JP2007030756A - Brake hydraulic pressure control device for vehicles - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a good operation feeling corresponding to an operation amount of a brake pedal with a simple system and to surely brake a vehicle when a brake pedal operation amount detection device or the like is lost.
A brake pedal, a brake pedal operation amount detection device, a wheel brake, a master cylinder, a pressure sensor, a brake fluid pressure control unit, a stroke simulator, a switching valve, and a feeling. When the depressing operation of the brake pedal 1 is performed and the brake pedal 1 is depressed, a first control that gives a reaction force to the brake pedal 1 and gives a feeling of reaction force to the operation feeling, and switching the switching valve, By generating brake fluid pressure from the master cylinder 5 and supplying it to the wheel brake, the second control for braking the vehicle can be switched.
[Selection] Figure 1

Description

  The present invention relates to a vehicle brake hydraulic pressure control device including a stroke simulator that applies a reaction force in response to a depression operation of a brake pedal.

JP 2000-280872 A Japanese Patent Laid-Open No. 2004-243983

  Conventionally, an electric type that is mounted on various vehicles such as automobiles and motorcycles, operates an electric motor for pressing a friction pad by operating a brake pedal, and presses and slides the friction pad on a disk rotor by moving a piston. There are disc brakes and electronically controlled hydraulic disc brakes that perform braking using the hydraulic pressure of a pressure source. When the disc brake is operated, the brake pedal operation amount is detected by a sensor or the like, and the disc brake operation amount is determined in accordance with the operation amount, as in the inventions of Patent Document 1 and Patent Document 2 described above. There is one provided with an operation amount detection device.

  In Patent Document 1, it is possible not only to determine the operation amount of the disc brake, but also to give the driver an operation feeling corresponding to the operation amount of the brake pedal. For this control, an electric motor for feeling production is connected to the brake pedal, the electric motor is rotated when the brake is operated, the rotation speed is detected by the rotary encoder, and the input load (operating force to the brake pedal) ) And stroke (operation amount).

  By applying a load to the electric motor based on these calculations and controlling its rotation, the brake pedal is given a sense of reaction force corresponding to its operation, and it gives the driver a good feeling of operation. is there. In addition, the brake operation amount detection device of Patent Document 1 is incorporated in a brake system that does not use brake fluid pressure.

  Moreover, in patent document 2, the stroke simulator is provided in the brake pedal via the master cylinder. This stroke simulator is composed of a spring and a piston, and the reaction force of the brake pedal is produced by the spring of this stroke simulator and the spring provided in the master cylinder.

  However, in the prior art described in Patent Document 1, since the rotary encoder detects the number of rotations of the electric motor for feeling production and the operation force and the operation amount are calculated, the operation feeling is performed. Therefore, a lot of detection means such as a rotary encoder is required to produce the above-mentioned effects, which causes an increase in the number of parts and assembly man-hours, and complicates the brake operation amount detection device.

  Further, in the prior art described in Patent Document 2, since the reaction force of the brake pedal is produced only with the master cylinder and the spring of the stroke simulator as described above, an operation feeling with a strong spring feeling when the brake pedal is depressed. As a result, the brake pedal feel was not comfortable for the driver. Further, since the solenoid valve is separately provided on the stroke simulator side separately from the master cylinder side, the system is complicated.

  Accordingly, the present invention is intended to solve the above-mentioned problems, and by connecting an electric motor to a stroke simulator, a good operation feeling corresponding to the operation speed of the brake pedal can be obtained with a simple system. In the unlikely event that the brake pedal operation amount detection device or the like fails, the vehicle pressure is generated from the master cylinder to the wheel brake so that the vehicle can be reliably braked.

  In order to solve the above-described problems, the present invention operates a brake pedal, a brake pedal operation amount detection device for detecting an operation amount of the brake pedal, a wheel brake, and a wheel brake operated by depressing the brake pedal. A master cylinder for generating hydraulic pressure for operation, a pressure sensor for detecting hydraulic pressure sent to the wheel brake, a brake hydraulic pressure control unit for adjusting brake hydraulic pressure, a stroke simulator piston, and the brake A stroke simulator that adjusts the hydraulic pressure from the master cylinder connected to the pedal, a switching valve interposed between the master cylinder and the brake hydraulic pressure control unit, and a stroke simulator piston connected to the stroke simulator. With a feeling production electric motor that produces By rotating the electric motor for producing the wheel, a reaction force is applied to the brake pedal via the stroke simulator, and a reaction force is given to the operation feeling, and the switching valve is switched to switch the brake pedal. The brake fluid pressure is generated from the master cylinder by stepping on and the fluid pressure is supplied to the wheel brake, whereby the second control for braking the vehicle can be switched.

  The brake fluid pressure control unit may be connected to a feeling effect motor control means for detecting the operation amount of the brake pedal and controlling the driving of the feeling effect electric motor.

  In addition, the electric motor for feeling production may be one in which an operation feeling generating circuit including a resistor (R), a coil (L), and a capacitor (C) can be connected in parallel.

  Moreover, the electric motor for feeling production may be one that can connect a motor drive circuit composed of a battery and a motor driver.

  Further, the electric motor for feeling effect may be one that applies thrust in a direction in which the stroke simulator piston of the stroke simulator does not slide during the second control.

  Further, the resistance of the operation feeling generating circuit may be a variable resistance, and the resistance value may be changed.

  Further, the variable resistor may be manually changed by the switching means.

  Further, the variable resistance may be varied by a feeling effect motor control means.

  Since the present invention is configured as described above, when all systems operate normally by connecting the electric motor to the stroke simulator, the first control can be used to operate the brake pedal with a simple system. It is possible to obtain a good operation feeling corresponding to the speed. In addition, for example, if at least one of the brake pedal operation amount detection device, the brake hydraulic pressure control unit, or the pressure sensor fails, the hydraulic pressure is applied from the master cylinder to the wheel brake by the second control. This makes it possible to reliably brake the vehicle. Also, by making the first control and the second control switchable according to the system status, it is possible to perform optimal control with one device according to the overall brake system status. It becomes.

  A first embodiment of the present invention will be described with reference to FIGS. 1 to 4. In FIG. 1, (1) is a brake pedal, and the brake pedal (1) has a position for detecting the depression amount of the brake pedal (1) A sensor (2) is provided.

  Further, a master cylinder (5) is connected to the depression direction of the brake pedal (1) via an input shaft (4) connected in a direction perpendicular to the axial direction of the brake pedal (1). In the master cylinder (5), two master cylinder springs (6) and two master cylinder pistons (7) are alternately arranged, and the brake pedal (1) is moved by the master cylinder spring (6). Energized to the non-actuated position. A reservoir (8) for storing and adjusting brake fluid is provided above the master cylinder (5).

  The vehicle brake fluid pressure control device is provided with a brake fluid pressure control unit (3) for controlling the brake fluid pressure as shown in FIG. 1, and the brake fluid pressure control unit (3) and the master cylinder are provided. Between (5), a first supply pipe (10) and a second supply pipe (11) for supplying brake fluid are respectively arranged. The first supply pipe (10) and the second supply pipe (11) are provided with a first electromagnetic valve (12) and a second electromagnetic valve (13), respectively, and the first electromagnetic valve (12 ) And the second solenoid valve (13) are opened, so that in the first supply pipe (10) and the second supply pipe (11), between the master cylinder (5) and the brake hydraulic pressure control section (3). Can be in a communication state. Therefore, when the first solenoid valve (12) and the second solenoid valve (13) are opened, the master cylinder piston (7) of the master cylinder (5) slides in the depression direction of the brake pedal (1). It becomes possible.

  A third supply pipe (14) branched from the second supply pipe (11) is provided between the master cylinder (5) and the second electromagnetic valve (13). The third supply pipe (14 ) Is provided with a stroke simulator (15). This stroke simulator (15) is provided with a fluid chamber (16) for storing brake fluid supplied from the third supply pipe (14) and a stroke simulator piston (17) slidable by brake fluid pressure. .

  A ball screw nut (18) is connected to the stroke simulator piston (17) coaxially with the third supply pipe (14), and a ball screw nut (18) is connected to the ball screw nut (18). ) And a ball screw (20) provided with an outer circumferential thread that can be screwed together. In this ball screw (20), a feeling effect electric motor (21) is connected to the tip of the ball screw nut (18) opposite to the screwing side.

  Further, between the master cylinder (5) and the first solenoid valve (12), and between the master cylinder (5) and the second solenoid valve (13), a first pressure sensor (22) and a second pressure sensor ( 19). Further, a fourth supply pipe (24) is disposed between the brake fluid pressure control unit (3) and the caliper (23) which is the wheel brake of the present invention. 24) is provided with a third pressure sensor (25). The brake pressure value is detected by the first pressure sensor (22), the second pressure sensor (19), and the third pressure sensor (25). The first pressure sensor (22), the second pressure sensor (19), and the position sensor (2) constitute a brake pedal operation amount detection device (40) according to the present invention. The detected value detected by the brake pedal operation amount detection device (40) is sent to the feeling effect motor control means (38).

  Further, the brake hydraulic pressure control unit (3) detects the operation amount of the brake pedal (1) and controls the drive of the feeling effect electric motor (21) to control the feeling effect motor (38). Is connected. The feeling effect motor control means (38) is provided with an electric circuit (26) connected to the feeling effect electric motor as shown in FIG.

  The electric circuit (26) operates an operation feeling generating circuit (27) for applying a rotational resistance to the feeling effect electric motor (21) and a feeling effect electric motor (21) to operate the brake pedal (1). And a motor drive circuit (28) for disabling the stepping operation. As shown in FIG. 2, the operation feeling generating circuit (27) and the motor driving circuit (28) are fed by a pair of changeover switches (30) connected to both ends of the feeling effect electric motor (21). The ring effect electric motor (21) can be connected in parallel.

  The operation feeling generating circuit (27) is an RLC series circuit including a resistor (R) (31), a coil (L) (32), and a capacitor (C) (33). In the case of normal operation, the first control is connected in parallel with the feeling effect electric motor (21).

  The motor drive circuit (28) receives signals from the battery (34) and the feeling effect motor control means (38), and controls the operation of the feeling effect electric motor (21). (35), for example, if the brake pedal operation amount detection device (40), the brake fluid pressure control unit (3), or the third pressure sensor (25) fails, the second This is connected in parallel with the feeling effect electric motor (21) by the control.

  In the configuration as described above, the generation of the brake fluid pressure and the effect of the operation feeling of the brake pedal (1) will be described below. First, in the first control in which all the systems normally operate, all of the brake pedal operation amount detection device (40), the brake fluid pressure control unit (3), and the third pressure sensor (25) are activated.

  Then, as shown in FIG. 1, the first solenoid valve (12) and the second solenoid valve (13) are closed, and in the first supply pipe (10) and the second supply pipe (11), the master cylinder (5) And the brake fluid pressure control unit (3) are stopped. When the driver depresses the brake pedal (1) in such a state, the master cylinder piston (7) and the master cylinder spring (6) in the master cylinder (5) are attached to the master cylinder spring (6). Slide in the stepping direction against the force. And the brake fluid which existed in the master cylinder (5) is sent into the 1st supply pipe (10) and the 2nd supply pipe (11), respectively, and braking of a vehicle is performed by the effect | action mentioned later.

  At this time, the first solenoid valve (12) and the second solenoid valve (13) provided in the first supply pipe (10) and the second supply pipe (11) are closed as described above, so that the brake The liquid moves to the third supply pipe (14) side and reaches the liquid chamber (16) of the stroke simulator (15). Then, the thrust toward the ball screw (20) is applied to the stroke simulator piston (17) by the hydraulic pressure in the liquid chamber (16). Due to the thrust of the stroke simulator piston (17), the ball screw (20) rotates while being screwed onto the ball screw nut (18), and the rotation of the ball screw (20) causes a feeling effect electric motor (21). Inductive electromotive force is generated.

  The frequency of the induced electromotive force varies depending on the rotational speed and rotational speed of the feeling effect electric motor (21), that is, the operating speed of the brake pedal (1). Depending on the frequency of this induced electromotive force, the impedance of the operation feeling generating circuit (27) changes, and the rotational resistance of the feeling effect electric motor (21) changes.

  The impedance includes the frequency of the induced electromotive force and the resistance (R) (31) of the operation feeling generating circuit (27), the coil (L) (32), when the electric motor (21) for feeling effect rotates. It is determined by each constant of the capacitor (C) (33). When the frequency matches 1 / 2π√LC (resonance frequency), the impedance is minimized, and the rotational resistance force of the electric motor (21) for feeling effect is maximized.

  Therefore, the reaction force to the brake pedal (1) is increased, and the operation feeling is heaviest. Further, as the frequency of the induced electromotive force becomes lower or higher than 1 / 2π√LC, the impedance increases and the rotational resistance of the electric motor (21) for feeling effect decreases, so that the brake pedal (1) The reaction force is reduced and the operation feeling is lightened.

  Therefore, by setting 1 / 2π√LC (Hz) to the frequency generated when the fastest brake pedal (1) that can be operated by the driver is depressed, for example, the driver needs a strong braking force. When the brake pedal (1) is quickly depressed, the frequency of the induced electromotive force generated by the rotation of the electric motor (21) for feeling production becomes 1 / 2π√LC (Hz), and the operation feeling generating circuit (27) Impedance is reduced.

As a result, the rotational resistance of the feeling effect electric motor (21) increases and a large reaction force acts on the brake pedal (1), which increases the driver's feeling of operation. On the contrary, when the brake pedal (1) is operated little by little, the depression speed of the brake pedal (1) becomes slow. In this case, the frequency of the induced electromotive force is lower than 1 / 2π√LC (Hz), and the impedance of the operation feeling generating circuit (27) is increased. Therefore, the rotational resistance force of the electric motor (21) for feeling presentation is increased. Becomes smaller and the operation feeling becomes lighter.

  In this way, a clearer reaction force can be created by the rotational resistance of the feeling production electric motor (21). Further, in response to the change in the induced electromotive force generated by the operation of the brake pedal (1), the rotation resistance of the feeling effect electric motor (21) is changed by the operation feeling generating circuit (27). An operation feeling corresponding to the operation speed of the brake pedal (1) can be produced.

  Further, in the operation feeling generating circuit (27), the impedance of the circuit changes in accordance with the operation speed of the brake pedal (1), whereby the rotational resistance of the feeling effect electric motor (21) changes. For this reason, there is no need to provide a means for detecting the amount of operation of the brake pedal (1), the operation force, or the like for the operation feeling effect, and the brake operation amount detection device can be simplified. Further, it is not necessary to calculate the reaction force feeling using the data from the detection means, the control program in the brake fluid pressure control unit (3) can be simplified, and the operation speed of the brake pedal (1) can be reduced. Corresponding operation feeling can be given immediately.

  Then, after depressing the brake pedal (1) as described above, when the depressing of the brake pedal (1) is released, the changeover switch (30) is switched, and as shown in FIG. 21) is connected to the motor drive circuit (28). The value of the brake pedal operation amount detection device (40) detected by releasing the depression of the brake pedal (1) is sent to the feeling effect motor control means (38). Then, a signal based on the detected value of the brake pedal operation amount detection device (40) is transmitted from the feeling effect motor control means (38) to the motor driver (35) of the motor drive circuit (28).

  By this signal, the operation of the feeling effect electric motor (21) is controlled, and it is possible to produce an operation feeling when the depression is released. Therefore, by controlling the operation of the electric motor (21) for producing the feeling when the brake pedal (1) is released, the brake pedal similar to the hydraulic brake device that has been generally used conventionally is used. The hysteresis characteristic of (1) can be created. Therefore, it is possible to perform a stepping operation that does not give the driver a sense of incongruity.

  The ball screw (20) is rotated by the operation of the feeling effect electric motor (21), and the ball screw (20) is moved to the liquid chamber (16) side of the stroke simulator (15). The piston (17) slides to its original position before the stepping operation. Thereby, a brake pedal (1) and a stroke simulator (15) return to the original state before stepping-on operation. Then, by depressing the brake pedal (1) again, the changeover switch (30) is switched to the operation feeling generation circuit (27) side, so that the feeling effect electric motor (21) is operated by the operation feeling generation circuit ( 27).

  Further, when the brake pedal (1) is depressed, a reaction force is generated in the brake pedal (1) as described above, and a brake fluid pressure is generated as follows. First, by depressing the brake pedal (1), the operation amount of the brake pedal (1) is detected by the brake pedal operation amount detection device (40) simultaneously with the effect of the operation feeling.

  Data based on the operation amount of the brake pedal (1) is sent to the brake hydraulic pressure control unit (3) via the feeling effect motor control means (38), and the brake hydraulic pressure control unit (3). The required value is calculated at, and this required value is set as a target. On the other hand, for each caliper (23) side, the pressure value of each caliper (23) is detected by the third pressure sensor (25), and the pressure value of the brake fluid pressure is fed back to the brake fluid pressure control unit ( By adjusting the brake fluid pressure in 3), a fluid pressure corresponding to the depression force of the brake pedal (1) is generated, and the vehicle can be braked.

  In addition, in the above description, the pedal feeling production and the brake operation when the brake pedal (1) is depressed by the first control when all the systems operate normally have been described. The braking of the vehicle by the second control when an abnormality has occurred in the part will be described below.

  That is, in the second control, as shown in FIG. 4, first, the first solenoid valve (12) and the second solenoid valve (13) are opened. Thereby, since the 1st supply pipe (10) and the 2nd supply pipe (11) between a master cylinder (5) and a brake fluid pressure control part (3) are connected, respectively, the master cylinder piston of a master cylinder (5) (7) can be slid against the urging force of the master cylinder spring (6).

  Further, when such a system abnormality occurs, as shown in FIG. 3, the feeling effect electric motor (21) is connected to the motor drive circuit (28). In the initial diagnosis at the time of starting the system, if any abnormality is detected at any part, the system is not started and the stopped state is maintained. In addition, if any abnormality occurs in any part during system startup, the system is stopped in stages using a method that can maintain the system startup state as much as possible and generate braking force. Let

  When the brake pedal (1) is depressed in such a state, the master cylinder piston (7) and the master cylinder spring (6) in the master cylinder (5) are biased by the master cylinder spring (6). Slide in the stepping direction against Then, the brake fluid present in the master cylinder (5) is sent into the first supply pipe (10) and the second supply pipe (11).

  At this time, the brake fluid in the second supply pipe (11) moves to the second solenoid valve (13) side, and also moves to the stroke simulator (15) side through the third supply pipe (14). A hydraulic pressure is generated in (16). Therefore, the stroke simulator piston (17) slides toward the ball screw (20) by the hydraulic pressure, and the ball screw (20) is rotated by the sliding of the simulator piston (17). However, rotation of the ball screw (20) is not preferable because a useless pedal stroke occurs. Therefore, in order to disable the rotation of the ball screw (20) by this hydraulic pressure, the operation of the feeling effect electric motor (21) is controlled by the motor drive circuit (28).

  Thereby, the thrust according to the hydraulic pressure in a liquid chamber (16) is given to the stroke simulator piston (17) in a stroke simulator (15) from the electric motor (21) for feeling production. For this reason, the stroke simulator piston (17) cannot be slid, so that it is possible to prevent a wasteful pedal stroke caused by the stroke simulator piston (17) sliding. Also, the brake fluid sent from the master cylinder (5) to the second supply pipe (11) by depressing the brake pedal (1) does not move into the fluid chamber (16) of the stroke simulator (15). Then, it moves to the brake fluid pressure control unit (3) side through the second electromagnetic valve (13).

  As described above, the sliding of the stroke simulator piston (17) of the stroke simulator (15) can be stopped only by stopping the rotation of the feeling effect electric motor (21) by the motor drive circuit (28). In addition, it is not necessary to separately provide special means such as an electromagnetic valve for blocking the communication of the brake fluid on the third supply pipe (14) side, and a simple configuration can be achieved.

  The brake fluid thus moved to the brake fluid pressure control unit (3) is directly transmitted to each caliper (23) provided in the vehicle, thereby braking the vehicle. As described above, even if the brake pedal operation amount detection device (40) or the like is lost, the vehicle is reliably braked by depressing the brake pedal (1) by performing the second control. Can be performed. Also, by making the first control and the second control switchable according to the system status, it is possible to perform optimal control with one device according to the overall brake system status. It becomes.

  Next, in the first embodiment, the resistance value of the resistor (31) is not changed in the operation feeling generating circuit (27). In the second embodiment, the resistor (31) is a variable resistor, and the resistance value is changed. It can be changed. The second embodiment of the present invention will be described in detail with reference to FIG. 5. This change of the resistance (31) can be arbitrarily adjusted by the driver by a resistance adjustment switch (36) provided on the vehicle body.

  As shown in FIG. 5, the resistance adjustment switch 36 can be switched in three stages: SOFT (weak), MID (medium), and HARD (strong). When the switching mode is SOFT, the resistance value of the resistor (31) is maximized, and the impedance generated by the operation feeling generating circuit (27) is increased as a whole, whereby an electric motor for feeling effect ( The rotational resistance of 21) can be reduced, and the operation feeling of the brake pedal (1) can be lightened as a whole. Therefore, even a driver with relatively weak leg strength can easily operate the brake pedal (1) without using excessive labor.

  Conversely, when a person with strong leg strength is driving, the resistance adjustment switch (36) is switched to HARD, and the resistance value of the resistance (31) is minimized, so that the impedance of the operation feeling generating circuit (27). The overall feeling can be reduced to increase the rotational resistance of the electric motor (21) for feeling production, the overall feeling of operation can be increased, and excessive depression of the brake pedal (1) can be suppressed. . Further, in the case of MID, it is possible to obtain an intermediate operation feeling and not only to respond to the operation speed of the brake pedal (1) but also to produce an operation feeling according to the driver's preference. . In the second embodiment, as described above, the resistance adjustment switch 36 can be switched in three stages. However, in other different embodiments, the number of stages is not limited to three, but two stages, four stages or more, or no stage. It can also be made switchable.

  In the second embodiment, the resistance value of the resistor (31) can be arbitrarily changed by the driver himself, and the operation feeling according to the driver's preference is produced. In Example 3, as shown in FIG. 6, the resistance value of the resistor (31) is changed by the control of the feeling effect motor control means (38). By changing the resistance value, an operation feeling different from usual is given to the driver, and some message is transmitted from the vehicle side to the driver.

  This change in operation feeling can be used to inform the driver of the occurrence of an abnormality or problem by, for example, making the operation feeling excessively heavy or light when some abnormality or problem occurs in the vehicle. good.

  In the third embodiment, as shown in the flowchart of FIG. 7, when any abnormality is detected in any part of the system, the resistance (31) is controlled by the control of the feeling effect motor control means (38). The resistance value is reduced. As the resistance value decreases in this manner, the impedance of the operation feeling generating circuit (27) decreases, and the rotational resistance of the feeling effect electric motor (21) increases.

  Therefore, even when the driver depresses the brake pedal (1) slowly, the operation feeling becomes very heavy and the driver can recognize that some abnormality has occurred in the vehicle. When no abnormality is detected, the resistance value is not changed, and the driver can obtain a normal operation feeling corresponding to the operation speed of the brake pedal (1).

  In the first embodiment, the brake pedal operation amount detection device (40) is provided, the brake pedal operation amount detection device (40) detects the operation amount of the brake pedal (1), and the caliper is based on the operation amount. However, in the other different fourth and fifth embodiments, the brake pedal operation amount detection device (40) is not provided, and the operation amount of the brake pedal (1) is determined. It is possible to detect. The method uses the induced electromotive force generated between the terminals of the feeling effect electric motor (21) when the feeling effect electric motor (21) rotates as the brake pedal (1) moves. Thus, the operation amount of the brake pedal (1) is calculated.

  The calculation method is generated between the terminals in the fourth embodiment by using a brush-type feeling production electric motor (21) and rotating the motor shaft of the feeling production electric motor (21). The induced electromotive force has a waveform as shown in the graph (a) of FIG. This waveform is regarded as a pulse, converted into a pulse waveform as shown in graph (b) of FIG. 8, and the number of pulse waveforms is counted. The operation amount L of the brake pedal (1) can be calculated by the following mathematical formula.

  L = a × N

  In the above equation, a is an operation amount per pulse, which is measured in advance at the time of manufacture of the vehicle and stored in the feeling effect motor control means (38). N is the number of pulse waveforms counted above.

  Further, in the fifth embodiment, a brushless feeling electric motor (21) is used. When the brushless feeling effect electric motor (21) rotates, the built-in encoder outputs pulses as shown in the graph of FIG. 9 to the feeling effect motor control means (38) according to the rotation of the shaft. Based on this output data, the operation amount of the brake pedal (1) is calculated by multiplying the operation amount (a) per pulse by the number of pulse waveforms (N) using the same mathematical formula as in the fourth embodiment. Can do.

  As described above, in the fourth and fifth embodiments, the operation amount of the brake pedal (1) is calculated based on the pulse waveform of the feeling effect electric motor (21), so that no operation amount detection sensor or the like is required. The number of parts of the entire vehicle brake hydraulic pressure control device can be reduced and the configuration can be simplified.

  In the first to fifth embodiments, the operation feeling generating circuit (27) and the motor driving circuit (28) can be connected to the feeling effect electric motor (21). Without providing the electric circuit (26) as described above in the electric motor (21) for production, the operation of the electric motor (21) for feeling production is controlled by the amount of current flowing through the electric motor (21) for feeling production. Yes. The vehicular brake hydraulic pressure control apparatus according to the sixth embodiment has the same configuration as that of the first embodiment as shown in FIGS.

  First, the first control is performed when all systems operate normally. That is, as shown in FIG. 1, the first solenoid valve (12) and the second solenoid valve (13) are closed, and a current is passed through the feeling production electric motor (21), whereby the ball screw (20). Rotate.

  Then, by the rotation of the ball screw (20), a thrust in the liquid chamber (16) direction is applied to the stroke simulator piston (17) in the stroke simulator (15) via the ball screw nut (18). When the brake pedal is depressed, a reaction force is applied to the brake pedal (1). Further, when a current is applied to the feeling effect electric motor (21) as described above, the brake pedal (1) is depressed by changing the amount of current and changing the magnitude of the thrust of the stroke simulator piston (17). A reaction force according to the amount can be applied.

  In addition, when an abnormality occurs in any part of the system, the second control is performed. That is, in the second control in the present embodiment, the electric current is supplied to the feeling production electric motor (21), and the rotation of the ball screw (20) is stopped to cause the brake pedal (1) to be depressed. The brake fluid cannot move into the fluid chamber (16) of the stroke simulator (15).

  Therefore, since the sliding of the stroke simulator piston (17) in the stroke simulator (15) becomes impossible, the useless pedal stroke caused by the sliding of the stroke simulator piston (17) can be prevented. Further, during the second control, as in the first embodiment, as shown in FIG. 4, the first electromagnetic valve (12) and the second electromagnetic valve (13) are opened. Therefore, the hydraulic pressure generated from the master cylinder (5) when the brake pedal (1) is depressed can be transmitted to each caliper (23) via the first solenoid valve (12) and the second solenoid valve (13). Therefore, it is possible to reliably brake the vehicle.

  Also in the present embodiment, the first control and the second control can be switched according to the system status, so that one device can be optimally used according to the overall brake system status. Control can be performed.

  In the first embodiment, a ball screw mechanism is used in which the ball screw nut (18) screwed to the ball screw (20) is rotatable by receiving the thrust of the ball screw (20). In the seventh embodiment, a ball screw mechanism is used in which the ball screw nut (18) does not rotate even when thrust of the ball screw (20) is received. The vehicular brake hydraulic pressure control apparatus according to the seventh embodiment has the same configuration as that of the first embodiment as shown in FIG.

  The seventh embodiment will be described in detail. When the entire system of the entire apparatus of the seventh embodiment operates normally, the first control is performed as in the first embodiment. That is, the first solenoid valve (12) and the second solenoid valve (13) are closed, and in the first supply pipe (10) and the second supply pipe (11), the master cylinder (5) and the brake fluid pressure control unit. Stop the flow of brake fluid to (3). Therefore, when the brake pedal is depressed, the brake fluid moves toward the third supply pipe (14) and reaches the liquid chamber (16) of the stroke simulator (15). And the thrust to the depression direction of a brake pedal (1) is added to the ball screw (20) side via the stroke simulator piston (17) by the hydraulic pressure in this liquid chamber (16).

  Here, in the present embodiment, as described above, a ball screw mechanism is used in which the ball screw nut (18) does not rotate even when the thrust of the ball screw (20) is received. The screw nut (18) cannot be rotated. Therefore, a current is directly applied to the feeling production electric motor (21), and the ball screw nut (18) is rotated by the feeling production electric motor (21), whereby the ball screw (20) is moved to the brake pedal (1). ) It is possible to produce an operational feeling by moving it in the stepping direction.

  Even in the seventh embodiment, when all the systems are normal, by depressing the brake pedal (1), the operation feeling is produced as described above and the brake fluid pressure is generated. However, the brake fluid pressure generation path is the same as in the first embodiment.

  For example, if an abnormality occurs in any part of the system, the first solenoid valve (12) and the second solenoid valve (13) are opened as in the first embodiment. As a result, the master cylinder (5) can be directly operated in the depression direction of the brake pedal (1).

  At this time, the brake fluid in the second supply pipe (11) moves to the second solenoid valve (13) side, and also moves to the stroke simulator (15) side through the third supply pipe (14). A hydraulic pressure is generated in the chamber (16). Here, in the seventh embodiment, since a ball screw mechanism is used in which the ball screw nut (18) does not rotate even when the thrust of the ball screw (20) is received, liquid pressure is generated in the liquid chamber (16). Even so, the ball screw (20) does not move and remains stopped. Therefore, the stroke simulator piston (17) cannot slide, and it is possible to prevent a useless pedal stroke due to the movement of the ball screw (20).

  The brake fluid sent from the master cylinder (5) to the second supply pipe (11) by depressing the brake pedal (1) is supplied to the brake fluid pressure control unit (3) via the second electromagnetic valve (13). Move to the side. Therefore, even if any part of the system is lost, useless pedal stroke can be prevented and the master cylinder (5) can be quickly operated in the depression direction of the brake pedal (1).

  In addition, as described above, the first control and the second control can be switched according to the system status, so that the optimum control can be performed with one device according to the overall brake system status. Is possible.

In Examples 1-7 of this invention, the conceptual diagram of the brake hydraulic pressure control apparatus for vehicles at the time of a solenoid valve closing. The electric circuit figure at the time of the operation feeling generation circuit connection of the electric motor for feeling effects which shows Example 1. FIG. The electric circuit figure at the time of the motor drive circuit connection of the electric motor for feeling effects which shows Example 1. FIG. The conceptual diagram of the brake fluid pressure control apparatus for vehicles at the time of solenoid valve opening in Examples 1-7 of this invention. The electric circuit diagram which shows Example 2 of this invention. The electric circuit diagram which shows Example 3 of this invention. 10 is a control flowchart when an abnormality occurs in the third embodiment. In Example 4 of this invention, the graph which shows the waveform of the induced electromotive force which generate | occur | produces at the time of rotation of the electric motor for brush type feeling effects, and the graph which converted the waveform into the pulse waveform. In Example 5 of this invention, the graph which shows the pulse waveform output by an encoder at the time of rotation of the brushless type feeling production electric motor.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Brake pedal 3 Brake fluid pressure control part 5 Master cylinder 7 Master cylinder piston 15 Stroke simulator 17 Stroke simulator piston 21 Electric motor for feeling production 27 Operation feeling generation circuit 28 Motor drive circuit 31 Resistance 32 Coil 33 Capacitor 34 Battery 35 Motor Driver 38 Motor control means for feeling production 40 Brake pedal operation amount detection device

Claims (8)

  A brake pedal, a brake pedal operation amount detection device that detects an operation amount of the brake pedal, a wheel brake, and a master cylinder that generates a hydraulic pressure for operating the wheel brake by operating the brake pedal. , A pressure sensor for detecting the hydraulic pressure sent to the wheel brake, a brake hydraulic pressure control unit for adjusting the brake hydraulic pressure, and a stroke simulator piston, and adjusting the hydraulic pressure from the master cylinder connected to the brake pedal A stroke simulator, a switching valve interposed between the master cylinder and the brake fluid pressure control unit, and a feeling production electric motor that produces a reaction feeling by connecting to a stroke simulator piston of the stroke simulator. Rotate the electric motor for feeling production By applying the reaction force to the brake pedal via the stroke simulator and giving a feeling of reaction force to the operation feeling, and switching the switching valve, the brake fluid is depressed from the master cylinder by depressing the brake pedal. A vehicular brake hydraulic pressure control device capable of switching between a second control for braking the vehicle by generating a pressure and supplying the hydraulic pressure to a wheel brake.   2. The vehicle according to claim 1, wherein the brake fluid pressure control unit is connected to a feeling effect motor control means for detecting the operation amount of the brake pedal and controlling the driving of the feeling effect electric motor. Brake fluid pressure control device.   The electric motor for feeling production is characterized in that an operation feeling generating circuit comprising a resistor (R), a coil (L), and a capacitor (C) can be connected in parallel. Brake fluid pressure control device for vehicles.   4. The brake hydraulic pressure control device for a vehicle according to claim 1, wherein the electric motor for feeling production is capable of connecting a motor drive circuit comprising a battery and a motor driver.   5. The vehicle brake hydraulic pressure according to claim 1, wherein the electric motor for feeling production imparts thrust in a direction in which the stroke simulator piston of the stroke simulator does not slide during the second control. Control device.   4. The vehicle brake hydraulic pressure control device according to claim 3, wherein the resistance of the operation feeling generating circuit is a variable resistance, and the resistance value can be changed.   The vehicular brake hydraulic pressure control device according to claim 6, wherein the variable resistance is manually changed by a switching means.   7. The vehicular brake hydraulic pressure control device according to claim 6, wherein the variable resistance is varied by a feeling control motor control means.

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