WO2008056741A1 - Braking device for vehicle - Google Patents

Abstract

A braking device for a vehicle comprises a master cylinder (11) in which an input piston (13) and a pressuring piston (14) are movably supported in a cylinder (12) and a front pressure chamber (R1) and a rear pressure chamber (R2) are divided. The high-pressure supply pipe (41) of an accumulator (40) is connected to wheel cylinders (28FR, 28RR, 28RL) through hydraulic supply pipes (42a, 42c, 42d), and connected to a rear pressure chamber (R2) through a hydraulic supply pipe (42b) and a second hydraulic pipe (34). Pressure-increasing valves (43a, 43b, 43c, 43d) and pressure-reducing valves (46a, 46b, 46c, 46d) areinstalled in the hydraulic supply pipes (42a, 42b, 42c, 42d), respectively. A wheel cylinder (28FR) is connected to the front pressure chamber (R1) through a first hydraulic pipe (31). A selector valve (47) is installed in a connection pipe (48) for connecting the first hydraulic pipe (31) to the hydraulic supply pipe (42a).

Description

 Specification

 Braking device for vehicle

 Technical field

 The present invention relates to a vehicle braking device that electronically controls a braking force applied to a vehicle in response to an occupant's braking operation.

 Background art

 [0002] As a braking device for a vehicle, the braking force of the braking device, that is, the hydraulic pressure supplied to the wheel cylinder that drives the braking device is electrically controlled with respect to the braking operation force and the operation amount input from the brake pedal. As an electronically controlled braking device, ECB (Electronically Controlled Brake) is known which controls the braking force by the hydraulic pressure stored in the accumulator.

 [0003] This ECB stores hydraulic pressure boosted by a pump in an accumulator, and controls the pressure according to a driver's braking request and supplies it to a wheel cylinder as a braking device. In other words, when the driver operates the brake pedal, the master cylinder generates hydraulic pressure according to the amount of operation, and part of the hydraulic fluid flows into the stroke simulator, and the brake pedal according to the depression force (operating force) of the brake pedal. The brake ECU sets the target deceleration of the vehicle according to the pedal stroke, determines the braking force distribution to be applied to each wheel, and determines the predetermined hydraulic pressure from the accumulator to each wheel cylinder. Let's give it.

 [0004] In the ECB described above, an appropriate braking hydraulic pressure is set according to the brake operation input from the brake pedal, and the appropriate hydraulic pressure is supplied from the accumulator to each wheel cylinder, thereby electrically increasing the braking force. Therefore, when the power supply unit fails, it is not possible to supply the proper hydraulic pressure to the wheel cylinder. Therefore, a master cut valve is provided between the master cylinder and each wheel cylinder, and when the power supply unit fails, this master cut valve is opened and the pressure from the master cylinder is directly applied to the wheel cylinder. The braking force is secured.

[0005] Such a vehicle brake system is described, for example, in Patent Document 1 shown below. There is something

[0006] Patent Document 1: Japanese Patent Laid-Open No. 2001-225739

 Disclosure of the invention

 Problems to be solved by the invention

[0007] By the way, in this ECB, when the wheel cylinders of the four front and rear wheels are individually pressurized so that the braking force of the four wheels can be controlled independently, there is a pressure line force system. This necessitates two systems of master cut valves, resulting in a complicated structure and increased manufacturing costs. In addition, it is necessary to respond to changes in the specifications due to the control pressure difference between the left and right wheel cylinders in the assist control by the backup system, power outlet, and booster booster in the event of a power supply failure, which also complicates the structure. Increase manufacturing costs.

 [0008] The present invention is intended to solve such a problem, and can simplify the structure and reduce the cost, and can provide an appropriate braking force even when the power supply device fails. Means for Solving the Problems with the Purpose of Providing a Vehicle Braking Device that Improves Reliability and Safety

 [0009] In order to solve the above-described problems and achieve the object, the vehicle braking device of the present invention includes an operation member that is braked by an occupant and a drive piston that is movably supported in the cylinder. The front pressure chamber and the rear pressure chamber are partitioned, and the driving piston is moved by the operating member, and a master cylinder capable of outputting the hydraulic pressure of the front pressure chamber is input to the driving piston from the operating member. Control pressure setting means for setting a target control pressure according to the operating force to be operated, a hydraulic pressure supply source, first and second wheel cylinders connected to the front pressure chamber to generate braking force on the wheels, and the target A first pressure control valve capable of adjusting the hydraulic pressure from the hydraulic pressure supply source based on the control pressure and outputting the pressure to the first wheel cylinder; and the hydraulic pressure from the hydraulic pressure supply source based on the target control pressure. Pressurize Serial and second pressure control valve that can be output to the rear pressure chamber, is characterized in that the said first wheel cylinder and the second wheel silicon Sunda equipped with a communication and blockable switching valve.

[0010] In the vehicle braking device of the present invention, the first and second wheel cylinders are arranged on the left and right sides of the front wheels. It is a wheel cylinder that generates a braking force to the wheel.

[0011] In the vehicle braking device of the present invention, the hydraulic pressure supply source includes an accumulator.

 [0012] In the vehicle braking device of the present invention, the hydraulic pressure supply is based on the third and fourth wheel cylinders that are connected to the hydraulic pressure supply source and generate braking force on the left and right wheels of the rear wheel, and the target control pressure. A third and fourth pressure control valve capable of adjusting the hydraulic pressure from the power source and outputting it to the third and fourth wheel cylinders is provided.

 In the vehicle braking device of the present invention, the drive piston has an input piston and a pressure piston arranged in series in a cylinder, and an operation force of the operation member can be input to the input piston. In addition, the front pressure chamber is defined in front of the pressurizing piston, and the rear pressure chamber is defined between the input piston and the pressurizing piston.

 [0014] In the vehicle braking device of the present invention, a power separation mechanism is provided in series with the first pressure control valve in a hydraulic line capable of regulating the hydraulic pressure from the hydraulic pressure supply source and outputting the hydraulic pressure to the first wheel cylinder. It is characterized by being established!

[0015] In the vehicle braking device of the present invention, a connection line that bypasses the power separation mechanism and connects the first wheel cylinder and the second wheel cylinder is provided, and the switching valve is provided in the connection line. It is characterized by that.

In the vehicle braking device of the present invention, the switching valve can communicate and block the first wheel cylinder and the second wheel cylinder according to the hydraulic pressure regulated by the first pressure control valve. It is characterized by being.

[0017] In the vehicle braking device of the present invention, the switching valve is capable of communicating and blocking the first wheel cylinder and the second wheel cylinder according to a hydraulic pressure acting on a power separation mechanism. Yes.

[0018] In the vehicle braking device of the present invention, after the pre-hydraulic pressure is applied to the power separation mechanism by the first pressure control valve, the communication between the first wheel cylinder and the second wheel cylinder is interrupted. The hydraulic pressure from the hydraulic pressure supply source is regulated by the first pressure control valve and the second pressure control valve V based on the target control pressure. [0019] In the vehicle braking device of the present invention, the switching valve shuts off the first wheel cylinder and the second wheel cylinder when energized, so that either of the! When the one control pressure is lower than the target control pressure by a predetermined value or more, the first wheel cylinder and the second wheel cylinder are communicated by the switching valve.

 In the vehicle braking device of the present invention, when the control pressure of both the first and second wheel cylinders is lower than the target control pressure by a predetermined value or more, the first wheel is controlled by the switching valve. The cylinder and the second wheel cylinder are shut off.

Yes

 The invention's effect

 According to the vehicle braking device of the present invention, the driving piston is movably supported in the cylinder so that the front pressure chamber and the rear pressure chamber are partitioned, and the driving piston is moved by the operation member. A master cylinder capable of outputting the hydraulic pressure of the front pressure chamber is provided, and the first and second wheel cylinders that generate braking force on the wheels are connected to the front pressure chamber, and the hydraulic pressure supply source is connected based on the target control pressure. A first pressure control valve that regulates the hydraulic pressure and outputs it to the first wheel cylinder, and a second pressure control that regulates the hydraulic pressure from the hydraulic supply source and outputs it to the rear pressure chamber based on the target control pressure And a switching valve capable of communicating and shutting off the first wheel cylinder and the second wheel cylinder.

[0022] Therefore, when the power supply device is normal, the first wheel cylinder and the second wheel cylinder are cut off by the switching valve, and the first pressure control valve is disconnected from the hydraulic supply source based on the target control pressure. The second pressure control valve regulates the hydraulic pressure from the hydraulic supply source based on the target control pressure and outputs it to the rear pressure chamber to assist the pressurizing piston. By outputting the hydraulic pressure in the front pressure chamber to the second wheel cylinder, the wheel cylinder can apply an appropriate braking force to the wheel. On the other hand, when the power supply unit fails, the switching valve The first wheel cylinder and the second wheel cylinder are in communication with each other, and the hydraulic pressure generated by pressurizing the front pressurizing chamber by the movement of the drive piston by the operation of the operating member causes the first and second wheel series to move. Output to the wheel, the wheel cylinder can apply an appropriate braking force to the wheel, which is always appropriate. By ensuring a positive braking force, reliability and safety can be improved, and the structure can be simplified and the cost can be reduced.

 Brief Description of Drawings

 FIG. 1 is a schematic configuration diagram showing a vehicle braking apparatus according to Embodiment 1 of the present invention.

 FIG. 2 is a schematic configuration diagram illustrating a vehicle braking device according to a second embodiment of the present invention.

 FIG. 3 is a flowchart showing braking force control in the vehicle braking apparatus according to Embodiment 3 of the present invention.

 FIG. 4 is a schematic configuration diagram showing a vehicle braking apparatus according to Embodiment 4 of the present invention.

 FIG. 5 is a schematic configuration diagram showing a vehicle braking apparatus according to Embodiment 5 of the present invention.

 FIG. 6 is a flow chart showing automatic braking force control in the vehicle braking apparatus of the fifth embodiment.

 Explanation of symbols

[0024] 11 Master cylinder

 12 cylinders

 13 Input piston

 14 Pressurized piston

 15 Brake pedal (operating member)

 20 Operation rod

 25 Anti-spring

 26 Biasing spring

 28FR, 28FL, 28RR, 28RL Hoinore cylinder

 29 ABS

 31 1st hydraulic piping

 34 Second hydraulic piping

 35 Hydraulic pump (Hydraulic supply source)

 38 Reservoir tank

 40 Accumulator (hydraulic supply source)

41 High pressure supply piping 43a, 43b, 43c, 43d Booster regulator (pressure control valve)

 45 3rd hydraulic piping

 46a, 46b, 46c, 46d Pressure reducing valve (pressure control valve)

 47, 81 selector valve

 48 Connection piping (Connection line)

 54 Stroke simulator

 56 On-off valve

 61 Electronic control unit, ECU (Control pressure setting means)

 62 Stroke sensor

 63 pedal force sensor

 64 1st pressure sensor

 65 Second pressure sensor

 66 Third pressure sensor

 67 4th pressure sensor

 68, 69 Pressure sensor

 71 Power separation mechanism

 91 Power separation switching valve

 R Front pressure chamber

 1

 R Back pressure chamber

 2

 R Circulation pressure chamber

 Three

 R reaction chamber

 Four

 BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, embodiments of a vehicle braking device according to the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this Example.

 Example 1

 FIG. 1 is a schematic configuration diagram showing a vehicle braking device according to Embodiment 1 of the present invention.

In the vehicular braking apparatus according to the first embodiment, as shown in FIG. 1, the master cylinder 11 includes a cylinder 12 in which an input piston 13 and a pressure piston 14 as drive pistons move in the axial direction. It is configured to be supported. The cylinder 12 has a cylindrical shape with an open base end and a closed end, and an input piston 13 and a pressure piston 14 are coaxially arranged inside and supported so as to be movable in the axial direction. ing.

 [0028] Further, the brake pedal 15 as an operation member is supported at its upper end portion by a support shaft 16 so as to be rotatable on a mounting bracket of a vehicle body (not shown), and a pedal 17 which can be operated by the driver at the lower end portion. Is installed. The brake pedal 15 has a clevis 19 attached to an intermediate portion by a connecting shaft 18, and the base end portion of the operation rod 20 is connected to the clevis 19. The input piston 13 disposed on the base end side of the cylinder 12 is connected to the base end of the operation rod 20 of the brake pedal 15.

 Further, the input piston 13 is movably supported by the inner peripheral surfaces of the front and rear support members 21 and 22 having a cylindrical shape whose outer peripheral surface is fixed by being press-fitted or screwed into the inner peripheral surface of the cylinder 12. In addition, a disk-shaped flange portion 23 is supported on the inner peripheral surface of the cylinder 12 so as to be movable. The movement of the input piston 13 is restricted by the flange portion 23 coming into contact with the support members 21 and 22, and the input piston 13 is stretched between the support member 22 and the bracket 24 of the brake pedal 15. The flange portion 23 is biased and supported at a position where it comes into contact with the support member 22 by the anti-spring 25.

 [0030] The pressurizing piston 14 disposed on the distal end side of the cylinder 12 has a U-shaped cross section, and an outer peripheral surface is movably supported on the inner peripheral surface of the cylinder 12. The pressure piston 14 has its front and rear end surfaces in contact with the cylinder 12 and the support member 21 so that the movement stroke thereof is restricted, and the pressure piston 14 is biased by a biasing spring 26 stretched between the cylinder 12 and the pressure piston 14. 14 is urged and supported at a position where it contacts the support member 21. In this case, the distal end surface of the input piston 13 and the proximal end surface of the pressurizing piston 14 are spaced apart by a predetermined interval (stroke) S.

 0

 Is held in a state.

 Accordingly, when the driver depresses the pedal 17 and the brake pedal 15 rotates, the operating force is transmitted to the input piston 13 via the operating rod 20, and the input piston 13 is connected to the anti-spring 25. It can move forward against the urging force, and when the input piston 13 moves forward by a predetermined stroke, it can abut against the pressurizing piston 14 and push it forward.

0

It is possible. [0032] In this way, the input piston 13 and the pressurizing piston 14 are arranged coaxially in the cylinder 12 so as to be movable coaxially, so that the front pressure chamber is moved forward in the pressurizing piston 14 (leftward in FIG. 1). R is demarcated and retracted in the pressure piston 14 (to the right in Fig. 1), that is, the input piston

1

 A rear pressure chamber R is defined between the piston 13 and the pressurizing piston 14, and the retreating direction of the input piston 13 (rightward in FIG. 1), that is, the circulating pressure chamber R between the input piston 13 and the support member 22 is defined. Is partitioned. In addition, a reaction between the support member 21 and the flange portion 23 of the input piston 13 occurs.

Three

 A force chamber R is formed. The rear pressure chamber R and the circulation pressure chamber R are connected to the input piston.

4 2 3

 The communication path 27 formed in 13 communicates.

[0033] On the other hand, the front wheels FR, FL and rear wheels RR, RL are equipped with wheel cylinders 28FR, 28FL, 28RR, 28RL, respectively, for operating the brake device (braking device), and ABS (Antilock Brake System) It can be operated by 29. In this embodiment, the wheel cylinders 28FR and 28FL of the front wheels FR and FL correspond to the first and second wheel cylinders of the present invention, and the wheel cylinders 28RR and 28RL of the rear wheels RR and RL are the third and fourth of the invention. Applies to wheel cylinders.

 That is, the first pressure port 30 communicating with the front pressure chamber R of the master cylinder 11 has a first oil

 1

 One end of the pressure pipe 31 is connected, and the other end of the first hydraulic pipe 31 is connected to the wheel cylinder 28FL of the front wheel FL. Further, one end of the second hydraulic pipe 34 is connected to the second pressure port 33 that communicates with the rear pressure chamber R of the master cylinder 11 via the annular connecting passage 32.

 The hydraulic pump 35 can be driven by a motor 36 and is connected to the reservoir tank 38 via a pipe 37 and is connected to an accumulator 40 via a pipe 39. Therefore, when the motor 36 is driven, the hydraulic pump 35 can supply the hydraulic oil stored in the reservoir tank 38 to the accumulator 40 to increase the pressure, and the accumulator 40 can accumulate a predetermined hydraulic pressure. In this embodiment, a hydraulic pressure supply source is constituted by the hydraulic pump 35 and the accumulator 40, and V.

[0036] The accumulator 40 is connected to the base end of the high-pressure supply pipe 41, and the tip of the high-pressure supply pipe 41 is branched into four hydraulic supply pipes 42a, 42b, 42c, and 42d. The tip of the pressure supply pipe 42a is connected to the wheel cylinder 28FR of the front wheel FR. The front end of the supply pipe 42c is connected to the wheel cylinder 28RR of the rear wheel RR, and the front end of the fourth hydraulic supply pipe 42d is connected to the wheel cylinder 28RL of the rear wheel RL! Each of the hydraulic pressure supply pipes 42a, 42b, 42c, 42d is provided with one electromagnetic pressure booster valve 43a, 43b, 43c, 43 (one pressure booster valve 43a, 43b, 43c, 43d). Is a normally open type electromagnetic on-off valve that closes when power is supplied.

[0037] In addition, hydraulic discharge pipes 44a, 44b, 44c, 44d are connected to the downstream side of the pressure increasing valves 43a, 43b, 43c, 43d in the hydraulic supply self-pipes 42a, 42b, 42c, 42d. The hydraulic discharge pipes 44 a, 44 b, 44 c, 44 d are assembled and connected to the pipe 37 via the third hydraulic pipe 45. In addition, electromagnetic pressure reducing valves 46a, 46b, 46c, and 46d are arranged in the respective hydraulic output self-tubes 44a, 44b, 44c, and 44d, respectively. Also, the other end of the second hydraulic pipe 3 4 whose one end communicates with the rear pressure chamber R of the master cylinder 11 via the second pressure port 33 and the connecting passage 32 is the hydraulic supply pipe 42b and the hydraulic discharge pipe 44b. Is connected to a pipe between the second pressure increasing valve 43b and the second pressure reducing valve 46b. The pressure reducing valves 46a, 46b, 46c, and 46d are normally closed electromagnetic on / off valves that are opened when power is supplied.

 [0038] In addition, a switching valve 47 that enables communication between and disconnection of the wheel cylinder 28FR and the wheel cylinder 28FL in the front wheel FR is connected to the connection pipe 48 that connects the first hydraulic pipe 31 and the first hydraulic supply pipe 42a. Has been placed. This switching valve 47 is a normally open type electromagnetic on-off valve that closes when power is supplied.

 In this embodiment, the first pressure increasing valve 43a and the first pressure reducing valve 46a constitute the first pressure control valve of the present invention, and the hydraulic pressure from the accumulator 40 is regulated and output to the wheel cylinder 28 FR of the front wheel FR. It is possible. The second pressure increasing valve 43b and the second pressure reducing valve 46b constitute the second pressure control valve according to the present invention. The hydraulic pressure from the accumulator 40 is adjusted to adjust the rear pressure of the master cylinder 11 via the second hydraulic pipe 34. It can output to the chamber R, and assists the caloric pressure piston 14 to transfer the hydraulic pressure in the front pressure chamber R via the first hydraulic pipe 31 to the front wheel FL.

 1

Output to the wheel cylinder 28FL. Further, the third pressure increasing valve 43c and the third pressure reducing valve 46c constitute the third pressure control valve of the present invention, which can adjust the hydraulic pressure from the accumulator 40 and output it to the wheel cylinder 28RR of the rear wheel RR. The fourth booster valve The fourth pressure control valve of the present invention is constituted by 43d and the fourth pressure reducing valve 46d, and the hydraulic pressure from the accumulator 40 can be regulated and output to the wheel cylinder 28RL of the rear wheel RL.

In addition, auxiliary ports 49 and 50 are provided in the front pressure chamber R of the master cylinder 11 with the cylinder 12 and

 1

 The auxiliary port 49, 50 is connected to the reservoir tank 38 via a hydraulic pipe 51.

[0041] Further, the cylinder 12 of the master cylinder 11 has a reaction force port 52 communicating with the reaction force chamber R.

 Four

 The reaction force port 52 and the pipe 37 communicating with the reservoir tank 38 are connected by a connecting pipe 53, and a stroke simulator 54 is disposed in the connecting pipe 53. This stroke simulator 54 generates a pedal stroke according to the amount of operation of the brake pedal 15 by the driver, and adds the reaction force chamber R of the master cylinder 11.

 By applying 4 pressures, an operational reaction force can be applied to the driver via the brake pedal 15. A bypass pipe 55 that bypasses the stroke simulator 54 is provided between the connecting pipe 53 and the pipe 37, and an open / close valve 56 is disposed in the bypass pipe 55. The on-off valve 56 is a normally open type electromagnetic on-off valve that is closed when power is supplied.

 [0042] It should be noted that an O-ring 57 and a one-way seal 58 are attached to the main parts of the cylinder 12, the input piston 13, the pressurizing piston 14, and the like to prevent hydraulic leakage. .

 [0043] In the vehicle braking device of the present embodiment configured as described above, the electronic control unit (ECU) 61 responds to the operating force (pedal pedaling force) input from the brake pedal 15 to the input piston 13. Each wheel cylinder 28FR via ABS29 by controlling the pressure increasing valves 43a, 43c, 43d and pressure reducing valves 46a, 46c, 46d based on the set target control pressure. , 28RR, 28RL and the second pressure increasing valve 43b and the second pressure reducing valve 46b are controlled to apply the control pressure to the rear pressure chamber R of the master cylinder 11 to Assist, output braking hydraulic pressure from the front pressure chamber R, ABS29

 1

 It is applied to the wheel cylinder 28FL through the brake to apply braking force to the front wheels FR, FL and rear wheels RR, RL.

[0044] That is, the brake pedal 15 detects the pedal stroke Sp of the brake pedal 15. A stroke sensor 6 ² to output, depression sensor 63 which detects have been found providing the pedal effort Fp, which transmit the results of detection to the ECU 61. Further, the first hydraulic pressure supply pipe 42a is provided with a first pressure sensor 64 for detecting the hydraulic pressure, and this first pressure sensor 64 detects the control pressure P supplied to the wheel cylinder 28FR of the front wheel FR. The detection result is ECU6

 1

 Output to 1. The first hydraulic pipe 31 is provided with a second pressure sensor 65 for detecting the hydraulic pressure. The second pressure sensor 65 is connected to the front wheel F from the front pressure chamber R of the master cylinder 11.

 1

 The control pressure P supplied to the wheel cylinder 28FL of L is detected and the detection result is output to the ECU 61. Further, the third and fourth hydraulic pressure supply pipes 42c and 42d are provided with third and fourth pressure sensors 66 and 67 for detecting the hydraulic pressure, and the third and fourth pressure sensors 66 and 67 are provided on the rear side. Detects control pressures P and P supplied to wheel cylinders 28RR and 28RL of wheels RR and RL.

 3 4

 Output the result to ECU61!

[0045] Further, a pressure sensor 68 for detecting oil pressure is provided in the high pressure supply pipe 41 leading to the 7 "accumulator 40 force and the respective hydraulic supply self-pipes 42a, 42b, 42c, 42d. The sensor 68 detects the hydraulic pressure P accumulated in the accumulator 40 and outputs the detection result to the ECU 61.

 h

 ing. In this case, when the hydraulic pressure P accumulated in the accumulator 40 detected by the pressure sensor 68 is lower than a preset pressure, the ECU 61 drives the motor 36 to

 h

 By actuating step 35, the accumulator 40 accumulates pressure. Further, a pressure sensor 69 for detecting hydraulic pressure is provided between the reaction force port 52 and the stroke simulator 54 in the connecting pipe 53. The pressure sensor 69 detects the reaction force hydraulic pressure P acting on the reaction force chamber R by the stroke simulator 54, and outputs the detection result to the ECU 61. Also before

4 r

 The wheel speed sensor 70 is provided for each of the wheels FR and FL and the rear wheels RR and RL, and the detected wheel speed is output to the ECU 61! /.

Accordingly, the ECU 61 determines that the pedal effort Fp of the brake pedal 15 detected by the pedal effort sensor 63

 (Or pedal stroke Sp detected by stroke sensor 62)

Set P and control booster valves 43a, 43b, 43c, 43d and pressure-reducing valves 46a, 46b, 46c, 46d τ

 On the other hand, the control pressures Ρ, Ρ, Ρ, Ρ detected by the pressure sensors 64, 65, 66, 67 are fed.

 1 2 3 4

 The target control pressure Ρ and the control pressures Ρ, Ρ, Ρ, Ρ are controlled to match. This

 Τ 1 2 3 4

At this time, the ECU 61 increases and decreases the pressure increasing valves 43a, 43b, 43c, 43d and the pressure reducing valves according to the running state of the vehicle. By controlling the pressure valves 46a, 46b, 46c, 46d individually, each wheel cylinder 28FR, 28 FL, 28RR, 28RL is pressurized independently and the front wheels FR, FL and rear wheels RR, RL are controlled. The power is adjusted.

 [0047] The reaction force applied to the brake pedal 15 at this time is an added value of the spring force by the reaction force spring 25 and the reaction force hydraulic pressure Ρ acting on the reaction force chamber R. In this case, the spring force

 4 r

 Is a constant value determined by the specifications of the spring, and the reaction force hydraulic pressure P is set by the stroke simulator 54.

[0048] The braking force control by the vehicle braking device of the present embodiment will be described in detail. When an occupant steps on the brake pedal 15, the input piston 13 moves forward by the operation force, and a predetermined stroke S is maintained. As the pressure piston 14 moves forward, the hydraulic pressure in the rear pressure chamber R

 0 2

 It will flow to the circulating pressure chamber R through the passage 27, and the input piston 13 will be free.

 Three

 Thus, the hydraulic pressure in the rear pressure chamber R does not act as a reaction force against the brake pedal 15 via the input piston 13.

[0049] Then, the pedal effort sensor 63 detects the pedal effort Fp, and the ECU 61 sets the target control pressure P based on the pedal effort Fp. The ECU 61 is based on this target control pressure P.

 T T

 Therefore, the pressure control valves 43a, 43b, 43c, 43d and the pressure reducing valves 46a, 46b, 46c, 46d are controlled, and the brake hydraulic pressure of each wheel cylinder 28FR, 28FL, 28RR, 28RL of the front wheels FR, FL and rear wheels RR, RL is controlled. To control.

 That is, when the power supply system is operating normally, the connection pipe 48 is closed by the switching valve 47 and the bypass pipe 55 is closed by the on-off valve 56. Therefore, the ECU 61 controls the first pressure increasing valve 43a and the first pressure reducing valve 46a based on the target control pressure P, so that

 The hydraulic pressure from the accumulator 40 is increased or decreased and output to the wheel cylinder 28FR of the front wheel FR, and the control pressure P detected by the first pressure sensor 64 is fed back. Ma

 1

 The ECU 61 controls the second pressure increasing valve 43b and the second pressure reducing valve 46b based on the target control pressure P.

 T

By controlling the pressure, the hydraulic pressure from the accumulator 40 is increased or decreased and output to the rear pressure chamber R of the master cylinder 11 through the second hydraulic pipe 34. Then, in this master cylinder 11, the pressurizing piston 14 is assisted by pressurizing or depressurizing the rear pressure chamber R, pressurizing the front pressure chamber R, and supplying the hydraulic pressure through the first hydraulic pipe 31. Wheel Output to Linda 28FL and feed back the control pressure P ₂ detected by the second pressure sensor 65! /.

 Further, the ECU 61 determines whether the third and fourth pressure increasing valves 43c and 43d and the third and τ are based on the target control pressure P.

 By controlling the 4th pressure reducing valve 46c, 46d, the hydraulic pressure from the accumulator 40 is increased or reduced and output to the wheel cylinders 28RR, 28RL of the rear wheels RR, RL, as well as the 3rd, 4th pressure sensors. The control pressures P and P detected by 66 and 67 are fed back.

 3 4

 [0052] Therefore, the hydraulic pressure from the accumulator 40 is output to the wheel cylinders 28FR, 28RR, 28RL as the braking hydraulic pressure via the pressure-increasing valves 43a, 43c, 43d and the pressure-reducing valves 46a, 46c, 46d. The hydraulic pressure is output to the rear pressure chamber R of the master cylinder 11 via each pressure increasing valve 43b and the pressure reducing valve 46b, and the front pressure chamber R is pressurized by assisting the pressurizing piston 14, and the hydraulic pressure from the front pressure chamber R is increased. Through the first hydraulic pipe 31

 1 1

 It is output to the wheel cylinder 28FL as braking hydraulic pressure. For this reason, in ABS29, the hydraulic pressures of the front wheel FR, FL and rear wheel RR, RL wheel cylinders 28FR, 28FL, 28RR, 28RL are individually adjusted and applied, and the front wheels FR, FL and rear wheel RR are applied. , RL can generate a braking force according to the operating force of the passenger's brake pedal 15.

[0053] If the power supply system fails and fails, the booster valves 43a, 43b, 43c, 43d and the pressure reducers 46a, 46b, 46c, 46d can be The brake hydraulic pressure applied to each wheel cylinder 2 8FR, 28FL, 28RR, 28RL cannot be controlled to an appropriate hydraulic pressure. However, in this embodiment, the front pressure chamber R of the master cylinder 11 and the wheel cylinder

 1

 The 28FL is directly connected to the first hydraulic pipe 31, and a normally open switching valve 47 is provided on the connecting pipe 48 that connects the first hydraulic pipe 31 and the first hydraulic pressure supply pipe 42a.

 Therefore, when the power supply system fails, the connecting pipe 48 is opened by the switching valve 47, and the bypass pipe 55 is opened by the on-off valve 56. In this state, when the passenger steps on the brake pedal 15 When the input piston 13 moves forward by a predetermined stroke S by the operating force,

 0

The two pistons 13 and 14 move forward as a body in contact with the pressure piston 14. Then, the front pressure chamber R is pressurized, and the hydraulic pressure in the front pressure chamber R is discharged to the first hydraulic pipe 31. To do. Then, the hydraulic pressure discharged to the first hydraulic pipe 31 passes through the first hydraulic pipe 31 and is applied as a brake hydraulic pressure to the wheel cylinder 28FL of the front wheel FL, and also passes through the connecting pipe 48 and the first hydraulic supply pipe 42a. This is applied to the wheel cylinder 28FR of the front wheel FR as a braking hydraulic pressure, and a braking force corresponding to the operating force of the brake pedal 15 of the occupant can be generated on the front wheels FR and FL.

As described above, in the vehicle braking device of Embodiment 1, the front pressure chamber R and the rear pressure chamber R are supported in the cylinder 12 by movably supporting the input piston 13 and the pressurizing piston 14 in series.

 1 A master cylinder 11 that can output the hydraulic pressure of the front pressure chamber R via the pressurizing piston 14 by moving the input piston 13 by the brake pedal 15 and partitioning the input piston 13 is provided.

 1

 The high pressure supply pipe 41 of the integrator 40 is connected to the wheel cylinders 28FR, 28RR, 28RL via the hydraulic supply pipes 42a, 42c, 42d, and to the rear pressure chamber R via the hydraulic supply pipe 42b and the second hydraulic pipe 34. Pressure booster valves 43a, 43b, 43c, 43d and pressure reducing valves 46a, 46b, 46c, 46d are attached to the hydraulic pressure supply pipes 42a, 42b, 42c, 42d, and the first pressure pipe 31 is connected to the front pressure chamber R. Connect the wheel cylinder 28FL to the first hydraulic pipe 31

1

 A switching valve 47 is provided in a connecting pipe 48 that connects the hydraulic supply pipe 42a.

Therefore, when the power supply system is normal, the ECU 61 sets the target control pressure P according to the pedal depression force Fp.

 T

 Based on this target control pressure P, the pressure increasing valves 43a, 43c, 43d and the first pressure reducing valve 46a

 τ

 , 46c and 46d, the hydraulic pressure from the accumulator 40 is regulated and output to the wheel cylinder 28FR of the front wheel FR and the wheel cylinders 28RR and 28RL of the rear wheels RR and RL, and the second pressure increasing valve 43b and second By controlling the pressure reducing valve 46b, the hydraulic pressure from the accumulator 40 is regulated and output to the rear pressure chamber R through the second hydraulic pipe 34 to assist the pressurizing piston 14, and the hydraulic pressure that pressurizes the front pressure chamber R is adjusted. Front wheel FL through first hydraulic pipe 31

 1

 Output to the wheel cylinder 28FL, and by applying appropriate control pressure to the wheel cylinders 28FR, 28FL, 28RR, 28RL, the operating force of the occupant's brake pedal 15 is applied to the front wheels FR, FL and the rear wheels RR, RL. An appropriate braking force can be generated accordingly.

[0057] On the other hand, when the power supply system fails, the connecting pipe 48 that connects the first hydraulic pipe 31 and the hydraulic supply pipe 4 2a is opened by the switching valve 47, and the input piston is operated according to the operation of the brake pedal 15. 13 and pressurizing piston 14 move as a body and the front pressure chamber R is pressurized. The hydraulic pressure in the front pressure chamber R is transferred to the front wheel FL wheel cylinder 28 via the first hydraulic pipe 31.

 1

 In addition to the output to FL, the hydraulic pressure in the front pressure chamber R is the first hydraulic pipe 31, the connecting pipe 48, the first

 1

 1 The hydraulic pressure is output to the wheel cylinder 28FR of the front wheel FR via the hydraulic pressure supply pipe 42a, and the braking hydraulic pressure is applied to each wheel cylinder 28FR, 28FL, 28RR, 28RL, and the front wheels FR, FL and rear wheels RR, RL On the other hand, it is possible to generate an appropriate braking force according to the operating force of the occupant's brake pedal 15.

In this embodiment, the first hydraulic pipe 31 is connected to the front pressure chamber R of the master cylinder 11.

 1

 The front wheel FR wheel cylinder 28FR is connected, and the first hydraulic pipe 31 is connected to the hydraulic supply pipe 42a via the connection pipe 48a, and the front wheel FL wheel cylinder 28FL is connected to the hydraulic supply pipe 42a and connected. A normally open switching valve 47 is provided in the pipe 48. Therefore, with a simple configuration, it is possible to secure an appropriate braking hydraulic pressure when the power supply system is normal and when the power supply system fails, and it is possible to simplify the structure and reduce the cost.

 As described above, in this embodiment, when the power supply system is normal, the pressure is increased based on the target control pressure P.

 τ

 By unloading the valves 43a, 43c, 43d and the first pressure reducing valves 46a, 46c, 46d, it is possible to reliably generate hydraulic pressure according to the operation of the brake and rake pedal 15 by the passenger, while the power supply system is lost. In the event of a failure, the hydraulic pressure according to the operation of the brake pedal 15 by the occupant can be reliably generated by applying the static pressure of the master cylinder 11 directly to the wheel cylinders 28FR and 28FL, resulting in a simplified hydraulic path. As a result, the structure can be simplified and the manufacturing cost can be reduced. On the other hand, appropriate braking force control can be performed, and the reliability and safety can be improved.

 Example 2

 FIG. 2 is a schematic configuration diagram showing a vehicle braking device according to Embodiment 2 of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

In the vehicular braking apparatus of the second embodiment, as shown in FIG. 2, the master cylinder 11 includes a cylinder 12 in which an input piston 13 and a pressure piston 14 as drive pistons move in the axial direction. Supported and configured. The brake pedal 15 is connected via the operation rod 20. Connected to the input piston 13. The movement of the input piston 13 is regulated by the flange portion 23 coming into contact with the support members 21 and 22, and the anti-spring 25 is urged and supported by the anti-spring 25 at a position where the flange portion 23 comes into contact with the support member 22. ing. The pressure piston 14 has its front and rear end surfaces abutted against the cylinder 12 and the support member 21 to restrict the movement stroke thereof, and is urged and supported at a position where it abuts against the support member 21 by the urging spring 26. The input piston 13 and the pressurizing piston 14 have a predetermined interval (stroke) S.

 0 are held apart.

 [0062] Within the cylinder 12, a forward pressure chamber R is defined in the forward direction of the pressurizing piston 14 (leftward in Fig. 2), and the reverse direction of the pressurizing piston 14 (rightward in Fig. 2), that is, , Input pin

1

 A rear pressure chamber R is defined between the ston 13 and the pressurizing piston 14, and the retreating direction of the input piston 13 (to the right in FIG. 2), that is, the circulating pressure between the input piston 13 and the support member 22. Room R is partitioned. Also, between the support member 21 and the flange 23 of the input piston 13

Three

 Reaction force chamber R is formed. The rear pressure chamber R and the circulating pressure chamber R

 It is connected by a communication passage 27 formed in 4 2 3 13.

On the other hand, the front wheels FR and FL and the rear wheels RR and RL are provided with wheel cylinders 28FR, 28FL, 28RR and 28RL, which can be operated by ABS29. With this ABS29, the first hydraulic port is connected to the first pressure port 30 communicating with the front pressure chamber R of the master cylinder 11.

 1

 One end of 31 is connected, and the other end of the first hydraulic pipe 31 is connected to a wheel cylinder 28FL of the front wheel FL. In addition, one end of a second hydraulic pipe 34 is connected to the second pressure port 33 that communicates with the rear pressure chamber R of the master cylinder 11 via an annular connecting passage 32.

[0064] The accumulator 40 capable of accumulating the hydraulic pressure boosted by the hydraulic pump 35 is connected to four hydraulic supply pipes 42a, 42b, 42c, 42d via a high-pressure supply pipe 41, and the tip of the first hydraulic supply pipe 42a The power separation mechanism 71 is connected to the wheel cylinder 28FR of the front wheel FR by the first hydraulic transmission pipe 72, and the tip of the third hydraulic supply pipe 42c is the wheel cylinder 28RR of the rear wheel RR. The fourth hydraulic pressure supply pipe 42d is connected to the wheel cylinder 28RL of the rear wheel RL. Each hydraulic supply pipe 42 a, 42 b, 42 c, 42 d has a normally open type electromagnetic pressure increase valve 43 a, 43b, 43c, 43 (One is left alone.

 [0065] Further, hydraulic discharge pipes 44a, 44b, 44c, 44d are connected to the downstream side of the pressure increasing valves 43a, 43b, 43c, 43d in the respective hydraulic supply self-tubes 42a, 42b, 42c, 42d. The hydraulic discharge pipes 44 a, 44 b, 44 c, 44 d are assembled and connected to the pipe 37 via the third hydraulic pipe 45. Further, in each of the hydraulic outlet / outlet pipes 44a, 44b, 44c, 44d, normally-reduced electromagnetic pressure reducing valves 46a, 46b, 46c, 46d are respectively arranged. The other end of the second hydraulic pipe 34 is connected to a connecting part between the hydraulic supply pipe 42b and the hydraulic discharge pipe 44b, that is, a pipe between the second pressure increasing valve 43b and the second pressure reducing valve 46b.

 [0066] The power separation mechanism 71 described above separates the power of the hydraulic system on the master cylinder 11 side and the hydraulic system on the accumulator 40 side, so that when the power supply device fails, This prevents malfunction due to air contamination. That is, in the hollow cylinder 73, the power separating piston 74 is movably supported, and is urged and supported on one side by the urging spring 75, and the two pressure chambers R and R are partitioned. ing.

 11 12

 The first hydraulic pressure supply pipe 42a is connected to the input port 76 that communicates with the pressure chamber R.

 11

 On the other hand, a first hydraulic pressure transmission pipe 72 is connected to an output port 77 communicating with the pressure chamber R.

 12

 The cylinder 73 has an auxiliary port 78 communicating with the side surface of the power separating piston 74 and is connected to the reservoir tank 38 via an auxiliary pipe 79. One-way seals 80 are attached to both sides of the auxiliary port 78. This prevents the leakage of hydraulic pressure.

[0067] In addition, a switching valve 47 that allows the wheel cylinder 28FR and the wheel cylinder 28FL in the front wheel FR to communicate with and shut off from each other is connected to a connecting pipe 48 that connects the first hydraulic pipe 31 and the first hydraulic transmission pipe 72. Has been placed. This switching valve 47 is a normally open type electromagnetic on-off valve that closes when power is supplied. In this case, the connecting pipe 48 functions as a connecting line that bypasses the power separating mechanism 71 and connects the wheel cylinder 28FR and the wheel cylinder 28FL.

 [0068] Therefore, when the connecting pipe 48 is closed by the switching valve 47, the control pressure regulated by the first pressure increasing valve 43a and the first pressure reducing valve 46a is transmitted from the first hydraulic pressure supply pipe 42a to the power separation mechanism. It acts on the pressure chamber R from the input port 76 of 71 against the biasing force of the biasing spring 75.

 11

The pressure chamber R is pressurized by moving the power separation piston 74, and the first output port 77 It is output to the wheel cylinder 28FR via the hydraulic transmission pipe 72. On the other hand, when the connecting pipe 48 is opened by the switching valve 47, the pressure is discharged from the front pressure chamber R of the master cylinder 11.

 The control pressure thus obtained passes from the first hydraulic pipe 31 through the connecting pipe 48, bypasses the power separation mechanism 71, and is output to the wheel cylinder 28FR via the first hydraulic transmission pipe 72.

[0069] Further, in the front pressure chamber R of the master cylinder 11, auxiliary ports 49, 50 are connected to the cylinder 12 and

 1

 The auxiliary port 49, 50 is connected to the reservoir tank 38 via a hydraulic pipe 51. Further, the cylinder 12 of the master cylinder 11 is formed with a reaction force port 52 communicating with the reaction force chamber R. The reaction force port 52 and the piping 37

 Four

 A stroke simulator 54 is arranged in a connecting pipe 53 that connects the two. In addition, a bypass pipe 55 that bypasses the stroke simulator 54 is provided between the connecting pipe 53 and the pipe 37, and a normally open type electromagnetic on-off valve 56 is disposed in the bypass pipe 55. .

[0070] Incidentally, the brake pedal 15, a stroke sensor 6 ² that detects the pedal stroke Sp of the brake pedal 15, and pedal effort sensor 63 is provided to detect the pedal effort Fp, the detection results to the ECU61 Output. In addition, the connecting pipe 48 connected to the first hydraulic supply pipe 42a has a control pressure P supplied to the wheel cylinder 28FR of the front wheel FR.

 A first pressure sensor 64 for detecting 1 is provided. The first hydraulic pipe 31 has a front pressure chamber R force of the master cylinder 11 and a control pressure P supplied to the wheel cylinder 28FL of the front wheel FL.

 A second pressure sensor 65 for detecting 1 2 is provided. Further, the third and fourth hydraulic pressure supply pipes 42c and 42d are provided with control pressures P and C supplied to the wheel cylinders 28RR and 28RL of the rear wheels RR and RL.

 Three

Third and fourth pressure sensors 66 and 67 for detecting P are provided. And each pressure sensor

Four

 64, 65, 66, 67 (The detection result is output to ECU6 and output.

[0071] In addition, a pressure sensor 68 for detecting the hydraulic pressure P accumulated in the accumulator 40 is provided in the high pressure supply pipe 41 from the accumulator 40 to each hydraulic supply pipe 42a, 42b, 42c, 42d.

 Is provided. The reaction force hydraulic pressure P acting on the reaction force chamber R is detected by the stroke simulator 54 between the reaction force port 52 and the stroke simulator 54 in the connecting pipe 53.

4 r Pressure sensor 69 is provided. Each pressure sensor 68, 69 outputs a detection result to the ECU 61. The front wheel FR, FL and rear wheel RR, RL have wheel speed sensors 70 The wheel speed detected is output to the ECU 61.

Therefore, the ECU 61 determines that the pedal effort Fp of the brake pedal 15 detected by the pedal effort sensor 63

 (Or pedal stroke Sp detected by stroke sensor 62)

Set P and control booster valves 43a, 43b, 43c, 43d and pressure-reducing valves 46a, 46b, 46c, 46d τ

 On the other hand, the control pressures Ρ, Ρ, Ρ, Ρ detected by the pressure sensors 64, 65, 66, 67 are fed.

 1 2 3 4 Knock, control is performed so that the target control pressure Ρ and the control pressure Ρ, Ρ, Ρ, 制 御 match. This

 Τ 1 2 3 4

 At this time, the ECU 61 controls the pressure booster valves 43a, 43b, 43c, 43d and the pressure reducer valves 46a, 46b, 46c, 46d individually according to the running state of the vehicle, thereby allowing each wheel cylinder 28FR, 28 FL, 28RR and 28RL are pressurized independently, and the braking force of front wheels FR and FL and rear wheels RR and RL is adjusted.

 [0073] The braking force control by the vehicle braking device of the present embodiment will be described in detail. When an occupant steps on the brake pedal 15, the input piston 13 moves forward by the operation force, and the predetermined stroke S is maintained. The pressurizing piston 14 moves forward while keeping it. Pedal force sensor 63 is pedal

 0

 The ECU 61 detects the pedaling force Fp, and sets the target control pressure P τ based on the pedaling force Fp. The ECU 61 then increases the pressure increase valves 43a, 43b, 43c, 4 based on the target control pressure P.

 τ

 3d and pressure reducing valves 46a, 46b, 46c, 46d are controlled to control the brake hydraulic pressure of each wheel cylinder 28FR, 28FL, 28RR, 28RL of the front wheels FR, FL and rear wheels RR, RL.

That is, when the power supply system is operating normally, the connection pipe 48 is closed by the switching valve 47 and the bypass pipe 55 is closed by the on-off valve 56. Therefore, the ECU 61 controls the first pressure increasing valve 43a and the first pressure reducing valve 46a based on the target control pressure P, thereby

 T

 The hydraulic pressure from the accumulator 40 is increased or decreased and output to the wheel cylinder 28FR of the front wheel FR via the power separation mechanism 71, and the control pressure P detected by the first pressure sensor 64

 Feedback 1 In addition, the ECU 61 determines whether the second booster valve 43 is based on the target control pressure P.

 τ

 By controlling b and the second pressure reducing valve 46b, the hydraulic pressure from the accumulator 40 is increased or reduced and output to the rear pressure chamber R of the master cylinder 11 through the second hydraulic pipe 34. Then, in this master cylinder 11, the pressurizing piston 14 is assisted by pressurizing or depressurizing the rear pressure chamber R, pressurizing the front pressure chamber R and supplying the hydraulic pressure to the first hydraulic pipe 31.

 1

Is output to the wheel cylinder 28FL of the front wheel FL and the second pressure sensor 65 detects it. Feed back the control pressure P ₂ that you put out!

 [0075] Furthermore, the ECU 61 determines whether the third and fourth pressure increasing valves 43c, 43d and the third pressure boosting valve 43 are based on the target control pressure P.

 τ

 By controlling the pressure reducing valves 46c and 46d, the hydraulic pressure from the accumulator 40 is increased or decreased and output to the wheel cylinders 28RR and 28RL of the rear wheels RR and RL, as well as the third and fourth pressure sensors 66, The control pressures P and P detected by 67 are fed back.

 3 4

 [0076] Accordingly, the hydraulic pressure from the accumulator 40 is output to the wheel cylinders 28FR, 28RR, 28RL as the braking hydraulic pressure via the pressure-increasing valves 43a, 43c, 43d and the pressure-reducing valves 46a, 46c, 46d. The hydraulic pressure is output to the rear pressure chamber R of the master cylinder 11 via each pressure increasing valve 43b and the pressure reducing valve 46b, and the front pressure chamber R is pressurized by assisting the pressurizing piston 14, and the hydraulic pressure from the front pressure chamber R is increased. Through the first hydraulic pipe 31

 1 1

 It is output to the wheel cylinder 28FL as braking hydraulic pressure. For this reason, in ABS29, the hydraulic pressures of the front wheel FR, FL and rear wheel RR, RL wheel cylinders 28FR, 28FL, 28RR, 28RL are individually adjusted and applied. , A braking force corresponding to the operating force of the occupant's brake pedal 15 can be generated against RL.

[0077] When a failure occurs in the power supply system, the connection pipe 48 is opened by the switching valve 47, and the bypass pipe 55 is opened by the on-off valve 56. Therefore, when the occupant steps on the brake pedal 15, the operating force causes the input piston 13 to move to a predetermined stroke S.

 When it moves forward by 0, it comes into contact with the pressure piston 14 and the pistons 13 and 14 move forward as a body. Then, when the front pressure chamber R is pressurized, the hydraulic pressure in the front pressure chamber R becomes the first hydraulic pressure.

 1 1

 It discharges to the piping 31. The hydraulic pressure discharged to the first hydraulic pipe 31 passes through the first hydraulic pipe 31 and is applied to the wheel cylinder 28FL of the front wheel FL as a braking hydraulic pressure, and also passes through the connecting pipe 48 to the wheel of the front wheel FR. The brake oil pressure is applied to the cylinder 28FR, and a braking force corresponding to the operating force of the occupant's brake pedal 15 can be generated for the front wheels FR and FL.

At this time, the power separation mechanism 71 is interposed between the first hydraulic pressure supply pipe 42a connected to the high pressure supply pipe 41 of the hydraulic pump 35 and the accumulator 40 and the first hydraulic pressure transmission pipe 72 of the wheel cylinder 28FR. Control generated in the front pressure chamber R of the master cylinder 11. The pressure is applied to the wheel cylinder 28FR of the front wheel FR from the first hydraulic pipe 31 through the connecting pipe 48 and the first hydraulic transmission pipe 72 in a state separated from the high pressure supply pipe 41 side. 1 It is applied directly from the hydraulic pipe 31 to the wheel cylinder 28FL of the front wheel FL. Therefore, for example, even if air enters the high pressure system having the accumulator 40 when the power supply system fails, this air does not enter the hydraulic supply system of the master cylinder 11 and the control generated in the front pressure chamber R. Pressure is properly supplied to the wheel cylinders 28FR and 28FL.

 1

 It is possible to generate a braking force corresponding to the operating force of the occupant's brake pedal 15 on the front wheels FR and FL with the force S.

[0079] Thus, in the vehicle braking device of the second embodiment, the high pressure supply pipe 41 of the accumulator 40 is connected to the Hoinore cylinder 28FR, 28RR, 28R L via the hydraulic supply self-pipe 42a, 42c, 42d. Are connected to the rear pressure chamber R through the hydraulic supply pipe 42b and the second hydraulic pipe 34, and the hydraulic pressure supply valves 42a, 42b, 42c, 42d are connected to the pressure increasing valves 43a, 43b, 43c, 43d and Pressure reducing valves 46a, 46b, 46c, 46d are installed, and the first pressure piping 31 is connected to the front pressure chamber R.

 1

 Connect the wheel cylinder 28FL, connect the power separation mechanism 71 to the hydraulic pressure supply pipe 42a, connect the wheel cylinder 28FR via the first hydraulic pressure transmission pipe 72, and switch to the connection pipe 48 that bypasses the power separation mechanism 71. Valve 47 is provided.

Accordingly, when the power supply system is normal, the ECU 61 sets the target control pressure P τ corresponding to the pedal depression force Fp, and based on this target control pressure P, the pressure increasing valves 43a, 43c, 43d and the pressure reducing valves 46a, 4 τ

 By controlling 6c and 46d, the hydraulic pressure from the accumulator 40 is regulated and output to the wheel cylinder 28FR of the front wheel FR and the wheel cylinders 28RR and 28RL of the rear wheels RR and RL. 2 By controlling the pressure reducing valve 46b, the hydraulic pressure from the accumulator 40 is regulated and output to the rear pressure chamber R through the second hydraulic pipe 34 to assist the pressurizing piston 14, and the hydraulic pressure that pressurizes the front pressure chamber R. 1st hydraulic piping 31 through front wheel FL hoist

 1

 Output to the wheel cylinder 28FL, and by applying appropriate control pressure to each wheel cylinder 28FR, 28FL, 28RR, 28RL, the operating force of the brake pedal 15 of the occupant on the front wheels FR, FL and rear wheels RR, RL An appropriate braking force can be generated accordingly.

[0081] On the other hand, when the power supply system fails, the connecting pipe 48 that connects the first hydraulic pipe 31 and the hydraulic supply pipe 4 2a is opened by the switching valve 47, and in accordance with the operation of the brake pedal 15. The input piston 13 and the pressure piston 14 move as a body and the front pressure chamber R is pressurized.

 1 and the hydraulic pressure in the front pressure chamber R passes through the first hydraulic pipe 31 and the front wheel FL wheel cylinder 28

 1

 In addition to the output to FL, the hydraulic pressure in the front pressure chamber R is the first hydraulic pipe 31, the connecting pipe 48, the first

 1

 1 It is output to the wheel cylinder 28FR of the front wheel FR via the hydraulic pressure transmission pipe 72, and the braking hydraulic pressure is applied to each wheel cylinder 28FR, 28FL, 28RR, 28RL to the front wheels FR, FL and the rear wheels RR, RL. Thus, an appropriate braking force can be generated according to the operating force of the occupant's brake pedal 15.

[0082] At this time, the first hydraulic pressure supply pipe 42a connected to the high pressure supply pipe 41 of the hydraulic pump 35 and the accumulator 40 and the first hydraulic pressure transmission pipe 72 of the wheel cylinder 28FR are separated by the power separation mechanism 71. Therefore, even if air enters the high-pressure system that has the accumulator 40 due to the failure of the power supply system, this air does not enter the hydraulic supply system of the master cylinder 11 by the power separation mechanism 71. The control pressure generated in chamber R

 1

 It can be appropriately supplied to Linda 28FR and 28FL, and a braking force corresponding to the operating force of the brake pedal 15 of the occupant can be generated for the front wheels FR and FL.

 As described above, in this embodiment, when the power supply system is normal, the pressure increases τ based on the target control pressure P.

 By taking out the valves 43a, 43c, 43d and the pressure reducing valves 46a, 46c, 46d, it is possible to reliably generate hydraulic pressure according to the operation of the brake and rake pedal 15 by the occupant, while in the event of a power system failure. By applying the static pressure of the master cylinder 11 directly to the wheel cylinders 28FR and 28FL, it is possible to reliably generate hydraulic pressure according to the operation of the brake pedal 15 by the occupant, and as a result, the hydraulic path is simplified and the structure In addition to being able to achieve simplification, it is possible to reduce manufacturing costs and to enable appropriate braking force control, thereby improving reliability and safety.

 Example 3

 FIG. 3 is a flowchart showing the braking force control in the vehicle braking apparatus according to the third embodiment of the present invention. Note that the overall configuration of the vehicle braking device of the present embodiment is substantially the same as that of the first embodiment described above, and will be described with reference to FIG. 1 and have the same functions as those described in this embodiment. The same reference numerals are given to the members, and duplicate descriptions are omitted.

[0085] In the vehicle braking device of Embodiment 3, as shown in FIG. An input piston 13 and a pressurizing piston 14 are movably supported in a motor 12, and an operation rod 20 of a brake pedal 15 is connected to the input piston 13. The input piston 13 and the pressurizing piston 14 are arranged in the cylinder 12, so that the front pressure chamber R and the rear

 1 The pressure chamber R, the circulation pressure chamber R, and the reaction force chamber R are partitioned, and the rear pressure chamber R and circulation

 2 3 4 2 The pressure chamber R communicates with the communication passage 27. Therefore, the driver must

 Three

 When the is depressed, the input piston 13 moves forward against the biasing force of the anti-spring 25 via the operating rod 20 and comes into contact with the pressure piston 14 so that it can move forward.

On the other hand, the front wheels FR and FL and the rear wheels RR and RL are provided with wheel cylinders 28FR, 28FL, 28RR and 28RL, which can be operated by ABS29. The first pressure port 30 communicating with the front pressure chamber R of the master cylinder 11 is connected to the front wheel FL via the first hydraulic pipe 31.

 1

 A second hydraulic pipe 34 is connected to the second pressure port 33 connected to the wheel cylinder 28FL and communicating with the rear pressure chamber R. In the accumulator 40, four hydraulic supply pipes 42a, 42b, 42c, 42d are connected via a high pressure supply pipe 41, the first hydraulic supply pipe 42a is connected to the wheel cylinder 28FR, and the third hydraulic supply pipe 42c is a wheel. Cylinder 28 is connected to 8RR, and the fourth hydraulic pressure supply pipe 42d is connected to wheel cylinder 28RL. The pressure increasing valves 43a, 43b, 43c, and 43d force S are arranged on the hydraulic pressure supply self-pipes 42a, 42b, 42c, and 42d.

 [0087] In addition, each of the hydraulic supply self-pipes 42a, 42b, 42c, 42d is connected to a hydraulic output self-pipe 44a, 44b, 44c, 44d and is connected to a pipe 37 via a third hydraulic pipe 45. Has been. The pressure reducing valves 46a, 46b, 46c, and 46d are respectively installed in the hydraulic pressure output pipes 44a, 44b, 44c, and 44d. Further, the second hydraulic pipe 34 is connected to a connecting portion between the hydraulic supply pipe 42b and the hydraulic discharge pipe 44b. Furthermore, a switching valve 47 is arranged in the connecting pipe 48 that connects the first hydraulic pipe 31 and the first hydraulic supply pipe 42a. This switching valve 47 is a normally open type electromagnetic on-off valve. Closed when power is supplied.

 [0088] Incidentally, the brake pedal 15 has a stroke sensor for detecting the pedal stroke Sp.

62 and a pedaling force sensor 63 for detecting the pedaling force Fp are provided, and each detection result is output to the ECU 61. The first hydraulic pressure supply pipe 42a is provided with a first pressure sensor 64 for detecting the control pressure P supplied to the wheel cylinder 28FR of the front wheel FR. First hydraulic piping 31 Is supplied to the wheel cylinder 28FL of the front wheel FL from the front pressure chamber R force of the master cylinder 11

 1

 A second pressure sensor 65 for detecting the control pressure P is provided. The third and fourth hydraulic pressure supply pipes 42c and 42d are provided with third and fourth pressure sensors 66 and 67 for detecting the control pressures P and P supplied to the wheel cylinders 28RR and 28RL of the rear wheels RR and RL. Being done. And each pressure

 3 4

 The sensors 64, 65, 66 and 67 output the detection results to the ECU 61.

[0089] Further, a pressure sensor 68 for detecting the hydraulic pressure P accumulated in the accumulator 40 is provided in the high pressure supply pipe 41 extending from the accumulator 40 force to the respective hydraulic pressure supply self-pipes 42a, 42b, 42c, 42d.

 h

 Is provided. Between the reaction force port 52 and the stroke simulator 54 in the connection pipe 53, the reaction force hydraulic pressure P acting on the reaction force chamber R is detected by the stroke simulator 54.

 4 r

 A pressure sensor 69 is provided. Each of the pressure sensors 68 and 69 outputs a detection result to the ECU 61. The front wheels FR and FL and the rear wheels RR and RL are each provided with a wheel speed sensor 70, and each detected wheel speed is output to the ECU 61! /.

Accordingly, the ECU 61 determines that the pedal effort Fp of the brake pedal 15 detected by the pedal effort sensor 63

 (Or pedal stroke Sp detected by stroke sensor 62)

Set P and control booster valves 43a, 43b, 43c, 43d and pressure-reducing valves 46a, 46b, 46c, 46d τ

 On the other hand, the control pressures Ρ, Ρ, Ρ, Ρ detected by the pressure sensors 64, 65, 66, 67 are fed.

 1 2 3 4

 The control is performed so that the target control pressure Ρ and the control pressures ,, Ρ, Ρ, Ρ coincide with each other. This

 Τ 1 2 3 4

 At this time, the ECU 61 controls each wheel cylinder 28FR, 28d by controlling the pressure increasing valves 43a, 43b, 43c, 43d and the pressure reducing valves 46a, 46b, 46c, 46d individually according to the running state of the vehicle. FL, 28RR and 28RL are pressurized independently, and the braking force of front wheels FR and FL and rear wheels RR and RL is adjusted.

 Further, in the vehicle braking device described above, when the pressurizing piston 14 moves forward in the master cylinder 11 and enters a bottoming state in which the tip end is in contact with the cylinder 12, the front pressure chamber R is pressurized.

 1

 Braking according to the target control pressure に 対 し て against the wheel cylinder 28FL of the front wheel FL

 τ

Hydraulic pressure cannot be applied. Also, if the hydraulic supply system that supplies hydraulic pressure to the wheel cylinders 28FR, 28 FL of the front wheels FR, FL, for example, the first hydraulic supply pipe 42a or the first hydraulic pipe 3 1 is damaged and fails, the front wheels The brake hydraulic pressure corresponding to the target control pressure P cannot be applied to the FL wheel cylinder 28FL. Therefore, in the vehicle braking device of the present embodiment, the ECU 61 controls the opening and closing of the switching valve 47 when the master cylinder 11 described above is bottomed or when the hydraulic pressure supply system fails, so that the front wheels FR, FL Appropriate braking force can be secured by the wheel cylinders 28FR and 28FL.

 Here, the braking force control when the master cylinder 11 is bottomed by the vehicular braking apparatus of the present embodiment when the hydraulic pressure supply system fails will be described with reference to the flowchart of FIG. In the braking force control by the vehicle braking device of the present embodiment, as shown in FIG. 3, at step S 11, the ECU 61 performs the stroke sensor 62, the pedaling force sensor 63, and the pressure sensors 64, 65, 66, 67. , 68 and 69 are read, and drive control of the hydraulic pump 35 is started in step S12. That is, the ECU 61 drives the motor 36 so that the hydraulic pressure P accumulated in the accumulator 40 detected by the pressure sensor 68 becomes equal to or higher than a preset pressure.

 h

 Activate pump 35.

[0094] In step S13, the ECU 61 determines whether or not there is a braking request from the driver.

 That is, it is determined whether the stroke sensor 62 detects the pedal stroke Sp of the brake pedal 15 or whether the pedal force sensor 63 detects the pedal depression force Fp of the brake pedal 15. If it is determined that there is no braking request from the driver, the brake control valves, that is, the pressure increasing valves 43a and 43b and the pressure reducing valves 46a and 46b constituting the ABS 29 are turned off in step S26. To do.

 [0095] On the other hand, when it is determined in step S13 that the driver has requested braking, in step S14, the on-off valve 56 for operating the stroke simulator 54 is energized and closed, and the step is started. In S15, the ECU 61 calculates the target control pressure P based on the pedal depression force Fp and sets τ

 Determine. In step S16, the ECU 61 determines that the target control pressure P and the first and second pressure sensors

 T

 Deviations dp and dp from the actual control pressure (hydraulic pressure) P and P detected by the sensors 64 and 65 are calculated.

 1 2 1 2

 [0096] Then, in step S 17, the deviation dp, dp force is the absolute value of the preset rule ^ Ι α 1

 1 2

 Whether it is less than the negative value, that is, the actual control pressure (hydraulic pressure) Ρ,

 Τ 1

Judge whether Ρ exceeds the specified value α 1 and is too high. Here, if it is determined that the deviation dp, dp force S is not smaller than the minus value of the absolute value of the prescribed value α1, the deviation dp, dp, the absolute value of the preset prescribed value α1, is determined in step S18. Whether it is greater, i.e.

 1 2

Actual control pressure (hydraulic pressure) Ρ, Ρ is less than the specified value << 1 and too low than target control pressure Ρ Judgment of power. Here, it is determined that the deviations dp and dp are not larger than the absolute value of the specified value α1.

 1 2

 If determined, in step S19, the brake control valves, that is, the pressure increasing valves 43a and 43b and the pressure reducing valves 46a and 46b are kept energized.

[0097] On the other hand, in step S17, the deviations dp and dp are smaller than the minus of the absolute value of the prescribed value α1.

 1 2

 In step S20, the pressure supplied to the wheel cylinders 28FR and 28FL of the front wheels FR and FL is reduced by performing pressure reduction control using the pressure increasing valves 43a and 43b and the pressure reducing valves 46a and 46b. . In step S25, the switching valve 47 is closed. That is, if the hydraulic pressure P, P supplied to each wheel cylinder 28FR, 28FL is too high than the target control pressure P

 1 2 T

 The oil pressure supply system can supply sufficient oil pressure to each of the wheel cylinders 28FR and 28FL, and the bottom cylinder of the master cylinder 11 1 has failed! By closing the switching valve 47, the hydraulic pressure supply system of each wheel cylinder 28F R, 28FL is separated and independently controlled.

[0098] In step S18, it is determined that the deviations dp and dp are larger than the absolute value of the specified value α1.

 1 2

 Then, in step S21, the hydraulic pressure supplied to the wheel cylinders 28FR and 28FL of the front wheels FR and FL is increased by controlling the pressure increase using the pressure increasing valves 43a and 43b and the pressure reducing valves 46a and 46b. In step S22, the deviations dp and dp are completely different from the preset specified value α2.

 1 2

 Determine if it is greater than the pair value. In this case, the specified values α 1 and α 2 have a relationship of α 1 <<< 2. That is, in this case, whether or not the deviations dp and dp are widened even though the pressure increasing control is executed for each wheel cylinder 28FR and 28FL in step S21.

 1 2

 Is judged.

 [0099] If it is determined in step S22 that the deviations dp and dp are smaller than the absolute value of the specified value α2,

 1 2

 In step S25, the switching valve 47 is closed. That is, in step S21 described above, the deviations dp and dp are reduced by executing the pressure increasing control on the wheel cylinders 28FR and 28FL.

 1 2 Determining force of force S Capability of being able to shut off the hydraulic pressure supply system of each wheel cylinder 28FR, 28FL by closing the switching valve 47 and independently controlling.

[0100] On the other hand, in step S22, it is determined that the deviations dp and dp are larger than the absolute value of the prescribed value α2.

 1 2

Then, in step S21, it is determined that the deviations dp and dp are wide even though the pressure increase control is executed for the wheel cylinders 28FR and 28FL, and the process proceeds to step S23. In step S23, only one of the deviations dp and dp is the specified value α.

 1 2

 Determine if it is greater than the absolute value of 2. Where the deviation dp is the absolute value of the specified value α 2

 1

 If it is determined that the value is greater than the value or only the deviation dp is determined to be greater than the absolute value of the specified value α2, the switching valve 47 is opened in step S24.

[0101] That is, if only one of the deviations dp and dp is greater than the absolute value of the specified value α2.

 1 2

 If determined, it is considered that the cause is that the hydraulic cylinder の of the wheel cylinder 28FL cannot be pressurized with respect to the target control cylinder に よ り by the bottoming of the master cylinder 11. Obedience

2 Τ

 Therefore, in this case, by opening the switching valve 47, the hydraulic pressure supply systems of the wheel cylinders 28FR and 28FL are connected to perform cooperative control. That is, the hydraulic pressure from the accumulator 40 is output to the wheel cylinder 28FR by the first hydraulic pressure supply pipe 42a, and is supplied from the first hydraulic pressure supply pipe 42a to the first hydraulic pressure pipe 31 through the connecting pipe 48. Output from 42a to the wheel cylinder 28FL suppresses the decrease in the hydraulic pressure P of the wheel cylinder 28FL due to the bottoming of the master cylinder 11. If only one of the deviations do and dp is determined to be larger than the absolute value of the specified value α2, either one of the hydraulic supply systems of the wheel cylinders 28 FR and 28FL may be defective. It is thought to be the cause. Accordingly, in this case as well, by opening the switching valve 47, the hydraulic pressure supply systems of the wheel cylinders 28FR and 28FL are connected and cooperatively controlled.

[0102] On the other hand, in step S23, both deviations dp and dp are larger than the absolute value of specified value a 2.

 1 2

 If it is determined, the switching valve 47 is closed in step S25. That is, the deviations dp and dp

 1 2 If it is determined that both are larger than the absolute value of the specified value α2, it is considered that both the hydraulic supply systems of the wheel cylinders 28FR and 28FL are defective. Therefore, in this case, by closing the switching valve 47, further reduction of the hydraulic pressure, and し て is prevented and each wheel series is stopped.

 1 2

 The hydraulic pressure supply system of the 28FR and 28FL is shut off and controlled independently.

As described above, in the vehicle braking apparatus of the third embodiment, the high pressure supply pipe 41 of the accumulator 40 is connected to the Hoinore cylinders 28FR, 28RR, 28R L via the hydraulic supply self-pipes 42a, 42c, 42d. Are connected to the rear pressure chamber R via the hydraulic supply pipe 42b and the second hydraulic pipe 34, and the hydraulic pressure supply valves 42a, 42b, 42c, 42d are connected to the pressure increasing valves 43a, 43b, 43c, 43d and Pressure reducing valves 46a, 46b, 46c, 46d are installed, and the first pressure pipe 31 is connected to the front pressure chamber R. Is connected to the wheel cylinder 28FR, and a switching valve 47 is provided in the connecting pipe 48 that connects the first hydraulic pipe 31 and the hydraulic pressure supply pipe 42a, and the control pressure (hydraulic pressure) P, P is applied to the wheel cylinders 28FR, 28RR. Based on this, the switching valve 47 is controlled to open and close.

 1 2

 Therefore, after executing pressure increase control for each wheel cylinder 28FR, 28FL, one of the deviations dp, dp between the target control pressure P and the actual control pressure (hydraulic pressure) P, P Only

T 1 2 1 2

 If it is determined that the absolute value is larger than the specified value α2, the switching valve 47 is opened, and the hydraulic supply system of each wheel cylinder 28FR, 28FL is connected to perform coordinated control. It is possible to suppress a decrease in the hydraulic pressure of the wheel cylinder 28FL due to the above, and an appropriate braking force can be applied to the front and rear wheels FR, FL, and the running stability of the vehicle can be improved.

[0105] If it is determined that both the deviations dp and dp are larger than the absolute value of the prescribed value a 2! /, The switching valve

 1 2

 By closing 47, the hydraulic pressure supply system of each wheel cylinder 28FR, 28FL is shut off and controlled independently, and the hydraulic pressure P, P of the further wheel cylinder 28FR, 28FL is reduced.

 1 2 It is possible to prevent the lowering of the vehicle and suppress the decrease in running stability of the vehicle.

As described above, in this embodiment, the control pressure (hydraulic pressure) P 1, P 2 to the wheel cylinders 28 FR, 28 RR

 By controlling the opening and closing of the switching valve 47 based on 1 2, it is possible to reliably generate the hydraulic pressure according to the operation of the brake pedal 15 by the occupant, and as a result, simplify the hydraulic path and simplify the structure In addition to being able to reduce manufacturing costs, it is possible to perform appropriate braking force control and improve reliability and safety. Example 4

 FIG. 4 is a schematic configuration diagram showing a vehicle braking device according to Embodiment 4 of the present invention. In addition, the same code | symbol is attached | subjected to the member which has the same function as what was demonstrated in the Example mentioned above, and the overlapping description is abbreviate | omitted.

 [0108] In the vehicular braking apparatus of Embodiment 4, as shown in Fig. 4, the master cylinder 11 is configured such that an input piston 13 and a pressurizing piston 14 are movably supported in a cylinder 12, and the input is input. The operating rod 20 of the brake pedal 15 is connected to the piston 13. The input piston 13 and the pressurizing piston 14 are arranged in the cylinder 12, so that the front pressure chamber R and the rear

1 The pressure chamber R, the circulation pressure chamber R, and the reaction force chamber R are partitioned, and the rear pressure chamber R is circulated. The pressure chamber R communicates with the communication passage 27. Therefore, the driver must

 Three

 When the is depressed, the input piston 13 moves forward against the biasing force of the anti-spring 25 via the operating rod 20 and comes into contact with the pressure piston 14 so that it can move forward.

On the other hand, the front wheels FR, FL and the rear wheels RR, RL are provided with wheel cylinders 28FR, 28FL, 28RR, 28RL, which can be operated by ABS29. With this ABS29, the first hydraulic port is connected to the first pressure port 30 communicating with the front pressure chamber R of the master cylinder 11.

 1

 One end of 31 is connected, and the other end of the first hydraulic pipe 31 is connected to a wheel cylinder 28FL of the front wheel FL. In addition, one end of a second hydraulic pipe 34 is connected to the second pressure port 33 that communicates with the rear pressure chamber R of the master cylinder 11 via an annular connecting passage 32.

 [0110] The accumulator 40 capable of accumulating the hydraulic pressure boosted by the hydraulic pump 35 is connected to four hydraulic supply pipes 42a, 42b, 42c, 42d via a high-pressure supply pipe 41, and the tip of the first hydraulic supply pipe 42a The power separation mechanism 71 is connected to the wheel cylinder 28FR of the front wheel FR by the first hydraulic transmission pipe 72, and the tip of the third hydraulic supply pipe 42c is the wheel cylinder 28RR of the rear wheel RR. The fourth hydraulic pressure supply pipe 42d is connected to the wheel cylinder 28RL of the rear wheel RL. Each hydraulic supply pipe 42a, 42b, 42c, 42d is provided with a normally open type electromagnetic pressure increasing valve 43a, 43b, 43c, 43 (one unit).

 [0111] In addition, hydraulic discharge pipes 44a, 44b, 44c, 44d are connected to the downstream side of the pressure increasing valves 43a, 43b, 43c, 43d in the hydraulic supply self-pipes 42a, 42b, 42c, 42d. The hydraulic discharge pipes 44 a, 44 b, 44 c, 44 d are assembled and connected to the pipe 37 via the third hydraulic pipe 45. Further, in each of the hydraulic outlet / outlet pipes 44a, 44b, 44c, 44d, normally-reduced electromagnetic pressure reducing valves 46a, 46b, 46c, 46d are respectively arranged. The other end of the second hydraulic pipe 34 is connected to a connecting part between the hydraulic supply pipe 42b and the hydraulic discharge pipe 44b, that is, a pipe between the second pressure increasing valve 43b and the second pressure reducing valve 46b.

[0112] In the power separation mechanism 71 described above, the power separation piston 74 is movably supported in the cylinder 73, and is urged and supported by the urging spring 75 in one direction, so that the two pressure chambers R, R is partitioned. The first hydraulic pressure is applied to the input port 76 communicating with the pressure chamber R. While the supply pipe 42a is connected, the first hydraulic transmission is sent to the output port 77 that communicates with the pressure chamber R.

 12

 Extension pipe 72 is connected. The cylinder 73 has an auxiliary port 78 that communicates with the side surface of the power separating piston 74 and is connected to the reservoir tank 38 via an auxiliary pipe 79. One-way seals 80 are provided on both sides of the auxiliary port 78. Installed to prevent hydraulic leakage.

 [0113] In addition, the switching valve 81 that allows the wheel cylinder 28FR and the wheel cylinder 28FL in the front wheel FR to communicate and shut off is connected to the connecting pipe 48 that connects the first hydraulic pipe 31 and the first hydraulic transmission pipe 72. Has been placed. The switching valve 81 is configured to be able to communicate and block the wheel cylinder 28RR and the wheel cylinder 28RL according to the hydraulic pressure regulated by the first pressure increasing valve 43a as the first pressure control valve.

 That is, in the switching valve 81, a hollow housing 82 has a connection port 83a, a discharge port 83b, and an operation port 83c. The operation port 83c is connected to the hydraulic pressure discharge pipe 44a. A movable element 84 is movably supported in the housing 82. The movable element 84 has a communication hole 85 that allows the connection port 83a and the discharge port 83b to communicate with each other. A ball valve 86 is mounted to face one end of the ball. Further, the movable element 84 is urged and supported in a direction in which one end portion of the communication hole 85 is separated from the ball valve 86 by an urging force of an urging spring 87 interposed between the movable element 84 and the housing 82. When the movable element 84 moves against the urging force of the urging spring 87, one end of the communication hole 85 is brought into close contact with the ball valve 86, and the communication hole 85 can be closed.

 [0115] The connecting pipe 48 is composed of a first connecting pipe 48a whose end is connected to the first hydraulic pipe 31 and a second pipe 48b whose end is connected to the first hydraulic transmission pipe 72. The first connection pipe 48a is connected to the connection port 83a of the valve 81, and the second connection pipe 48b is connected to the discharge port 83b. In addition, a hydraulic operation pipe 88 branched from the first hydraulic supply pipe 42 a connected to the input port 76 of the power separation mechanism 71 is connected to the operation port 83 c of the switching valve 81.

Accordingly, when the first pressure increasing valve 43a is in the closed state, the control pressure does not act on the operation port 83c of the switching valve 81, and the movable element 84 of the switching valve 81 communicates with the biasing force of the biasing spring 87. One end of the hole 85 is separated from the ball valve 86 to open the communication hole 85. Therefore, this cut The first hydraulic pipe 31 and the first hydraulic transmission pipe 72 communicate with each other through the valve 81, and the control pressure discharged from the front pressure chamber R of the master cylinder 11 is transferred from the first hydraulic pipe 31 to the wheel cylinder 28R.

 1

 In addition to being output to L, it passes through the connecting pipe 48, bypasses the power separation mechanism 71, and is output from the first hydraulic pressure transfer pipe 72 to the wheel cylinder 28FR.

[0117] When the first pressure increasing valve 43a is opened from this state, the control pressure regulated by the first pressure increasing valve 43a and the first pressure reducing valve 46a acts on the movable element 84 via the operation port 83c. Then, the movable element 84 moves against the urging force of the urging spring 87, and one end portion of the communication hole 85 comes into contact with the ball valve 86 to close the communication hole 85. For this reason, the first hydraulic pipe 31 and the first hydraulic transmission pipe 72 are shut off by the switching valve 81 and discharged from the front pressure chamber R of the master cylinder 11.

 1

 The controlled pressure is output from the first hydraulic pipe 31 only to the wheel cylinder 28RL. At this time, the control pressure adjusted by the first pressure increasing valve 43a and the first pressure reducing valve 46a acts on the pressure chamber R from the first hydraulic pressure supply pipe 42a through the input port 76 of the power separation mechanism 71, and the energizing spray.

 11

 The pressure chamber R is pressurized by moving the power separation piston 74 against the biasing force of the

 12

 Is output from the output port 77 to the wheel cylinder 28FR via the first hydraulic transmission pipe 72.

Here, the braking force control by the vehicle braking device of the present embodiment will be described in detail. When an occupant steps on the brake pedal 15, the input piston 13 moves forward by the operating force, and a predetermined force is applied. The pressure piston 14 moves forward while the stroke S is maintained. Treading force sensor 63

 0

 Detects the pedal depression force Fp, and the ECU 61 sets the target control pressure P based on the pedal depression force Fp. Then, the ECU 61 determines that the pressure increasing valves 43a, 43b, τ τ are based on the target control pressure P.

 43c, 43d and pressure reducing valves 46a, 46b, 46c, 46d are controlled to control the brake hydraulic pressures of the front wheel FR, FL and rear wheel RR, RL wheel cylinders 28FR, 28FL, 28RR, 28RL.

That is, when the power supply system is operating normally, when the first pressure increasing valve 43a is opened, the control pressure regulated by the first pressure increasing valve 43a acts on the switching valve 81. The connecting pipe 48 is closed by the switching valve 81. Further, the bypass pipe 55 is closed by the on-off valve 56. Therefore, the ECU 61 determines that the first pressure increase valve 43a and the first pressure decrease are based on the target control pressure P.

 τ

By controlling the pressure valve 46a, the hydraulic pressure from the accumulator 40 is increased or decreased and output to the wheel cylinder 28FR of the front wheel FR via the power separation mechanism 71 and the first pressure The control pressure P detected by the sensor 64 is fed back. ECU61 also has target control

 1

 The accumulator is controlled by controlling the second pressure increasing valve 43b and the second pressure reducing valve 46b based on the pressure P.

T

 The hydraulic pressure from the cylinder 40 is increased or decreased and output to the rear pressure chamber R of the master cylinder 11 through the second hydraulic pipe 34. Then, in this master cylinder 11, the pressurizing piston 14 is assisted by pressurizing or depressurizing the rear pressure chamber R, and pressurizes the front pressure chamber R.

 1 and the hydraulic pressure is output to the wheel cylinder 28FL of the front wheel FL through the first hydraulic pipe 31, and the control pressure P detected by the second pressure sensor 65 is fed back.

 [0120] Furthermore, the ECU 61 determines whether the third and fourth pressure increasing valves 43c and 43d and the third and τ are based on the target control pressure P.

 By controlling the 4th pressure reducing valve 46c, 46d, the hydraulic pressure from the accumulator 40 is increased or reduced and output to the wheel cylinders 28RR, 28RL of the rear wheels RR, RL, and the 3rd, 4th pressure sensors 66, The control pressures P and P detected by 67 are fed back.

 3 4

 [0121] Accordingly, the hydraulic pressure from the accumulator 40 is output to the wheel cylinders 28FR, 28RR, 28RL as braking hydraulic pressure via the pressure increasing valves 43a, 43c, 43d and the pressure reducing valves 46a, 46c, 46d, and the accumulator 40 power The hydraulic pressure is output to the rear pressure chamber R of the master cylinder 11 via each pressure increasing valve 43b and the pressure reducing valve 46b, and the front pressure chamber R is pressurized by assisting the pressurizing piston 14, and the hydraulic pressure from the front pressure chamber R is increased. Through the first hydraulic pipe 31

 1 1

 It is output to the wheel cylinder 28FL as braking hydraulic pressure. For this reason, in ABS29, the hydraulic pressures of the front wheel FR, FL and rear wheel RR, RL wheel cylinders 28FR, 28FL, 28RR, 28RL are individually adjusted and applied, and the front wheels FR, FL and rear wheel RR are applied. , RL can generate a braking force according to the operating force of the passenger's brake pedal 15.

[0122] In addition, when the power supply system fails and fails, the first pressure increasing valve 43a is in a closed state, so that the control pressure regulated by the first pressure increasing valve 43a is applied to the switching valve 81. The connecting pipe 48 is opened by this switching valve 81 without acting. Further, the bypass pipe 55 is opened by the opening / closing valve 56. Therefore, when the occupant steps on the brake pedal 15, when the input piston 13 moves forward by a predetermined stroke S due to the operating force, the input piston 13 comes into contact with the pressure piston 14 and both pistons.

 0

 13 and 14 move forward as a body. Then, the front pressure chamber R is pressurized, and this

 1

The hydraulic pressure in the front pressure chamber R is discharged to the first hydraulic pipe 31. This first hydraulic pipe 31 The hydraulic pressure discharged to the front wheel FL is applied as braking hydraulic pressure to the front wheel FL wheel cylinder 28FL through the first hydraulic piping 31, and is also applied to the front wheel FR wheel cylinder 28FR as braking hydraulic pressure through the connection piping 48. Thus, a braking force corresponding to the operating force of the brake pedal 15 of the occupant can be generated on the front wheels FR and FL.

As described above, in the vehicle braking device of the fourth embodiment, the high pressure supply pipe 41 of the accumulator 40 is connected to the Hoinore cylinders 28FR, 28RR, 28R L via the hydraulic supply self-pipes 42a, 42c, 42d. Are connected to the rear pressure chamber R through the hydraulic supply pipe 42b and the second hydraulic pipe 34, and the hydraulic pressure supply valves 42a, 42b, 42c, 42d are connected to the pressure increasing valves 43a, 43b, 43c, 43d and Pressure reducing valves 46a, 46b, 46c, 46d are installed, and the first pressure piping 31 is connected to the front pressure chamber R.

 1

 The wheel cylinder 28FL is connected, the power separation mechanism 71 is connected to the hydraulic pressure supply pipe 42a, the wheel cylinder 28FR is connected via the first hydraulic pressure transmission pipe 72, and the connection pipe 48 that bypasses the power separation mechanism 71 is connected to A switching valve 81 that opens and closes by hydraulic pressure acting from the first pressure increasing valve 43a is provided.

 [0124] Therefore, when the power supply system is normal, the switching valve 81 is closed by the hydraulic pressure acting from the first pressure increasing valve 43a and the connection pipe 48 is shut off. Therefore, the ECU 61 applies the target control pressure P corresponding to the pedal depression force Fp. Based on this target control pressure P, booster valves 43a, 43c, 43d and pressure valves

 T T

 By controlling 46a, 46c and 46d, the hydraulic pressure from the accumulator 40 is regulated and output to the wheel cylinder 28FR of the front wheel FR and the wheel cylinders 28RR and 28RL of the rear wheels RR and RL, and the second pressure increasing valve 43b and the second 2 By controlling the pressure reducing valve 46b, the hydraulic pressure from the accumulator 40 is regulated and output to the rear pressure chamber R through the second hydraulic pipe 34 to assist the pressurizing piston 14 and pressurize the front pressure chamber R. Front wheel FL through the first hydraulic pipe 31

 1

 To the wheel cylinder 28FL, and by applying appropriate control pressure to each wheel cylinder 28FR, 28FL, 28RR, 28RL, the brake pedal 15 of the occupant is operated on the front wheels FR, FL and rear wheels RR, RL. An appropriate braking force corresponding to the force can be generated.

[0125] On the other hand, when the power supply system fails, the first pressure booster valve 43a is closed.

Since the hydraulic pressure does not act on the switching valve 81 from 43a and the switching valve 81 is opened to connect the connecting pipe 48, the input piston 13 and the pressurizing piston 14 become a single body according to the operation of the brake pedal 15. It moves and pressurizes the front pressure chamber R, and the hydraulic pressure in the front pressure chamber R is the first hydraulic pipe. 31 is output to the wheel cylinder 28FL of the front wheel FL via the front pressure chamber R

 1 Hydraulic pressure is output to the wheel cylinder 28FR of the front wheel FR via the first hydraulic piping 31, connecting piping 48, switching valve 81, and first hydraulic pressure transmission piping 72, and braking hydraulic pressure is supplied to each wheel cylinder 28FR, Acting on 28FL, 28RR, 28RL, it is possible to generate an appropriate braking force according to the operating force of the passenger's brake pedal 15 on the front wheels FR, FL and rear wheels RR, RL.

[0126] In this case, the wheel cylinder 28FL is connected to the first hydraulic pipe 31, while the wheel cylinder 28FR is connected to the hydraulic supply pipe 42a via the power separation mechanism 71 and the first hydraulic transmission pipe 72, thereby A switching valve 81 that opens and closes by the hydraulic pressure regulated by the first pressure increasing valve 43a is provided in the connecting pipe 48 that connects the pipe 31 and the hydraulic pressure supply pipe 42a. Therefore, an expensive electromagnetic valve is not required, and the hydraulic circuit can be simplified and reduced in cost. Example 5

 FIG. 5 is a schematic configuration diagram showing a vehicle braking device according to a fifth embodiment of the present invention, and FIG. 6 is a flowchart showing automatic braking force control in the vehicle braking device of the fifth embodiment. Note that members having the same functions as those described in the above-described embodiments are denoted by the same reference numerals, and redundant description is omitted.

 [0128] In the vehicular braking apparatus of Embodiment 5, as shown in Fig. 5, the master cylinder 11 is configured such that an input piston 13 and a pressurizing piston 14 are movably supported in a cylinder 12, and an input is made. The operating rod 20 of the brake pedal 15 is connected to the piston 13. The input piston 13 and the pressurizing piston 14 are arranged in the cylinder 12, so that the front pressure chamber R and the rear

 1 The pressure chamber R, the circulation pressure chamber R, and the reaction force chamber R are partitioned, and the rear pressure chamber R and circulation

 2 3 4 2 The pressure chamber R communicates with the communication passage 27. Therefore, the driver must

 Three

 When the is depressed, the input piston 13 moves forward against the biasing force of the anti-spring 25 via the operating rod 20 and comes into contact with the pressure piston 14 so that it can move forward.

On the other hand, the front wheels FR and FL and the rear wheels RR and RL are provided with wheel cylinders 28FR, 28FL, 28RR and 28RL, which can be operated by ABS29. With this ABS29, the first hydraulic port is connected to the first pressure port 30 communicating with the front pressure chamber R of the master cylinder 11.

 1

One end of 31 is connected, and the other end of the first hydraulic pipe 31 is the wheel cylinder of the front wheel FL. It is linked to da 28FL. In addition, one end of a second hydraulic pipe 34 is connected to the second pressure port 33 that communicates with the rear pressure chamber R ₂ of the master cylinder 11 via an annular connection passage 32.

 [0130] The accumulator 40 capable of accumulating the hydraulic pressure boosted by the hydraulic pump 35 is connected to four hydraulic supply pipes 42a, 42b, 42c, 42d via a high-pressure supply pipe 41, and the tip of the first hydraulic supply pipe 42a Is connected to the power separation switching valve 91 having the functions of the switching valve and the power separation mechanism of the present invention. This power separation switching valve 91 is connected to the wheel cylinder 28FR of the front wheel FR by the first hydraulic pressure transmission pipe 72, and the tip of the third hydraulic pressure supply pipe 42c is connected to the wheel cylinder 28RR of the rear wheel RR. The hydraulic supply pipe 42d is connected to the wheel cylinder 28RL of the rear wheel RL. The hydraulic supply pipes 42a, 42b, 42c, 42d are respectively provided with normally open type electromagnetic pressure increasing valves 43a, 43b, 43c, 43d.

 [0131] In addition, hydraulic discharge pipes 44a, 44b, 44c, 44d are connected to the downstream side of the pressure increasing valves 43a, 43b, 43c, 43d in the hydraulic supply self-pipes 42a, 42b, 42c, 42d. The hydraulic discharge pipes 44 a, 44 b, 44 c, 44 d are assembled and connected to the pipe 37 via the third hydraulic pipe 45. Further, in each of the hydraulic outlet / outlet pipes 44a, 44b, 44c, 44d, normally-reduced electromagnetic pressure reducing valves 46a, 46b, 46c, 46d are respectively arranged. The other end of the second hydraulic pipe 34 is connected to a connecting part between the hydraulic supply pipe 42b and the hydraulic discharge pipe 44b, that is, a pipe between the second pressure increasing valve 43b and the second pressure reducing valve 46b.

 [0132] With the power separation switching valve 91 described above, the power separation piston 74 is movably supported in the cylinder 73 and is urged and supported on one side by the urging spring 75, so that two pressure chambers are provided. R and R are partitioned. The first oil is connected to the input port 76 communicating with the pressure chamber R.

11 12 11

 While the pressure supply pipe 42a is connected, the first hydraulic pressure is connected to the output port 77 that communicates with the pressure chamber R.

 12

Transmission pipe 72 is connected. The cylinder 73 and the power separation piston 74 are formed with auxiliary ports 78a and 78b penetrating through the cylinder 73 and the power separation piston 74, and seals 92 are mounted on both sides of the auxiliary port 78a to prevent hydraulic leakage. One end is connected to the other end portion force S of the connecting pipe 48 connected to the first hydraulic pipe 31, and to the auxiliary port 78a of the power separation switching valve 91. The first hydraulic pressure transmission pipe 72 is provided with a first pressure sensor 64 for detecting the hydraulic pressure. It is

 Accordingly, when the first pressure increasing valve 43a is in the closed state, the hydraulic pressure does not act on the input port 76 of the power separation switching valve 91, and the power separation piston 74 is moved in one direction by the biasing force of the biasing spring 75. By supporting the bias, the connecting pipe 48 and the pressure chamber R are connected via the auxiliary ports 78a and 78b.

 12

 Communicated. Therefore, the control pressure discharged from the front pressure chamber R of the master cylinder 11 is

 1

 Through the pressure chamber R of the power separation switching valve 91 from the first hydraulic pipe 31 through the connecting pipe 48,

 12 Output to wheel cylinder 28FR via first hydraulic transmission pipe 72.

From this state, when the first pressure increasing valve 43a is opened and the control pressure adjusted by the first pressure increasing valve 43a acts on the input port 76 of the power separation switching valve 91, the power separation piston 74 is energized. By moving to the other side against the urging force of the pulling 75, the auxiliary port 78b is displaced with respect to the auxiliary port 78a, so that the connection between the connecting pipe 48 and the pressure chamber R is blocked. for that reason

 12

 The control pressure discharged from the front pressure chamber R of the master cylinder 11 is supplied from the first hydraulic pipe 31.

 1

 Output to wheel cylinder 28RL only. At this time, the control pressure adjusted by the first pressure increasing valve 43a and the first pressure reducing valve 46a acts on the pressure chamber R from the first hydraulic pressure supply pipe 42a through the input port 76 of the power separation switching valve 91, and is energized. Power separation pin against the biasing force of spring 75

 11

 The pressure chamber R is pressurized by moving the ston 74, and the first hydraulic transmission line is connected from the output port 77.

 12

 It is output to the wheel cylinder 28FR via the pipe 72.

Here, the braking force control by the vehicle braking device of the present embodiment will be described in detail. When an occupant steps on the brake pedal 15, the input piston 13 moves forward by the operating force, and a predetermined force is applied. The pressure piston 14 moves forward while the stroke S is maintained. Treading force sensor 63

 0

 Detects the pedal depression force Fp, and the ECU 61 sets the target control pressure P based on the pedal depression force Fp. Then, the ECU 61 determines that the pressure increasing valves 43a, 43b, τ τ are based on the target control pressure P.

 43c, 43d and pressure reducing valves 46a, 46b, 46c, 46d are controlled to control the brake hydraulic pressures of the front wheel FR, FL and rear wheel RR, RL wheel cylinders 28FR, 28FL, 28RR, 28RL.

That is, when the power supply system is operating normally, when the first pressure increasing valve 43a is opened, the control pressure regulated by the first pressure increasing valve 43a acts on the power separation switching valve 91. Therefore, the connecting pipe 48 is closed by the power separation switching valve 91. Further, the bypass pipe 55 is closed by the on-off valve 56. Therefore, the ECU 61 increases the first increase based on the target control pressure P. By controlling the pressure valve 43a and the first pressure reducing valve 46a, the hydraulic pressure from the accumulator 40 is increased or decreased, and the pressure is output to the wheel cylinder 28FR of the front wheel FR via the power separation switching valve 91, and the first pressure sensor 64 The control pressure P detected by is fed back. Also,

 1

 The ECU 61 controls the second pressure increasing valve 43b and the second pressure reducing valve 46b based on the target control pressure P.

 T

 As a result, the hydraulic pressure from the accumulator 40 is increased or decreased and output to the rear pressure chamber R of the master cylinder 11 through the second hydraulic pipe 34. Then, in this master cylinder 11, the pressurizing piston 14 is assisted by pressurizing or depressurizing the rear pressure chamber R, and the front pressure chamber R is pressurized and the hydraulic pressure is supplied to the wheel of the front wheel FL through the first hydraulic pipe 31. Sirin

 1

 The control pressure P detected by the second pressure sensor 65 is fed back.

 [0137] Furthermore, the ECU 61 determines whether the third and fourth pressure increasing valves 43c and 43d and the third and τ are based on the target control pressure P.

 By controlling the 4th pressure reducing valve 46c, 46d, the hydraulic pressure from the accumulator 40 is increased or reduced and output to the wheel cylinders 28RR, 28RL of the rear wheels RR, RL, and the 3rd, 4th pressure sensors 66, The control pressures P and P detected by 67 are fed back.

 3 4

 Accordingly, the hydraulic pressure from the accumulator 40 is output to the wheel cylinders 28FR, 28RR, 28RL as the braking hydraulic pressure through the pressure increasing valves 43a, 43c, 43d and the pressure reducing valves 46a, 46c, 46d, and the accumulator 40 power The hydraulic pressure is output to the rear pressure chamber R of the master cylinder 11 via each pressure increasing valve 43b and the pressure reducing valve 46b, and the front pressure chamber R is pressurized by assisting the pressurizing piston 14, and the hydraulic pressure from the front pressure chamber R is increased. Through the first hydraulic pipe 31

 1 1

 It is output to the wheel cylinder 28FL as braking hydraulic pressure. For this reason, in ABS29, the hydraulic pressures of the front wheel FR, FL and rear wheel RR, RL wheel cylinders 28FR, 28FL, 28RR, 28RL are individually adjusted and applied, and the front wheels FR, FL and rear wheel RR are applied. , RL can generate a braking force according to the operating force of the passenger's brake pedal 15.

[0139] In addition, the ECU 61 automatically controls each pressure increasing valve 43a, 43b, 43c, 43d and each pressure reducing valve 46a, 46b, 46c, 46d regardless of the depression of the brake pedal 15 by the occupant. The braking force is activated dynamically. In the automatic braking force control in this vehicle braking device, as shown in FIG. 6, at step S31, the ECU 61 is currently in the automatic braking mode. If it is determined that there is no automatic brake mode, do nothing and exit this routine. On the other hand, if it is determined here that the automatic brake mode is set, in step S32, the ECU 61 sets the target control pressures P and P according to the current traveling state of the vehicle.

 Tl T2.

 [0140] Then, in step S33, the ECU 61 is based on the preset target pre-control pressure P.

 TP

 By controlling each pressure increasing valve 43a, 43b, 43c, 43d, the hydraulic pressure of the accumulator 40 is increased and the hydraulic pressure is supplied to the pressure chamber R through the input port 76 of the power separation switching valve 91.

 11

 . In this case, the target pre-control pressure 供給 is the hydraulic pressure supplied to the pressure chamber R of the power separation switching valve 91.

 TP 11

 As the power separation piston 74 moves against the biasing force of the biasing spring 75, the auxiliary port 78b is displaced from the auxiliary port 78a, and the communication between the connecting pipe 48 and the pressure chamber R is blocked.

 12

 It is a hydraulic pressure that can be cut off.

[0141] Then, the hydraulic pressure from the accumulator 40 is regulated by the first pressure-increasing valve 43a, and the hydraulic pressure supplied to the pressure chamber R of the power separation switching valve 91 rises. In step S34, the first pressure sensor 64

 11

 It is determined whether or not the control pressure P detected by exceeds the target pre-control pressure P. Where

 1 TP

 If it is determined that the control pressure P does not exceed the target pre-control pressure P, return to step S33.

 1 TP

 Continue to increase pressure. On the other hand, if it is determined that the control pressure P exceeds the target pre-control pressure P,

 1 TP

 In step S35, pre-pressurization of the power separation switching valve 91 is completed.

 Tl T2

 By controlling the valves 46a, 46b, 46c, 46d, the accumulator 40 force and other hydraulic pressures are increased or decreased and output to the wheel cylinders 28FR, 28FL.

[0142] In this case, the ECU 61 controls the first pressure increasing valve 43a and the first pressure reducing valve 46a to increase or decrease the hydraulic pressure from the accumulator 40, and the power of the front wheel FR via the power separation switching valve 91 is increased. Output to wheel cylinder 28FR. In addition, the ECU 61 controls the second pressure increasing valve 43b and the second pressure reducing valve 46b to increase or decrease the hydraulic pressure from the accumulator 40 and output it to the rear pressure chamber R of the master cylinder 11 through the second hydraulic pipe 34. Then, the pressure piston 14 can be assisted to discharge the hydraulic pressure to the first hydraulic pipe 31 and output it to the wheel cylinder 28FL of the front wheel FL. That is, even in the case of automatic braking force control in a vehicle braking device, the left and right front wheel FR, FL wheel cylinders 28FR, 28FL are controlled independently. The power S

 [0143] In addition, when a failure occurs due to a failure in the power supply system, the first pressure increasing valve 43a is in a closed state, so the control pressure regulated by the first pressure increasing valve 43a is the power separation switching valve. Without connecting to 91, this power separation switching valve 91 opens the connecting pipe 48. Further, the bypass pipe 55 is opened by the on-off valve 56. Therefore, when the occupant steps on the brake pedal 15, when the input piston 13 moves forward by a predetermined stroke S by the operating force, the pressure piston 14

 0

 Both pistons 13 and 14 move forward as a body. Then, the front pressure chamber R is pressurized

 As a result, the hydraulic pressure in the front pressure chamber R is discharged to the first hydraulic pipe 31. And this

 1

 The hydraulic pressure discharged to the first hydraulic piping 31 is applied as braking hydraulic pressure to the wheel cylinder 28FL of the front wheel FL through the first hydraulic piping 31 and to the power separation switching valve 91 through the connection piping 48. The brake oil pressure is applied to the wheel cylinder 28FR of the front wheel FR via the power separation switching valve 91, and a braking force corresponding to the operating force of the brake pedal 15 of the occupant is generated on the front wheels FR and FL. be able to.

As described above, in the vehicle braking device of the fifth embodiment, the high pressure supply pipe 41 of the accumulator 40 is connected to the Hoinore cylinders 28FR, 28RR, 28R L via the hydraulic supply self-pipes 42a, 42c, 42d. Are connected to the rear pressure chamber R through the hydraulic supply pipe 42b and the second hydraulic pipe 34, and the hydraulic pressure supply valves 42a, 42b, 42c, 42d are connected to the pressure increasing valves 43a, 43b, 43c, 43d and Pressure reducing valves 46a, 46b, 46c, 46d are installed, and the first pressure piping 31 is connected to the front pressure chamber R.

 1

 The wheel cylinder 28FL is connected, the power separation switching valve 91 is connected to the hydraulic supply pipe 42a, the wheel cylinder 28FR is connected via the first hydraulic transmission pipe 72, and the first hydraulic pipe 31 is connected. The pipe 48 is connected to the first hydraulic transmission pipe 72 via a power separation switching valve 91.

 [0145] Therefore, when the power supply system is normal, the connecting pipe 48 is shut off by the power separation switching valve 91 by the hydraulic pressure acting from the first pressure booster valve 43a. Therefore, the ECU 61 applies the target control pressure P corresponding to the pedal depression force Fp. Based on this target control pressure P, the booster valves 43a, 43c, 43d and each

 T T

By controlling the pressure reducing valves 46a, 46c, 46d, the hydraulic pressure from the accumulator 40 is regulated and output to the wheel cylinder 28FR of the front wheel FR and the wheel cylinders 28RR, 28RL of the rear wheels RR, RL, and the second pressure increasing valve. By controlling 43b and the second pressure reducing valve 46b, accumulating Regulates the hydraulic pressure from the mulator 40, outputs it to the rear pressure chamber R ₂ through the second hydraulic pipe 34, assists the pressurizing piston 14, and passes the hydraulic pressure pressurizing the front pressure chamber R through the first hydraulic pipe 31.

 1

 Output to the front wheel FL wheel cylinder 28FL and apply appropriate control pressure to each wheel cylinder 28FR, 28FL, 28 RR, 28RL, so that the brake pedal of the occupant is applied to the front wheel FR, FL and rear wheel RR, RL. Appropriate braking force corresponding to 15 operating forces can be generated.

 [0146] At this time, the ECU 61 regulates the hydraulic pressure of 40 accumulators by the first pressure-increasing valve 43a, supplies it to the pressure chamber R of the dynamic separation switching valve 91, and pre-pressurizes it.

 11

 After the release piston 74 moves and the auxiliary port 78b is displaced with respect to the auxiliary port 78a, the communication between the connecting pipe 48 and the pressure chamber R is cut off, and then the pressure increasing valves 43a, 43b, 43c, 43d and

 12

 The valves 46a, 46b, 46c, and 46d are controlled to regulate the hydraulic pressure of 40 accumulators and output to each wheel cylinder 28FR, 28FL, 28RR, 28RL. Therefore, even with the automatic braking force control in the vehicle braking device, the left and right front wheels FR, FL can be independently controlled with high precision.

[0147] On the other hand, when the power supply system fails, the first booster valve 43a is closed.

 Since hydraulic pressure does not act on the power separation switching valve 91 from 43a and the connection piping 48 communicates with the power separation switching valve 91, the input piston 13 and the pressure piston 14 become a single body according to the operation of the brake pedal 15. The front pressure chamber R is pressurized and the hydraulic pressure in the front pressure chamber R is increased.

 1 1 It is output to the wheel cylinder 28FL of the front wheel FL via the first hydraulic pipe 31 and the hydraulic pressure in the front pressure chamber R is the first hydraulic pipe 31, connection pipe 48, power separation switching valve 91, first hydraulic pressure

 1

 It is output to the wheel cylinder 28FR of the front wheel FR via the transmission pipe 72, and the braking hydraulic pressure is applied to each wheel cylinder 28FR, 28FL, 28RR, 28RL, and the occupant to the front wheel FR, FL and the rear wheels RR, RL. Therefore, it is possible to generate an appropriate braking force according to the operating force of the brake pedal 15.

[0148] Also, in the vehicle braking device of Example 5, the wheel cylinder 28FR and the wheel cylinder

A power separation switching valve 91 having a function of a switching valve capable of communicating with and shutting off 28FL and a power separation mechanism for separating the hydraulic system on the accumulator 40 side and the hydraulic system on the wheel cylinder 28FR side is provided. Therefore, it is possible to simplify the hydraulic circuit and reduce the cost. it can.

 In each of the above-described embodiments, the master cylinder 11 is configured by movably supporting the input piston 13 and the pressurizing piston 14 as drive pistons in the cylinder 12, but one cylinder is provided in each cylinder. The drive piston may be movably supported. In this case, a front pressure chamber and a rear pressure chamber are partitioned in the cylinder before and after the moving direction of the drive piston.

 Industrial applicability

 [0150] As described above, the vehicle braking device according to the present invention is configured such that even if the power supply device fails, the hydraulic pressure can be supplied to the wheel cylinder so as to ensure an appropriate braking force. It is also suitable for use with various types of braking devices.

Claims

The scope of the claims  [1] An operating member that the occupant brakes and a driving piston that is movably supported in the cylinder partition the front pressure chamber and the rear pressure chamber, and the operating member moves the driving piston. A master cylinder capable of outputting the hydraulic pressure of the front pressure chamber, control pressure setting means for setting a target control pressure corresponding to an operation force input from the operation member to the drive piston, a hydraulic pressure supply source, and the front First and second wheel cylinders connected to the pressure chambers to generate braking force on the wheels, and the hydraulic pressure from the hydraulic pressure supply source can be adjusted and output to the first wheel cylinders based on the target control pressure A first pressure control valve; a second pressure control valve capable of regulating the hydraulic pressure from the hydraulic pressure supply source based on the target control pressure and outputting the pressure to the rear pressure chamber; and the first wheel cylinder And said 2 Hui Rushirinda and vehicular brake system, characterized in that it comprises a communication and blockable switching valve a.  2. The vehicle braking device according to claim 1, wherein the first and second wheel cylinders are wheel cylinders that generate a braking force with respect to the left and right wheels of the front wheels.  [3] The vehicle braking device according to claim 1 or 2, wherein the hydraulic pressure supply source includes an accumulator.  [4] Third and fourth wheel cylinders connected to the hydraulic pressure supply source to generate braking force on the left and right wheels of the rear wheel, and based on the target control pressure! /, The hydraulic pressure from the hydraulic pressure supply source The vehicular braking apparatus according to any one of claims 1 to 3, further comprising third and fourth pressure control valves capable of adjusting pressure and outputting to the third and fourth wheel cylinders.  [5] The drive piston has an input piston and a pressure piston arranged in series in a cylinder, and an operation force of the operation member can be input to the input piston, and the front of the pressure piston 5. The front pressure chamber is defined in the first and the rear pressure chambers are defined between the input piston and the pressurizing piston. Brake device for vehicles. 6. A power separation mechanism is provided in series with the first pressure control valve in an oil pressure line capable of adjusting oil pressure from the oil pressure supply source and outputting the oil pressure to the first wheel cylinder. The vehicle braking device according to any one of 1 to 5. [7] The connection line for connecting the first wheel cylinder and the second wheel cylinder, bypassing the power separation mechanism, is provided, and the switching valve is provided in the connection line. Item 7. The vehicle braking device according to Item 6.  [8] The switching valve is capable of communicating and blocking between the first wheel cylinder and the second wheel cylinder according to the hydraulic pressure regulated by the first pressure control valve. The braking device for a vehicle according to any one of 1 to 7.  9. The vehicle according to claim 6, wherein the switching valve is capable of communicating and blocking between the first wheel cylinder and the second wheel cylinder according to a hydraulic pressure acting on a power separation mechanism. Braking device.  [10] After the first wheel cylinder and the second wheel cylinder are disconnected from each other by applying a pre-hydraulic force to the power separation mechanism by the first pressure control valve, based on the target control pressure, 10. The vehicular braking apparatus according to claim 9, wherein the hydraulic pressure from the hydraulic pressure supply source is regulated by the first pressure control valve and the second pressure control valve.  [11] The switching valve shuts off the first wheel cylinder and the second wheel cylinder when energized, and the control pressure of any one of the first and second wheel cylinders is greater than the target control pressure in advance. The vehicular braking according to any one of claims 1 to 10, wherein the first wheel cylinder and the second wheel cylinder are communicated with each other when the switching valve is lower than a set specified value. apparatus.  [12] When the control pressures of both the first and second wheel cylinders are lower than the target control pressure by a predetermined value or more, the first and second wheel cylinders are moved by the switching valve. 12. The vehicle braking device according to claim 11, wherein the vehicle braking device is cut off.