brake to the vehicle. However, the regenerative brake is applied by controlling the motor 22 so that the regenerative braking force, that is, the braking force corresponding to the braking operation state of the brake pedal 41 is larger than that. At this time, a regenerative brake may be applied in consideration of the braking force of the static pressure brake. Further, the braking operation state detecting means for detecting the braking operation state only detects whether or not the brake pedal has been depressed, and when the operation amount cannot be detected, the driver's braking request amount cannot be recognized. A braking force (for example, a predetermined amount of deceleration) may be applied.

  In the above-described embodiment, the present invention is applied to a hybrid vehicle. However, the present invention can also be applied to an electric vehicle having a motor only as a motor.

2) Second Embodiment Next, the vehicle braking device according to the present invention is applied to a hybrid vehicle equipped with a brake-by-wire type braking device that applies a braking force by a driving force such as a motor other than the brake fluid pressure. The second embodiment will be described with reference to FIG. FIG. 4 is a schematic diagram showing an outline of this hybrid vehicle. Note that the same components as those in the first embodiment are denoted by the same reference numerals, description thereof is omitted, and different portions are described.

  In this hybrid vehicle, the brake device A is a so-called electric brake device that directly applies a braking force to the wheels by a driving force of a motor or the like as disclosed in JP-A-2002-104153. The brake device A is provided for each of the wheels FL, FR, RL, and RR, a brake pedal 41 that is operated by the driver, a pedaling force sensor 41b that detects a pedaling force that is a braking operation state of the brake pedal 41, and Brake force generators 101 to 104 that generate a braking force on each of the wheels FL, FR, RL, and RR by being driven by the brake ECU 43 are provided. A detection signal from the pedal force sensor 41 b is transmitted to the hybrid ECU 29 and the brake ECU 43. The braking force generators 101 to 104 are composed of, for example, a motor and a disc brake or a drum brake driven by the motor, and are configured so that the braking force can be adjusted by adjusting the amount of current supplied to the motor.

  With these configurations, when the driver depresses the brake pedal 41, the pedal force is detected by the pedal force sensor 41b, and calculation is performed by the brake ECU 43 so that brake control according to the pedal force is performed. The braking force generated by the braking force generators 101 to 104 is controlled according to the calculation result, and the brake control according to the depression of the brake pedal 41 is performed.

  In addition, a reaction force actuator (reaction force adjusting means) that applies a pedal reaction force to the brake pedal 41 according to a calculation result of the brake ECU 43, that is, adjusts a reaction force against the depression of the brake pedal 41, is applied to the brake device A. 105 is provided. The reaction force actuator 105 includes a spring 105 a that applies a force (that is, a pedal reaction force) to the brake pedal 41 in a direction opposite to the depression direction, and a motor 105 b that is driven by the brake ECU 43. With these configurations, the pedal reaction force by the spring 105a can be adjusted by the motor 105b so that the pedal reaction force can be varied.

  Further, the brake device A is provided with wheel speed sensors 106 to 109 that detect the respective wheel speeds for each of the wheels FL, FR, RL, and RR. Detection signals from these wheel speed sensors 106 to 109 are input to the brake ECU 43. The brake ECU 43 performs various calculations based on this detection signal, determines whether or not the wheel is in a locking tendency, that is, whether or not to perform ABS control, and generates an output corresponding to the control state. The output of the braking force generators 101 to 104 and the output of the motor 105b in the reaction force actuator 105 are controlled.

  The braking of the hybrid vehicle configured as described above will be described. When the brake ECU 43 is normal, as described above, the brake ECU 43 outputs a regeneration request value to the hybrid ECU 29 in response to the driver's braking request, that is, the braking operation state. In consideration of the above, a regenerative execution value that is actually operated as a regenerative brake is derived and output to the brake ECU 43. The hybrid ECU 29 controls the motor 22 according to the derived regenerative execution value and applies a regenerative brake to the vehicle. The brake ECU 43 controls the brake device A so as to apply the electric brake that is insufficient for the regenerative brake in response to the driver's braking request. On the other hand, when the brake ECU 43 is abnormal, the hybrid ECU 29 controls the motor 22 so that the regenerative braking force, that is, the braking force corresponding to the braking operation state of the brake pedal 41, is greater than when the brake ECU 43 is normal. A regenerative brake is applied.

3) Third Embodiment Next, a third embodiment in which the vehicle braking device according to the present invention is applied to a gasoline engine vehicle equipped with a brake-by-wire type braking device that applies a braking force by the action of brake fluid pressure. A form is demonstrated with reference to FIG. FIG. 5 is a schematic diagram showing an outline of the gasoline engine vehicle. Note that the same components as those in the first embodiment are denoted by the same reference numerals, description thereof is omitted, and different portions are described. The present invention can be applied to any engine vehicle such as a diesel engine vehicle as well as a gasoline engine vehicle.

  The gasoline engine vehicle includes an engine 21 as a power source, and a transmission 111 that shifts the driving force of the engine 21 and transmits it to driving wheels such as left and right front wheels FR and FL. The transmission 111 is an automatic transmission, and includes a transmission having a plurality of shift speeds and a continuously variable transmission. In the present embodiment, the engine 21 and the transmission 111 constitute second braking drive means 12a. In this case, when the vehicle is to be braked, for example, when the foot is released from the accelerator pedal 31, that is, when the accelerator is closed, it is applied by the compression resistance of the engine 21 and the mechanical friction resistance between the engine 21 and the transmission 111. The vehicle is braked using braking. The braking force increases as the speed of the transmission 111 decreases. The braking in this case is called engine braking.

  The engine 21 is controlled by an engine ECU 28. The engine ECU 28 is connected to an accelerator opening sensor 32 that is assembled to the accelerator pedal 31 and detects the accelerator opening of the vehicle. The engine ECU 28 inputs an accelerator opening signal from the accelerator opening sensor 32, and a necessary engine is determined from the signal. The output is derived, and the driving force of the engine 21 is controlled by the derived engine output request value. The engine ECU 28 communicates with the brake ECU 43, transmits an engine brake execution value to the brake ECU 43, and receives an engine brake request value from the brake ECU 43.

  The transmission 111 is controlled by a transmission ECU 112. The transmission ECU 112 is connected to a shift position sensor 114 that detects the shift position of the shift lever 113, and receives a shift position signal from the shift position sensor 114, and controls the shift position to correspond to the signal. Yes. Further, the transmission ECU 112 receives the shift request value from the engine ECU 28, and controls so that the gear position according to the request value is obtained. Further, the engine ECU 28 receives the shift position from the transmission ECU 112. The engine ECU 28 and the transmission ECU 112 described above are the second braking control means 12b.

  The braking of the gasoline engine vehicle configured as described above will be described. When the brake ECU 43 is normal, the brake ECU 43 applies the hydraulic brake for the shortage of the engine brake corresponding to the driver's braking request to the driver's braking request, that is, the braking operation state of the brake pedal 41. The brake device A is controlled. Further, when the driver does not request acceleration, the throttle is closed, and a slight engine brake is applied at the gear speed corresponding to the vehicle speed set by the transmission ECU 112.

  On the other hand, the engine ECU 28 detects that a failure has occurred in the function of the brake ECU 43. Specifically, the detection of the failure of the brake ECU 43 is performed by constantly monitoring the communication between the brake ECU 43 and the engine ECU 28, or outputting a signal to that effect to the engine ECU 28 when the brake ECU 43 goes down. Can also be performed.

  If the abnormality of the brake ECU 43 is detected in this way, the engine ECU 28 applies the engine brake to the vehicle by controlling the transmission 111 through the transmission ECU 112 according to the vehicle speed when the brake ECU 43 is normal. However, the engine brake is applied by controlling the transmission 111 so that the engine braking force is larger than that. At this time, an engine brake may be applied in consideration of the braking force of the static pressure brake. In addition, the braking operation state detection means for detecting the braking operation state is to detect whether or not the brake pedal has been depressed, and if the operation amount cannot be detected, the driver's braking request amount cannot be recognized. In view of this, the braking force may be applied by fixing the engine to a predetermined low gear that prevents the engine from blowing due to overspeed.

4) Fourth Embodiment Next, the vehicle braking device according to the present invention is not a brake-by-wire type that applies braking force by the action of brake fluid pressure, and at least a static pressure brake can be applied to all wheels. The braking force is applied by the action of the brake fluid pressure having functions (eg VSC (Vehicle Stability Control), TRC (Traction Control)) to ensure the stability of the vehicle when starting, accelerating and turning. A fourth embodiment applied to a gasoline engine vehicle equipped with a brake device to be applied will be described with reference to FIGS. FIG. 6 is a schematic diagram showing an outline of the gasoline engine vehicle, and FIG. 7 is a schematic diagram showing an outline of the brake device A as the first braking means. Note that the same components as those in the third embodiment are denoted by the same reference numerals, description thereof is omitted, and different portions are described.

  The brake device A includes a master cylinder 210 that generates brake oil having a hydraulic pressure according to the depression state of the brake pedal 211 and supplies the brake oil to the wheel cylinders WC1 to WC4 that regulate the rotation of the wheels FL, RR, RL, FR, A reservoir tank 212 for storing oil and a negative pressure booster 213 for assisting the depression force of the brake pedal 211 are provided.

  The first output port 210a of the master cylinder 210 communicates with the wheel cylinder WC1 for the left front wheel FL via the first oil passage L1 and the electromagnetic valves 214 and 215 when the electromagnetic valves 214 and 215 are in a non-energized state (shown state). In addition, when the solenoid valves 214 and 216 are in a non-energized state (shown state), they communicate with the wheel cylinder WC2 for the right rear wheel RR via the first oil passage L1 and the solenoid valves 214 and 216. The solenoid valve 214 is controlled to switch its state by energization, and communicates and blocks the first oil passage L1 with respect to the wheel cylinders WC1 and WC2, and functions as a master cylinder cutting means. The solenoid valves 215 and 216 are controlled to switch states by energization, and communicate and block the first oil passage L1 or the first high-pressure oil passage LH1 described later with respect to the wheel cylinders WC1 and WC2.

  The brake device A includes a pump 217 as a hydraulic pressure supply source. The pump 217 is driven by a motor 217a. The suction port of the pump 217 communicates with a built-in reservoir tank 218 that stores brake oil, and the pump 217 sucks the brake oil, pressurizes it, and discharges it from the discharge port. The discharge port of the pump 217 is connected to the master cylinder 10 via the first high-pressure oil passage LH1, the solenoid valve 214, and the first oil passage L1 when the solenoid valve 214, which is a master cylinder cutting means, is in a non-energized state (shown state). When the solenoid valves 215 and 216 as pressure increasing means are in a non-energized state (shown state), they communicate with the wheel cylinders WC1 and WC2 via the first high pressure oil passage LH1 and the solenoid valves 215 and 216.

  A first low-pressure oil passage LL1 connected to the built-in reservoir tank 218 is separated from between the electromagnetic valves 215 and 216 and the wheel cylinders WC1 and WC2 via electromagnetic valves 219 and 220 as pressure reducing means. The solenoid valves 219 and 220 are controlled to be switched by energization to communicate and block the first low-pressure oil passage LL1 with respect to the wheel cylinders WC1 and WC2.

  The second output port 210b of the master cylinder 210 is connected to the wheel cylinder WC3 for the left rear wheel RL via the second oil passage L2 and the electromagnetic valves 221 and 222 when the electromagnetic valves 221 and 222 are in a non-energized state (shown state). In addition, when the solenoid valves 221 and 223 are in a non-energized state (shown state), they communicate with the wheel cylinder WC4 for the right front wheel FR via the second oil passage L2 and the solenoid valves 221 and 223. The electromagnetic valve 221 is controlled to switch its state by energization to communicate and block the second oil passage L2 with respect to the wheel cylinders WC3 and WC4, and functions as a master cylinder cutting means. The electromagnetic valves 222 and 223 are controlled to switch states by energization, and communicate and block the second oil passage L2 or a second high-pressure oil passage LH2 described later with respect to the wheel cylinders WC3 and WC4.

  The brake device A includes a pump 224 as a hydraulic pressure supply source. The pump 224 is driven by a motor 217a. The suction port of the pump 224 communicates with a built-in reservoir tank 225 that stores brake oil. The pump 224 sucks the brake oil, raises the pressure, and discharges it from the discharge port. The discharge port of the pump 224 is connected to the master cylinder 10 via the second high-pressure oil passage LH2, the electromagnetic valve 221 and the second oil passage L2 when the solenoid valve 221 which is the master cylinder cutting means is in a non-energized state (shown state). In communication, when the electromagnetic valves 222 and 223 as pressure increasing means are in a non-energized state (illustrated state), they communicate with the wheel cylinders WC3 and WC4 via the second high pressure oil passage LH2 and the electromagnetic valves 222 and 223.

  A second low-pressure oil passage LL2 connected to the built-in reservoir tank 225 is branched from between the electromagnetic valves 222 and 223 and the wheel cylinders WC3 and WC4 via electromagnetic valves 226 and 227 which are pressure reducing means. The solenoid valves 226 and 227 are controlled to be switched by energization to communicate and block the second low-pressure oil passage LL2 with respect to the wheel cylinders WC3 and WC4. In FIG. 7, a portion surrounded by a broken line is a brake actuator 45.

  The brake device A also includes a hydraulic pressure gauge 230 that detects the hydraulic pressure of the first oil passage L1, that is, the hydraulic pressure of the master cylinder 210 (master cylinder pressure). The hydraulic pressure gauge 230 is connected to the engine ECU 28, and transmits the detected master cylinder pressure of the master cylinder 210. The brake device A also includes a pressure gauge 231 that detects negative pressure supplied from the engine to the negative pressure booster 213. The pressure gauge 231 is also connected to the engine ECU 28 and transmits the detected pressure of the negative pressure booster 213. Further, the brake device A includes a pedal stroke sensor 211 a that is connected to the brake pedal 211 and detects the movement amount (stroke amount, that is, pedal stroke) of the brake pedal 211. The pedal stroke sensor 211a is a braking operation state detection unit that detects a braking operation state by the driver, and transmits the detected braking operation state signal to the engine ECU 28. A pedaling force sensor may be provided instead of the pedal stroke sensor.

  The brake ECU 43 opens the master cylinder cut means, that is, brakes the vehicle according to the depression operation of the brake pedal 211, closes the master cylinder cut means, and increases the pressure increase means and the brake pedal 211 regardless of the depression operation of the brake pedal 211. Control is performed to maintain the stability during travel of the vehicle by opening and closing the decompression means. The brake ECU 43 communicates with the engine ECU 28. The transmission 111 is controlled by the transmission ECU 112. The transmission ECU 112 is connected to a shift position sensor 114 that detects the shift position of the shift lever 113, and receives a shift position signal from the shift position sensor 114, and controls the shift position to correspond to the signal. Yes. Further, the transmission ECU 112 receives the shift request value from the engine ECU 28, and controls so that the gear position according to the request value is obtained. Further, the engine ECU 28 receives the shift position from the transmission ECU 112. The engine ECU 28 and the transmission ECU 112 described above are the second braking control means 12b.

  The braking of the gasoline engine vehicle configured as described above will be described. When the brake ECU 43 is normal and the negative pressure supplied to the negative pressure booster 213 is normally generated, the assisting force of the negative pressure booster 213 acts normally, and the driver's braking request, that is, the brake A brake pressure proportional to the braking operation state of the pedal 41 is applied to each wheel via the brake actuator 45. Further, when there is no driver acceleration request, the throttle is closed, and a slight engine brake is applied at the vehicle speed set by the transmission ECU 112.

  On the other hand, the engine ECU 28 has a function of the negative pressure booster 213 such that no negative pressure is applied to the negative pressure booster 213 by detecting the negative pressure directly in the negative pressure booster 213 or comparing the master cylinder pressure to the pedaling force of the brake pedal. Detect that a failure has occurred.

  If the engine ECU 28 detects the abnormality of the negative pressure booster 213 in this manner, the engine ECU 28 applies the engine brake to the vehicle by controlling the transmission 111 through the transmission ECU 112 according to the vehicle speed when the negative pressure booster 213 is normal. However, the engine 111 is controlled by controlling the transmission 111 so that the engine braking force is larger than that. At this time, an engine brake may be applied in consideration of the braking force of the static pressure brake. If the brake ECU 43 is normal, the pumps 217 and 224 may be operated to pressurize the static pressure brake.

  In the above-described embodiment, for example, a pedal stroke sensor that is a braking operation state detecting means is preferably configured so that the electrical detection unit is independent of two systems. For example, when the pedal stroke sensor is configured with a Hall IC that detects a change in magnetic flux and outputs it as an electrical signal, two Hall ICs may be provided and output from the Hall ICs to the brake ECU 43 and the hybrid ECU 29, respectively.

It is a block diagram which shows the structure concerning control of the braking device for vehicles by this invention. 1 is a schematic diagram showing an overview of a hybrid vehicle that is a first embodiment of a vehicle braking device according to the present invention. It is a schematic diagram which shows the outline | summary of the brake device shown in FIG. It is an outline schematic diagram showing an outline of a hybrid vehicle which is a second embodiment of a vehicle braking device according to the present invention. It is an outline schematic diagram showing an outline of a gasoline engine car which is a third embodiment of a vehicle braking device according to the present invention. It is an outline schematic diagram showing an outline of a gasoline engine vehicle which is a fourth embodiment of a vehicle braking device according to the present invention. It is a schematic diagram which shows the outline | summary of the brake device shown in FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... 1st brake means, 11a ... 1st brake drive means, 11b ... 1st brake control means, 12 ... 2nd brake means, 12a ... 2nd brake drive means, 12b ... 2nd brake control means, 13 ... Wheel, DESCRIPTION OF SYMBOLS 14 ... Motor | power_engine, 15 ... Braking operation state detection means, 16 ... Functional defect detection means, 17 ... Braking force increase means, 21 ... Engine, 22 ... Motor, 23 ... Power split mechanism, 24 ... Power transmission mechanism, 25 ... Generator , 26 ... inverter, 27 ... battery, 28 ... engine ECU, 29 ... hybrid ECU, 31 ... accelerator pedal, 32 ... accelerator opening sensor, 41 ... brake pedal, 41a ... pedal stroke sensor, 42 ... reservoir tank, 43 ... brake ECU, 44 ... brake actuator, 40, 210 ... master cylinder, 40a, 210a ... first output port, 40b, 210b Second output port, 42a ... Input port, 50, ... Hydraulic pressure supply source, 51,217a ... Motor, 52,217,224 ... Pump, 52a ... Suction port, 52b ... Discharge port, 53 ... Accumulator, 54 ... Relief valve 60 ... Stroke simulator, 71-73, 75-78, 81-84, 214-216, 219-223, 226, 227 ... Solenoid valve, 91-97, 230 ... Hydraulic pressure gauge, 218, 225 ... Built-in reservoir tank, 41b ... pedal force sensor, 101-104 ... braking force generator, 105 ... reaction force actuator (reaction force adjusting means), 106-109 ... wheel speed sensor, A ... brake device, WC1-WC4 ... wheel cylinder.

Claims (11)

First braking means comprising first braking drive means for braking the vehicle by directly applying friction braking force to the wheels, and first braking control means for controlling the first braking drive means;
Second braking drive means for braking the vehicle by applying a rotational braking force acting on the prime mover of the vehicle, and controlling the second braking drive means and communicating with the first braking control means. Second braking means comprising second braking control means,
When the function of the first braking means is lost or deteriorated, the second braking control means controls the second braking drive means so as to generate a braking force larger than normal, thereby braking the vehicle. A vehicle braking device. In Claim 1, further comprising a function failure detection means for detecting that the function of the first braking means has failed or has decreased,
The function failure detecting means detects that the function of the first braking means is lost or deteriorated if at least one of the first braking drive means and the first braking control means is abnormal. A braking device for a vehicle.   3. The vehicle braking device according to claim 1, wherein the second braking control unit includes a braking force increasing unit that increases a braking force generated by the second braking driving unit from a normal time. In any one of Claims 1 thru / or Claim 3, It further has a braking operation state detection means which detects a braking operation state by a driver,
When the function of the first braking means is lost or deteriorated, the second braking control means adjusts the braking force of the second braking driving means according to the braking operation state detected by the braking operation state detecting means. Brake device for vehicles characterized by this.   5. The function according to claim 4, wherein when the function of the first braking drive means is lost or deteriorated, the braking force that can be applied by the first braking drive means and the braking operation state detected by the braking operation state detection means are determined. The vehicular braking apparatus, wherein the second braking control means controls the second braking driving means so as to generate a braking force that compensates for a difference from a target braking force.   5. The second brake control unit according to claim 4, wherein when the function of the first brake drive unit is lost or deteriorated, the second brake control unit is set to have a feeling different from a brake feeling when the first brake drive unit is normal. Is a vehicle braking device characterized in that a warning is issued to the driver that the function of the first braking drive means is lost or degraded by controlling the second braking drive means.   5. The vehicle braking device according to claim 4, wherein the braking operation state detection unit transmits the detected braking operation state to the first and second braking control units. 8. The vehicle according to claim 1, further comprising acceleration will detection means for detecting the driver's acceleration intention,
When the function of the first braking means is lost or deteriorated and the acceleration intention detection means does not detect the driver's acceleration intention, the second braking means acts on the prime mover of the vehicle. A braking device for a vehicle, wherein the vehicle is braked by applying a predetermined braking force. 8. The vehicle according to claim 1, further comprising acceleration will detection means for detecting the driver's acceleration intention,
When the function of the first braking means is lost or deteriorated and the acceleration intention detection means does not detect the driver's acceleration intention, the second braking means acts on the prime mover of the vehicle. A braking device for a vehicle, which applies braking force according to a vehicle speed to brake the vehicle.   5. The first brake according to claim 4, wherein when a part of the function of the first braking drive unit is lost or deteriorated, the part of the function of the first braking drive unit is not lost or deteriorated. A braking device for a vehicle, wherein the braking force of the driving means is applied to the left and right in a balanced manner. First braking means having first braking drive means for braking the vehicle by directly applying friction braking force to the wheels;
Second braking means having second braking drive means for braking the vehicle by applying a rotational braking force acting on the prime mover of the vehicle;
A control device for rotational braking force in a vehicle comprising:
The first brake control means for controlling the first brake drive means can communicate with each other,
When the function of said 1st braking control means fails or falls, the said 2nd braking drive means is controlled so that the braking force larger than the normal time may generate | occur | produce, The control apparatus of the rotational braking force characterized by the above-mentioned.

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