CN100404339C - Hydraulic brake apparatus - Google Patents

Abstract

The invention discloses a hydraulic braking equipment of vehicle, while the vehicle comprises wheels and a brake operator with hand-operation. The invention comprises a hand-operated pressure source which comprises a (a) hydraulic booster for boosting the operation force on the operation component and generating a first hydraulic pressure relative to the boost operation force and a (B) main cylinder for generating a second hydraulic pressure relative to the boost operation force, a dynamic pressure source for utilizing dynamic power to generate a third hydraulic pressure, a hydraulic brake parallel arranged with wheels which comprises a brake cylinder and supplies hydraulic brake force to relative wheels when relative brake cylinders are fed with hydraulic pressure, a convergence portion connected with each brake cylinder and parallel connected with the hydraulic booster, main cylinder and dynamic pressure source, and a controller communicated with the pressure source for selectively allowing at least one of the hydraulic booster, main cylinder and dynamic pressure source to be communicated with the convergence portion.

Description

hydraulic brake

technical field

The invention relates to a hydraulic brake device, which includes a hydraulic booster, a master cylinder, a power hydraulic source and a plurality of brake cylinders.

Background technique

Patent Document 1 (Japanese Patent No. 3,396,694), Patent Document 2 (Japanese Patent Application Laid-Open No. 2000-177,550), Patent Document 3 (Japanese Patent Application Laid-Open No. 10-315,946), and Patent Document 4 (Japanese Patent Application Laid-Open No. .11-180,294) discloses a hydraulic braking device that includes, in addition to a hydraulic booster, a master cylinder, a power hydraulic source, and a plurality of brake cylinders, a master brake cylinder to which all brake cylinders are connected. aisle.

Specifically, the hydraulic brake device disclosed in Patent Document 1 is configured such that a power hydraulic pressure source is connected to a main passage, but a hydraulic booster or a master cylinder is not connected to the main passage. The hydraulic brake device disclosed in Patent Document 2 is configured such that a master cylinder and a power hydraulic pressure source are connected to a main passage, but a hydraulic booster is connected to a branch passage connected to a connecting passage through which the power hydraulic pressure source is connected to the main passage. The hydraulic brake device disclosed in Patent Document 3 or 4 is configured such that a hydraulic booster utilizing hydraulic pressure generated by a power hydraulic pressure source is connected to the main passage, but the power hydraulic pressure source or the master cylinder is not connected to the main passage.

Contents of the invention

It is therefore an object of the present invention to provide a hydraulic braking device which selectively allows at least one of a hydraulic booster, a master cylinder and a source of power hydraulic pressure to communicate with a plurality of brake cylinders and thereby enjoys improved controllability .

Hereinafter, some examples of various modes of the present invention (hereinafter referred to as claimable modes where appropriate) considered to be claimable in this application will be described and explained. Claimable modes include at least the respective modes corresponding to the appended claims, but may additionally include broader or narrower modes of the invention, or even one or more inventions different from the claimed invention. Each of the following modes (1) to (35) are numbered like the appended claims and, if appropriate, rely on the other mode or modes to aid in understanding the claimable modes and to indicate and clarify elements or techniques thereof possible combinations of features. However, it should be understood that the present invention is not limited to elements or technical features of the following modes or combinations thereof which will be described below for the purpose of illustration only. It should also be understood that each of the following modes should be analyzed not only in view of the interpretation directly related thereto, but also in view of the detailed description of the preferred embodiment of the invention, and in additional claimable modes, may be referred to any of the following specific A mode adds or deletes one or more elements or one or more technical features.

(1) A hydraulic brake device used in a vehicle having a plurality of wheels and a brake operating member manually operable by a driver of the vehicle, the device comprising:

a manual pressure source including (a) a hydraulic booster that boosts the operating force applied by the driver to the brake operating member and generates a first hydraulic pressure corresponding to the boosted operating force, and (b) a master cylinder that generates a second hydraulic pressure corresponding to the boosted operating force as an output of the hydraulic booster;

a power pressure source that generates third hydraulic pressure by utilizing power regardless of whether the driver operates the brake operating member;

a plurality of hydraulic brakes respectively provided in association with the plurality of wheels and including respective brake cylinders, and each of the plurality of hydraulic brakes when supplying hydraulic pressure to a corresponding one of the brake cylinders applying a hydraulic braking force to a respective one of the wheels;

a junction portion connected to each of the respective brake cylinders of the hydraulic brakes, and the hydraulic booster, the master cylinder and the motive pressure source are connected to the junction portion in parallel with each other; and

A pressure source communication control device selectively allows at least one of the hydraulic booster, the master cylinder, and the motive pressure source to communicate with the junction portion.

In the hydraulic brake device according to mode (1), the junction portion is connected to a plurality of brake cylinders, and three pressure sources, namely the hydraulic booster, the master cylinder and the power pressure source, are connected in parallel to the confluence section. Since the hydraulic booster, the master cylinder, and the power pressure source are connected in parallel with each other, at least one of the three pressure sources can be selectively communicated with the junction portion, and thus can be selectively communicated with at least one brake. The moving cylinder is connected. Therefore, in the present hydraulic brake device, the merging portion is connected not only to the plurality of brake cylinders but also to the plurality of pressure sources, and the plurality of pressure sources are connected to the merging portion in parallel with each other. Therefore, the present device can enjoy a simple configuration and improved controllability. A powered stressor may be a stressor that utilizes non-human power, such as electrical energy.

Furthermore, in the present hydraulic brake device, all the brake cylinders of the vehicle can be connected to the converging portion. In this case, each brake cylinder may selectively communicate with at least one of the hydraulic booster, the master cylinder, and the power pressure source.

In the hydraulic brake device, the power pressure source can generate high pressure, that is, the hydraulic pressure of multiple brake cylinders can be hydraulically operated.

The hydraulic booster may be a booster that boosts an operating force applied to a brake operating member such as a brake pedal by using hydraulic pressure generated by a power pressure source (connected in parallel with the booster and master cylinder), or by using A booster that boosts the operating force by hydraulic pressure generated by a power pressure source other than that connected to the junction.

(2) The hydraulic brake device according to the mode (1), wherein the pressure source communication control device includes a mechanical booster and cylinder communication portion which mechanically cuts off the power pressure source from the converging portion and Each of the hydraulic booster and the master cylinder is mechanically allowed to communicate with the meeting portion.

A pressure source communication control device may mechanically allow each of the hydraulic booster and the master cylinder to communicate with the junction portion. In this case, hydraulic pressure from two pressure sources (ie, a hydraulic booster and a master cylinder) can be supplied to the brake cylinder, and thus the hydraulic brake can be operated.

For example, the pressure source communication control device may include three solenoid-operated communication control valves, each electromagnetically-operated communication control valve disposed between the confluence portion and a corresponding one of the hydraulic booster, the master cylinder, and the power pressure source. , and each solenoid operated communication control valve is opened and closed by controlling the current supplied to its coil. In this case, an electromagnetically operated communication control valve (which may be referred to as a “booster communication control valve”) provided between the junction portion and the hydraulic booster and an electromagnetically operated communication control valve provided between the junction portion and the master cylinder Each of the valves (which may be referred to as "cylinder communication control valves") may be normally open, while the solenoid-operated communication control valves (which may be referred to as "power The pressure source communication control valve") may be normally closed. These communication control valves mechanically allow the hydraulic booster and master cylinder to communicate with the junction section and mechanically cut off the motive pressure source from the junction section when no current is supplied to the respective coils of the three solenoid operated communication control valves. Meanwhile, the power pressure source communication control valve may be a valve that can be used as a hydraulic pressure control valve that controls hydraulic pressure generated or output by the power pressure source.

In addition, when (that is, immediately after) the ignition switch of the vehicle is switched from its OFF state to the ON state, the pressure source communication control device may mechanically allow the hydraulic booster and the master cylinder to communicate with the junction portion, and mechanically transfer the power The pressure source is cut off from the junction. In this state, initial check operations can be performed. During the initial inspection operation, at least one of the following three may be checked: the electrical system of the present hydraulic brake unit as a whole, the source of power pressure cut off from the junction {e.g., pump motor, electrically controlled as a source of power pressure The hydraulic control valve device of the output hydraulic pressure [this hydraulic control valve device is arranged between the confluence part and the power pressure source, and can be understood as the linear control valve device 230 (i.e. pressure increase linear control valve 232 and pressure reducing linear control valve 234)], or a power pressure sensor} that detects hydraulic pressure generated by a power pressure source, and a computer that outputs commands to control individual hydraulic pressures in a plurality of brake cylinders.

(3) The hydraulic brake device according to mode (1) or mode (2), wherein the pressure source communication control device includes a booster and/or a cylinder communication part, when the hydraulic brake device has failed , the booster and/or cylinder communication portion cuts off at least the power pressure source from the junction portion and allows at least one of the hydraulic booster and the master cylinder to communicate with the junction portion.

When the present hydraulic brake device has failed (regardless of what kind of failure occurs or when a predetermined kind of failure is detected), at least one of the hydraulic booster and the master cylinder communicates with the junction portion, whereby the At least one of the hydraulic booster and the master cylinder may operate a hydraulic brake. The power pressure source can be cut off from the junction while the hydraulic booster and the master cylinder are in communication with the junction; the power pressure source and the master cylinder can be cut off from the junction while the hydraulic booster is in communication with the junction or the source of power pressure and the hydraulic booster may be disconnected from the junction while the master cylinder is in communication with said junction.

The pressure source communication control device may include a power pressure source communication part related to a normal state, and when the present hydraulic brake device is in a normal state, the communication part cuts off the hydraulic booster and the master cylinder from the converging part and allows power The pressure source communicates with the junction. When the present hydraulic braking device is normal, preferably the hydraulic pressure generated by the power pressure source is used to control the brake cylinder hydraulic pressure to a value corresponding to the required hydraulic braking force corresponding to the current condition of the vehicle.

Since at least one of the hydraulic booster and the master cylinder communicates with the junction portion, the amount of energy required to operate the hydraulic brake can be reduced, and the reliability of the present hydraulic brake device can be improved.

(4) The hydraulic brake device according to any one of modes (1) to (3), wherein the pressure source communication control device includes a failure-related booster and/or cylinder communication part, when the brake When the hydraulic pressure in at least one of the hydraulic cylinders is not electrically controllable, the fault-related booster and/or cylinder communication portion at least cuts off the power pressure source from the junction portion and allows the hydraulic booster and the At least one of the master cylinders communicates with the meeting portion.

For example, in the case where the power pressure source includes an output pressure control device that can electrically control the hydraulic pressure output as the power pressure source so that the controlled hydraulic pressure is supplied to the brake cylinders, it can be considered that the respective hydraulic pressures in the brake cylinders are electrically controlled . At the same time, in the case where one or more independent hydraulic control devices are arranged between the power pressure source and the brake cylinder (for example, a plurality of individual hydraulic control devices are provided, each of which can control the hydraulic pressure in at least one brake cylinder) Next, the hydraulic control device controls each hydraulic pressure in the brake cylinder by using the hydraulic pressure generated by the power pressure source. In this case, it can also be considered that the respective hydraulic pressures in the brake cylinders are electronically controlled.

In each of the above cases, when the output pressure control device or the hydraulic control device (this device may be called "control system") has failed, at least one of the hydraulic booster and the master cylinder communicates with the junction portion , and thus hydraulic pressure corresponding to the brake operating force (ie, the operating force applied to the brake operating member) can be supplied to the brake cylinder.

As described below, at least one of the hydraulic booster and the master cylinder communicates with the junction portion when the power pressure source fails to output high pressure (this failure may be referred to as "a failure of the power system").

(5) The hydraulic brake device according to any one of the modes (1) to (4), wherein the pressure source communication control device includes a non-control-related booster and/or cylinder communication part, when the brake When each hydraulic pressure in the hydraulic cylinder is not electronically controlled, the non-control-related booster and/or cylinder communication part at least cuts off the power pressure source from the junction part and allows the hydraulic booster and the main At least one of the cylinders communicates with the junction.

(6) The hydraulic brake device according to any one of modes (1) to (5), wherein the pressure source communication control device includes a booster and/or a cylinder communication part related to a parking state, when the When the vehicle is in a parked state, the booster and/or cylinder communication portion related to the parked state at least cuts off the power pressure source from the junction portion and allows at least one of the hydraulic booster and the master cylinder to communicate with the junction.

When the respective hydraulic pressures in the brake cylinders are not electrically controlled, that is, when the hydraulic pressure generated by a manual pressure source is directly supplied to the brake cylinders, at least one of the hydraulic booster and the master cylinder merges with the Partially connected.

When the vehicle is in a parked state, it is not necessarily required to precisely or finely control the respective hydraulic pressures in the brake cylinders by using the hydraulic pressure generated from the power pressure source. In addition, hydraulic pressure that does not use a power pressure source is preferable in view of reduction in energy consumption. Therefore, when the vehicle is in a parked state, the brake cylinder hydraulic pressure is not controlled by using the hydraulic pressure generated by the power pressure source, but the brake cylinder communicates with at least one of the hydraulic booster and the master cylinder.

(7) The hydraulic brake device according to any one of modes (1) to (6), wherein the pressure source communication control device includes a cylinder communication part related to failure, when the power pressure source fails to generate At the third hydraulic pressure, the failure-related cylinder communication portion cuts off the hydraulic booster and the power pressure source from the junction portion and allows the master cylinder to communicate with the junction portion.

The power pressure source may be a pressure source including a device capable of generating high hydraulic pressure (that is, a hydraulic pressure generating device such as a pump device), or a pressure source that includes not only a hydraulic pressure generating device (such as a pump device) but also a A source of pressure for a device or part (such as an accumulator) that accumulates and stores hydraulic oil. These devices may be referred to as "power systems". When the power system has failed, the power pressure source cannot produce high hydraulic pressure.

In the case where the hydraulic booster assists the brake operating force by utilizing hydraulic pressure generated by a power pressure source, if the power pressure source cannot generate high hydraulic pressure, the hydraulic booster cannot assist the brake operating force. In this case, it is preferable that the hydraulic booster is cut off from the junction and the master cylinder communicates with the junction.

However, even if the pump device may fail, as long as a certain amount of hydraulic oil remains in the reservoir, the hydraulic booster can continue to assist the brake operating force. In this case it is advantageous to allow the hydraulic booster to communicate with the junction.

In a state where the master cylinder communicates with the junction portion, if the driver operates the brake operating member, the master cylinder generates hydraulic pressure corresponding to the brake operating force, and thus the generated hydraulic pressure is supplied to the brake cylinder. Therefore, the vehicle can be parked with improved reliability.

In addition, for example, when the friction coefficient μ of the road surface on which the vehicle is driving or moving is very low, and one or more wheels of the vehicle enters a locked (locked) state, a certain braking force can be applied to the remaining one or more wheels . For example, when the non-driven front wheels of a rear-drive vehicle enter a locked state, if the rear wheels are not in a locked state, braking force can be applied against the creep torque applied to the rear drive wheels of the vehicle. Therefore, the amount of movement of the vehicle can be reduced.

(8) The hydraulic brake device according to any one of the modes (1) to (7), the pressure source communication control device includes a cylinder and/or a power pressure source communication part, when the hydraulic booster has In the event of a mechanical failure, the cylinder and/or power pressure source communication portion at least disconnects the hydraulic booster from the junction portion and allows at least one of the master cylinder and the power pressure source to communicate with the junction portion .

When the hydraulic booster has a mechanical failure, the hydraulic booster and the master cylinder can be cut off from the converging portion, while the power pressure source communicates with the converging portion; the hydraulic booster and the power pressure source can be disconnected from the converging portion may be disconnected while the master cylinder is in communication with the junction; or the hydraulic booster may be disconnected from the junction while the master cylinder and source of power pressure are in communication with the junction.

(9) The hydraulic braking device according to any one of modes (1) to (8), further comprising:

a communication device that receives information sent from an external device; and

an information-dependent hydraulic pressure control device that controls hydraulic pressure in each of said brake cylinders by using said third hydraulic pressure generated by said power pressure source based on said information received by said communication device,

Wherein the pressure source communication control device includes a booster and/or a power pressure source communication part, and when the communication device fails to receive the information normally, the booster and/or power pressure source communication part at least connects the A master cylinder is disconnected from the junction and allows at least one of the hydraulic booster and the motive pressure source to communicate with the junction.

When the communication device fails to receive the information normally, the hydraulic booster and the master cylinder may be disconnected from the junction, and the power pressure source may communicate with the junction; or the master cylinder and the power pressure source may be disconnected from the junction cut off, while the hydraulic booster communicates with the junction.

When the communication device can normally receive the information, the respective hydraulic pressures in the brake cylinders may be controlled by utilizing the hydraulic pressure generated by the power pressure source based on the information received by the communication device. In contrast, when the communication device has malfunctioned, for example, when the amount of information received is too large or the information to be received is not received, the brake cylinder hydraulic pressure cannot be appropriately controlled based on the information.

In this case, it is appropriate to cut off the power pressure source from the junction and allow the hydraulic booster to communicate with the junction because the brake cylinder hydraulic pressure can be controlled to a value corresponding to the brake operating force. In addition, the increase in the operating stroke of the brake operating member can be reduced compared to the case where the master cylinder communicates with the converging portion.

Alternatively, the brake cylinder hydraulic pressure may be controlled by utilizing the hydraulic pressure of the power pressure source without using the information received by the communication device. For example, the brake cylinder hydraulic pressure may be controlled to a value corresponding to the required hydraulic pressure.

(10) The hydraulic brake device according to any one of modes (1) to (9), wherein the vehicle has an energy regenerative braking device and an energy regenerative braking force control device, and the energy regenerative braking device is regenerative braking of an electric motor connected to at least one drive wheel of the wheels to apply regenerative braking force to the at least one drive wheel, the regenerative braking force control device controls energy applied to the at least one drive wheel regenerative braking,

Wherein said hydraulic braking device also includes:

a communication device that receives information representing an actual regenerative braking force applied to said at least one drive wheel from said regenerative braking force control device; and

an energy recovery cooperative control device that controls the hydraulic pressure in at least one of the brake cylinders corresponding to the at least one drive wheel based on the actual energy recovery braking force represented by the information received by the communication device , so that the total braking force including the regenerative braking force and the hydraulic braking force applied to the at least one drive wheel may be equal to the required braking force corresponding to the current operating state of the brake operating member, and

Wherein the pressure source communication control device includes a fault-related booster and/or power pressure source communication part, when the energy recovery braking force control device has failed, the fault-related booster and/or power A pressure source communicating portion cuts off at least the master cylinder from the meeting portion and allows at least one of the hydraulic booster and the motive pressure source to communicate with the meeting portion.

When the regenerative braking force control device has failed, or when the above-mentioned communication device has failed, the energy regenerative cooperative control is usually ended so that the regenerative braking force can be reduced to zero and only the hydraulic braking force can satisfy the required braking force. power. In this case, transition control may be performed to limit a sudden change in the braking force from the value in the regenerative cooperative control to the value in the hydraulic pressure control. According to the transition control, the regenerative braking force can be continuously or stepwise decreased while the hydraulic braking force is continuously or stepwise increased. In this case, it is preferable to control the brake cylinder hydraulic pressure by utilizing the hydraulic pressure of the power pressure source.

(11) The hydraulic brake device according to any one of the modes (1) to (10), wherein the pressure source communication control device includes a booster and a power pressure source communication part, and when the hydraulic brake is being requested In quick response, the booster and power pressure source communicating portion cuts off the master cylinder from the meeting portion and allows each of the hydraulic booster and the power pressure source to communicate with the meeting portion.

When the quick response of the present hydraulic brake device is required, both the hydraulic booster and the power pressure source communicate with the converging portion, so that a larger amount of hydraulic oil can flow into the brake cylinder. Therefore, the brake cylinder hydraulic pressure can be quickly increased. In addition, since the two pressure sources communicate with the converging portion, the pressure increase slope in the brake cylinder can be increased regardless of the structural limitations of the present hydraulic brake device (for example, a hydraulic control valve that can control the output hydraulic pressure of the power pressure source diameter of the outlet port), or the limitation of the response speed of the above-mentioned control system of the device.

For example, when the slope of increase in the requested braking force corresponding to the operating state of the brake operating member that the driver is operating is considerably high, when the deviation obtained by subtracting the actual braking force from the requested braking force is not smaller than the reference value , or when it is judged based on the driving state of the vehicle that the braking force needs to be increased quickly (for example, when the distance between the own vehicle and another vehicle driving ahead of the own vehicle is very small, or when the approaching speed of the own vehicle is quite high ), it can be judged that a quick response is required.

When quick response is required, the hydraulic booster can be disconnected from the junction while the master cylinder and power pressure source are in communication with the junction. For example, where one or more brake cylinders are in communication with the master cylinder and the remaining brake cylinders are in communication with a source of power pressure, the number of brake cylinders in communication with the master cylinder or source of power pressure may be reduced. Therefore, a larger amount of hydraulic oil can be supplied to each brake cylinder than if all brake cylinders are in communication with the master cylinder or the power pressure source.

(12) The hydraulic brake device according to any one of modes (1) to (11), wherein the pressure source communication control device includes a booster communication part related to anti-lock control, and when the anti-lock In dead control, the anti-lock control-related booster communication section cuts off the master cylinder and the power pressure source from the meeting section and allows the hydraulic booster to communicate with the meeting section.

When anti-lock (anti-lock) control is being performed, the brake cylinder hydraulic pressure is controlled by utilizing the hydraulic pressure generated by the hydraulic booster.

When the anti-lock control is being performed, it is possible to control the brake cylinder hydraulic pressure by utilizing the hydraulic pressure generated from the power pressure source. However, when the anti-lock brake control is being performed, the brake operating member is being operated by the driver, and it is desired to utilize the hydraulic pressure corresponding to the current operating state of the brake operating member. If the hydraulic pressure of the hydraulic booster is utilized, this can reduce energy consumption while utilizing the hydraulic pressure corresponding to the operating state of the brake operating member. Meanwhile, when the anti-lock control is being performed, hydraulic pressure higher than the pressure corresponding to the operating state of the brake operating member is not required. For all these reasons it is expedient to utilize the hydraulic pressure generated by the hydraulic booster.

(13) The hydraulic brake apparatus according to any one of modes (1) to (12), wherein the pressure source communication control device includes a booster communication part related to air detection, when air has been detected, The air detection-related booster communication portion cuts off the master cylinder and the power pressure source from the junction portion and allows the hydraulic booster to communicate with the junction portion.

When air has been detected, or when the consumption of hydraulic oil is expected to be large, the hydraulic booster communicates with the junction. In this case, the amount of power consumption can be reduced and an increased amount of hydraulic oil can be supplied to the brake cylinder, compared to the case where the power pressure source communicates with the junction portion. In addition, the increase in the operating stroke of the brake operating member can be reduced compared to the case where the master cylinder communicates with the converging portion.

(14) The hydraulic brake apparatus according to any one of modes (1) to (13), wherein the pressure source communication control device includes a power pressure source communication part related to traction control, when the traction control is being executed , the traction control-related power pressure source communication portion allows each of the following (a) and (b) to communicate with the junction portion: (a) at least one of the hydraulic booster and the master cylinder one, and (b) said motive pressure source.

Traction control is used to control the drive wheels of the vehicle. Therefore, the brake cylinders corresponding to the driving wheels are communicated with the power pressure source, and thus the respective hydraulic pressures in these brake cylinders are controlled by utilizing the hydraulic pressure of the power pressure source. On the other hand, the brake cylinders corresponding to the non-driving wheels of the vehicle are disconnected from the brake cylinders corresponding to the driving wheels, and communicate with at least one of the hydraulic booster and the master cylinder. Therefore, if the brake operating member is operated during traction control, hydraulic pressure can be quickly supplied to the brake cylinders corresponding to the non-driving wheels, so that hydraulic braking force can be applied to the non-driving wheels.

(15) The hydraulic brake device according to any one of the modes (1) to (14), further including at least one of the following (a), (b) and (c): (a) detection means that the an operation state detecting device for a value of the operation state of the brake operating member, (b) a cylinder pressure sensor for detecting a value representing the second hydraulic pressure generated by the master cylinder, and (c) detecting a value representing the generation of the power pressure source by the power pressure source The power pressure sensor of the value of the third hydraulic pressure, and wherein the pressure source communication control device includes a failure detection part based on (a) the operation state detection device, (b) the cylinder The value detected by at least one of the pressure sensor and (c) the dynamic pressure sensor detects a failure of the hydraulic brake device.

For example, when the power pressure is not higher than the reference value, it can be judged that the power pressure source has failed, for example, the power system has failed.

In addition, when the power pressure is higher than a reference value, but the hydraulic pressure generated by the master cylinder when the brake operating member assumes a specific operating state is smaller than the reference value corresponding to the specific operating state, it can be judged that the hydraulic booster has mechanically failed.

Furthermore, in the case of employing a plurality of brake cylinder pressure sensors that detect individual hydraulic pressures in the brake cylinders, failure of the control system can be detected. For example, when the power system is normal, but the hydraulic pressure of one or more brake cylinders detected by these sensors deviates from the target pressure by more than a reference value, it can be judged that the control system has failed. The hydraulic pressure of the brake cylinder detected by each sensor may be used to judge whether there is air in a hydraulic system connected to the brake cylinder corresponding to each sensor.

(16) The hydraulic brake device according to any one of modes (1) to (15), further comprising:

a plurality of individual pressure control valve devices, each of which controls hydraulic pressure in at least one of said brake cylinders corresponding to said each individual pressure control valve device; and

a brake cylinder communication control device that selectively controls at least one of the individual pressure control valve devices to allow at least one of the brake cylinders corresponding to the at least one individual pressure control valve device to communicate with the junction portion connected.

One or more brake cylinders are selectively communicated with the junction portion by controlling one or more individual pressure control valve devices. That is, one or more brake cylinders selectively communicate with at least one of a hydraulic booster, a master cylinder, and a power pressure source. Thus, a specific combination of at least one brake cylinder and at least one pressure source communicating with each other can be selected. An individual pressure control valve arrangement can be associated with one brake cylinder or with two brake cylinders. In the latter case, one individual pressure control valve device can control the respective hydraulic pressures of the two brake cylinders corresponding to, for example, the left and right rear wheels of the vehicle.

(17) The hydraulic brake device according to any one of modes (1) to (16), wherein the converging portion includes a first converging portion and a second converging portion, and a partition device provided at the between said first junction portion and said second junction portion, and said separation device is selectively switchable to a first junction in which said separation device allows said first junction portion and said second junction portion to communicate with each other. an operational state, and a second operational state in which the separating device cuts off the first junction portion and the second junction portion from each other.

(18) The hydraulic brake device according to mode (17), wherein the brake cylinder includes a first cylinder group and a second cylinder group, the first cylinder group including at least A first group of brake cylinders, said second group of cylinders including at least one second group of brake cylinders connected to said second junction.

(19) The hydraulic brake device according to mode (17) or mode (18), wherein two of the three pressure sources consisting of the hydraulic booster, the master cylinder and the power pressure source are pressure A source is connected to the first junction and the other of the three pressure sources is connected to the second junction.

Three pressure sources are connected in parallel to the junction section. However, in the case where the junction is divided into two parts (i.e. first and second junction), not all three pressure sources are connected to one of the two junctions, but two pressure sources are connected to the second junction. One junction and another pressure source is connected to a second junction.

Similarly, not all brake cylinders are connected to one of the two junctions, but a first group of brake cylinders is connected to the first junction while a second group of brake cylinders is connected to the second junction. Therefore, in the state where the first and second converging portions are cut off from each other by the separating device, the present hydraulic brake device or circuit defines two hydraulic systems, ie constitutes a dual hydraulic system.

The first and second cylinder groups may each include two pairs of diagonal wheels, or each include a pair of front wheels and a pair of rear wheels.

The separation device may be a device including a solenoid-operated on/off valve that is opened and closed by controlling the current supplied to its coil. In this case, it is preferable that the solenoid-operated on/off valve is of a normally closed type in which the valve remains closed when no current is supplied to the coil. Therefore, when a failure occurs in which no current is supplied to the valve, the first and second converging parts are cut off from each other by the partition device, so that the first and second converging parts are independent from each other and constitute a dual hydraulic system.

(20) The hydraulic brake device according to any one of modes (17) to (19), further comprising:

a plurality of individual pressure control valve devices, each of which controls hydraulic pressure in at least one of said brake cylinders corresponding to said each individual pressure control valve device; and

a brake cylinder communication control device that controls the separation device and controls at least one of the individual pressure control valve devices to selectively allow at least one of the braking devices corresponding to the at least one individual pressure control valve device. A cylinder communicates with the at least one of the hydraulic booster, the master cylinder, and the source of motive pressure.

By controlling one or more individual pressure control valve devices, one or more brake cylinders can be selectively communicated with the junction; and by controlling the separation device, the first group of brake cylinders can be communicated with the second junction, or the second The two groups of brake cylinders may communicate with the first junction. Therefore, in a state where at least one of the three pressure sources is connected to the converging portion, at least one brake cylinder can be selectively communicated with the at least one pressure source by controlling the corresponding individual pressure control valve device and the separation device.

(21) The hydraulic brake apparatus according to mode (20), wherein the pressure source communication control device includes a single pressure source communication portion that cuts off the two pressure sources from the first meeting portion and allows all said another pressure source is in communication with said second junction portion; and wherein said brake cylinder communication control means comprises a cross communication portion which switches said separation means into said first operational state thereof to allow said first The junction portion and the second junction portion communicate with each other and control at least one individual pressure control valve device corresponding to the at least one brake cylinder of the first group to allow the at least one brake cylinder of the first group to communicate with the The first junction communicates and thereby allows said at least one brake cylinder of the first group to communicate with said other pressure source connected to said second junction.

When the separating device is in its second operating state, ie, isolating the first and second converging portions from each other, the first set of brake cylinders can communicate with at least one of the two pressure sources connected to the first converging portion; and the second The group brake cylinders may communicate with a pressure source connected to the second junction. Thus, a combination of one or more pressure sources and one or more brake cylinders that can communicate with one another is automatically determined.

On the other hand, when the separating device is in its first operating state, allowing the first and second junction parts to communicate with each other, by controlling the respective individual pressure control valve devices, the brake cylinders of the first group can be connected to the second junction part. part of the one pressure source communicates.

Otherwise, the one pressure source may be disconnected from the second junction while at least one of the two pressure sources communicates with the first junction. In this case, the brake cylinders of the second group may communicate with at least one pressure source connected to the first junction portion when the separation device allows the first and second junction portion to communicate with each other.

Therefore, the control of the separation device and the individual pressure control valve device results in an increased degree of freedom for the combination of pressure source(s) and brake(s) communicating with each other.

(22) The hydraulic brake device according to mode (20) or mode (21), wherein the brake cylinders include front left wheels, front right wheels, rear left wheels, and rear right wheels respectively corresponding to the vehicle The first brake cylinder, the second brake cylinder, the third brake cylinder and the fourth brake cylinder; wherein the first brake cylinder and the fourth brake cylinder are connected to the first intersection part, and the The second brake cylinder and the third brake cylinder are connected to the second intersection part; wherein the pressure source communication control device includes a cylinder communication part, and the cylinder communication part connects the hydraulic booster and the power pressure The source is cut off from the converging portion and the master cylinder is allowed to communicate with the converging portion; and wherein the brake cylinder communication control device includes a left and right front wheel brake cylinder communicating portion, the left and right front wheel brake cylinder communicating portion switching the separation device to its first operating state to allow the first and second converging portions to communicate with each other, and controlling the individual pressure control valve devices to connect the third brake cylinder and the second brake cylinder to each other. four brake cylinders are respectively cut off from the second intersection portion and the first intersection portion, and allow the first brake cylinder and the second brake cylinder to communicate with the first intersection portion and the second intersection portion, respectively, by This disconnects the third and fourth brake cylinders from the master cylinder and allows the first and second brake cylinders to communicate with the master cylinder.

In the hydraulic brake device according to mode (22), the two brake cylinders corresponding to the left and right front wheels communicate with the master cylinder. Therefore, a greater braking force can be obtained compared to the case where the two brake cylinders corresponding to the left and right rear wheels communicate with the master cylinder. In addition, the braking force on the right side and the braking force on the left side can be reduced compared to the case where two diagonal wheels (eg, front left wheel and rear right wheel, or front right wheel and rear left wheel) communicate with the master cylinder. power difference.

(23) The hydraulic brake device according to any one of modes (17) to (22), wherein the master cylinder is connected to one of the first intersection portion and the second intersection portion, and the hydraulic pressure A booster is connected to the other of the first and second intersection portions.

In the hydraulic brake device according to mode (23), for example, when the control system has failed, two hydraulic systems may be used to supply hydraulic pressure corresponding to the operating force applied to the brake operating member.

(24) The hydraulic brake apparatus according to any one of modes (17) to (23), wherein the hydraulic booster and the power pressure source are connected to the first junction portion, and the master cylinder connected to the second junction section.

In the hydraulic brake device according to mode (24), at least one of the hydraulic booster and the power pressure source may communicate with the first meeting portion.

(25) The hydraulic brake device according to any one of modes (17) to (21), (23) and (24), wherein the brake cylinder includes , the right front wheel, the left rear wheel and the first brake cylinder, the second brake cylinder, the third brake cylinder and the fourth brake cylinder of the right rear wheel; A moving cylinder and a second brake cylinder are connected to one of the first and second meeting parts, and the third and fourth brake cylinders are connected to the first and second meeting parts. The other of the intersection parts; wherein the pressure source communication control device includes a cylinder and a power pressure source communication part, and the cylinder and power pressure source communication part allows the master cylinder and the power pressure source to communicate with the first A different one of the intersection portion and the second intersection portion communicates, and wherein the hydraulic braking device further includes:

a severing device controlling said separating device to said second operative state thereof to sever said first and second converging portions from each other;

a power pressure sensor detecting a value indicative of said third hydraulic pressure generated by said power pressure source; and

An oil leakage detection section that detects whether hydraulic oil has leaked from at least one hydraulic system connected to the two brake cylinders connected to the power pressure source based on the value detected by the power pressure sensor.

For example, when the hydraulic pressure detected by the power pressure sensor has dropped more than a reference amount, it may be judged that certain hydraulic oil has leaked from one hydraulic system associated with two front or rear wheels which communicate with the power pressure source.

In the case where the power pressure source includes a hydraulic oil pump, a drop in hydraulic pressure caused by leakage of oil can be detected more accurately in the non-operating state of the pump than in its operating state. However, even though the pump may be in its operating state, if the actual hydraulic pressure detected by the power pressure sensor is lower than the standard power pressure (which is estimated from the pump output fluid volume corresponding to the pump's operating state) by more than If the reference quantity is used, the leakage of hydraulic oil can also be detected.

The brake cylinders corresponding to the two front or rear wheels not in communication with the power pressure source are in communication with the master cylinder. Therefore, hydraulic pressure corresponding to the operating state of the brake operating member can be supplied to these brake cylinders.

Leakage of hydraulic oil may be detected for either the hydraulic system corresponding to the front wheels or the hydraulic system corresponding to the rear wheels.

(26) The hydraulic brake device according to any one of modes (17) to (21) and (23) to (25), wherein the brake cylinder includes two drive wheels respectively corresponding to the vehicle two driving wheel brake cylinders and two non-driving wheel brake cylinders respectively corresponding to the two non-driving wheels of the vehicle, wherein the driving wheel brake cylinders are connected to the first junction and the The non-driving wheel brake cylinder is connected to the second intersection portion, wherein the pressure source communication control device includes a traction control-related cylinder and a power pressure source communication part, and when the traction control is being executed, the traction control-related A cylinder and power pressure source communication portion allows the power pressure source to communicate with the first junction portion and allows the master cylinder to communicate with the second junction portion.

When the traction control is being performed, the respective hydraulic pressures in the brake cylinders corresponding to the driving wheels are controlled by using the hydraulic pressure generated by the power pressure source, while the brake cylinders corresponding to the non-driving wheels communicate with the master cylinder. The brake cylinders corresponding to the driving wheels and the brake cylinders corresponding to the non-driving wheels, ie, the first and second converging portions, are separated from each other by a separating device. Therefore, if the brake operating member is operated during traction control, the hydraulic pressure generated by the master cylinder is quickly supplied to the brake cylinders corresponding to the non-driven wheels.

However, the configuration of the present hydraulic braking device may be modified such that the brake cylinders corresponding to the non-driving wheels communicate with the hydraulic booster, and the brake cylinders corresponding to the driving wheels communicate with the power pressure source. In this case, the hydraulic pressure generated by the hydraulic booster is supplied to the brake cylinders corresponding to the non-driven wheels.

If the brake cylinder corresponding to the wheel that is the target of vehicle stability control communicates with the first intersection portion to which the power pressure source is connected, and the brake cylinder corresponding to the wheel that is not the target of vehicle stability control is connected to the master cylinder is connected to the second junction, then this mode (26) can be applied to vehicle stability control. Therefore, if the brake operating member is operated during vehicle stability control, the hydraulic pressure generated by the master cylinder is quickly supplied to the brake cylinders corresponding to the non-target wheels.

(27) The hydraulic brake device according to any one of modes (17) to (26), wherein the converging portion includes an oil passage, the hydraulic booster, the master cylinder, and the motive pressure source connected to the oil passage, and the oil passage is connected to the brake cylinder, wherein the partition device is provided in the oil passage and divides the oil passage into two parts as the The first converging portion and the second converging portion.

In the hydraulic brake device according to mode (27), the junction portion includes an oil passage connected to the brake cylinder and the three pressure sources are connected to the oil passage.

(28) The hydraulic brake device according to any one of modes (18) to (21), (23), (24) and (27), wherein the brake cylinders include The first brake cylinder, the second brake cylinder, the third brake cylinder and the fourth brake cylinder of the left front wheel, right front wheel, left rear wheel and right rear wheel, wherein the first cylinder group and the second brake cylinder One of the cylinder groups includes the first brake cylinder and the fourth brake cylinder, and the other of the first cylinder group and the second cylinder group includes the second brake cylinder and the third brake cylinder .

(29) The hydraulic brake device according to any one of the modes (18) to (21), (23), (24), (26) and (27), wherein the brake cylinders respectively correspond to The first brake cylinder, the second brake cylinder, the third brake cylinder and the fourth brake cylinder of the left front wheel, right front wheel, left rear wheel and right rear wheel of the vehicle, wherein the first cylinder One of the first and second cylinder groups includes the first and second brake cylinders, and the other of the first and second cylinder groups includes the third and second brake cylinders Four brake cylinders.

(30) The hydraulic brake device according to any one of modes (1) to (29), further comprising:

a plurality of individual pressure control valve devices, each of said plurality of individual pressure control valve devices being disposed between said junction portion and at least one of said brake cylinders corresponding to said each individual pressure control valve device pressure increasing control valve, and further comprising a pressure decreasing control valve disposed between the at least one brake cylinder and a reservoir storing hydraulic oil, and each of the plurality of individual pressure control valve devices controls hydraulic pressure in said at least one brake cylinder, and wherein each of the respective pressure boost valves of said individual pressure control valve arrangement comprises a normally open solenoid operated control valve.

A pressure increase control valve and a pressure decrease control valve can be associated with one brake cylinder or with both brake cylinders. In the former case, the respective hydraulic pressures in the brake cylinders are controlled independently of each other; whereas in the latter case, the respective hydraulic pressures in the two brake cylinders are commonly controlled. The reservoir may be a reservoir that stores hydraulic oil at atmospheric pressure.

Each of the pressure increase control valve and the pressure decrease control valve may be constituted by a solenoid-operated on/off valve that can be opened and closed by supplying (ON) current to a coil of the valve or cutting off (OFF) current to the coil ; or may consist of a linear control valve, the pressure differential across the valve being continuously controllable by continuously controlling the current supplied to the coil of the valve.

Individual pressure control valve devices are provided between the junction portion and the brake cylinder. Because the pressure boost control valve is normally open, one or more pressure sources connected to the junction can supply hydraulic pressure to the brake cylinder even when no current is supplied to the individual coils of the control valve, so this Hydraulic brakes can be operated.

The control of one individual pressure control valve arrangement results in the control of the hydraulic pressure in at least one brake cylinder associated with the at least one individual pressure control valve arrangement. Therefore, in each of anti-lock control, traction control, and vehicle stability control (each of these controls, the slip state of each wheel is controlled to be suitable for the state of the friction coefficient μ of the road surface on which the vehicle is running) One or more individual pressure control valve devices. Furthermore, when the respective hydraulic pressures in the brake cylinders are collectively controlled (for example, when these hydraulic pressures are controlled to values corresponding to the braking force requested by the driver), the braking force is determined based on the operating state of the brake operating member ), can utilize one or more individual pressure control valve devices.

(31) The hydraulic brake device according to any one of modes (1) to (30), further comprising:

a plurality of individual pressure control valve devices, each of which controls hydraulic pressure in at least one of said brake cylinders corresponding to said each individual pressure control valve device; and

A hydraulic control device controlling the individual pressure control valve devices, which controls each of the individual pressure control valve devices so that the hydraulic pressure in the at least one brake cylinder can assume a value corresponding to the current situation of the vehicle.

Due to the control of the individual pressure control valve devices, by utilizing the hydraulic pressure generated by the power pressure source, the hydraulic pressure in each brake cylinder can be controlled to a value corresponding to the vehicle condition (this value can correspond to the value based on the brake operating member The braking force requested by the driver determined by the operating state).

(32) The hydraulic brake device according to any one of modes (1) to (31), wherein the power pressure source includes an output pressure control device that controls The third hydraulic pressure of the output hydraulic pressure, and wherein the hydraulic brake apparatus further includes an output pressure control device control section that controls the output pressure control device such that at least one of the brake cylinders The hydraulic pressure can take on a value corresponding to the current situation of the vehicle.

Where the motive pressure source includes a pump for pressurizing hydraulic oil and a pump motor driving the pump, the output pressure control device may be a device including a drive circuit for driving the pump motor, or a device including a hydraulic control valve (which includes one or multiple hydraulic control valves). When the output hydraulic pressure of the power pressure source is controlled, the respective hydraulic pressures in the brake cylinders can be jointly controlled.

(33) The hydraulic brake device according to any one of modes (1) to (32), wherein the vehicle has a regenerative braking device and a regenerative braking force control device, the regenerative braking device is regenerative braking of an electric motor connected to at least one drive wheel among the wheels applies regenerative braking force to the at least one drive wheel, and the regenerative braking force control device controls all regenerative braking force applied to the at least one drive wheel The above energy recovery braking force,

Wherein said hydraulic braking device also includes:

a communication device that receives information representing an actual regenerative braking force applied to said at least one drive wheel from said regenerative braking force control device; and

an energy recovery cooperative control device that controls the hydraulic pressure in at least one of the brake cylinders corresponding to the at least one drive wheel based on the actual energy recovery braking force represented by the information received by the communication device , so that a total braking force including the regenerative braking force and the hydraulic braking force applied to the at least one driving wheel may be equal to a required braking force corresponding to a current operating state of the brake operating member.

(34) The hydraulic brake device according to any one of modes (20) to (33), wherein the pressure source communication control device includes a power pressure source communication part that connects the hydraulic pressure source The booster and the master cylinder are cut off from the junction portion and allow the power pressure source to communicate with the junction portion, and wherein the brake cylinder communication control device includes each brake cylinder communication portion, each The brake cylinder communicating portion switches the dividing device to its first operating state to allow the first and second converging portions to communicate with each other, and controls the individual pressure control valve devices to allow each of the A brake cylinder communicates with the junction.

When the respective hydraulic pressure demands in the brake cylinders corresponding to all four wheels are controlled to values corresponding to the operating states of the brake operating members, when the deceleration demands of the vehicle are controlled to correspond to the operating states of the brake operating members value, when performing energy recovery cooperative control, or when operating automatic brakes (for example, when performing cruise control, when performing brake control based on the relative positional relationship between the own vehicle and another vehicle driving in front of it) , or when the vehicle is parked to perform brake control), it is desirable that all four brake cylinders be in communication with the power pressure source.

The respective hydraulic pressures in the brake cylinders corresponding to the four wheels may be commonly controlled, or may be controlled independently of each other.

(35) A hydraulic brake device used in a vehicle having a plurality of wheels and a brake operating member manually operable by a driver of the vehicle, the device comprising:

a manual pressure source including (a) a hydraulic booster that boosts the operating force applied by the driver to the brake operating member and generates a first hydraulic pressure corresponding to the boosted operating force, and (b) a master cylinder that generates a second hydraulic pressure corresponding to the boosted operating force as an output of the hydraulic booster;

a power pressure source that generates a third hydraulic pressure by utilizing power regardless of whether a driver operates the brake operating member, and that controls the third hydraulic pressure to a value corresponding to a current state of the vehicle;

a plurality of hydraulic brakes respectively provided in association with the plurality of wheels and including respective brake cylinders, and each of the plurality of hydraulic brakes when supplying hydraulic pressure to a corresponding one of the brake cylinders applying a hydraulic braking force to a respective one of the wheels;

a junction portion comprising (a) a first junction portion connected to at least one first brake cylinder of the brake cylinders, and the hydraulic booster and the power pressure source are connected to the first junction portion in parallel with each other, (b) a first junction portion two junction parts, which are connected to at least one second of the brake cylinders, and the master cylinder is connected to the second junction part, and (c) a separation device, which is selectively switchable to wherein said separation device allows a first operational state in which the first junction portion and the second junction portion are in communication with each other, and a second operational state in which the separation device cuts off the first junction portion and the second junction portion from each other; and

a plurality of individual pressure control valve devices, each of said plurality of individual pressure control valve devices being disposed between said junction portion and at least one of said brake cylinders corresponding to said each individual pressure control valve device pressure increasing control valve, and further comprising a pressure decreasing control valve disposed between the at least one brake cylinder and a reservoir storing hydraulic oil, and each of the plurality of individual pressure control valve devices controls Hydraulic pressure in said at least one brake cylinder, wherein each of the respective pressure boost valves of said individual pressure control valve arrangement comprises a normally open solenoid operated control valve.

The hydraulic brake device according to mode (35) may be combined with one or more of the various technical features according to the above modes (1) to (34).

Description of drawings

The above and optional objects, features and advantages of the present invention will be better understood by reading the following detailed description of preferred embodiments of the present invention in conjunction with the accompanying drawings, in which:

1 is a schematic diagram of a motor vehicle including a hydraulic braking device to which the present invention is applied;

Fig. 2 is a schematic diagram of a circuit of a hydraulic braking device;

Fig. 3 is a sectional view of a linear control valve device used in a hydraulic braking device;

4 is a perspective view showing the appearance of a hydraulic control unit employed in the hydraulic brake device;

5 is a view for explaining an operation mode (mode A) of the hydraulic brake device;

6 is a view for explaining another operation mode (mode B) of the hydraulic brake device;

7 is a view for explaining another operation mode (mode C) of the hydraulic brake device;

8 is a view for explaining another operation mode (mode D) of the hydraulic brake device;

9 is a view for explaining another operation mode (mode E) of the hydraulic brake device;

10 is a table showing respective operating states of different valves in each of the above-described operating modes (modes A to E) of the hydraulic brake apparatus;

11 is a flowchart showing a mode selection program stored by a storage section of a brake ECU (Electronic Control Unit) of the hydraulic brake apparatus;

Fig. 12 is a flowchart showing a control valve control program stored by the storage section of the brake ECU;

Fig. 13 is a flow chart showing the energy recovery cooperation control program stored by the storage part of the brake ECU;

14A is a graph showing a first relationship between (a) brake operating force and (b) braking force controlled according to the energy recovery cooperative control program;

14B is a graph showing a second relationship between (a) brake operating force and (b) braking force controlled according to the energy recovery cooperative control program;

Fig. 15 is a schematic diagram corresponding to Fig. 2, showing a circuit of a modification of the hydraulic brake device shown in Fig. 2;

Fig. 16 is a schematic view corresponding to Fig. 1, showing another motor vehicle including another hydraulic brake device as a second embodiment of the present invention;

Fig. 17 is a schematic diagram corresponding to Fig. 2, showing the circuit of the hydraulic brake device in Fig. 16;

18 is a table corresponding to FIG. 10, showing respective operating states of different valves in each of the five operating modes (modes F to J) of the hydraulic brake device of FIG. 16;

FIG. 19 is a view for explaining an operation mode (mode F) of the hydraulic brake device of FIG. 16;

20 is a view for explaining another operation mode (mode G) of the hydraulic brake device of FIG. 16;

21 is a view for explaining another operation mode (mode H) of the hydraulic brake device of FIG. 16;

22 is a view for explaining another operation mode (mode I) of the hydraulic brake device of FIG. 16;

23 is a view for explaining another operation mode (mode J) of the hydraulic brake device of FIG. 16;

Fig. 24 is a flowchart corresponding to Fig. 11, showing a mode selection program stored by the brake ECU of the hydraulic brake device of Fig. 16;

Fig. 25 is a flowchart corresponding to Fig. 12, showing a control valve control program stored by the storage section of the brake ECU; and

Fig. 26 is a flowchart showing a hydraulic oil leakage detection routine stored in a storage unit of the brake ECU.

Detailed ways

Hereinafter, preferred embodiments according to the present invention will be described in detail with reference to the accompanying drawings.

[first embodiment]

As shown in FIG. 1, the present hydraulic braking device is employed by a four-wheel "hybrid" motor vehicle having a left front wheel 10 and a right front wheel 12 driven by a "hybrid" drive device 18 as its two drives. A “hybrid” drive 18 includes an electric drive 14 and an internal combustion drive 16 . The drive power of the hybrid drive 18 is transmitted to the two front wheels 10 , 12 via respective drive shafts 24 , 26 .

The internal combustion drive device 16 includes an engine 30 and an engine ECU (Electronic Control Unit) 32 that controls the operation of the engine 30 . The electric drive device 14 includes an electric motor 34, a battery 36 as an electric energy storage device, a motor generator 38, an electric energy conversion device 40, a motor ECU 42, and a power distribution device 44. The power distribution device 44 employs a planetary gear set (not shown) including a sun gear, a ring gear, and a planetary carrier, and the motor generator 38 is connected to the sun gear, the output member 46 is coupled to the ring gear and the electric motor 34 is connected to the ring gear, And the output shaft of the engine 30 is connected to the planetary carrier. The engine 30, the electric motor 34 and the motor-generator 38 are controlled such that the "hybrid" drive device 18 is selectively placed into its first operating state and a second operating state in which only the drive rotation of the electric motor 34 The torque is transmitted to the output member 46 to which both the drive torque of the engine 30 and the drive torque of the electric motor 34 are transmitted in the second operating state. The drive power transmitted to the output member 46 is further transmitted to the drive shafts 24, 26 via a reduction gear unit and a differential gear unit (not shown).

The electric energy converting device 40 includes an inverter and is controlled by the motor ECU 42. Under the current control of the inverter, at least the electric motor 34 is selectively placed in its driving state and a charging state, in which the electric motor 34 is supplied with electrical energy (ie, energy) from the battery 36 and rotated, and in the charging state In state the electric motor 34 acts as a generator of electrical energy due to regenerative braking and charges the battery 36 . In the charging state, regenerative braking torque is applied to the left and right front wheels 10 , 12 . Therefore, the electric drive device 14 can be regarded as a regenerative braking device, which applies a regenerative braking torque to the two front wheels 10 , 12 due to the regenerative braking of the electric motor 34 . The motor ECU 42 controls the electric energy conversion device 40 based on commands received from the hybrid ECU 48.

This hydraulic brake device includes a hydraulic brake circuit 50 mounted on a hybrid vehicle as a friction brake device. As shown in FIG. 2, the left and right front wheels 10, 12 are provided with respective hydraulic brakes 55FL, 55FR comprising respective friction pads and respective brake cylinders 52, 54 each serving as a friction member, to which hydraulic pressure is applied. to each brake cylinder to press the respective friction pad against a rotating member that rotates with the respective wheel 10 , 12 . That is, the two brake cylinders 52 , 54 apply respective hydraulic braking torques to the two front wheels 10 , 12 . Thus, at least one of hydraulic braking torque and regenerative braking torque is applied to the two front wheels 10 , 12 to limit the respective rotation of the front wheels 10 , 12 .

As shown in FIG. 2 , the hydraulic brake circuit 50 includes, in addition to the two brake cylinders 52 , 54 corresponding to the two front wheels 10 , 12 , two hydraulic brakes 59RL, 59RR corresponding to the left and right rear wheels 56 , 58 The respective brake cylinders 60, 62; a power hydraulic source 64; and a master cylinder device 66 (with a hydraulic booster) as a manual hydraulic source.

The power hydraulic pressure source 64 (hereinafter referred to as the power pressure source 64 ) includes a pump device 72 having a pump 70 and a pump motor 71 , and an accumulator 74 . The pump 70 pumps and pressurizes hydraulic oil from a reservoir 75 as a low pressure source. If the hydraulic pressure on the high pressure side of the pump 70 exceeds a reference value, the hydraulic oil is returned to the low pressure side of the pump 70 via the pressure reducing valve 76 . The hydraulic oil output from the pump 70 is accumulated by the accumulator 74, and the pump motor 72 is controlled so that the hydraulic pressure in the accumulator 74 is kept within a reference range.

A hydraulic booster-equipped master cylinder device 66 (hereinafter referred to as a manual pressure source 66 ) includes a hydraulic booster 78 and a master cylinder 80 .

The master cylinder 80 includes a housing and a pressurizing piston 84 fluid-tightly fitted in the housing so that the piston 84 is slidable relative to the housing. As the pressurizing piston 84 moves forward, the hydraulic oil pressure in the pressurizing chamber 86 increases.

The hydraulic booster 78 includes: a pressure regulating portion 88 that boosts a driver's operating force applied to a brake pedal 90 as a brake operating member and generates hydraulic pressure corresponding to the boosted operating force; and an input portion 94 , which includes a power piston 92 associated with a brake pedal 90 . A booster chamber 96 is disposed behind the power piston 92 . The pressure regulating portion 88 includes a slide valve and a pressure regulating chamber (not shown), and the power pressure source 64 and the reservoir 75 are each connected to the pressure regulating portion 88 . When the spool, which is a movable member of the spool valve, is moved due to the movement of the pressurizing piston 84, the pressure regulating chamber is selectively communicated with the power pressure source 64 or the liquid reservoir 75, so that the hydraulic pressure in the pressure regulating chamber is regulated is a value corresponding to the operating force applied to the brake pedal 90 . The hydraulic oil in the pressure regulating chamber (that is, the hydraulic oil whose pressure has been regulated by the pressure regulating portion 88) is supplied to the booster chamber 96 to apply force in the forward direction to the power piston 92, and thereby assist the force applied to the brake. Operating force on the moving pedal 90.

When the brake pedal 90 is depressed by the driver, the power piston 92 and the pressurizing piston 84 move forward, and the booster chamber 96 is supplied with the power which has been adjusted to a value corresponding to the operating force applied to the brake pedal 90 . hydraulic. Accordingly, the pressurizing piston 84 is moved forward by the force applied to the pedal 90 and the assist force (ie, force corresponding to the hydraulic pressure in the booster chamber 96 ), so the hydraulic pressure in the pressurizing chamber 86 increases.

In this embodiment, the hydraulic brake circuit 50 includes a power pressure source 64 and a manual pressure source 66 , and the manual pressure source 66 includes a hydraulic booster 78 and a master cylinder 80 . The power pressure passage 100 , the booster pressure passage 102 and the cylinder pressure passage 104 are respectively connected to the power pressure source 64 , the booster chamber 96 of the hydraulic booster 78 and the pressurization chamber 86 of the master cylinder 80 . The cylinder pressure channel 104 connected to the pressurized chamber 86 of the master cylinder 80 is associated with a stroke simulator device 106 comprising a stroke simulator 110 and a simulator control valve 112 . The simulator control valve 112 is a normally closed solenoid operated on/off valve that remains closed when current is not supplied to the coil of the valve 112 .

In this embodiment, a hydraulic control unit 150 ( Hereinafter referred to as pressure control unit 150).

As shown in FIG. 4, the pressure control unit 150 includes a single block 152 having a plurality of hydraulic oil passages and a plurality of solenoid-operated control valves as described below.

The block 152 has a main hydraulic oil channel 160 and four individual hydraulic oil channels 162, 164, 166, 168 which are connected on the one hand to the four brake cylinders 52, 54 respectively , 60, 62 are connected to the main channel 160 on the other hand. Thus, the main channel 160 can communicate with the four brake cylinders 52 , 54 , 60 , 62 via respective individual channels 162 , 164 , 166 , 168 . The four individual hydraulic oil passages 162, 164, 166, 168 are provided with respective pressure increasing control valves 172, 174, 176, 178, each of which is kept open when current is not supplied to the coil of each control valve Normally open solenoid operated on/off valve. The four brake cylinders 52 , 54 , 60 , 62 are connected to the pressure reduction channels via individual pressure reduction channels 182 , 184 , 186 , 188 provided with respective pressure reduction control valves 192 , 194 , 196 , 198 180, each of the pressure reducing control valves 192, 194, 196, 198 are normally closed solenoid operated on/off valves that remain closed when current is not supplied to the coils of each control valve. Pressure reducing channel 180 is connected to reservoir 75 via reservoir channel 199 .

The main channel 160 is associated with and divided by the dividing valve 200 into two parts, namely a first channel 202 to which the two individual channels 162, 168 are connected and to which the other two individual channels 164, 166 are connected. Second channel 204 . Therefore, the first channel 202 can communicate with each of the first brake cylinder 52 corresponding to the left front wheel 10 and the fourth brake cylinder 62 corresponding to the right rear wheel 58; The second brake cylinder 54 of the right front wheel 12 communicates with each of the third brake cylinders 60 corresponding to the left rear wheel 56 . The partition valve 200 is a normally closed solenoid-operated on/off valve that remains closed when current is not supplied to the coil of the valve.

In addition, three oil passages 210 , 212 , 214 are connected to the main passage 160 in parallel with each other. The first oil passage 210 is connected to the power pressure passage 100 ; the second oil passage 212 is connected to the booster pressure passage 102 ; and the third oil passage 214 is connected to the cylinder pressure passage 104 . Hereinafter, the three oil passages 210, 212, 214 will be respectively referred to as the power pressure passage 210, the booster pressure passage 212 and the cylinder pressure passage 214, because the three oil passages 210, 212 formed in the block 152 need not be , 214 are distinguished from the corresponding channels 100 , 102 , 104 disposed outside the block 152 . As shown in FIG. 2 , power pressure passage 210 and booster pressure passage 212 are connected to first passage 202 which is a first portion of main passage 160 ; and cylinder pressure passage 214 is connected to second passage 204 which is a second portion of main passage 160 .

In this embodiment, the main channel 160 (the first channel 202 and the second channel 204) and the partition valve 200 cooperate with each other to form the confluence part 216; the first channel 202 corresponds to the first confluence part; and the second channel 204 corresponds to Second intersection. Furthermore, the four pressure increasing control valves 172 , 174 , 176 , 178 and the four pressure reducing control valves 192 , 194 , 196 , 198 cooperate with each other to constitute four individual hydraulic control valve devices 218 , respectively.

The booster pressure passage 212 is provided with a booster communication control valve 222 ; and the cylinder pressure passage 214 is provided with a cylinder communication control valve 224 . Each of the two communication control valves 222, 224 is a normally open solenoid-operated on/off valve that remains open when current is not supplied to the coil of each control valve.

The power pressure channel 210 is provided with a linear control valve device 230 , which includes a pressure increasing linear control valve 232 and a pressure decreasing linear control valve 234 as shown in FIG. 3 . Each of the two linear control valves 232, 234 includes a coil 236 and is a normally closed solenoid operated on/off valve that remains closed when current is not supplied to the coil 236 of each control valve. More specifically, in each of the two linear control valves 232 , 234 , the position of the valve member 240 relative to the valve seat 242 is defined by the relationship between the following three forces ( F1 + F3 : F2 ), which are related to the supply The current to the coil 236 corresponds to the electromagnetic driving force F1 , the biasing force F2 of the spring 238 , and the operating force F3 caused by the pressure difference corresponding to the difference of the respective hydraulic pressures in front and behind each valve 232 , 234 . The difference in the respective hydraulic pressures before and after each valve 232 , 234 can be continuously controlled by continuously controlling the current supplied to the coil 236 . Specifically, the pressure increase linear control valve valve 232 before and after each hydraulic pressure difference corresponding to the power pressure source 64 and the main channel 160 of the respective hydraulic pressure difference; and the pressure reduction linear control valve 234 before and after the difference Differences in respective hydraulic pressures correspond to differences in respective hydraulic pressures of the main passage 160 and the pressure reducing passage 180 . In a state where each of the four pressure increasing control valves 172 to 178 is opened and a corresponding one of the four pressure reducing control valves 192 to 198 is closed, the hydraulic pressure of the main passage 160 corresponds to the four brake pressures. Hydraulic pressure in a respective one of the cylinders 52, 54, 60, 62.

The pressure boost linear control valve 232 also acts as a power pressure source communication control valve which is normally closed when current is not being supplied to its coil 236 to disconnect the power pressure source 64 from the main passage 160 or junction 216. Furthermore, because the pressure reducing linear control valve 234 is a normally closed valve, the control valve 234 cuts off the reservoir 75 from the main passage 160 when current is not supplied to its coil 236 . Therefore, it can be considered that the reservoir 75 as a source of low pressure is connected to the main channel 160 or the junction 216 .

The hydraulic control unit 150 is controlled by the brake ECU 250 shown in FIG. 1 . Each of the brake ECU 250, the hybrid ECU 48, the motor ECU 42, and the engine ECU 32 is basically constituted by a computer including an execution section, a program and data storage section, an input section, and an output section. Each of the brake ECU 250, the motor ECU 42, and the engine ECU 32 is connected to the hybrid ECU 48, and information is communicated between these ECUs. Since the manner of controlling the engine 30 is irrelevant to the present invention, the manner of communicating information between the hybrid ECU 48 and the engine ECU 32 is not described here. Next, the manner in which information is communicated between the hybrid ECU 48 and the other ECUs 250, 42 will be explained as far as these communications are relevant to the present invention.

Connected to the input portion of the brake ECU 250 are: an accumulator pressure sensor 300 which detects the pressure in the accumulator 74; The hydraulic pressure in the upstream side portion; the controlled pressure sensor 304 which detects the hydraulic pressure in the downstream side portion located on the downstream side of the pressure increase linear control valve 232 in the force pressure passage 210; and the brake operation state detection device 306 which detects the braking force. The operating state of the pedal 90. Also, connected to the input portion of the brake ECU 250 via respective drive circuits (not shown) are the above-mentioned solenoid-operated control valves (i.e., four pressure increase control valves 172 to 178, four pressure decrease control valves 192 to 198 , the separation valve 200 , the two communication control valves 222 , 224 , the two linear control valves 232 , 234 and the respective coils of the simulator control valve 112 ), and the pump motor 71 .

More specifically, the cylinder pressure sensor 302 detects the hydraulic pressure in the pressurization chamber 86 of the master cylinder 80 .

The hydraulic pressure detected by the controlled pressure sensor 304 is the hydraulic pressure on the low pressure side of the pressure increasing linear control valve 232 and the hydraulic pressure on the high pressure side of the pressure decreasing linear control valve 234 . Therefore, the pressure detected by the sensor 304 can be used to control each of the two linear control valves 232 , 234 . Furthermore, the pressure detected by the sensor 304 represents the hydraulic pressure in the booster chamber 96 in a state where the two linear control valves 232 , 234 and the partition valve 200 are closed. Accordingly, the pressure detected by sensor 304 may be used to determine the hydraulic pressure in booster chamber 96 . In addition, in a state where the separation valve 200 and the four pressure increasing control valves 172 to 178 are open and the four pressure decreasing control valves 192 to 198 are closed, the pressure detected by the sensor 304 indicates that the four brake cylinders 52, 54, Hydraulic pressure in each of 60,62. Therefore, the pressure detected by the sensor 304 can be used to determine the hydraulic pressure in each brake cylinder 52 , 54 , 60 , 62 .

The brake operation state detection device 306 includes at least one of (a) an operation stroke sensor that detects an operation stroke of the brake pedal 90, (b) an operation force sensor that detects an operation force applied to the brake pedal 90, and ( c) A brake switch for detecting whether the brake pedal 90 is being depressed. Therefore, the brake operation state detection device 306 can detect the current operation state of the brake pedal 90 .

Next, the operation of the present hydraulic brake device constructed as above will be explained.

The hydraulic brake device performs energy recovery cooperative control, wherein as the sum of the energy recovery braking torque applied to the driving wheels 10, 12 and the frictional braking torque applied to the driving and non-driving wheels 10, 12, 56, 58 The total braking torque is controlled to be equal to the total braking torque requested by the driver.

To this end, the brake ECU 250 calculates the total braking torque requested by the driver based on the value detected by the brake operation state detection device 306 (and optionally the value detected by the cylinder pressure sensor 302). In addition, the brake ECU 250 determines, as the required regenerative braking torque, the smallest of the following three items: (a) an electric power generation function that is an upper limit of the regenerative braking torque determined based on, for example, the rotational speed of the electric motor 34 The associated upper limit, (b) an energy storage-related upper limit as an upper limit on the regenerative braking torque determined based on, for example, the energy storage capacity of the battery 36 , and (c) an upper limit based on the energy applied to the brake pedal 90 by the driver. The upper limit of the regenerative braking torque determined by the operating force is an upper limit related to the operating state of the brake. The above-mentioned information groups (a), (b) are supplied from the hybrid ECU 48 to the brake ECU 250, and the above-mentioned information group (c) is obtained by the brake ECU 250 as the above-mentioned total braking torque requested by the driver. Information representing the thus determined required regenerative braking torque is supplied from the brake ECU 250 to the hybrid ECU 48.

The hybrid ECU 48 supplies the thus received information indicating the required regenerative braking torque to the electric motor ECU 42 . The motor ECU 42 supplies commands to the electric energy conversion device 40 to control the regenerative braking torque applied by the electric motor 34 to the left front wheel 10 and the right front wheel 12 so that the regenerative braking torque can be equal to the required regenerative braking torque. The electric motor 34 is controlled by a power conversion device 40 .

Information representing the actual operating state of the electric motor 34 (for example, the rotational speed) is supplied from the electric motor ECU 42 to the hybrid ECU 48. Based on the actual operating state of the electric motor 34, the hybrid ECU 48 determines the actual regenerative braking torque actually applied by the electric motor 34 to the two drive wheels 10, 12, and supplies the braking ECU 250 with a representation of the actual regenerative braking torque. Information.

The brake ECU 250 determines the required hydraulic braking torque based on, for example, a value obtained by subtracting the actual regenerative braking torque from the required total braking torque, and controls the linear control valve device 230 so that the brake cylinder The hydraulic pressure (ie, the hydraulic pressure in each of the brake cylinders 52, 54, 60, 62) may approach the target hydraulic pressure corresponding to the requested hydraulic braking torque.

Hereinafter, a system that performs the energy recovery cooperative control described above and includes, for example, the hybrid ECU 48 will be referred to as a "hybrid" system.

FIG. 13 is a diagram showing an energy recovery cooperative control program executed at a predetermined cycle time period only when the energy recovery cooperative control is enabled.

First, at step S1, the brake ECU 250 determines the total braking torque F ^* requested by the driver. At step S2, the brake ECU 250 receives from the hybrid ECU 48 information representing two kinds of upper limits of regenerative braking torque. At step S3, the brake ECU 250 determines the required regenerative braking torque. At step S4, the brake ECU 250 receives information representing the actual regenerative braking torque _FE from the hybrid ECU 48. At step S5, the brake ECU 250 determines the requested hydraulic braking torque (F ^* -F _E ) based on the actual regenerative braking torque and the requested total braking torque; and at step S6, The brake ECU 250 generates a control command or value (ie, current I), and outputs the control value to the linear control valve device 230 to generate a required hydraulic braking torque.

As described above, in the regenerative cooperative control, the brake cylinders 52, 54, 60, 62 are determined based on the requested hydraulic braking torque determined based on the actual regenerative braking torque and the requested total braking torque The target hydraulic pressures of the respective hydraulic pressures are determined, and the respective currents to be supplied to the respective coils of the pressure increasing linear control valve 232 and the pressure decreasing linear control valve 234 are determined. For this, there are two control modes. Figure 14A shows a first control mode in which the regenerative brake (i.e. the electric motor 34) is preferentially operated and the missing required total braking torque is provided by the hydraulic brake (mainly the operation of the pressure increasing linear control valve 232). Compensation; while Fig. 14B shows the second control mode, in which the hydraulic brake is operated first, and the hydraulic braking torque is reduced by a value corresponding to the actual energy recovery braking torque by the operation of the pressure reducing linear control valve 234 quantity. In this embodiment, any one of the two control modes can be selected. Therefore, even if one of the pressure increasing linear control valve 232 and the pressure decreasing linear control valve 234 may malfunction, energy recovery cooperative control can be performed with desired control accuracy.

The present hydraulic braking device can be selectively operated in one of modes A, B, C, D and E. FIG. 10 shows respective operating states of the solenoid-operated control valves 112 , 172 to 178 , 192 to 198 , 200 , 222 , 224 , 230 ( 232 , 234 ) in each mode.

In mode A, as shown in FIG. 5 , both booster communication control valve 222 and cylinder communication control valve 224 are closed (cut off), simulator control valve 112 is open, and partition valve 200 is open. The four pressure increase control valves 172 to 178 are opened, and the four pressure decrease control valves 192 to 198 are closed (cut off). In mode A, the current supplied to the coil 236 of the linear control valve device 230 is controlled.

Consequently, the four brake cylinders 52 , 54 , 60 , 62 are disconnected not only from the master cylinder 80 but also from the hydraulic booster 78 , and the stroke simulator 110 communicates with the pressurization chamber 86 of the master cylinder 80 . All the brake cylinders 52 , 54 , 60 , 62 communicate with the power pressure source 64 via the linear control valve device 230 , and the respective hydraulic pressures in the brake cylinders 52 , 54 , 60 , 62 are controlled by controlling the linear control valve device 230 . Hydraulic brakes 55FL, 55FR, 59RL, 59RR are operated by the hydraulic pressure thus controlled. Since the stroke simulator 110 communicates with the pressurized chamber 86 of the master cylinder 80, the driver's feeling of operating the brake pedal 90 can be kept sufficiently stable. Meanwhile, in the hydraulic brake apparatus disclosed in Patent Document 3 or Patent Document 4, the linear control valve apparatus is provided between the hydraulic booster and the brake cylinder, and the hydraulic pressure in the booster is used to control each of the brake cylinders. hydraulic. Therefore, the amount of hydraulic oil supplied to the linear control valve device is unstable, so that the pressure controlled by the linear control valve fluctuates greatly. That is, conventional hydraulic braking devices suffer from a low degree of controllability. On the contrary, in the present embodiment, since the hydraulic oil accumulated by the accumulator 74 is supplied to the linear control valve device 230, the hydraulic brake circuit 50 can be operated faster than the conventional hydraulic brake disclosed in Patent Document 3 or Patent Document 4. The equipment supplies hydraulic oil more stably. That is, the hydraulic brake circuit can reduce fluctuations in the controlled pressure so that an improved degree of controllability can be enjoyed.

In mode B, as shown in FIG. 6 , the cylinder communication control valve 224 is closed (cut off), the booster communication control valve 222 is opened, the simulator control valve 112 is opened, and the partition valve 200 is opened. The four pressure increase control valves 172 to 178 are opened, and the four pressure decrease control valves 192 to 198 are closed (cut off). In mode B, the current supplied to the coil 236 of the linear control valve device 230 is not controlled.

Since no current is supplied to the coil 236 of the linear control valve device 230 , the pressure increase linear control valve 232 is closed and thus the four brake cylinders 52 , 54 , 60 , 62 are disconnected from the motive pressure source 64 . Therefore, the four brake cylinders 52 , 54 , 60 , 62 are cut off from both the master cylinder 80 and the power pressure source 64 and communicate only with the booster chamber 96 . The hydraulic pressure in the booster chamber 96 is supplied to all the brake cylinders 52, 54, 60, 62 to operate all the hydraulic brakes 55FL, 55FR, 59RL, 59RR.

In mode C, as shown in FIG. 7 , both cylinder communication control valve 224 and booster communication control valve 222 are open, simulator control valve 112 is closed (shut off), and partition valve 200 is closed (shut off). The four pressure increase control valves 172 to 178 are opened, and the four pressure decrease control valves 192 to 198 are closed (cut off). In mode C, the current supplied to the coil 236 of the linear control valve device 230 is not controlled.

The first brake cylinder 52 and the fourth brake cylinder 62 corresponding to the left front wheel 10 and the right rear wheel 58 communicate with the booster chamber 96 so that the booster pressure is used to operate the hydraulic brakes 55FL, 59RR; The second brake cylinder 54 and the third brake cylinder 60 of the front wheel 12 and the left rear wheel 56 communicate with the master cylinder 80 so that the master cylinder pressure is used to operate the hydraulic brakes 55FR, 59RL. Because the separation valve 200 is closed, the two hydraulic systems described above are independent of each other and cooperate with each other to form a diagonal or cross ("X") hydraulic system. Additionally, the four brake cylinders 52 , 54 , 60 , 62 are disconnected from the motive pressure source 64 because the pressure boost linear control valve 232 is closed.

In mode D, as shown in FIG. 8 , the cylinder communication control valve 224 is opened, the booster communication control valve 222 is closed (off), the simulator control valve 112 is closed (off), and the partition valve 200 is closed (off). The four pressure increase control valves 172 to 178 are opened, and the four pressure decrease control valves 192 to 198 are closed (cut off). In mode D, the current supplied to the coil 236 of the linear control valve device 230 is controlled.

The second brake cylinder 54 and the third brake cylinder 60 corresponding to the right front wheel 12 and the left rear wheel 56 communicate with the master cylinder 80 and correspond to the first brake cylinder 52 of the left front wheel 10 and the right rear wheel 58 And the fourth brake cylinder 62 communicates with the power pressure source 64 via the linear control valve device 230 . The respective hydraulic pressures in the first brake cylinder 52 and the fourth brake cylinder 62 corresponding to the left front wheel 10 and the right rear wheel 58 are controlled by controlling the current supplied to the coil 236 of the linear control valve device 230 .

In mode E, as shown in FIG. 9 , the cylinder communication control valve 224 is opened, the booster communication control valve 222 is closed (shut off), the simulator control valve 112 is closed (shut off), and the partition valve 200 is opened. Two pressure increase control valves 172, 174 corresponding to the left front wheel 10 and right front wheel 12 are open, while the other two pressure increase control valves 176, 178 corresponding to the left rear wheel 56 and right rear wheel 58 are closed (cut off). Therefore, the first brake cylinder 52 and the second brake cylinder 54 corresponding to the left front wheel 10 and the right front wheel 12 communicate with the master cylinder 80 so that the hydraulic brakes 55FL, 55FR are operated by the master cylinder pressure. Third brake cylinder 60 and fourth brake cylinder 62 corresponding to left rear wheel 56 and right rear wheel 58 are disconnected from master cylinder 80, hydraulic booster 78 and power pressure source 64, so hydraulic brakes 59FL, 59FR are not operated.

Appropriate one or two of the above-mentioned modes A to E are selected according to the mode selection procedure represented by the flow chart shown in FIG. 11 . The mode selection program is periodically executed at a predetermined cycle time. Depending on the mode or modes selected, the respective currents supplied to the respective coils of the solenoid-operated control valves are controlled, as shown in the table of FIG. 10 . More specifically, the solenoid-operated control valve is controlled in accordance with the control valve control program represented by the flowchart shown in FIG. 12 .

According to the control valve control program, at steps S51, S52, S53, S54 and S55, the brake ECU 250 judges whether the selected one or more modes are or include mode A, whether the selected one or more modes are Or include mode B, whether the selected mode is mode C, whether the selected mode is mode D, and whether the selected mode is mode E. If an affirmative determination is made at step S51, control proceeds to step S56 to determine whether the selected mode or modes are or include mode B.

If mode A is selected but mode B is not selected, ie, if a negative determination is made at step S56, control proceeds to step S57 to control hydraulic brake circuit 50 in mode A. That is, the respective currents supplied to the respective coils of the solenoid-operated control valves are controlled according to the mode A, as shown in FIG. 10 . In mode A, if the hybrid system is normal, energy recovery cooperative control is performed on the linear control valve device 230; Corresponding brake cylinder hydraulic pressure.

If both mode A and mode B are selected, ie, if an affirmative determination is made at step S56, control proceeds to step S58 to control the hydraulic brake circuit 50 in modes A & B. In this mode, the cylinder communication control valve 224 is closed, the booster communication control valve 222 is open, the simulator control valve 112 and the separation valve 200 are open, and the linear control valve device 230 is controlled.

If only mode B is selected, that is, if an affirmative determination is made at step S52, control proceeds to step S59 to control hydraulic brake circuit 50 in mode B. Similarly, if mode C is selected, that is, if an affirmative judgment is made at step S53, control proceeds to step S60 to control the hydraulic brake circuit 50 in mode C; if mode D is selected, that is, if at step S54 If an affirmative judgment is made at step S61, control proceeds to step S61 to control the hydraulic brake circuit 50 in mode D; Control the hydraulic brake circuit 50. In each of the modes A, B, C, D, and E, the solenoid-operated control valve is controlled according to the table shown in FIG. 10 .

In the mode selection routine, first at step S11, the brake ECU 250 judges whether or not the brake pedal 90 is being operated. If an affirmative judgment is made at step S11, control goes to step S12 to judge whether the hybrid system is normal. If an affirmative determination is made at step S12, control proceeds to step S13 to determine whether a quick response of the hydraulic brake circuit 50 is required. For example, if the operation manner of the brake pedal 90 has greatly changed (for example, the speed of increase of the operation stroke of the brake pedal 90 exceeds a reference value, or the speed of increase of the operation force or depression force applied to the brake pedal 90 exceeds reference value), or if the deviation, which is the difference between the actual brake cylinder hydraulic pressure and the target hydraulic pressure, is larger than the reference value, the brake ECU 250 judges that a quick response is required.

If a negative judgment is made at step S13, control goes to step S14 to select mode A. In this mode, the pressure controlled by the linear control valve arrangement 230 is supplied to each of the four brake cylinders 52 , 54 , 60 , 62 . Since the hybrid system is normal, the energy recovery cooperative control described above is executed. Therefore, the current supplied to the coil 236 of the linear control valve device 230 is controlled so that the sum of the regenerative braking torque and the hydraulic braking torque can be equal to the braking torque requested by the driver.

On the other hand, if an affirmative judgment is made at step S13, control goes to step S15 to select mode A and mode B. In this mode, since the brake cylinders 52, 54, 60, 62 are supplied with hydraulic oil from both the hydraulic booster 78 and the power pressure source 64, a large amount of hydraulic oil flows into the brake cylinders 52, 54, 60, 62 , so that the hydraulic pressure of the brake cylinder can be rapidly increased.

If a negative judgment is made at step S12, control proceeds to step S16 to judge whether the communication function of the brake ECU 250 has failed, or the hybrid ECU 48 has failed, and then proceeds to step S17 to judge the hydraulic booster 78 A mechanical failure has occurred, and then proceeds to step S18 to determine whether a power system failure has occurred.

More specifically, at step S16, for example, when the information that should be received is not received, or when the amount of received information is too large, the brake ECU 250 judges that its communication function has failed. In each of the above cases, the brake ECU 250 can judge that the hybrid ECU 48 has failed. If an affirmative judgment is made at step S16, control goes to step S19 to select mode A or mode B. When a failure of the communication function or a failure of the hybrid ECU 48 is found, the energy recovery cooperative control is usually terminated. However, in this case, hydraulic pressure in the power pressure source 64 can be utilized to some extent if either mode A or mode B is selected.

In the case where step S19 is programmed to select mode A, the linear control valve device 230 is controlled so that the hydraulic pressure in the brake cylinders 52, 54, 60, 62 can generate hydraulic braking corresponding to the braking force requested by the driver. power. Since the hybrid system is not normal, energy recovery cooperative control is not performed. However, the linear control valve device 230 is controlled to obtain a hydraulic braking force corresponding to the driver's requested braking force determined based on the manner of operation of the brake pedal 90 .

In case step S19 is programmed to select mode B, each of brake cylinders 52 , 54 , 60 , 62 is supplied hydraulic pressure by hydraulic booster 78 . When each of the brake cylinders 52 , 54 , 60 , 62 communicates with the hydraulic booster 78 , each of the brake cylinders 52 , 54 , 60 , 62 is supplied with hydraulic pressure corresponding to the operating force applied to the brake pedal 90 . hydraulic pressure, so that the increase in the operating stroke of the brake pedal 90 can be reduced compared to the case where each brake cylinder 52 , 54 , 60 , 62 communicates with the master cylinder 80 .

In this case, however, the regenerative cooperative control may end, and transition control in which the regenerative braking torque gradually decreases and the hydraulic braking torque gradually increases may be performed. Transition control can be performed in mode A.

At step S17, for example, when the electrical system is normal, the power pressure (that is, the hydraulic pressure in the reservoir 74) is normal, but the hydraulic pressure in the booster 78 or the master cylinder 80 is much lower than that corresponding to the current operating state of the brake pedal 90 When the normal value of , the brake ECU 250 judges that a mechanical failure has occurred in the hydraulic booster 78. In this case, control goes to step S20 to select mode D.

In mode D, the second brake cylinder 54 corresponding to the right front wheel 12 and the third brake cylinder 60 corresponding to the left rear wheel 56 are supplied with hydraulic oil by the master cylinder 80 , and the first cylinder corresponding to the left front wheel 10 The brake cylinder 52 and the fourth brake cylinder 62 corresponding to the right rear wheel 58 are supplied with hydraulic oil that has been controlled by the linear control valve device 230 . Therefore, the linear control valve device 230 is controlled so that the respective braking forces supplied to the left front wheel 10 and the right front wheel 12 are well balanced, and furthermore the respective braking forces supplied to the left rear wheel 56 and the right rear wheel 58 are well balanced. ground balance. In addition, since the hydraulic oil in the master cylinder 80 is supplied to the two brake cylinders 54, 60 instead of the four brake cylinders 52, 54, 60, 62, the increase in the operating stroke of the brake pedal 90 can be reduced. In large quantities, hydraulic oil can be quickly supplied to the two brake cylinders 54 , 60 .

However, step S20 can also be modified to select mode A or mode C. In the case where step S20 is programmed to select mode A, the linear control valve device 230 is controlled so that the hydraulic pressure in the brake cylinders 52, 54, 60, 62 can generate hydraulic braking corresponding to the braking force requested by the driver. power. In the case where step S20 is programmed to select mode C, the second brake cylinder 54 corresponding to the left front wheel 12 and the third brake cylinder 60 corresponding to the left rear wheel 56 communicate with the master cylinder 80, although the booster chamber The hydraulic pressure in 96 is much lower than normal when booster 78 is normal. Therefore, the hydraulic brakes 55FR, 59RL can be reliably operated by respective hydraulic pressures corresponding to the operating force applied to the brake pedal 90 .

At step S18, for example, when the accumulator pressure as the power pressure is lower than the reference value, the brake ECU 250 judges that a malfunction has occurred in the power system (for example, the pump device 72 has malfunctioned or hydraulic oil has leaked from the accumulator 74) . In this case, control goes to step S21 to select mode E. In mode E, the pressure increase control valves 176 and 178 corresponding to the left rear wheel 56 and the right rear wheel 58 are closed, and thus no hydraulic oil is supplied to the two rear wheels 56 , 58 . Since the brake cylinders 52 , 54 corresponding to the left front wheel 10 and the right front wheel 12 are supplied with hydraulic oil from the master cylinder 80 , a large braking force can be applied to the two front wheels 10 , 12 .

If a negative judgment is made at step S18, then at step S22, it is judged whether the brake ECU 250 has failed or whether the brake ECU 250 is not supplied with current. If an affirmative judgment is made at step S22, mode C is selected at step S23. However, the judgment at step S22 and the selection at step S23 are not made by the brake ECU 250. In Mode C, if power pressure is very low, hydraulic booster 78 may not be able to generate hydraulic pressure high enough. However, as long as a certain amount of hydraulic oil remains in the reservoir 74, the booster 78 can boost the brake operating force. Anyway, since the second brake cylinder 54 corresponding to the right front wheel 12 and the third brake cylinder 60 corresponding to the left rear wheel 56 communicate with the master cylinder 80, the hydraulic brakes 55FR, 59RL can be applied to the brake Each hydraulic pressure corresponding to the operating force of the pedal 90 is reliably operated.

Meanwhile, brake ECU 250 may be modified to select mode C, for example, when linear control valve device 230 has failed (ie, the control system has failed). For example, when a permanent opening of either the pressure increasing linear control valve 232 or the pressure reducing linear control valve 234 is found, it is not possible to control each of the brake cylinders 52 , 54 , 60 , 62 by using the hydraulic pressure generated by the power pressure source 64 . hydraulic.

At the same time, when any one of the four wheels 10, 12, 56, 58 is found to have an excessive brake slip, anti-lock (or anti-lock) control is performed on this one wheel. In this case, a corresponding one of the four pressure increasing control valves 172 to 178 and/or a corresponding one of the four pressure reducing control valves 192 to 198 is either opened or closed as required so that this one wheel is set. in proper sliding conditions.

Therefore, due to the simple circuit 50, the present hydraulic brake device can be easily switched by the driver to an appropriate one (or more) of the modes A to E. Therefore, the present device can enjoy improved operability and controllability.

As is clear from the above description of the first embodiment, the booster communication control valve 222, the cylinder (i.e., master cylinder) communication control valve 224, the pressure increase linear control valve 232, and the brake ECU 250 are stored and executed in accordance with Fig. 11 The part of the mode selection program shown in the flow chart of FIG. 12 and the part of the brake ECU 250 storing and executing the control valve control program shown in the flow chart of FIG. 12 cooperate with each other to constitute a pressure source communication control device. The pressure source communication control device includes: a cylinder and/or power pressure source communication part composed of parts stored in the brake ECU 250 and executing steps S17, S20 and S61; The booster and/or power pressure source communication part formed by the part of S57 and S59; The booster and power pressure source communication part formed by the part of storing and executing steps S13, S15 and S58 in the brake ECU 250; The part of the ECU 250 that stores and executes the steps S22, S23 and S60 constitutes a fault-related cylinder and/or booster communication part.

Furthermore, the portion of the brake ECU 250 that stores and executes steps S21 and S62 constitutes a brake cylinder communication control device. The brake cylinder communication control device includes a cross communication control part and a left and right front wheel brake cylinder communication part.

Furthermore, in the first embodiment, the linear control valve device 230 constitutes the output pressure control device as a constituent element of the motive pressure source 64 .

In the first embodiment, the first brake cylinder 52 and the fourth brake cylinder 62 corresponding to the left front wheel 10 and the right rear wheel 58 are connected to the first channel 202; and corresponding to the right front wheel 12 and the left rear wheel The second brake cylinder 54 and the third brake cylinder 60 of 56 are connected to the second passage 204 . However, the third brake cylinder 60 and the fourth brake cylinder 62 corresponding to the left rear wheel 56 and the right rear wheel 58 may be connected to one of the first passage 202 and the second passage 204; The first brake cylinder 52 and the second brake cylinder 54 of the right front wheel 12 may be connected to the other of the first passage 202 and the second passage 204 .

The linear control valve device 230 may be omitted. In this case, the power pressure source 64 may be modified such that the pump motor 71 controls the output pressure of the pump 70 and thereby controls the respective hydraulic pressures supplied to the brake cylinders 52 , 54 , 60 , 62 .

In the first embodiment, one or more appropriate modes are selected from modes A to E. However, this is not necessary. For example, other modes may be employed in which the master cylinder 80 communicates with all brake cylinders 52 , 54 , 60 , 62 .

Furthermore, each of the four pressure increasing control valves 172 to 178 and the four pressure reducing control valves 192 to 198 may be constituted by a linear control valve instead of an electromagnetically operated on/off valve. In this case, it is preferred that the pressure increasing linear control valve is a normally open valve. Furthermore, the four pressure increase control valves 172 to 178 and the four pressure decrease control valves 192 to 198 can also be controlled so that, for example, in mode A or mode B, the hydraulic pressure in the brake cylinders 52, 54, 60, 62 can be is controlled to meet the braking force requested by the driver. Although the linear control valve arrangement 230 may be omitted, it is preferred to employ a solenoid-operated control valve capable of communicating and disconnecting the motive pressure source 64 from the main passage 160 .

Energy recovery cooperative control is not necessarily required. The linear control valve arrangement 230 can be controlled to obtain the braking torque requested by the driver.

The junction may not comprise the main channel 160 but a connecting device with two hydraulic chambers. Fig. 15 shows a modified form of hydraulic brake circuit 50, which includes a connection device 350 with two separate oil chambers 352, 354 and a separation valve 356, which is arranged in the connection between the two hydraulic chambers 352, 354. In the connecting channel and selectively switchable to its first operating state and a second operating state, the separating valve 356 allows the two chambers 352, 354 to communicate with each other, and in the second operating state the separating valve 356 The two chambers 352, 354 are cut off from each other. Two individual passages 162, 168, power pressure passage 210 and booster pressure passage 212 are connected to one 352 of the two oil chambers 352, 354; and the other two individual passages 164, 166 and cylinder pressure passage 214 are connected to the other An oil chamber 354. This modified brake circuit can be switched to an appropriate one (or more) of modes A to E by controlling the booster communication control valve 222 , the cylinder communication control valve 224 , the separation valve 356 , etc., as shown in FIG. 10 .

In the first embodiment, the left front wheel 10 and the right front wheel 12 are drive wheels of the vehicle. However, the present invention can be applied to a vehicle in which the left and right rear wheels are drive wheels, or a vehicle in which all four wheels are drive wheels.

In the first embodiment, the block 152 is not provided with the power pressure source 64 or the stroke simulator device 106 . However, block 152 may be provided with at least one of motive pressure source 64 and stroke simulator device 106 .

The first embodiment relates to a hydraulic brake circuit 50 in which a diagonal dual hydraulic system is established in Mode C or Mode D. However, the present invention can be applied to various hydraulic brake devices in which a front-rear dual hydraulic system can be established, such as a hydraulic brake circuit 454 shown in FIGS. 16 to 26 as a second embodiment of the present invention.

[Second embodiment]

As shown in FIG. 16, the second embodiment has a configuration similar to that of the first embodiment, and the following description refers to only the differences of the second embodiment from the first embodiment. In the second embodiment, the motor vehicle additionally employs a vehicle distance control (ie, cruise control) ECU 400, a collision avoidance (or mitigation) ECU 402, and a parking assist ECU 404. The vehicle distance control ECU 400 is connected to the engine ECU 32 and the brake ECU 250, and each of the anti-collision ECU 402 and the parking assist ECU 404 is connected to the brake ECU 250.

The radar laser device 410 is connected to each of the vehicle distance control ECU 400 and the anti-collision ECU 402 to detect the actual relative positional relationship (such as distance or Relative velocity).

The vehicle distance control ECU 400 controls the engine 30 and the respective brakes so that the detected actual relative positional relationship between the own vehicle and the vehicle running ahead thereof conforms to a predetermined relationship. For example, even though the brake pedal 90 may not be operated by the driver, the control ECU 400 can automatically operate one or more brakes as needed.

When the detected actual relative positional relationship indicates that the own vehicle and the vehicle traveling in front of it may collide with each other, the anti-collision ECU 402 automatically operates one or more brakes, or assists the driver's operation of the brake pedal 90. When a collision cannot be avoided, the anti-collision ECU 402 operates to mitigate the impact that would be caused by the collision. An image processing device 412 described below may be connected to the anti-collision ECU 402 .

The image processing device 412 is connected to the parking assist ECU 404, and includes a display device that displays one or more images of before and/or after the host vehicle in response to a driver's parking assist command. When the driver inputs, for example, the parking position (such as location or attitude) of the own vehicle, the parking assistance ECU 404 determines the target trajectory of the movement of the own vehicle based on the current location (and attitude) and the input parking location, and automatically operates one or more brakes and/or control the difference between left and right braking forces. In addition, the parking assist ECU 404 may be adapted to control a steering device (not shown).

Connected to the brake ECU 250 are: a vehicle speed sensor 420, four wheel speed sensors 422 provided in association with the four wheels 10, 12, 56, 58, respectively, a steering state detection device 424 for detecting the steering state of the vehicle, And four brake cylinder hydraulic pressure sensors 426 respectively associated with the four brake cylinders 52 , 54 , 60 , 62 , and an ignition switch 430 . The brake ECU 250 determines the slip state of each of the four wheels 10, 12, 56, 58 based on the respective speeds detected by the four wheel speed sensors 422, and performs a correction based on the detected slip state of each wheel. Antilock (or antilock) control and/or traction control for each wheel.

The steering state detection device 424 includes a steering wheel angle sensor that detects the angle of the steering wheel, a yaw rate sensor that detects the yaw rate of the vehicle, or a lateral G sensor that detects lateral G (inertial force) acting on the vehicle. The brake ECU 250 judges whether there is a tendency toward spinning (i.e., whether there is a tendency for the rear wheels 56, 58 to slide laterally) or whether there is a tendency toward outside slipping ( That is, whether there is a tendency for the front wheels 10, 12 to slide laterally).

When the predetermined condition is initially satisfied after the ignition switch 430 is switched from the off state to the on state, the brake ECU 250 performs an initial check operation in which each sensor, each coil of each solenoid-operated control valve, and the pump motor 71 are checked.

In this embodiment, the two rear wheels 56, 58 are drive wheels, while the two front wheels 10, 12 are not drive wheels. Drive power from a “hybrid” drive unit 18 comprising an electric drive unit 14 and an internal combustion drive unit 16 is transmitted to the two rear wheels 56 , 58 via respective drive shafts 450 , 452 .

As shown in FIG. 17, the hydraulic brake circuit 454 has front and rear hydraulic systems, and can be used as a front and rear dual hydraulic brake device. More specifically, the two brake cylinders 52, 54 corresponding to the two front wheels 10, 12 as non-driven wheels are connected to the second junction portion 204 via respective individual passages 164, 166; The brake cylinders 60 , 62 of the two rear wheels 56 , 58 are connected to the first junction portion 202 via respective individual channels 162 , 168 .

The stroke simulator device 106 is designed so that its simulation characteristics (as the relationship between the assumed hydraulic oil amount and the hydraulic pressure) are the same as those in the case where the four brake cylinders 52 , 54 , 60 , 62 communicate with the master cylinder 80 . Therefore, when the four brake cylinders 52, 54, 60, 62 are switched from a situation in which they communicate with the master cylinder 80 to a different situation in which they are cut off from the master cylinder 80, the stroke simulator device 106 can effectively prevent the reduction of the driver's operation. Brake pedal 90 feel.

The present hydraulic brake circuit 454 may be effectively operated in one or two modes selected from modes F, G, H, I and J. Fig. 18 shows different operating states of the solenoid-operated control valves 112, 172 to 178, 192 to 198, 200, 222, 224, 230 (232, 234) in each mode.

In mode F, as shown in FIG. 19 , both booster communication control valve 222 and cylinder communication control valve 224 are closed (cut off), simulator control valve 112 is opened, and partition valve 200 is opened. In mode F, the current supplied to the coil 236 of the linear control valve device 230 is controlled. In the case where the hydraulic pressure controlled by the linear control valve device 230 is commonly applied to the four brake cylinders 52 , 54 , 60 , 62 , the four pressure increase control valves 172 to 178 are opened, and the four pressure decrease control valves are opened. Valves 192 to 198 are closed (shut off). On the other hand, in the case where the respective hydraulic pressures in the four brake cylinders 52, 54, 60, 62 are individually controlled, the four pressure increase control valves 172 to 178 and the four pressure decrease control valves 192 to 198 are individually controlled (ie, control four individual pressure control valve devices 218).

In mode G, as shown in FIG. 20 , the cylinder communication control valve 224 is closed (cut off), the booster communication control valve 222 is opened, the simulator control valve 112 is opened, and the partition valve 200 is opened. In mode G, the current supplied to the coil 236 of the linear control valve device 230 is not controlled. In the case where the hydraulic pressure corresponding to the operating force applied to the brake pedal 90 is commonly supplied to the four brake cylinders 52, 54, 60, 62, the four pressure increase control valves 172 to 178 are opened, and the four The pressure reduction control valves 192 to 198 are closed (shut off). On the other hand, in the case where the respective hydraulic pressures in the four brake cylinders 52, 54, 60, 62 are individually controlled, the four pressure increase control valves 172 to 178 and the four pressure decrease control valves 192 to 198 are individually controlled.

In mode H, as shown in FIG. 21 , both cylinder communication control valve 224 and booster communication control valve 222 are open, simulator control valve 112 is closed (off), and partition valve 200 is closed (off). The four pressure increase control valves 172 to 178 are opened, and the four pressure decrease control valves 192 to 198 are closed (cut off). In mode H, the current supplied to the coil 236 of the linear control valve device 230 is not controlled. The two brake cylinders 52, 54 corresponding to the left front wheel 10 and the right front wheel 12 communicate with the master cylinder 80, and the other two brake cylinders 60, 62 corresponding to the left rear wheel 56 and the right rear wheel 58 communicate with the booster. The device chamber 96 communicates. Since the separation valve 200 is closed, the above two hydraulic systems are independent from each other and cooperate with each other to constitute a front and rear dual hydraulic brake device.

The hydraulic brake circuit 454 is in mode H immediately after the ignition switch 430 is switched from the off state to the on state. Therefore, an initial check operation is performed in mode H. Therefore, the pump device 72 can be inspected in a state where the power pressure source 64 is disconnected from the brake cylinders 52 , 54 , 60 , 62 .

In mode I, as shown in FIG. 22 , the cylinder communication control valve 224 is open, the booster communication control valve 222 is closed (off), the simulator control valve 112 is closed (off), and the partition valve 200 is closed (off). The four pressure increase control valves 172 to 178 are opened, and the four pressure decrease control valves 192 to 198 are closed (cut off). In mode I, the current supplied to the coil 236 of the linear control valve device 230 is controlled. The two brake cylinders 52, 54 corresponding to the left front wheel 10 and the right front wheel 12 communicate with the master cylinder 80, and the other two brake cylinders 60, 62 corresponding to the left rear wheel 56 and the right rear wheel 58 communicate via a linear Control valve arrangement 230 is in communication with motive pressure source 64 .

In mode J, as shown in FIG. 23 , the cylinder communication control valve 224 is opened, the booster communication control valve 222 is closed (shut off), the simulator control valve 112 is closed (shut off), and the partition valve 200 is opened. The four pressure increase control valves 172 to 178 are opened, and the four pressure decrease control valves 192 to 198 are closed (cut off). In mode J, the four brake cylinders 52 , 54 , 60 , 62 corresponding to all four wheels 10 , 12 , 56 , 58 communicate with the master cylinder 80 .

One or two appropriate ones of the above-mentioned modes F to J are selected according to the mode selection procedure represented by the flowchart shown in FIG. 24 . The mode selection process is executed at a predetermined cycle time period. Depending on the selected mode or modes, the respective currents supplied to the respective coils of the solenoid-operated control valves are controlled, as shown in the table of FIG. 18 . More specifically, the solenoid-operated control valve is controlled according to the control valve control program represented by the flowchart shown in FIG. 25 .

The control program of the control valve adopted in the second embodiment (as shown in FIG. 25 ) is similar to the control program adopted in the first embodiment (as shown in FIG. 12 ). According to the control valve control program, at steps S101, S102, S103, S104 and S105, the brake ECU 250 judges whether the selected one or more modes are or include mode F, whether the selected one or more modes are Or include mode G, whether the selected mode is mode H, whether the selected mode is mode I, and whether the selected mode is mode J. If an affirmative determination is made at step S101, control proceeds to step S106 to determine whether the selected mode or modes are or include mode G.

Depending on the mode or modes selected, the respective currents supplied to the solenoid-operated control valves are controlled at steps S107 , S108 , S109 , S110 , S11 and S112 , as shown in the table of FIG. 18 .

In the mode selection procedure, first at step S151, the brake ECU 250 judges whether the hydraulic braking device is normal (for example, whether the hydraulic braking device can electrically control the hydraulic braking force), and if it is affirmative at step S151 If judged, control proceeds to step S152 to judge whether the brake pedal 90 is operated.

If an affirmative judgment is made at step S152, control proceeds to step S153 to judge whether the vehicle is in a parked state. If a negative judgment is made at step S153, control proceeds to step S154 to judge whether the vehicle is under antilock (antilock) control. If a negative judgment is made at step S154, control proceeds to step S155 to judge whether a quick response of the present hydraulic brake device is required. If a negative judgment is made at step S155, control proceeds to step S156 to judge whether the air detection flag is set to the ON state.

At step S153, the brake ECU 250 judges whether the vehicle speed detected by the vehicle speed sensor 420 is not higher than a reference speed (at which the vehicle can be regarded as stopped), and if the detected vehicle speed is not higher than the reference speed The speed then judges that the vehicle is in a stopped state.

At step S154, the brake ECU 250 judges whether the anti-lock brake control flag is set to the ON state, and if an affirmative judgment is made, judges that the vehicle is under the anti-lock brake control. Anti-lock brake control is performed according to the anti-lock brake control program. More specifically, the brake ECU 250 detects the slip state of the corresponding one of the four wheels 10, 12, 56, 58 based on the speed detected by each of the four wheel speed sensors 422, and if the anti-lock control The brake ECU 250 sets the anti-lock control flag to the ON state if a condition is activated (for example, if the slip amount of each wheel exceeds a reference value). Under anti-lock brake control, the brake ECU 250 controls the corresponding one and/or four pressures of the four pressure increase control valves 172 to 178 independently of the other pressure increase control valves and the other pressure decrease control valves. A respective one of the control valves 192 to 198 is decreased to control hydraulic pressure in a respective one of the brake cylinders 52, 54, 60, 62 and thereby bring each wheel into the proper slip state. If the antilock control end condition is satisfied (for example, if the vehicle has stopped or if the slippage has been sufficiently reduced), the brake ECU 250 resets the antilock flag to the OFF state, and thereby ends the antilock control.

At step S155, for example, if the speed of increase of the operating stroke of the brake pedal 90 is higher than the reference speed, if the speed of increase of the operating force or depressing force applied to the brake pedal 90 exceeds the reference speed (the depressing force may be determined by the operating force The sensor directly detects, or can detect indirectly by detecting the hydraulic pressure in the master cylinder 80), or if the actual brake cylinder hydraulic pressure corresponding to each wheel deviates from the target hydraulic pressure by more than the reference amount (or if the actual deceleration deviates from the target deceleration by more than the reference amount ), the brake ECU 250 judges that a quick response is required.

At step S156, the brake ECU 250 judges whether the air detection flag is set to the ON state. If an air detection program (not shown) is executed and it is judged that air exists in the hydraulic system, the air detection flag is set to an ON state. For example, if the actual operation stroke of the brake pedal 90 relative to the actual brake cylinder hydraulic pressure is larger than the reference operation stroke of the brake pedal 90 determined from a predetermined relationship between the operation stroke of the brake pedal 90 and the brake cylinder hydraulic pressure, then It can be judged that there is air, because it needs to consume a larger amount of hydraulic oil to increase the hydraulic pressure of the brake cylinder to a certain value in the case of air than in the case of no air. The presence or absence of air can be detected by utilizing the hydraulic oil accumulated in the reservoir 74 . Furthermore, the presence of air can be detected for each brake cylinder 52 , 54 , 60 , 62 .

If a negative judgment is made at each of steps S153, S154, S155, and S156, control proceeds to step S157 to select mode F.

In Mode F, energy recovery cooperative control can be performed similarly to Mode A employed in the first embodiment. However, without energy recovery cooperative control, the actual brake cylinder hydraulic pressure may be controlled to a value corresponding to the current operating state of the brake pedal 90, or the actual deceleration of the vehicle may be controlled to be in line with the brake pedal The target deceleration corresponding to the current operating state of 90. In the latter case, the four pressure increasing control valves 172 to 178 remain open, while the four pressure reducing control valves 192 to 198 remain closed, so that the four brake cylinders 52, 54, 60, 62 to the respective hydraulic pressure are controlled to the same or common hydraulic pressure. In the case of performing anti-collision (or mitigation) control (eg, brake assist control), the respective hydraulic pressures of the four brake cylinders 52, 54, 60, 62 are controlled to be the same or common hydraulic pressure.

On the other hand, in the case of performing front-rear braking force distribution control, or in the case of performing parking assist control, the four pressure increase control valves 172 to 178 and the four pressure decrease control valves 192 to 198 are individually controlled , to individually control each hydraulic pressure in the four brake cylinders 52, 54, 60, 62.

If the air detection flag is set to the ON state, an affirmative judgment is made at step S156, and control proceeds to step S158 to select mode G.

As explained above, if air is present, a larger amount of hydraulic oil needs to be consumed. In this case, if the mode J is selected and the brake cylinders 52 , 54 , 60 , 62 communicate with the master cylinder 80 , it is necessary to increase the operating stroke of the brake pedal 90 . On the contrary, if the mode G is selected and the brake cylinders 52 , 54 , 60 , 62 communicate with the booster chamber 96 , the operation stroke of the brake pedal 90 can be prevented from being excessively increased. In addition, the amount of energy consumption can also be reduced compared to the case where mode F is selected.

If a quick response is required, an affirmative judgment is made at step S155, and control proceeds to step S159 to select mode F and mode G. Therefore, the brake cylinders 52 , 54 , 60 , 62 are supplied with hydraulic oil from both the power pressure source 64 and the hydraulic booster 78 , and the increase rate of hydraulic pressure in the brake cylinders 52 , 54 , 60 , 62 can be increased.

If the antilock control flag is set to the ON state, an affirmative judgment is made at step S154, and control goes to step S160 to select mode G. Each of the hydraulic pressures in the brakes 52, 54, 60, 62 is individually controlled by the individual pressure control valve device 218 based on the hydraulic pressure in the hydraulic booster 78 provided on the upstream side of the control valve device 218. In the anti-lock control, it is preferable that the hydraulic pressure on the upstream side of the control valve device 218 has a value corresponding to the operating force applied to the brake pedal 90 by the driver. Furthermore, the brake cylinders 52 , 54 , 60 , 62 do not require any hydraulic pressure higher than the value corresponding to the operating force applied to the brake pedal 90 . Therefore, the use of a hydraulic booster 78 is advantageous. Furthermore, the amount of energy consumed can be reduced compared to the case of selecting mode F.

If the vehicle is in a parked state, an affirmative judgment is made at step S153, and control proceeds to step S161 to judge whether or not an oil leakage detection operation is being performed. If the predetermined oil leakage detection condition is satisfied, the oil leakage detection operation is started. For example, if the vehicle is stopped, the operation state of the brake pedal 90 is stable, and the pump motor 71 is not operated, it can be judged that the oil leakage detection condition is satisfied. If a negative judgment is made at step S161, control proceeds to step S162 to select mode H. On the other hand, if an affirmative judgment is made at step S161, control proceeds to step S163 to select mode I.

In mode H, the brake cylinders 52 , 54 corresponding to the left front wheel 10 and the right front wheel 12 communicate with the master cylinder 80 , and the brake cylinders 60 , 62 corresponding to the left rear wheel 56 and right rear wheel 58 communicate with the booster. The device chamber 96 communicates. If the vehicle is in a parked state, it is not necessary to precisely control the respective hydraulic pressures in the brake cylinders 52 , 54 , 60 , 62 according to the operating state of the brake pedal 90 . Thus, the four brake cylinders communicate with two pressure sources, namely master cylinder 80 and hydraulic booster 78 . In mode H, no current is supplied to the respective coils of all solenoid-operated control valves, so that power consumption can be reduced.

In mode I, the brake cylinders 52, 54 corresponding to the left front wheel 10 and the right front wheel 12 communicate with the master cylinder 80, and the brake cylinders 60, 62 corresponding to the left rear wheel 56 and right rear wheel 58 communicate with the power Pressure source 64 is in communication.

If a fluid leak occurs in the rear wheel hydraulic system corresponding to the rear wheels 56, 58, the pressure detected by the reservoir pressure sensor 300 decreases. The oil leakage detection operation is performed in accordance with the oil leakage detection routine represented by the flowchart shown in FIG. 26 . First, at step S199, brake ECU 250 determines whether the vehicle is in a parked state. Then, at step S200, the brake ECU 250 judges whether the pump motor 71 is stationary, that is, whether it is in a non-operating state. For example, if the hydraulic pressure in the accumulator 74 falls within the reference pressure range, it can be judged that the pump motor 71 is in a non-operating state. If an affirmative judgment is made at step S200, control proceeds to step S201 to judge whether the absolute value of the change amount ΔPref of the target hydraulic pressure Pref is not greater than the reference value _ΔPS . If an affirmative judgment is made at step S201, control proceeds to step S202 to detect the hydraulic pressure in the accumulator 74, that is, the accumulator pressure _PA . Step S202 is followed by step S203 to subtract the hydraulic accumulator pressure P detected at step S202 in the current control cycle from the accumulator pressure P _A(n-1) detected at step S202 in the previous control cycle _A(n) . If the current accumulator pressure P _A(n) has decreased from the previous accumulator pressure P _A(n-1) , and the difference ΔP _A between these pressure values is not greater than the reference value ΔP _AS , the brake ECU 250 in step S204 make a positive judgment. Then, the control goes to step S205 to judge that the rear wheel hydraulic system corresponding to the rear wheels 56, 58 has leaked oil. The rear wheel hydraulic system includes brake cylinders 60 , 62 , oil passages 162 , 168 , 182 , 188 , 202 , 210 and pressure increase and pressure decrease control valves 172 , 178 , 192 , 198 . However, oil leaks may be detected from the power pressure passage 100 and/or the reservoir 74 . In the latter case, oil leakage can be detected by a method different from the method described above.

However, the occurrence of oil leakage may be detected based on the operating state of the pump motor 71 . For example, in the case where the relationship between the operating state of the pump motor 71 and the hydraulic oil output state of the pump 70 is known in advance, the occurrence of oil leakage can be detected based on the change in the accumulator pressure with respect to the output state of the pump 70 .

However, it is not necessarily required to perform the oil leakage detection operation in a state where the vehicle is parked. That is, the oil leakage detection operation can be performed in a state where the vehicle is running.

If the brake pedal 90 is not operated, a negative judgment is made at step S152, and control proceeds to step S164 to judge whether the present hydraulic brake device needs to be operated. For example, brake ECU 250 determines whether any one of respective flags corresponding to traction control, vehicle stability control, vehicle distance control, and collision avoidance (or mitigation) control is set to an ON state.

If an affirmative judgment is made at step S164, control proceeds to step S165 to judge whether the flag corresponding to traction control is set to the ON state. If an affirmative judgment is made at step S165, control proceeds to step S166 to select mode I. On the other hand, if a negative judgment is made at step S165, control proceeds to step S167 to select mode F.

If the present hydraulic brake device does not need to be operated, a negative judgment is made at step S164, and control proceeds to step S168 to select mode H in which no current is supplied to the respective coils of the solenoid-operated control valves.

The traction control is activated when the drive slip amount of each drive wheel 56, 58 exceeds the reference value, and the traction control flag is set to the ON state. Accordingly, the hydraulic pressure in the brake cylinders 60, 62 corresponding to the drive wheels 56, 58 is controlled so that each drive wheel can enter a proper drive slip state. Furthermore, the traction control is ended when the running speed of the vehicle exceeds the reference speed or when the brake pedal 90 is operated, and the traction control flag is reset to the OFF state.

The rear wheels 56, 58 as drive wheels are under traction control. Therefore, in a state where brake cylinders 60 , 62 are disconnected from brake cylinders 52 , 54 , the respective hydraulic pressures in brake cylinders 60 , 62 are controlled by linear control valve device 230 based on the hydraulic pressure in power pressure source 64 . Although the brake cylinders 52 , 54 corresponding to the front wheels 10 , 12 communicate with the master cylinder 80 , there is no hydraulic pressure in the master cylinder 80 so that the brake cylinders 52 , 54 communicate with the reservoir 75 . Meanwhile, if the brake pedal 90 is operated, hydraulic pressure is generated in the master cylinder 80, so the brake cylinders 52, 54 corresponding to the front wheels 10, 12 are supplied with hydraulic pressure and the hydraulic brakes 55FL, 55FR are operated. Therefore, in mode I, when the brake pedal 90 is operated under traction control, the present hydraulic brake device can prevent itself from delaying its operation.

However, when the brake pedal 90 is operated under traction control, the booster communication control valve 222 can be switched from its closed state to its open state. In this case, hydraulic pressure corresponding to the operating force applied to the brake pedal 90 may be supplied to the brake cylinders 60 , 62 corresponding to the rear wheels 56 , 58 .

Vehicle stability control includes spin limit control and slip limit control. When the spin tendency of the vehicle becomes too high, spin limiting control is activated to increase (in some cases from zero) the respective hydraulic pressures in the two brake cylinders corresponding to The outer one of the two front wheels 10, 12 that is turning and the outer one of the two rear wheels 56, 58 that is also turning. When the slip tendency of the vehicle becomes too high, the slip limit control is activated to increase the hydraulic pressure in each of the two brake cylinders corresponding to the two front wheels 10, 12 that are turning. The inner one and the inner one of the two rear wheels 56, 58 that are also turning. Each of the spin limit control and the slip limit control can be executed regardless of whether the brake pedal 90 is being operated.

Each of the above-described cruise control, anti-collision (or mitigation) control, and parking assist control can be executed regardless of whether the brake pedal 90 is being operated.

When any one of the above controls is executed, a negative judgment is made at step S165, and the brake ECU 250 selects the mode F at step S167. When the respective hydraulic pressures of the four brake cylinders 52, 54, 60, 62 are commonly controlled, the four pressure increase control valves 172 to 178 are opened, and the four pressure decrease control valves 192 to 198 are closed. On the other hand, when the respective hydraulic pressures in the four brake cylinders 52, 54, 60, 62 are individually controlled, the four pressure increase control valves 172 to 178 and the four pressure decrease control valves 192 to 198 are all controlled. turned on and/or off individually.

If the present hydraulic brake device is not normal, a negative judgment is made at step S151, and control proceeds to step S169 to judge whether the driver is operating the brake pedal 90 or not. If an affirmative determination is made at step S169, control proceeds to step S170 to determine whether the power system is malfunctioning, and then to step S171 to determine whether the control system is malfunctioning.

At step S170, for example, when the hydraulic pressure detected by the accumulator pressure sensor 300 is not higher than the reference value, or when the pump motor 71 has failed, the brake ECU 250 judges that the power system has failed.

At step S171, for example, when at least one of the linear control valve device 230 and the individual pressure control valve device 218 has failed, or when the electrical system has failed, the brake ECU 250 judges that the control system has failed. Check for those failures in the initial check operation.

When the power system or the control system has failed, the energy recovery cooperative control or the control corresponding to the current operating state of the brake pedal 90 is ended.

If the powertrain has failed, that is, if an affirmative determination is made at step S170 , control proceeds to step S172 to select mode J in which all brake cylinders 52 , 54 , 60 , 62 communicate with master cylinder 80 . When the power system has failed, the hydraulic booster 78 cannot be supplied with high-pressure hydraulic oil, and thus the booster 78 cannot generate hydraulic pressure corresponding to the operating force applied to the brake pedal 90 . In contrast, the master cylinder 80 generates hydraulic pressure corresponding to the operating force applied to the brake pedal 90 . Thus, all brake cylinders 52 , 54 , 60 , 62 communicate with master cylinder 80 .

For example, when the friction coefficient μ of the road surface on which the vehicle is traveling is very low, and thus one or more (but not all) of the wheels 10, 12, 56, 58 enters a locked (locked) state, the remaining One or more wheels may be braked. For example, even though the front wheels 10, 12 may become locked, if the rear wheels 56, 58 are not locked, braking force can still be applied against the creep torque applied to the rear wheels 56, 58 as drive wheels. Therefore, the amount of movement of the vehicle can be reduced.

When the control system has failed, no current is supplied to the individual coils of all solenoid operated control valves. In this case, an affirmative judgment is made at step S171, and control proceeds to step S173 to select the mode H in which brake cylinders 52, 54 corresponding to the left front wheel 10 and the right front wheel 12 are activated. Hydraulic pressure is supplied from the master cylinder 80 , while hydraulic pressure from the hydraulic booster 78 is supplied to the remaining two brake cylinders 60 , 62 corresponding to the left rear wheel 56 and the right rear wheel 58 . The booster 78 generates hydraulic pressure corresponding to the operating force applied to the brake pedal 90 when the power system is normal. Therefore, the operation stroke of the brake pedal 90 can be smaller in the mode H than in the mode J.

As is clear from the above description of the second embodiment, the booster communication control valve 222, the cylinder communication control valve 224, the pressure increase linear control valve 232, and the brake ECU 250 are stored and executed as represented by the flowchart of FIG. Parts of the mode selection program, and parts of the brake ECU 250 that store and execute the control valve control program represented by the flowchart of FIG. 25 cooperate with each other to constitute a pressure source communication control device.

The pressure source communication control device includes: a booster and/or cylinder communication part related to the parking state that is stored in the brake ECU 250 and executes steps S153, S162, S103 and S110; The booster communication part related to the anti-lock brake control composed of the part that executes steps S154, S160, S102 and S109; and the power pressure source composed of the part that stores and executes steps S165, S166, S104 and S111 in the brake ECU 250 Connecting part or connecting part of power pressure source related to traction control.

The pressure source communication control device also includes a fault-related cylinder and/or booster communication part composed of parts stored in the brake ECU 250 and executing steps S110, S112, S170 to 173; The part that executes steps S108, S155 and S159 constitutes a communication part between the booster and the power pressure source.

In addition, the part that stores and executes step S163 in the brake ECU 250 constitutes the cut-off device; and the part that stores and executes the oil leak detection program shown in the flowchart of FIG. 26 in the brake ECU 250 constitutes the oil leak detection part.

In each of the first and second embodiments, the hydraulic booster 78 is connected to the first junction portion 202 , and the master cylinder 80 is connected to the second junction portion 204 . However, it is possible to connect the master cylinder 80 to the first junction portion 202 and connect the hydraulic booster 78 to the second junction portion 204 .

Electrical energy storage device 36 may be of a type other than battery 36 , such as a capacitor.

It should be understood that the present invention can be practiced with other changes and modifications that may occur to those skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.

This application is based on Japanese Patent Application No. 2004-285963 filed on September 30, 2004 and Japanese Patent Application No. 2005-262973 filed on September 9, 2005, the contents of which are incorporated herein by reference.

Claims (35)

1. hydraulic brake system that uses in vehicle, described vehicle have a plurality of wheels and can be by the manual brake service member of operation of the chaufeur of described vehicle, and described device comprises:

The Manual pressure source, comprise (a) hydraulic booster, its corresponding first hydraulic pressure of operating effort after the operating effort that is applied to described brake service member by chaufeur provides power-assisted and generation and described power-assisted, (b) master cylinder, its produce with as corresponding second hydraulic pressure of operating effort after the described power-assisted of the output of described hydraulic booster;

Whether power pressure source, itself and chaufeur operate described brake service member irrespectively by utilizing power to produce the 3rd hydraulic pressure;

A plurality of hydraulic brakes, it is provided with explicitly with described a plurality of wheels respectively and comprises separately brake cylinder, and each in described a plurality of hydraulic brake when a corresponding sap pressure supply in described brake cylinder in described wheel corresponding one apply hydraulic braking force, described device is characterised in that also and comprises:

The part that crosses, it is connected in the described brake cylinder separately of described hydraulic brake each, and described hydraulic booster, described master cylinder and described power pressure source are connected to the described part that crosses with being connected in parallel to each other; With

Pressure-source communication control device, it optionally allows in described hydraulic booster, described master cylinder and the described power pressure source at least one to be communicated with the described part that crosses.

2. hydraulic brake system as claimed in claim 1, wherein said pressure-source communication control device comprises the servo-unit and the cylinder connected component of machinery, and described servo-unit and cylinder connected component mechanically divide described power pressure source and cut off and mechanically allow described hydraulic booster and the described master cylinder each to be communicated with the described part that crosses from described intersection.

3. hydraulic brake system as claimed in claim 1, wherein said pressure-source communication control device comprises servo-unit and/or cylinder connected component, when described hydraulic brake system during et out of order, described servo-unit and/or cylinder connected component divide to the described power pressure source of major general from described intersection and cut off and allow described hydraulic booster and the described master cylinder at least one to be communicated with the described part that crosses.

4. hydraulic brake system as claimed in claim 1, wherein said pressure-source communication control device comprises servo-unit relevant with fault and/or cylinder connected component, when the hydraulic pressure at least one in the described brake cylinder can not be automatically controlled, described servo-unit relevant with fault and/or cylinder connected component divided to the described power pressure source of major general from described intersection and cut off and allow described hydraulic booster and the described master cylinder at least one to be communicated with the described part that crosses.

5. hydraulic brake system as claimed in claim 1, wherein said pressure-source communication control device comprises servo-unit and/or the cylinder connected component that non-control is relevant, when each hydraulic pressure in the described brake cylinder not when automatically controlled, servo-unit that described non-control is relevant and/or cylinder connected component divide to the described power pressure source of major general from described intersection and cut off and allow described hydraulic booster and the described master cylinder at least one to be communicated with the described part that crosses.

6. hydraulic brake system as claimed in claim 1, wherein said pressure-source communication control device comprises servo-unit relevant with dead ship condition and/or cylinder connected component, when described vehicle was in dead ship condition, described servo-unit relevant with dead ship condition and/or cylinder connected component divided to the described power pressure source of major general from described intersection and cut off and allow described hydraulic booster and the described master cylinder at least one to be communicated with the described part that crosses.

7. hydraulic brake system as claimed in claim 1, wherein said pressure-source communication control device comprises the cylinder connected component relevant with fault, when described power pressure source failed to produce described the 3rd hydraulic pressure, the described cylinder connected component relevant with fault divided described hydraulic booster and described power pressure source and cuts off and allow described master cylinder to be communicated with the described part that crosses from described intersection.

8. hydraulic brake system as claimed in claim 1, wherein said pressure-source communication control device comprises cylinder and/or power pressure source connected component, when described hydraulic booster mechanical breakdown had taken place, described cylinder and/or power pressure source connected component divided to the described hydraulic booster of major general from described intersection and cut off and allow described master cylinder and the described power pressure source at least one to be communicated with the described part that crosses.

9. hydraulic brake system as claimed in claim 1 also comprises:

Communication facilities, it receives the information of sending from external device; With

Depend on the hydraulic-pressure control apparatus of information, described the 3rd hydraulic pressure that its described information that receives based on described communication facilities is produced by described power pressure source by utilization is controlled the hydraulic pressure in each described brake cylinder,

Wherein said pressure-source communication control device comprises servo-unit and/or power pressure source connected component, when described communication facilities failed normally to receive described information, described servo-unit and/or power pressure source connected component divided to the described master cylinder of major general from described intersection and cut off and allow described hydraulic booster and the described power pressure source at least one to be communicated with the described part that crosses.

10. hydraulic brake system as claimed in claim 1, wherein said vehicle has energy recovery brake equipment and energy recovery braking force control apparatus, described energy recovery brake equipment applies the energy recovery braking force owing to be connected to the energy recovery braking of the electrical motor of at least one drive wheel in the described wheel to described at least one drive wheel, described energy recovery braking force control apparatus control is applied to the energy recovery braking force of described at least one drive wheel

Wherein said hydraulic brake system also comprises:

Communication facilities, it receives the information that expression is applied to the actual energy recovery braking force of described at least one drive wheel from described energy recovery braking force control apparatus; With

Energy recovery cooperation control convenience, it reclaims braking force based on the represented described actual energy of the described information that is received by described communication facilities and controls corresponding to the hydraulic pressure at least one described brake cylinder of described at least one drive wheel, make to comprise that the described energy recovery braking force that is applied to described at least one drive wheel and the total braking force of described hydraulic braking force can equal and the corresponding braking force that requires of the current operation status of described brake service member, and

Wherein said pressure-source communication control device comprises servo-unit relevant with fault and/or power pressure source connected component, when described energy recovery braking force control apparatus during et out of order, described servo-unit relevant with fault and/or power pressure source connected component divide to the described master cylinder of major general from described intersection and cut off and allow described hydraulic booster and the described power pressure source at least one to be communicated with the described part that crosses.

11. hydraulic brake system as claimed in claim 1, wherein said pressure-source communication control device comprises servo-unit and power pressure source connected component, when just requiring the quick response of described hydraulic brake, described servo-unit and power pressure source connected component divide described master cylinder and cut off and allow described hydraulic booster and the described power pressure source each to be communicated with the described part that crosses from described intersection.

12. hydraulic brake system as claimed in claim 1, wherein said pressure-source communication control device comprises and the relevant servo-unit connected component of anti-lock control, when carrying out anti-lock control, the described servo-unit connected component relevant with anti-lock control divides described master cylinder and described power pressure source cut-out and allows described hydraulic booster to be communicated with the described part that crosses from described intersection.

13. hydraulic brake system as claimed in claim 1, wherein said pressure-source communication control device comprises the servo-unit connected component relevant with air detection, when detecting air, the described servo-unit connected component relevant with air detection divides described master cylinder and described power pressure source cut-out and allows described hydraulic booster to be communicated with the described part that crosses from described intersection.

14. hydraulic brake system as claimed in claim 1, wherein said pressure-source communication control device comprises and the relevant power pressure source connected component of tractive force control, when carrying out tractive force control, the power pressure source connected component permission following (a) that the control of described and tractive force is relevant and (b) in each be communicated with the described part that crosses: (a) at least one in described hydraulic booster and the described master cylinder, and (b) described power pressure source.

15. as each described hydraulic brake system in the claim 1 to 14, also comprise following (a), (b) at least one and (c): (a) detect the serviceability check implement of value of the serviceability of the described brake service member of expression, (b) cylinder pressure transducer of the value of described second hydraulic pressure of the described master cylinder generation of detection expression, (c) the kinetic pressure force gauge of the value of described the 3rd hydraulic pressure of the described power pressure source generation of detection expression, and wherein said pressure-source communication control device comprises fault detection part, and described fault detection part is based on by (a) described serviceability check implement, (b) described cylinder pressure transducer and (c) at least one the detected described value in the described kinetic pressure force gauge detect the fault of described hydraulic brake system.

16., also comprise as each described hydraulic brake system in the claim 1 to 14:

A plurality of indivedual pressure control valve devices, each control in described a plurality of indivedual pressure control valve devices and the hydraulic pressure in corresponding at least one the described brake cylinder of described each indivedual pressure control valve device; With

Brake cylinder is communicated with control convenience, and it optionally controls in described indivedual pressure control valve device at least one, is communicated with the described part that crosses with permission at least one described brake cylinder corresponding to described at least one indivedual pressure control valve device.

17. as each described hydraulic brake system in the claim 1 to 14, wherein said intersection branch comprise first cross partial sum second cross the part and separation device, described separation device is arranged on described first and crosses between described second intersection of partial sum divides, and described separation device optionally switches to wherein said separation device and allows described first partial sum described second first serviceability that part communicates with each other that crosses that crosses, and wherein said separation device is with described first partial sum described second second serviceability that part cuts off each other that crosses that crosses.

18. hydraulic brake system as claimed in claim 17, wherein said brake cylinder comprises the first cylinder group and the second cylinder group, the described first cylinder group comprise be connected to described first cross the part at least one first group of brake cylinder, the described second cylinder group comprise be connected to described second cross the part at least one second group of brake cylinder.

19. hydraulic brake system as claimed in claim 17, wherein two pressure sources in three pressure sources being made up of described hydraulic booster, described master cylinder and described power pressure source are connected to described first part that crosses, and another pressure source in described three pressure sources is connected to described second part that crosses.

20. hydraulic brake system as claimed in claim 17 also comprises:

A plurality of indivedual pressure control valve devices, each control in described a plurality of indivedual pressure control valve devices and the hydraulic pressure in corresponding at least one the described brake cylinder of described each indivedual pressure control valve device; With

Brake cylinder is communicated with control convenience, it is controlled described separation device and controls in described indivedual pressure control valve device at least one, with optionally allow corresponding at least one described brake cylinders of described at least one indivedual pressure control valve device and described hydraulic booster, described master cylinder and the described power pressure source described at least one be communicated with.

21. hydraulic brake system as claimed in claim 20, wherein said brake cylinder comprises the first cylinder group and the second cylinder group, the described first cylinder group comprise be connected to described first cross the part at least one first group of brake cylinder, the described second cylinder group comprise be connected to described second cross the part at least one second group of brake cylinder; Wherein two pressure sources in three pressure sources being made up of described hydraulic booster, described master cylinder and described power pressure source are connected to described first part that crosses, and another pressure source in described three pressure sources is connected to described second part that crosses; Wherein said pressure-source communication control device comprises single pressure-source communication part, and described single pressure-source communication is partly divided described two pressure sources and cut off and allow described another pressure source and described second part that crosses to be communicated with from described first intersection; And wherein said brake cylinder is communicated with control convenience and comprises the intersection connected component, described intersection connected component with described separation device switch to its described first serviceability with allow described first cross partial sum described second cross the part communicate with each other, and control is corresponding at least one described indivedual pressure control valve device of described at least one first group of brake cylinder, allowing described at least one first group of brake cylinder and described first part that crosses to be communicated with, and allow described at least one first group of brake cylinder thus and be connected to described second described another pressure-source communication that crosses part.

22. hydraulic brake system as claimed in claim 20, wherein said brake cylinder comprise first brake cylinder, second brake cylinder, the 3rd brake cylinder and the 4th brake cylinder of the near front wheel, off front wheel, left rear wheel and the off hind wheel that correspond respectively to described vehicle; Wherein said first brake cylinder and the 4th brake cylinder are connected to described first part that crosses, and described second brake cylinder and the 3rd brake cylinder are connected to described second part that crosses; Wherein said pressure-source communication control device comprises the cylinder connected component, and described cylinder connected component divides described hydraulic booster and described power pressure source cut-out and allows described master cylinder to be communicated with the described part that crosses from described intersection; And wherein said brake cylinder is communicated with control convenience and comprises left and right sides front wheel brake cylinder connected component, described left and right sides front wheel brake cylinder connected component with described separation device switch to its described first serviceability with allow described first cross partial sum second cross the part communicate with each other, and control described indivedual pressure control valve device so that described the 3rd brake cylinder and the 4th brake cylinder are divided and cut off from described second partial sum first intersection that crosses respectively, and allow described first brake cylinder and second brake cylinder to be communicated with described first partial sum second part that crosses that crosses respectively, thus described the 3rd brake cylinder and the 4th brake cylinder are cut off and allow described first brake cylinder and second brake cylinder to be communicated with described master cylinder from described master cylinder.

23. hydraulic brake system as claimed in claim 17, wherein said master cylinder be connected to described first cross partial sum second cross the part in one, and described hydraulic booster be connected to described first cross partial sum second cross the part in another.

24. hydraulic brake system as claimed in claim 17, wherein said hydraulic booster and described power pressure source are connected to described first part that crosses, and described master cylinder is connected to described second part that crosses.

25. hydraulic brake system as claimed in claim 17, wherein said brake cylinder comprise four brake cylinders being made up of first brake cylinder of the near front wheel that corresponds respectively to described vehicle, off front wheel, left rear wheel and off hind wheel, second brake cylinder, the 3rd brake cylinder and the 4th brake cylinder; Wherein said first brake cylinder and second brake cylinder are connected to described first cross in the part one of partial sum second that crosses, and described the 3rd brake cylinder and the 4th brake cylinder are connected to described first cross in the part another of partial sum second that cross; Wherein said pressure-source communication control device comprises cylinder and power pressure source connected component, described cylinder and power pressure source connected component allow described master cylinder and described power pressure source to cross with described first partial sum second that crosses that a different part is communicated with in the part respectively, and wherein said hydraulic brake system also comprises:

Cut-out equipment, it controls to its described second serviceability so that described first partial sum second part that crosses that crosses is cut off each other with described separation device;

The kinetic pressure force gauge, it detects the value of expression by described the 3rd hydraulic pressure of described power pressure source generation; With

The oil liquid leakage test section, it detects hydraulic oil whether from being connected at least one hydraulic system leakage with described two brake cylinders of described power pressure source bonded assembly based on the detected described value of described kinetic pressure force gauge.

26. hydraulic brake system as claimed in claim 17, wherein said brake cylinder comprises two drive wheel brake cylinders of two drive wheels that correspond respectively to described vehicle and two non-driving wheel brake cylinders that correspond respectively to two non-driving wheels of described vehicle, wherein said drive wheel brake cylinder is connected to described first and crosses part and described non-driving wheel brake cylinder is connected to described second part that crosses, wherein said pressure-source communication control device comprises cylinder and the power pressure source connected component relevant with tractive force control, and described and tractive force are controlled relevant cylinder and power pressure source connected component and allowed described power pressure source and described first part that crosses to be communicated with and to allow described master cylinder and described second part that crosses to be communicated with when carrying out tractive force control.

27. hydraulic brake system as claimed in claim 17, wherein said intersection subpackage oil scraper liquid passage, described hydraulic booster, described master cylinder and described power pressure source are connected to described fluid passage, and described fluid passage is connected to described brake cylinder, and wherein said separation device is arranged in the described fluid passage and described fluid passage is separated into two parts as described first partial sum second part that crosses that crosses.

28. hydraulic brake system as claimed in claim 18, wherein said brake cylinder comprises first brake cylinder, second brake cylinder, the 3rd brake cylinder and the 4th brake cylinder of the near front wheel, off front wheel, left rear wheel and the off hind wheel that correspond respectively to described vehicle, one in the wherein said first cylinder group and the second cylinder group comprises described first brake cylinder and the 4th brake cylinder, and in the described first cylinder group and the second cylinder group another comprises described second brake cylinder and the 3rd brake cylinder.

29. hydraulic brake system as claimed in claim 18, wherein said brake cylinder comprises first brake cylinder, second brake cylinder, the 3rd brake cylinder and the 4th brake cylinder of the near front wheel, off front wheel, left rear wheel and the off hind wheel that correspond respectively to described vehicle, one in the wherein said first cylinder group and the second cylinder group comprises described first brake cylinder and second brake cylinder, and in the described first cylinder group and the second cylinder group another comprises described the 3rd brake cylinder and the 4th brake cylinder.

30., also comprise as each described hydraulic brake system in the claim 1 to 14:

A plurality of indivedual pressure control valve devices, in described a plurality of indivedual pressure control valve devices each comprises that being arranged on the described partial sum that crosses increases control cock corresponding to the pressure between at least one described brake cylinder of described each indivedual pressure control valve device, and comprise that the pressure between the liquid storage tank that is arranged on described at least one brake cylinder and savings hydraulic oil reduces control cock, and the hydraulic pressure of each control in described at least one brake cylinder in described a plurality of indivedual pressure control valve devices, and each pressure of wherein said indivedual pressure control valve devices increase in valve each comprise Electromagnetically-operating control cock open in usual.

31., also comprise as each described hydraulic brake system in the claim 1 to 14:

A plurality of indivedual pressure control valve devices, each control in described a plurality of indivedual pressure control valve devices is corresponding to the hydraulic pressure at least one described brake cylinder of described each indivedual pressure control valve device; With

Control the hydraulic-pressure control apparatus of indivedual pressure control valve devices, described each the indivedual pressure control valve device of its control make the hydraulic pressure in described at least one brake cylinder can take the value corresponding to the present situation of described vehicle.

32. as each described hydraulic brake system in the claim 1 to 14, wherein said power pressure source comprises the delivery pressure control convenience, described delivery pressure control convenience control is as described the 3rd hydraulic pressure of the output hydraulic pressure of described power pressure source, and wherein said hydraulic brake system also comprises delivery pressure control convenience control part, and described delivery pressure control convenience control part is controlled described delivery pressure control convenience makes hydraulic pressure at least one described brake cylinder can take the value corresponding to the present situation of described vehicle.

33. as each described hydraulic brake system in the claim 1 to 14, wherein said vehicle has energy recovery brake equipment and energy recovery braking force control apparatus, described energy recovery brake equipment applies the energy recovery braking force owing to be connected to the energy recovery braking of the electrical motor of at least one drive wheel in the described wheel to described at least one drive wheel, described energy recovery braking force control apparatus control is applied to the described energy recovery braking force of described at least one drive wheel

Wherein said hydraulic brake system also comprises:

Communication facilities, it receives the information that expression is applied to the actual energy recovery braking force of described at least one drive wheel from described energy recovery braking force control apparatus; With

Energy recovery cooperation control convenience, it reclaims braking force based on the represented described actual energy of the described information that is received by described communication facilities and controls corresponding to the hydraulic pressure at least one described brake cylinder of described at least one drive wheel, makes to comprise that the described energy recovery braking force that is applied to described at least one drive wheel and the total braking force of described hydraulic braking force can equal and the corresponding braking force that requires of the current operation status of described brake service member.

34. hydraulic brake system as claimed in claim 20, wherein said pressure-source communication control device comprises power pressure source connected component, described power pressure source connected component divides described hydraulic booster and described master cylinder cut-out and allows described power pressure source to be communicated with the described part that crosses from described intersection, and wherein said brake cylinder is communicated with control convenience and comprises each brake cylinder connected component, described each brake cylinder connected component switches to its described first serviceability with described separation device and communicates with each other to allow described first partial sum second part that crosses that crosses, and controls described indivedual pressure control valve device and be communicated with the described part that crosses to allow each described brake cylinder.

35. as each described hydraulic brake system in the claim 1 to 14, wherein said power pressure source with described the 3rd fluid control is and the corresponding value of the present situation of described vehicle.

Images