JP4760653B2 - Vehicle braking device - Google Patents

Description

  The present invention relates to a vehicle braking device, and more particularly, to a vehicle braking device having a brake booster and a braking force generating means capable of electrically controlling a braking force.

  As one of braking devices for vehicles such as automobiles, it has a brake booster and braking force generating means capable of electrically controlling the braking force, and the braking force generating means is a regenerative braking device and a pump pressurizing braking force generating device. A braking device composed of (braking hydraulic pressure servo means) is well known in the art, and is described in, for example, the following Patent Document 1 relating to the application of the present applicant.

Particularly, in the braking device described in Patent Document 1 below, a stroke transmission gradient suppression device is provided between the brake pedal and the input rod of the brake booster, and the stroke transmission gradient suppression device sets the stroke of the brake pedal. When it is less than the stroke, transmission of the braking operation force to the brake booster is suppressed or prevented. Accordingly, an increase in the brake fluid pressure of the master cylinder is suppressed or prevented, and a required braking force corresponding to the stroke of the brake pedal is mainly generated by a regenerative braking device and a pump pressurizing braking force generator.
JP 2006-143099 A

  In the conventional braking device as described in the above publication, when the stroke of the brake pedal is equal to or less than the set stroke, transmission of the braking operation force to the brake booster is suppressed, so that the braking fluid of the master cylinder is reduced. Since the increase in pressure is suppressed, the regenerative efficiency can be increased by increasing the braking force generated by the regenerative braking device as compared with the case where the transmission of the braking operation force to the brake booster is not suppressed.

  However, in the conventional braking device as described in the above-mentioned publication, the set stroke S2 is set to the maximum regeneration of the entire vehicle by the regenerative braking device, as shown in FIG. The value is larger than the stroke S1 corresponding to the braking force Fbvrmax. Therefore, the target in the region where the stroke S of the brake pedal is not more than the set stroke S2 and the target braking force Fbvt of the entire vehicle is larger than the maximum regenerative braking force Fbvrmax. The braking force ΔFbv corresponding to the deviation between the braking force Fbvt and the maximum regenerative braking force Fbvrmax is not only supplemented by the pump pressurizing braking force generator, but also in a region where the brake pedal stroke S is larger than the set stroke S2. The sum of the maximum regenerative braking force Fbvrmax and the braking force Fbvb due to the braking fluid pressure generated by the operation of the brake booster is obtained from the target braking force Fbvt. Therefore, even in a region where the stroke S of the brake pedal is larger than the set stroke S2, the braking force corresponding to the deviation between the target braking force Fbvt, the maximum regenerative braking force Fbvrmax, and the braking force sum Fbvb by the operation of the brake booster, That is, the insufficient braking force must be supplemented by the braking force Fbvf from the pump pressurizing braking force generator.

  Therefore, even when the stroke of the brake pedal is greater than the set stroke, the braking force must be supplemented by the pump pressurizing braking force generator. Since the brake pressure (wheel cylinder pressure) is high in the region where the stroke is longer than the set stroke, the pump pressurizing braking force generator must be a high-performance device with excellent durability. However, there is a problem that the braking device cannot be made inexpensive.

  Further, when the braking force is replenished by the pump pressurizing braking force generator only in the region where the brake pedal stroke is low, the required performance of the pump pressurizing braking force generator is reduced. As shown in FIG. 28, when the brake pedal stroke S increases beyond the set stroke S2, the braking force Fbvf is no longer replenished by the pump pressurizing braking force generator. The braking force Fbv suddenly decreases and the braking force is replenished by the pump pressurizing braking force generator in the process where the stroke S of the brake pedal decreases beyond the set stroke S2. It is inevitable that the braking force Fbv of the entire vehicle suddenly increases and changes at the stage, and the target braking force Fbvt cannot be achieved.

  Further, when the braking force is replenished by the pump pressurizing braking force generator only in the region where the stroke of the brake pedal is low, an attempt is made to prevent a sudden change in the braking force as described above, for example, as shown in FIG. As described above, as the stroke S increases beyond the set stroke S2, the replenishment amount of the braking force Fbvf by the pump pressurizing braking force generator must be gradually reduced, so that the target braking force Fbvt is achieved also in this case. There is a problem that can not be.

  The present invention provides a conventional vehicle having a brake booster and a braking force generating means capable of electrically controlling a braking force, and provided with a stroke transmission gradient suppression device between a brake pedal and an input rod of the brake booster. The present invention has been made in view of the above-mentioned problems in the braking device, and the main object of the present invention is to operate the brake booster without operating the brake booster in the region where the braking operation amount of the driver is below the reference value. The brake hydraulic pressure servo means is not operated in a region where the braking operation amount of the driver is larger than the reference value, and the braking force suddenly changes when the driver's braking operation amount exceeds or exceeds the reference value. By reducing the fear, the required performance for the brake hydraulic pressure servo means is reduced while preventing the brake feeling from deteriorating due to a sudden change in the braking force, thereby reducing the cost of the brake device.

[Means for Solving the Problems and Effects of the Invention]
According to the present invention, the above-mentioned main problem is that, according to the present invention, the brake booster provided between the brake operating means and the brake hydraulic pressure generating means, and the wheel cylinder pressure are used as the brake hydraulic pressure generating means. A braking force control device for a vehicle having braking fluid pressure servo means for generating braking force by controlling higher than the braking fluid pressure generated by the vehicle, and detecting a braking operation amount of the driver with respect to the braking operation means And when the braking operation amount of the driver is below the control mode switching reference value, the driver controls the braking hydraulic pressure servo means based on the braking operation amount of the driver without operating the brake booster. Braking force corresponding to the amount of braking operation is generated, and when the amount of braking operation of the driver is larger than the control mode switching reference value, the braking hydraulic pressure servo means is operated. It is achieved by the braking device for a vehicle, characterized in that to generate the braking force corresponding to the braking operation by a driver by actuating the brake booster without.

  According to the first aspect of the present invention, when the driver's braking operation amount is equal to or less than the control mode switching reference value, the brake hydraulic pressure servo means is controlled based on the driver's braking operation amount without operating the brake booster. As a result, braking force corresponding to the amount of braking operation of the driver is generated, but when the amount of braking operation of the driver is larger than the control mode switching reference value and the wheel cylinder pressure becomes high, the brake fluid pressure servo means Since the braking force corresponding to the amount of braking operation of the driver is generated by the operation of the brake booster without being operated, the operating frequency and operating time of the braking hydraulic pressure servo means are reduced as compared with the conventional braking device described above. The wheel cylinder pressure that can be reduced and controlled by the brake hydraulic servo means can be low, thus reliably reducing the performance requirements for the brake hydraulic servo means So that it is, thereby it is possible to cost reduction of the braking device.

  Further, according to the configuration of the first aspect, the amount of braking operation performed by the driver regardless of whether the amount of braking operation performed by the driver is equal to or less than the control mode switching reference value or greater than the control mode switching reference value. Therefore, the braking force according to the driver's braking operation amount can be surely generated regardless of the driver's braking operation amount, and the driver's braking operation amount can be reduced. It is possible to prevent the braking force from changing suddenly when the control mode switching reference value is exceeded and to change, thereby preventing the deterioration of the braking feeling due to the sudden change of the braking force.

  According to the present invention, in order to effectively achieve the above main problem, in the configuration of claim 1, the braking device further includes regenerative braking means for generating regenerative braking force. When the braking operation amount is less than or equal to the control mode switching reference value, the driver is controlled by controlling the regenerative braking means and the braking hydraulic pressure servo means based on the braking operation amount of the driver without operating the brake booster. When the braking operation amount of the driver is larger than the control mode switching reference value, at least the brake booster is operated without operating the braking hydraulic servo means. Thus, a braking force corresponding to the amount of braking operation by the driver is generated (configuration of claim 2).

  According to the second aspect of the present invention, when the driver's braking operation amount is equal to or less than the control mode switching reference value, the brake booster is not operated, and the regenerative braking means and the brake fluid pressure are based on the driver's braking operation amount. By controlling the servo means, a braking force corresponding to the braking operation amount of the driver is generated, but when the braking operation amount of the driver is larger than the control mode switching reference value and the wheel cylinder pressure becomes high, the braking fluid Since the pressure servo means is not operated and at least the brake booster is operated, a braking force corresponding to the amount of braking operation of the driver is generated. Therefore, the brake hydraulic pressure servo means is compared with the conventional brake device described above. And the wheel cylinder pressure controlled by the brake hydraulic servo means can be low, so the brake hydraulic servo Required performance can reliably be lowered, thereby it is possible to cost reduction of the braking device with respect.

  Further, according to the configuration of the second aspect, as in the case of the configuration of the first aspect, any of the case where the amount of braking operation of the driver is equal to or less than the control mode switching reference value and the control mode switching reference value is greater. In this case, since the braking force corresponding to the amount of braking operation of the driver is generated, the braking force corresponding to the amount of braking operation of the driver is surely generated regardless of the amount of braking operation of the driver. In addition, it is possible to prevent the braking force from changing suddenly when the amount of braking operation of the driver exceeds the control mode switching reference value, thereby preventing the braking feeling caused by the sudden change in braking force. Deterioration can be reliably prevented.

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 2, the entire vehicle when the amount of braking operation by the driver is the control mode switching reference value is obtained. The braking force is configured to be larger than the maximum regenerative braking force of the entire vehicle by the regenerative braking means (configuration of claim 3).

  According to the third aspect of the present invention, the braking force of the entire vehicle when the braking operation amount of the driver is the control mode switching reference value is larger than the maximum regenerative braking force of the entire vehicle by the regenerative braking means. It is possible to prevent the required performance of the regenerative braking for the means from becoming excessively high, and therefore the regenerative braking means may not be a high-performance regenerative braking means.

  According to the present invention, in any one of the above-described configurations, the amount of increase in wheel cylinder pressure due to jumping at the start of operation of the brake booster is determined by the amount of braking operation performed by the driver in the control mode. The switching reference value is set to a value corresponding to the braking force (configuration of claim 4).

  According to the configuration of claim 4, the amount of increase in the wheel cylinder pressure due to jumping at the start of operation of the brake booster is a value corresponding to the braking force when the braking operation amount of the driver is the control mode switching reference value. Since they are the same, it is possible to reliably prevent the braking force from changing suddenly when the amount of braking operation by the driver exceeds or exceeds the control mode switching reference value.

  According to the present invention, in order to effectively achieve the above-described main problems, in the configuration according to any one of claims 2 to 4, the braking operation amount of the driver is more than the control mode switching reference value. In a large situation, when the braking force generated by operating the brake booster is smaller than the target braking force based on the braking operation amount of the driver, at least a part of the braking force that is insufficient with respect to the target braking force. Is configured to be replenished by operating the regenerative braking means (configuration of claim 5).

  According to the fifth aspect of the present invention, the braking force generated by operating the brake booster becomes the braking operation amount of the driver in a situation where the braking operation amount of the driver is larger than the control mode switching reference value. When the target braking force is smaller than the target braking force, at least a part of the braking force that is insufficient with respect to the target braking force is supplemented by operating the regenerative braking means. Compared to the case where the regenerative braking means is not replenished, the braking force in a situation where the driver's braking operation amount is larger than the control mode switching reference value can be reliably brought close to the target braking force, The regeneration efficiency can be reliably increased.

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration according to any one of claims 1 to 5, the control mode switching reference value is the working liquid flowing into the wheel cylinder. The flow rate and the wheel cylinder pressure are set to values in a region having a linear relationship with each other.

  According to the configuration of the sixth aspect, the control mode switching reference value is a value in a region where the flow rate of the working fluid flowing into the wheel cylinder and the wheel cylinder pressure are in a linear relationship with each other. Since the rigidity of the working fluid flow rate is high, even if the actual control mode switching reference value differs from the original value due to manufacturing tolerances and changes over time, the amount of braking operation performed by the driver It is possible to effectively prevent the braking force from changing suddenly when the change exceeds or exceeds the control mode switching reference value.

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration according to any one of claims 2 to 6, the amount of braking operation by the driver is greater than the control mode switching reference value. When it is greater than or equal to a small precharge start reference value and less than or equal to the control mode switching reference value, the brake fluid pressure servo means is configured to increase the wheel cylinder pressure in advance in accordance with the amount of braking operation performed by the driver. Configuration of Item 7).

  In general, when regenerative braking by regenerative braking means is performed in a situation where the amount of braking operation by the driver is smaller than the control mode switching reference value, braking is performed compared to when regenerative braking by regenerative braking means is not performed. The braking force generated by the hydraulic servo means may be small, so that the wheel cylinder pressure is low. On the other hand, when the operation of the brake booster is started when the amount of braking operation by the driver exceeds the control mode switching reference value, the wheel cylinder pressure increases rapidly due to jumping.

  According to the above configuration, when the amount of braking operation of the driver is not less than the precharge start reference value smaller than the control mode switching reference value and not more than the control mode switching reference value, the braking hydraulic pressure servo means Since the wheel cylinder pressure is increased in advance according to the driver's braking operation amount, the amount of change in the wheel cylinder pressure is reliably ensured when the driver's braking operation amount increases or decreases beyond the control mode switching reference value. As a result, it is possible to reliably reduce sudden changes in braking force when the amount of braking operation performed by the driver exceeds the control mode switching reference value, and shocks resulting therefrom.

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 7, the precharge start reference value has a large increase rate of change in the braking operation amount of the driver. It is sometimes configured to be variably set according to the increase change rate of the braking operation amount of the driver so that the increase change rate of the brake operation amount of the driver is smaller than when the increase rate is small (configuration of claim 8). .

  According to the configuration of claim 8, the precharge start reference value is smaller when the increase change rate of the driver's braking operation amount is larger than when the driver's brake operation amount increase change rate is small. Since it is variably set according to the increasing rate of change of the braking operation amount of the driver, even when the braking operation speed of the driver is high, the brake hydraulic pressure servo means reliably responds to the braking operation amount of the driver by the brake hydraulic pressure servo means. Compared to the case where the wheel cylinder pressure can be increased in advance, and conversely, when the driver's braking operation speed is low, the wheel cylinder pressure starts increasing from the region where the driver's braking operation amount is lower than necessary. Thus, the braking force by the regenerative braking means can be increased, thereby improving the regenerative efficiency.

  According to the present invention, in order to effectively achieve the main problem described above, the braking operation amount of the driver is the control mode switching reference value in the configuration of any one of claims 7 and 8. The amount of increase in the wheel cylinder pressure by the brake hydraulic pressure servo means at the time is configured to be the same as the amount of increase in the wheel cylinder pressure due to jumping at the start of operation of the brake booster. ).

  According to the above configuration of the ninth aspect, the amount of increase in the wheel cylinder pressure by the brake hydraulic pressure servo means when the driver's braking operation amount is the control mode switching reference value is due to jumping at the start of operation of the brake booster. Since this is the same as the amount of wheel cylinder pressure increase, it prevents the change in wheel cylinder pressure when the amount of braking operation by the driver increases or decreases beyond the control mode switching reference value. It is possible to reliably reduce the shock caused by.

  According to the present invention, in order to effectively achieve the above-described main problems, in the structure according to any one of claims 2 to 9, the braking operation means has at least a driver's braking operation amount as the control. This is a lever ratio variable brake pedal in which the lever ratio increases as the stroke increases in a situation where the mode switching reference value is greater, and the braking force generated by operating the brake booster is the driver's braking operation. It is comprised so that it may be smaller than the target braking force based on quantity (structure of Claim 10).

  According to the configuration of claim 10, the brake operation means is a lever ratio variable brake in which the lever ratio increases as the stroke increases in a situation where at least the braking operation amount of the driver is larger than the control mode switching reference value. This is a pedal, and the braking force generated by operating the brake booster is smaller than the target braking force based on the amount of braking operation by the driver, so that the braking operation means is a brake pedal with a constant lever ratio. Therefore, the difference between the target braking force based on the amount of braking operation by the driver and the braking force generated by operating the brake booster can be reliably increased, and thereby, the shortage control corresponding to the difference between these braking forces can be achieved. It is possible to increase the braking force by the regenerative braking means for replenishing power, and to reliably increase the regeneration efficiency.

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration according to any one of claims 1 to 10, a brake booster is operated between the braking operation means and the brake booster. The brake booster operation restricting means includes a brake booster operation restricting means, wherein when the driver's braking operation amount is equal to or less than the control mode switching reference value, the driver's braking operation force with respect to the braking operation means is And the stroke permitting means is configured to allow a stroke of the braking operation means by a driver in a situation where the brake booster operation limiting means is operating. Constitution).

  According to the above configuration, when the amount of braking operation by the driver is equal to or less than the control mode switching reference value, the braking operation force of the driver with respect to the braking operation unit is transmitted to the brake booster by the brake booster operation limiting unit. Therefore, it is possible to generate the braking force according to the amount of braking operation by the driver by controlling the brake hydraulic pressure servo means without operating the brake booster reliably, and the brake booster is activated by the stroke permitting means. Since the stroke of the braking operation means by the driver is allowed in the situation where the limiting means is operating, the driver can reliably stroke the braking operation means even in the situation where the brake booster operation limiting means is operating. Can be made.

  According to the present invention, in order to effectively achieve the above-mentioned main problems, in the configuration of the above-mentioned claim 11, the brake booster operation limiting means is in the process of increasing the braking operation force of the driver. The stroke permitting means is configured to start transmission of the driver's braking operation force to the brake booster before ending the stroke allowance of the braking operation means (configuration of claim 12).

  According to the structure of claim 12, in the process of increasing the braking operation force of the driver, the transmission of the braking operation force of the driver to the brake booster is completed before the stroke permission unit finishes the allowable stroke of the braking operation unit. Thus, the transmission of the braking operation force of the driver to the brake booster can be surely started before the stroke permission means does not allow the stroke of the braking operation means.

[Preferred embodiment of problem solving means]
According to one preferred aspect of the present invention, in the structure according to any one of the first to twelfth aspects, the driver's braking operation amount is a displacement amount of the braking operation means by the driver's braking operation. (Preferred embodiment 1)

  According to another preferred aspect of the present invention, in any one of the first to twelfth aspects or the preferred aspect 1, the brake fluid pressure servo means is a brake fluid generated by the brake fluid pressure generating means. It is comprised so that the control valve which controls the differential pressure | voltage between pressure and wheel cylinder pressure may be included (Preferred aspect 2).

  According to another preferred aspect of the present invention, in the configuration according to any one of the first to twelfth aspects or the preferred aspect 1 or 2, the target braking force of the entire vehicle based on the braking operation amount of the driver. When the driver's braking operation amount is less than or equal to the control mode switching reference value, the braking hydraulic pressure servo means is controlled based on the target braking force of the entire vehicle without operating the brake booster. A braking force that achieves the target braking force of the entire vehicle is generated (preferred aspect 3).

  According to another preferred aspect of the present invention, in the configuration according to any one of claims 4 to 12 or preferred aspects 1 to 3, the target braking force of the entire vehicle based on the braking operation amount of the driver. The amount of increase in wheel cylinder pressure due to jumping at the start of operation of the brake booster is a value corresponding to the target braking force of the entire vehicle when the amount of braking operation by the driver is the control mode switching reference value (Preferred aspect 4).

  According to another preferred aspect of the present invention, in the structure according to any one of claims 1 to 12 or preferred aspects 1 to 4, the braking operation amount of the driver is larger than the control mode switching reference value. When the end reference value is reached, preparation for control of the wheel cylinder pressure by the brake hydraulic pressure servo means is started (preferred aspect 5).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 5 described above, the end reference value is a decrease change rate of the driver's braking operation amount when the decrease change rate of the driver's braking operation amount is large. Is configured to be variably set in accordance with the decrease rate of change in the braking operation amount of the driver so as to increase when the vehicle is small (preferred aspect 6).

  According to another preferred aspect of the present invention, in the structure according to any one of claims 7 to 12 or preferred aspects 1 to 6, when the braking operation amount of the driver is a precharge start reference value. The braking force of the entire vehicle is configured to be larger than the maximum regenerative braking force of the entire vehicle by the regenerative braking means (preferred aspect 7).

  According to another preferred embodiment of the present invention, in the structure of any one of the above-mentioned claims 11 or 12 or the preferred embodiments 1 to 7, the brake booster operation limiting means is configured such that the amount of braking operation by the driver is controlled. When the switching reference value is exceeded, transmission of the driver's braking operation force to the braking operation means to the brake booster is started without requiring driving by special driving means (Preferable aspect 8).

The present invention will now be described in detail with reference to a few preferred embodiments with reference to the accompanying drawings.
[First embodiment]

  FIG. 1 is a schematic configuration diagram showing a first embodiment of a braking device according to the present invention applied to a vehicle equipped with a hybrid system, and FIG. 2 is a schematic configuration showing the hydraulic friction braking device shown in FIG. FIG.

  In FIG. 1, reference numeral 10 generally indicates a braking device of the first embodiment mounted on a vehicle V. The braking device 10 includes a hydraulic friction braking device 12, a front wheel regenerative braking device 14, and a rear braking device 10. The regenerative braking device 16 for wheels is used. In FIG. 1, reference numeral 18 denotes a hybrid system that drives the front wheels. The hybrid system 18 includes a gasoline engine 20 and a motor generator 22. An output shaft 24 of the gasoline engine 20 is connected to an input shaft of a continuously variable transmission 26 having a built-in clutch, and an input shaft of the continuously variable transmission 26 is also connected to an output shaft 28 of the motor generator 22. The rotation of the output shaft 30 of the continuously variable transmission 26 is transmitted to the left and right front wheel axles 33FL and 33FR via the front differential 32, whereby the left and right front wheels 34FL and 34FR are rotationally driven.

  The gasoline engine 20 and the motor generator 22 of the hybrid system 18 are controlled by the engine control device 36 according to the amount of depression of the accelerator pedal and the traveling state of the vehicle not shown in the figure by the driver. The motor generator 22 also functions as a generator of the front wheel regenerative braking device 14, and the function (regenerative braking) as a regenerative generator is also controlled by the engine control device 36.

  In FIG. 1, the rotation of the left and right rear wheels 34RL and 34RR, which are driven wheels, is caused by the motor generator 42 of the regenerative braking device 16 for the rear wheels via the left and right rear wheel axles 38RL and 38RR and the rear wheel differential 40. To be transmitted to. Regenerative braking by the motor generator 42 is also controlled by the engine control device 36, and therefore the engine control device 36 functions as a control device for the regenerative braking device. The motor generator 42 may also be used as an auxiliary drive source for driving the left and right rear wheels 34RL and 34RR as necessary.

  The friction braking force of the left and right front wheels 34FL and 34FR and the left and right rear wheels 34RL and 34RR is determined according to the amount of braking operation performed on the brake pedal 44 by the driver, as will be described in detail later. , 46FR, 46RL and 46RR are controlled by the brake control device 48 through the hydraulic circuit 50.

  As shown in FIG. 2, the friction braking device 12 includes a master cylinder 52 as a brake fluid pressure generating means, and a negative pressure type brake booster 54 that increases the pressure in the master cylinder 52 as compared with the depression force applied to the brake pedal 44. Between the brake booster 54 and the brake pedal 44. A master cylinder reservoir 52A is connected to the master cylinder 52. The brake booster may be a hydro booster.

  One end of a master conduit 58 is connected to the master cylinder 52, and the other end of the master conduit 58 is connected to a reservoir 60 that stores oil as a working liquid. A check valve 62 that allows only the flow of oil from the reservoir 60 toward the master cylinder 52 is provided in the middle of the master conduit 58. One end of an oil supply / discharge conduit 64 is connected to the reservoir 60, and the other end of the oil supply / discharge conduit 64 is connected to the suction side of an oil pump 66 driven by an electric motor (not shown). The oil pump 66 is controlled by controlling the drive current to the electric motor by the braking control device 48.

  An oil supply conduit 68 is connected to the discharge side of the oil pump 66, and one end of an oil supply / discharge conduit 70 is connected to the oil supply conduit 68. The other end of the oil supply / discharge conduit 70 is connected to the wheel cylinder 46, and a normally open type electromagnetic opening / closing valve 74 serving as a pressure increase control valve for controlling the supply of oil to the wheel cylinder 46 is provided in the middle of the oil supply / discharge conduit 70. Is provided. Connected to the oil supply / discharge conduits 70 on both sides of the electromagnetic opening / closing valve 74 are check bypass conduits 76 that allow only the flow of oil from the wheel cylinder 46 toward the oil supply conduit 68.

  One end of an oil discharge conduit 78 is connected to the oil supply / discharge conduit 70 between the electromagnetic opening / closing valve 74 and the wheel cylinder 46, and the other end of the oil discharge conduit 78 is an oil supply / discharge between the reservoir 60 and the oil pump 66. Connected to conduit 64. In the middle of the oil discharge conduit 78, a normally closed electromagnetic on-off valve 80 is provided as a pressure reducing control valve for controlling the discharge of oil from the wheel cylinder 46. Opening and closing of the electromagnetic open / close valves 74 and 80 is achieved by controlling a control current for each solenoid (not shown) by the brake control device 48.

  One end of a connection conduit 82 is connected to the oil supply conduit 68, and the other end of the connection conduit 82 is connected to a master conduit 58 between the master cylinder 52 and the check valve 62. A linear solenoid valve 84 having a well-known configuration is provided in the middle of the connecting conduit 82. The linear solenoid valve 84 normally allows only an oil flow from the oil supply conduit 68 side to the master conduit 18 side, and a control current Is for the solenoid (not shown) is controlled by the braking control device 48. The differential pressure ΔP across the linear solenoid valve 84 (the differential pressure that is higher on the oil supply conduit 68 side than on the connection conduit 82 side) is controlled (see FIG. 4).

  Connected to the connecting conduits 82 on both sides of the linear solenoid valve 84 are check bypass conduits 86 that allow only the flow of oil from the master conduit 18 side toward the oil supply conduit 68 side. Further, a pressure sensor 88 is connected to the connection conduit 82 between the linear solenoid valve 84 and the master conduit 18, and the pressure sensor 88 detects the pressure P in the connection conduit 82 as the master cylinder pressure Pm. Yes. Thus, the linear solenoid valve 84 and the non-return bypass conduit 86 block the oil flow from the wheel cylinder 46 to the master cylinder 52 as necessary, and block the differential pressure ΔP across the linear solenoid valve 84 as necessary. Acts as a valve.

  As understood from the above description, the oil pump 66, the electromagnetic on-off valves 74 and 80, the linear solenoid valve 84, and the like control the pressure in the wheel cylinder 46 by controlling the differential pressure ΔP across the linear solenoid valve 84, that is, each wheel. It functions as an electrically controlled hydraulic servo device 76 (braking fluid pressure servo means) for increasing or decreasing the braking pressure to a pressure higher than the pressure in the master cylinder 52.

  Although not shown in FIGS. 1 and 2, an oil supply / discharge conduit 70, an oil discharge conduit 78, a wheel cylinder 46, electromagnetic open / close valves 74 and 80, a check bypass conduit 76, and the like are provided for each wheel. It has been. The linear solenoid valve 84 and the check bypass conduit 86 may be provided corresponding to each wheel, but the friction braking device 12 includes a front wheel system corresponding to the left and right front wheels and a rear wheel system corresponding to the left and right rear wheels. In the case of the system braking device, a linear solenoid valve 84 and a check bypass conduit 86 for the front wheel system and the rear wheel system are provided, and the friction braking device 12 is a first system corresponding to the left front wheel and the right rear wheel. And the second system corresponding to the right front wheel and the left rear wheel, a linear solenoid valve 84 and a check bypass conduit 86 for the first system and the second system are provided. It may be.

  In the illustrated embodiment, the brake pedal 44 is pivotally supported on the vehicle body not shown in FIG. 2 by the pivot 90 at the upper end of the arm portion 44A. The arm portion 44A has a pivot 90 and a lower end. A connecting member 92 is pivotally connected to the pedal portion 44B by a pin 94. The connecting member 92 extends along the axis 96 of the brake booster 54, and a guide block 98 is fixed to the end portion on the brake booster 54 side.

  The input rod 100 of the brake booster 54 is inserted into the guide block 98, and the input rod 100 is supported by the guide block 98 along the axis 96 so as to be able to reciprocate relative to the guide block 98. A spring seat member 102 is fitted to the input rod 100 so as to be able to reciprocate relative to the input rod 100 along the axis 96, and a compression coil spring 104 is interposed between the guide block 98 and the spring seat member 102. Is being armed. A nut 106 is screwed to the tip of the input rod 100.

  The input rod 100 has a large-diameter portion on the base side and a small-diameter portion on the distal end side, and a substantially cup-shaped spring seat member 108 that opens toward the brake pedal 44 is fitted into the large-diameter portion. The spring seat member 108 is positioned by a nut 110 that is screwed into a threaded portion of the large-diameter portion of the input rod 100. A compression coil spring 112 for generating a reaction force is mounted between an end portion of the spring seat member 108 on the brake pedal 44 side and an end surface of the brake booster 54 on the brake pedal 44 side.

  As can be understood from the above description, the guide block 98 is maintained in contact with the nut 106 by the spring force of the compression coil spring 104 during non-braking when the driver's stepping force is not acting on the brake pedal 44, and the spring seat member. 102 is maintained in contact with the spring seat member 108 by the spring force of the compression coil spring 104, and the guide block 98 and the spring seat member 102 are maintained in a state of being separated from each other by a distance So during non-braking. It has become so.

  Further, even when the driver's stepping force is applied to the brake pedal 44 and the connecting member 92 strokes along the axis 96, the guide block 98 is relatively against the input rod 100 against the spring force of the compression coil spring 104. Displace. Therefore, the guide block 98, the spring seat member 102, and the compression coil spring 104 are not transmitted to the input rod 100 until the pedaling force applied to the brake pedal 44 exceeds a certain value, thereby allowing the stroke of the brake pedal 44. On the other hand, an operation limiting and stroke permitting device 56 that limits the operation of the brake booster 54 is configured.

  In the illustrated embodiment, immediately before the guide block 98 abuts against the spring seat member 102, that is, the stroke S of the brake pedal 44 at the position of the pin 94 is slightly smaller than the non-braking distance So. When the transmission start stroke Ss is reached and the distance S between the opposing ends of the guide block 98 and the spring seat member 102 becomes a very small value close to 0, the pedaling force applied to the brake pedal 44 is reduced to the brake booster 54. Is starting to be transmitted to.

Assuming that the set loads of the compression coil springs 104 and 112 are F1 and F2, respectively, and the spring constants of the compression coil springs 104 and 112 are K1 and K2, respectively, the brake pedal 44 at the stage where the transmission of the pedaling force is started as described above. The load Fpa transmitted to the connecting member 92 via the pin 94 is expressed by the following formula 1, and the connecting member is connected via the pin 94 from the brake pedal 44 when the guide block 98 abuts against the spring seat member 102. The load Fpb (> Fpa) transmitted to 92 is expressed by the following equation 2.
Fpa = F1 + K1 × Ss + F2 (1)
Fpb = F1 + K1 x So + F2 (2)

  The relationship between the stroke S of the brake pedal 44 at the position of the pin 94 and the load Fp input to the brake booster 54 via the input rod 100 is as shown in FIG. When it is less than the start stroke Ss, the load Fp input to the brake booster 54 is zero.

  Therefore, as shown in FIG. 5, when the relationship between the load Fp input to the brake booster 54 and the wheel cylinder pressure Pwc is seen, it is 0 when the load Fp is less than the value Fpa of the above equation 1, and the load Fp When the pressure becomes the value Fpa of the above formula 1, the pressure boosting action of the brake booster 54 starts. By this jumping, the wheel cylinder pressure Pwc becomes a pressure Pwcj (referred to as “jumping pressure”) corresponding to the load Fpa, and the load Fp In a region larger than 1 value Fpa, it increases in proportion to the load Fp.

  As shown in FIG. 6, the pedaling force transmission start stroke Ss, that is, the stroke Ss at which the pedaling force applied to the brake pedal 44 is started to be transmitted to the brake booster 54 is the oil supplied to the wheel cylinder 46. A region where the relationship between the flow rate Q and the pressure Pwc in the wheel cylinder 46 is linear, that is, a region where the deformation of an elastic material such as a rubber seal is saturated and a value higher than the value of the flow rate and pressure (region where the oil amount rigidity of the friction braking device 12 is high). Therefore, the load Fp and the wheel cylinder pressure Pwc input to the brake booster 54 have a linear relationship with each other.

  The brake control device 48 has a signal indicating the depression stroke S of the brake pedal 44 (stroke of the brake pedal 44 at the position of the pin 94) from the stroke sensor 114, a signal indicating the master cylinder pressure Pm from the pressure sensor 115, and each wheel. Signals indicating the braking pressures Pfl, Pfr, Prl, Prr of the wheel cylinders 46FL, 46FR, 46RL, 46RR of the left and right front wheels and the left and right rear wheels are respectively input from the corresponding pressure sensors 116fl, 116fr, 116rl, 116rr. .

  The braking control device 48 calculates the target braking force Fbvt of the entire vehicle from a map corresponding to the graph shown in FIG. 7 based on the stroke S indicating the amount of braking operation by the driver. When the stroke S is equal to or less than the pedaling force transmission start stroke Ss, the braking control device 48 is based on the braking pressure Pfl, Pfr, Prl, Prr of each wheel or based on the control current for the linear solenoid valve 84. The friction braking force Fbvf of the entire vehicle generated by the 12 hydraulic servo devices 76 is calculated.

  Furthermore, when the stroke S is equal to or less than the pedaling force transmission start stroke Ss, the braking control device 48 subtracts the friction braking force Fbvf of the entire vehicle from the target braking force Fbvt of the entire vehicle (the insufficient braking force ΔFbv of the entire vehicle). The entire target regenerative braking force Fbvrt is calculated, and a signal indicating the target regenerative braking force Fbvrt of the entire vehicle is output to the engine control device 36.

  When the stroke S exceeds the pedaling force transmission start stroke Ss, the braking control device 48 stops the drive of the oil pump 66 and the control of the linear solenoid valve 84 and the like, and is detected by the stroke S or the pressure sensors 116fl to 116rr. Based on the braking pressures Pfl to Prr of the wheels, the friction braking force Fbvf of the entire vehicle is calculated, and the target regenerative braking force of the entire vehicle is obtained by subtracting the friction braking force Fbvf of the entire vehicle from the target braking force Fbvt of the entire vehicle. Fbvrt is calculated and a signal indicating the target regenerative braking force Fbvrt of the entire vehicle is output to the engine control device 36.

  The engine control device 36 has a signal indicating the depression amount of the accelerator pedal from the accelerator opening sensor 118, a signal indicating the shift position of the continuously variable transmission 26 from the shift position (SP) sensor 120, and a target of the entire vehicle from the braking control device 48. A signal indicating the regenerative braking force Fbvrt is input. When the driving operation by the driver is a driving operation, the engine control device 36 is a hybrid in a manner known in the art based on a signal indicating the depression amount of the accelerator pedal and the shift position of the continuously variable transmission 26. The driving force of the entire vehicle is controlled by controlling the gasoline engine 20 and the motor generator 22 of the system 18.

  On the other hand, when the driving operation by the driver is a driving operation, the engine control device 36 controls the driving force of the entire vehicle to 0, and in particular, a signal indicating the target regenerative braking force Fbvrt of the entire vehicle is sent from the braking control device 48. When it is input, by distributing the target regenerative braking force Fbvrt of the entire vehicle to the front and rear wheels based on a preset front and rear wheel distribution ratio or a front and rear wheel distribution ratio variably set according to the running state of the vehicle, The target regenerative braking forces Fbvrtf and Fbvrtr of the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16 are calculated, and the regenerative braking forces Fbvrf and Fbvrr of the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16 are the targets. The front-wheel regenerative braking device 14 and the rear-wheel regenerative braking device 16 are controlled based on the target regenerative braking forces Fbvrtf and Fbvrtr so that the regenerative braking forces Fbvrtf and Fbvrtr are obtained.

  The engine control device 36 and the brake control device 48 may actually have a general configuration including, for example, a microcomputer including a CPU, a ROM, a RAM, an input / output device, and a drive circuit.

  The reaction force Fd of the brake pedal 44 felt by the driver is determined by the spring force of the compression coil springs 104 and 112 when ignoring the influence of the brake fluid pressure such as the wheel cylinder pressure Pwc. The relationship between the stroke S of the brake pedal 44 and the reaction force Fd is, for example, as shown in FIG. However, the slope of the straight line in FIG. 7 when the stroke S is equal to or less than the pedaling force transmission start stroke Ss is determined by the spring constant of the compression coil spring 104, and when the stroke S is larger than So, the slope of the straight line in FIG. It is determined by the spring constant of the spring 112.

  Therefore, even if the driver increases the pedaling force on the brake pedal 44 and the stroke S increases to a value larger than the pedaling force transmission start stroke Ss, the reaction force Fd of the brake pedal 44 felt by the driver in the process is stepwise. There is no sudden change. However, in the region where the stroke S is equal to or less than the pedaling force transmission start stroke Ss, the brake booster 54 does not operate and the wheel cylinder pressure Pwc is 0, but when the stroke S exceeds the pedaling force transmission start stroke Ss, the wheel cylinder pressure is increased. Pwc increases rapidly to the jumping pressure Pwcj, and a shock may occur due to a sudden change in the wheel cylinder pressure Pwc.

  Therefore, in the illustrated embodiment, as shown in FIG. 9, when the stroke S becomes equal to or greater than the precharge start reference value Spre that is smaller than the pedaling force transmission start stroke Ss, the braking control device 48 causes the friction braking device 12 to By starting the driving of the oil pump 66 and controlling the linear solenoid valve 84, the stroke S is set so that the wheel cylinder pressure Pwc becomes the same pressure as the jumping pressure Pwcj when the stroke S is the pedaling force transmission start stroke Ss. As the pressure increases, the wheel cylinder pressure Pwc is gradually increased.

  Conversely, when the stroke S falls below a value greater than the pedaling force transmission start stroke Ss, the braking control device 48 determines that the stroke S is equal to or less than the end reference value Se greater than the pedaling force transmission start stroke Ss, that is, the stroke S is depressed. The driving of the oil pump 66 is started immediately before the transmission start stroke Ss, and the wheel cylinder pressure Pwc is controlled to be the same as the jumping pressure Pwcj when the stroke S reaches the pedaling force transmission start stroke Ss. The wheel cylinder pressure Pwc is gradually reduced to 0 as the stroke S decreases until S reaches the precharge start reference value Spre from the pedaling force transmission start stroke Ss.

  Accordingly, as shown in FIG. 10, when looking at the relationship between the stroke S and the braking force Fbv of the entire vehicle, the braking force Fbv of the entire vehicle is the same as that for the front wheels when the stroke S is less than or equal to the precharge start reference value Spre. When the regenerative braking force Fbvr by the regenerative braking device 14 and the rear wheel regenerative braking device 16 is achieved and the stroke S is larger than the precharge start reference value Spre and less than the pedaling force transmission start stroke Ss, the regenerative braking force Fbvr and the brake booster When the stroke S is larger than the pedaling force transmission start stroke Ss, this is achieved by the sum of the friction braking force Fbvfc of the entire vehicle generated by the friction braking device 12 in a state where 54 is not operated, and the regenerative braking force Fbvr and the hydraulic servo device 76. The friction braking force of the entire vehicle generated by the operation of the brake booster 54 without being controlled Achieved by sum with Fbvfb.

  If the wheel cylinder pressure Pwctj corresponding to the target braking force Fbvt of the entire vehicle when the stroke S is the pedaling force transmission start stroke Ss, the jumping pressure Pwcj is the wheel cylinder pressure Pwctj when the brake booster 54 starts to operate. Are set to be the same.

  The target regenerative braking force Fbvrt of the entire vehicle when the stroke S is the precharge start reference value Spre is smaller than the maximum regenerative braking force Fbvrmax by the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16. . Further, the target regenerative braking force Fbvrt of the entire vehicle when the stroke S is the pedaling force transmission start stroke Ss is larger than the maximum regenerative braking force Fbvrmax by the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16.

  Further, in the illustrated embodiment, the driving of the oil pump 66 and the control of the linear solenoid valve 84 are started without delay, and the generation of the friction braking force by the hydraulic servo device 76 is achieved without delay, as shown in FIG. As shown in FIG. 12, the precharge start reference value Spre is variably set according to the stroke speed Sd so that it becomes smaller as the stroke speed Sd becomes a positive value. As shown in FIG. 12, the end reference value Se is The stroke speed Sd is variably set according to the stroke speed Sd so as to increase as the absolute value increases with a negative value.

  Next, a braking control routine achieved by the braking control device 48 in the first embodiment will be described with reference to the flowchart shown in FIG. The control according to the flowchart shown in FIG. 3 is started by closing an ignition switch (not shown), and is repeatedly executed at predetermined time intervals.

  First, in step 10, a signal indicating the stepping stroke S detected by the stroke sensor 114 is read, and in step 20, for example, whether or not a braking operation is being performed by the driver based on the stroke S. When a positive determination is made, the process proceeds to step 50. When a negative determination is made, the target braking pressure Pwct and the target regenerative braking force Fbvrt of each wheel are set to 0 in step 30, and step At 40, a signal indicating the target regenerative braking force Fbvrt is output to the engine control device 36.

  In step 50, the target braking force Fbvt of the entire vehicle is calculated from the map corresponding to the graph shown in FIG. 7 based on the stroke S. In step 60, for example, the stroke speed Sd is obtained as a time differential value of the stroke S. And a precharge start reference value Spre is calculated from a map corresponding to the graph shown in FIG. 11 based on the stroke speed Sd. In this case, the precharge start reference value Spre is calculated so as to decrease as the stroke speed Sd increases with a positive value.

  In step 70, it is determined whether or not the stroke S is equal to or greater than the precharge start reference value Spre. If an affirmative determination is made, the process proceeds to step 90. If a negative determination is made, the process proceeds to step 80. Then, the target braking pressure Pwct of each wheel and the friction braking force Fbvf of the entire vehicle are set to 0, and then the routine proceeds to step 120.

  In step 90, it is determined whether or not the stroke S is equal to or less than the pedaling force transmission start stroke Ss, that is, whether or not it is necessary to control the braking pressure Pwc of each wheel by the control of the hydraulic servo device 76. If a negative determination is made, the process proceeds to step 140. If an affirmative determination is made, the process proceeds to step 100.

  In step 100, the target braking pressure Pwct of each wheel is calculated from a map corresponding to the graph in which the vertical axis of FIG. 9 is replaced with the target braking pressure Pwct of each wheel based on the stroke S. In step 110, each target braking pressure Pwct is calculated. The friction braking force Fbvf of the entire vehicle generated by the friction braking device 12 is calculated based on the wheel braking pressures Pfl to Prr, based on the control current for the linear solenoid valve 84, or based on the stroke S.

  In step 120, the target regenerative braking force Fbvrt of the entire vehicle is calculated as a value obtained by subtracting the friction braking force Fbvf of the entire vehicle from the target braking force Fbvt of the entire vehicle, and the target regenerative braking force Fbvrt of the entire vehicle is indicated. A signal is output to the engine control device 36, and in step 130, the linear solenoid valve 84 and the like are controlled so that the braking pressure Pwc of each wheel becomes the target braking pressure Pwct.

  In step 140, it is determined whether or not the stroke speed Sd is a negative value, that is, whether or not the braking operation amount of the driver is being reduced, and a negative determination is made. If YES, the process proceeds to step 180. If an affirmative determination is made, the end reference value Se is calculated from the map corresponding to the graph shown in FIG. 12 based on the stroke speed Sd in step 150. In this case, the end reference value Se is calculated so as to increase as the stroke speed Sd becomes a negative value and the absolute value increases.

  In step 160, it is determined whether or not the stroke S is equal to or less than the end reference value Se, that is, it is highly likely that the operation of the brake booster 54 will end, and it is necessary to start driving the oil pump 66. When a negative determination is made, the routine proceeds to step 180, and when an affirmative determination is made, the drive of the oil pump 66 is started at step 170.

  In step 180, the target braking pressure Pwct of each wheel is set to 0, and in step 190, is calculated, and the friction braking device is based on the braking pressures Pfl to Prr of each wheel or based on the stroke S. 12, the friction braking force Fbvf of the entire vehicle generated is calculated, and in step 200, the value obtained by subtracting the friction braking force Fbvf of the entire vehicle from the target braking force Fbvt of the entire vehicle as in step 120. The overall target regenerative braking force Fbvrt is calculated, and a signal indicating the overall regenerative braking force Fbvrt of the entire vehicle is output to the engine control device 36.

  Although not shown in FIG. 3, when the target braking pressure Pwct of each wheel becomes 0 in the situation where the oil pump 66 is driven and the linear solenoid valve 84 is controlled, an affirmative determination is made in step 160. Except when the determination is made, the drive of the oil pump 66 and the control of the linear solenoid valve 84 are stopped.

  Next, the operation of the first embodiment configured as described above will be described in the case where the value of the stroke S is various.

(1) When the stroke S is 0 When the braking operation is not performed by the driver and the stroke S is 0, a negative determination is made in step 20, and steps 30 and 40 are executed. Therefore, no braking force is generated by any of the friction braking device 12, the front wheel regenerative braking device 14, and the rear wheel regenerative braking device 16.

(2) When the stroke S is greater than 0 and less than the precharge start reference value Spre, an affirmative determination is made in step 20, steps 50 and 60 are executed, and an affirmative determination is made in step 70; In step 80, the target braking pressure Pwct of each wheel and the friction braking force Fbvf of the entire vehicle are set to 0, and then steps 120 and 130 are executed. Accordingly, no braking force is generated by the friction braking device 12, and the braking force is applied by the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16 so that the regenerative braking force Fbvr of the entire vehicle becomes the target braking force Fbvt of the entire vehicle. Generated.

(3) When the stroke S is not less than the precharge start reference value Spre and not more than the pedaling force transmission start stroke Ss In this case, an affirmative determination is made in steps 70 and 90, and steps 100 to 130 are executed. The hydraulic servo device 76, the front wheel regenerative braking device so that the sum of the braking force Fbvfc of the entire vehicle by the hydraulic servo device 76 of the friction braking device 12 and the regenerative braking force Fbvr of the entire vehicle becomes the target braking force Fbvt of the entire vehicle. 14. A braking force is generated by the rear wheel regenerative braking device 16.

  In particular, the braking force Fbvfc of the entire vehicle by the hydraulic servo of the friction braking device 12 increases as the stroke S increases. When the stroke S is the precharge start reference value Spre, the wheel cylinder pressure due to jumping at the start of operation of the brake booster 54 Control is performed so that the braking force corresponds to Pwcj.

(4) When stroke S is larger than pedaling force transmission start stroke Ss In this case, an affirmative determination is made at step 70, but a negative determination is made at step 90, and steps 140 to 200 are executed. . Therefore, no braking force is generated by the hydraulic servo of the friction braking device 12, and the sum of the braking force Fbvfb of the entire vehicle and the regenerative braking force Fbvr of the entire vehicle due to the operation of the brake booster 54 becomes the target braking force Fbvt of the entire vehicle. Thus, braking force is generated by the brake booster 54 and the master cylinder 52, the front wheel regenerative braking device 14, and the rear wheel regenerative braking device 16.

  In this case, when the amount of braking operation by the driver is reduced and the stroke speed Sd is a negative value, an affirmative determination is made in step 140, and the stroke S ends in step 160. It is determined whether or not the reference value Se is equal to or less than the reference value Se. If a negative determination is made, the stroke speed Sd is a positive value, and the process proceeds to step 180 as in the case where the negative determination is made in step 140. However, when an affirmative determination is made, the drive of the oil pump 66 is started at step 170.

  Thus, according to the first embodiment shown in the figure, when the stroke S as the driver's braking operation amount is equal to or less than the pedaling force transmission start stroke Ss as the control mode switching reference value, the brake booster 54 does not operate and the stroke S On the basis of this, the hydraulic servo device 76, the front wheel regenerative braking device 14, and the rear wheel regenerative braking device 16 are controlled so that a braking force is generated so that the target braking force Fbvt of the entire vehicle corresponding to the stroke S is achieved. However, when the stroke S is larger than the pedaling force transmission start stroke Ss and the wheel cylinder pressure Pwc becomes high, the hydraulic servo device 76 is not operated, and at least the brake booster 54 is operated so that the entire vehicle corresponding to the stroke S is operated. A braking force is generated so that the target braking force Fbvt is achieved.

  Therefore, according to the first embodiment shown in the drawing, the operating frequency of the hydraulic servo device 76 and the operation frequency of the hydraulic servo device 76 are compared with those of the above-described conventional braking device in which the operation of the hydraulic servo device continues even in the region where the stroke S is high. The operating time can be reliably reduced, and the wheel cylinder pressure Pwc controlled by the hydraulic servo device 76 can be low, so that the required performance for the hydraulic servo device 76 can be reliably reduced, thereby providing a braking device. Can be reliably reduced in price.

  Further, according to the first embodiment shown in the figure, the target of the entire vehicle according to the stroke S, regardless of whether the stroke S is equal to or less than the pedaling force transmission start stroke Ss or larger than the pedaling force transmission start stroke Ss. Since the braking force is generated so as to achieve the braking force Fbvt, regardless of the stroke S, the braking force Fbv of the entire vehicle is reliably set to the target braking force Fbvt of the entire vehicle corresponding to the stroke S. It is possible to prevent the braking force from changing suddenly when the stroke S exceeds the pedaling force transmission start stroke Ss, thereby preventing the braking feeling from deteriorating due to the sudden change in braking force. Can be reliably prevented.

  In particular, according to the first embodiment shown in the figure, the jumping pressure Pwcj at the start of operation of the brake booster 54 is the wheel cylinder pressure corresponding to the target braking force Fbvt of the entire vehicle when the stroke S is the pedaling force transmission start stroke Ss. Since it is the same as Pwc, the wheel cylinder pressure Pwc at the start of operation of the brake booster 54 can be reliably set to a pressure necessary to achieve the target braking force Fbvt of the entire vehicle.

  Further, according to the first embodiment shown in the figure, the pedal force transmission start stroke Ss is a region where the relationship between the flow rate Q of the oil supplied to the wheel cylinder 46 and the pressure Pwc in the wheel cylinder 46 is linear, that is, a friction braking device. Since the oil amount rigidity of No. 12 is high and the load Fp and the wheel cylinder pressure Pwc input to the brake booster 54 are in a linear relationship with each other, the actual pedaling force transmission start stroke Ss is caused by manufacturing tolerances and changes with time. Even if becomes a value different from the original value, it is possible to effectively prevent the braking force from changing suddenly when the stroke S exceeds the pedaling force transmission start stroke Ss and changes.

  Further, according to the first embodiment shown in the drawing, when the stroke S becomes equal to or greater than the precharge start reference value Spre that is smaller than the pedaling force transmission start stroke Ss, the wheel cylinder pressure Pwc is set when the stroke S is the pedaling force transmission start stroke Ss. Since the wheel cylinder pressure Pwc is gradually increased as the stroke S is increased by the hydraulic servo device 76 so that the pressure becomes the same as the jumping pressure Pwcj at the start of the operation of the brake booster 54, the stroke S is transmitted to the pedal when the stroke S increases. When the start stroke Ss is exceeded, the wheel cylinder pressure Pwc suddenly increases from 0 to the jumping pressure Pwcj and the shock due to the sudden change in the wheel cylinder pressure Pwc can be reliably prevented.

  In this case, since the precharge start reference value Spre is variably set according to the stroke speed Sd so that it becomes smaller as the stroke speed Sd is a positive value, the hydraulic servo apparatus reliably delays even when the stroke speed Sd is high. The wheel cylinder pressure can be increased in advance according to the stroke S according to 76, and conversely, when the stroke speed Sd is low, the wheel cylinder pressure is increased from the region where the stroke S is lower than necessary. Thus, the braking force by the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16 can be increased, thereby increasing the regenerative efficiency.

  Further, according to the first embodiment shown in the drawing, when the stroke S is the pedaling force transmission start stroke Ss, the amount of increase in the wheel cylinder pressure Pwc by the hydraulic servo device 76 is determined by the jumping at the start of the operation of the brake booster 54. Since it is the same as the cylinder pressure Pwcj, it prevents the change of the wheel cylinder pressure Pwc when the stroke S increases or decreases beyond the pedaling force transmission start stroke Ss, thereby ensuring the change of the braking force and the resulting shock. Can be reduced.

  Further, according to the first embodiment shown in the drawing, when the stroke S is the pedaling force transmission start stroke Ss, the amount of increase in the wheel cylinder pressure Pwc by the hydraulic servo device 76 is determined by the jumping at the start of the operation of the brake booster 54. Since the wheel cylinder pressure Pwcj due to jumping is the same as the cylinder pressure Pwcj and the wheel cylinder pressure Pwc when the braking force Fbv of the entire vehicle is the target braking force Fbvt, the stroke S is the pedaling force transmission start stroke Ss. The regenerative braking force Fbvr of the entire vehicle by the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16 is 0, so that when the stroke S increases or decreases beyond the pedal force transmission start stroke Ss, the regenerative braking for the front wheels The regenerative braking force Fbvr of the entire vehicle by the device 14 and the rear wheel regenerative braking device 16 changes suddenly. The shock caused by the Bikore can be reliably prevented.

  Further, according to the first embodiment shown in the figure, when the stroke S falls below a value larger than the pedaling force transmission start stroke Ss, the stroke S becomes equal to or less than the end reference value Se larger than the pedaling force transmission start stroke Ss. When the drive of the oil pump 66 is started and the stroke S reaches the pedaling force transmission start stroke Ss, the wheel cylinder pressure Pwc is controlled to be the same as the jumping pressure Pwcj, and the stroke S is pre-determined from the pedaling force transmission start stroke Ss. Since the wheel cylinder pressure Pwc is gradually decreased until the charge S reaches the charge start reference value Spre as the stroke S decreases, the wheel cylinder pressure is reduced when the stroke S exceeds the pedaling force transmission start stroke Ss when the stroke S decreases. Pwc decreases rapidly from jumping pressure Pwcj to 0 and this wheel Even shock caused by the sudden change of the cylinder pressure Pwc may be reliably prevented.

  In this case, the end reference value Se is variably set according to the stroke speed Sd so that it increases as the stroke speed Sd is a negative value and the absolute value increases. It is possible to prepare for the control of the wheel cylinder pressure in accordance with the stroke S by the servo device 76, so that the wheel cylinder pressure Pwc is reliably jumped by the hydraulic servo device 76 when the stroke S becomes the pedaling force transmission start stroke Ss. By controlling to the same pressure as the pressure Pwcj, it is possible to prevent the wheel cylinder pressure Pwc from rapidly decreasing.

  Further, according to the first embodiment shown in the figure, the target braking force Fbvt when the stroke S is the pedaling force transmission start stroke Ss is the maximum regenerative control of the entire vehicle by the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16. Since it is larger than the power Fbvrmax, it is possible to prevent the required performance of the regenerative braking for the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16 from becoming excessively high, and therefore the front wheel regenerative braking device 14 and the rear wheel. The regenerative braking device 16 need not be a high performance regenerative braking device.

  Further, according to the first embodiment shown in the drawing, the target braking force Fbvt when the stroke S is the precharge start reference value Spre is the maximum regeneration of the entire vehicle by the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16. Since the braking force is smaller than the braking force Fbvrmax, the regenerative braking force Fbvr of the entire vehicle by the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16 can be surely maximized in a situation where the stroke S is equal to or less than the pedaling force transmission start stroke Ss. The target braking force Fbvt when the stroke S is the precharge start reference value Spre can be increased by the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16. Regenerative efficiency can be reliably increased as compared with the case where the maximum regenerative braking force Fbvrmax of the entire vehicle is greater.

  Further, according to the first embodiment shown in the figure, in a situation where the stroke S is larger than the pedaling force transmission start stroke Ss, the braking force Fbvfb generated by the operation of the brake booster 54 is larger than the target braking force Fbvt of the entire vehicle. When it is small, the braking force that is insufficient with respect to the target braking force is supplemented by operating the regenerative braking device 14 for the front wheels and the regenerative braking device 16 for the rear wheels, so that the braking force that is insufficient with respect to the target braking force is regenerative braking means. The braking force Fbv of the entire vehicle in a situation where the amount of braking operation of the driver is larger than the control mode switching reference value can be reliably brought close to the target braking force Fbvt as compared with the case where the vehicle is not replenished by operating At the same time, the regeneration efficiency can be reliably increased.

  Further, according to the first embodiment shown in the figure, the operation limiting and stroke permitting device 56 that limits the operation of the brake booster 54 while permitting the stroke of the brake pedal 44 includes the connecting member 92 connected to the brake pedal 44, A guide block 98 that is fixed to the connecting member 92 and moves relatively with respect to the input rod 100 of the brake booster 54, a spring seat member 102 carried on the input rod 100, and an elastic member between the guide block 98 and the spring seat member 102. And a compression coil spring 104 mounted on the brake pedal 44, the stroke of the brake pedal 44 being permitted by the driver, and the braking operation force of the driver on the brake pedal 44 being prevented from being transmitted to the brake booster 54. Therefore, while allowing the stroke of the brake pedal 44, the brake booster 5 For example, an electric control type driving device for switching whether or not to restrict the operation of the motor is not required, and therefore the structure of the operation limiting and stroke permitting device 56 can be simplified and switching control is not required. be able to.

Further, according to the first embodiment shown in the figure, the pedal force applied to the brake pedal 44 starts to be transmitted to the brake booster 54 immediately before the guide block 98 abuts against the spring seat member 102. Compared to the structure in which the pedal block 98 starts to be transmitted to the brake booster 54 by the contact of the guide block 98 with the spring seat member 102, the driver can apply the brake pedal when the stroke S increases beyond the pedal force transmission start stroke Ss. It is possible to reliably reduce the possibility of feeling a sudden change in the reaction force 44 or a shock.
[Second Example]

  FIG. 13 is a schematic configuration diagram showing a main part of a second embodiment of the braking device for a vehicle according to the present invention, which is configured as a modification of the first embodiment. In FIG. 13, the same members as those shown in FIG. 2 are denoted by the same reference numerals as those shown in FIG.

  In this embodiment, the brake pedal 44 is provided with a pedal ratio changing device 130. Although not shown in detail in FIG. 13, the pedal ratio changing device 130 is relative to the arm portion 44A. Including a displaceable member, the displacement and load of the arm portion 44A are transmitted to the pin 94 via a relatively displaceable member. Note that the pedal ratio changing device 130 itself does not form the gist of the present invention. For example, as described in Japanese Patent No. 3269239, the pedal ratio changing device 130 may have a configuration known in the art. The detailed structure and description of the device 130 will be omitted.

  As shown in FIG. 13, in the direction perpendicular to the axis 96, the arm length between the pivot 90 and the central portion of the pedal portion 44B is Lp, and the arm length between the pivot 90 and the pin 94 is Ls. Then, the lever ratio Rl (= Ls / Lp) of the brake pedal 44 is substantially constant in a region where the stroke S is equal to or less than the pedaling force transmission start stroke Ss, as shown in FIG. In the region where the stroke S exceeds the pedaling force transmission start stroke Ss, the stroke S gradually increases as the stroke S increases.

  Therefore, when the stroke of the central portion of the pedal portion 44B viewed in the direction along the axis 96 is Sp, the pedal ratio Rp of the brake pedal 44, which is the ratio dSp / dS of the change amount dSp of the stroke Sp to the change amount dS of the stroke S, is As shown in FIG. 15, the stroke S is substantially constant in the region where the pedaling force transmission start stroke Ss is not greater than the stroke force transmission start stroke Ss, but the stroke S is the region where the stroke S exceeds the pedaling force transmission start stroke Ss. As it increases, it gradually increases.

  The other points of the second embodiment are the same as in the case of the first embodiment described above. Therefore, the friction braking device 12, the front wheel regenerative braking device 14, and the rear wheel regenerative braking device 16 are brake controlled. The device 48 and the engine control device 36 are controlled in the same manner as in the first embodiment, and the brake booster 54 and the like operate in the same manner as in the first embodiment.

  Therefore, according to the second embodiment shown in the figure, the stroke of the central portion of the pedal portion 44B viewed in the direction along the axis 96 is obtained in addition to the same effects as those of the first embodiment described above. The relationship between Sp and the braking force Fbv of the entire vehicle is as shown in FIG. 16, and the stroke S is a stroke starting force transmission start stroke as compared with the case of the first embodiment indicated by the one-dot chain line. In a region exceeding Ssp corresponding to Ss, the friction braking force Fbvfb of the entire vehicle generated by the operation of the brake booster 54 is reduced, and the regenerative braking force Fbvr by the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16 is reduced. As a result, the regeneration efficiency can be increased as compared with the case of the first embodiment described above. In FIG. 16, Sprep is a stroke Sp corresponding to the precharge start reference value Spre.

  In the second embodiment described above, the pedal ratio Rp of the brake pedal 44 is substantially constant in the region where the stroke S is equal to or less than the pedaling force transmission start stroke Ss, and the stroke S starts the pedaling force transmission. In the region exceeding the stroke Ss, it gradually increases as the stroke S increases, but at least in the region where the stroke S exceeds the pedaling force transmission start stroke Ss, it gradually increases as the stroke S increases. As long as the stroke S is equal to or less than the pedaling force transmission start stroke Ss, the pedal ratio Rp may gradually increase as the stroke S increases.

  In the first and second embodiments described above, the wheel cylinder pressure Pwc is Pwcj when the stroke S is the pedaling force transmission start stroke Ss. As shown, when the stroke S is the pedaling force transmission start stroke Ss, the wheel cylinder pressure Pwc is gradually increased as the stroke S increases so that the wheel cylinder pressure Pwc becomes smaller than Pwcj, and the stroke S starts to transmit the pedaling force. It may be modified so that regenerative braking is performed even when the stroke is Ss.

Even in such a case, the wheel cylinder pressure Pwc is not gradually increased as the stroke S increases in a region where the stroke S is equal to or less than the pedaling force transmission start stroke Ss. It is possible to reliably reduce a shock caused by the wheel cylinder pressure Pwc changing stepwise and abruptly in a situation where it changes before and after the transmission start stroke Ss.
[Third embodiment]

  FIG. 19 is a flowchart showing a braking control routine of a third embodiment of the vehicle braking apparatus according to the present invention, which is configured as a modification of the first embodiment. In FIG. 19, the same steps as those shown in FIG. 3 are assigned the same step numbers as those shown in FIG.

  In the third embodiment, when the stroke S is equal to or less than the pedaling force transmission start stroke Ss, the braking control device 48 is configured to generate the entire vehicle to be generated by the hydraulic servo device 76 of the friction braking device 12 based on the stroke S. And the oil pump 66 is driven and the linear solenoid valve 84 etc. so that the friction braking force Fbvr of the entire vehicle generated by the hydraulic servo device 76 becomes the target friction braking force Fbvt of the entire vehicle. Therefore, regenerative braking by the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16 is not performed.

  When the stroke S is larger than the pedaling force transmission start stroke Ss, the braking control device 48 does not generate the braking force by the hydraulic servo device 76 as in the first and second embodiments, and the brake booster 54 Is generated so that the sum of the braking force Fbvfb of the entire vehicle and the regenerative braking force Fbvr of the entire vehicle becomes the target braking force Fbvt of the entire vehicle. The front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16 are controlled.

  Next, a braking control routine in the third embodiment will be described with reference to the flowchart shown in FIG.

  In this embodiment, the process proceeds to step 90 when step 50 is completed, and proceeds to step 130 when step 100 is executed. Other steps are performed in the same manner as in the first and second embodiments described above.

  Thus, according to the third embodiment shown in the figure, when the stroke S is equal to or less than the pedaling force transmission start stroke Ss as shown in FIG. 20, the friction braking force Fbvr of the entire vehicle generated by the hydraulic servo device 76 is obtained. When the target vehicle is controlled to have the target friction braking force Fbvt and the stroke S is larger than the pedaling force transmission start stroke Ss, no braking force is generated by the hydraulic servo device 76, and the first and second embodiments described above. As in the case, the braking force Fbvrb is generated by the operation of the brake booster 54 so that the sum of the braking force Fbvfb of the entire vehicle by the operation of the brake booster 54 and the regenerative braking force Fbvr of the entire vehicle becomes the target braking force Fbvt of the entire vehicle. At the same time, the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16 are controlled.

  Therefore, according to the third embodiment, the regenerative efficiency is lower than in the case of the first and second embodiments described above, but the hydraulic servo is used in a region where the stroke S is larger than the pedaling force transmission start stroke Ss. Since the braking force is not required to be generated by the device 76, the braking pressure and durability against the hydraulic servo device 76 are compared with the case of the above-described conventional braking device, as in the case of the first and second embodiments described above. The required performance can be reduced.

  Further, according to the third embodiment, even when the stroke S is not less than the precharge start reference value Spre and not more than the pedaling force transmission start stroke Ss, the hydraulic servo is used as in the first and second embodiments. The hydraulic servo device 76, the front wheel regenerative braking device 14, and the rear wheel regenerative braking device so that the sum of the braking force Fbvfc of the entire vehicle by the device 76 and the regenerative braking force Fbvr of the entire vehicle becomes the target braking force Fbvt of the entire vehicle. As compared with the case where 16 is controlled, the control of the braking force can be simplified.

  In the third embodiment described above, the pedal ratio Rp of the brake pedal 44 is substantially constant over the entire stroke S as in the first embodiment. As in the case of this embodiment, the region where the stroke S exceeds the pedaling force transmission start stroke Ss may be corrected so as to gradually increase as the stroke S increases.

In this case, as shown in FIG. 21, as in the case of the second embodiment described above, it is generated by the operation of the brake booster 54 in a region where the stroke S exceeds Ssp corresponding to the pedaling force transmission start stroke Ss. The friction braking force Fbvfb of the entire vehicle to be reduced can be reduced, and the regenerative braking force Fbvr by the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16 can be increased, which is the case of the third embodiment described above. Regeneration efficiency can be increased as compared with.
[Fourth embodiment]

  FIG. 22 is a flowchart showing a braking control routine of a fourth embodiment of the vehicle braking apparatus according to the present invention applied to a vehicle not equipped with a regenerative braking apparatus. In FIG. 22, the same step numbers as those shown in FIG. 3 are assigned to the same steps as those shown in FIG.

  In the fourth embodiment, although not shown in the figure, the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16 in the first embodiment are not provided. The braking force is generated as a braking force by the hydraulic servo device 76 or a braking force by the operation of the brake booster 54 only by the friction braking device similar to the friction braking device 12 in the first embodiment. In this embodiment, the brake pedal 44, the brake booster 54, the operation restriction and stroke allowance device 56 are configured in the same manner as in the first embodiment, and the pedal ratio in the second embodiment. The changing device 130 is not provided.

  Therefore, in the fourth embodiment, the braking control device 48 is configured to detect the vehicle to be generated by the hydraulic servo device 76 of the friction braking device 12 based on the stroke S when the stroke S is equal to or less than the pedaling force transmission start stroke Ss. The overall target friction braking force Fbvt is calculated, and the oil pump 66 is driven and the linear solenoid valve 84 so that the friction braking force Fbvr of the entire vehicle generated by the hydraulic servo device 76 becomes the target friction braking force Fbvt of the entire vehicle. Control etc.

  Further, when the stroke S is larger than the pedaling force transmission start stroke Ss, the braking control device 48 does not drive the oil pump 66 and does not control the linear solenoid valve 84 or the like, thereby not generating the braking force by the hydraulic servo device 76. In this state, only the braking force Fbvrb due to the operation of the brake booster 54 is generated.

  Next, a braking control routine according to the fourth embodiment will be described with reference to the flowchart shown in FIG.

  In the fourth embodiment, when step 50 is completed, the routine proceeds to step 90. When step 100 is executed, the routine proceeds to step 130. When step 170 is executed, the target braking pressure Pwct of each wheel is set to 0 in step 210, and the other steps are executed in the same manner as in the first to third embodiments described above.

  Thus, according to the fourth embodiment shown in the figure, as shown in FIG. 23, when the stroke S is equal to or less than the pedaling force transmission start stroke Ss, the friction braking force Fbvr of the entire vehicle generated by the hydraulic servo device 76 is obtained. When the vehicle is controlled to be the target friction braking force Fbvt of the entire vehicle and the stroke S is larger than the pedaling force transmission start stroke Ss, the braking force by the hydraulic servo device 76 is not generated, and the braking force Fbvrb by the operation of the brake booster 54 is as much as possible. It is generated so as to be a value close to the target friction braking force Fbvt of the entire vehicle.

  Therefore, according to the fourth embodiment, in a vehicle in which the regenerative braking device is not mounted, it is unnecessary to generate a braking force by the hydraulic servo device 76 in a region where the stroke S is larger than the pedaling force transmission start stroke Ss. Therefore, as in the case of the first to third embodiments described above, the required performance of braking pressure and durability for the hydraulic servo device 76 can be reduced as compared with the case of the above-described conventional braking device. Can do.

  In the fourth embodiment described above, the pedal ratio Rp of the brake pedal 44 is substantially constant over the entire stroke S as in the first and third embodiments. Contrary to the case of the second embodiment described above, in a region where the stroke S exceeds the pedaling force transmission start stroke Ss by the same device as the pedal ratio changing device 130 in the second embodiment described above. The pedal ratio Rp may be modified so as to gradually decrease as the stroke S increases as shown in FIG.

  In this case, as shown in FIG. 25, the friction braking force Fbvfb of the entire vehicle generated by the operation of the brake booster 54 is increased in a region where the stroke S exceeds Ssp corresponding to the pedaling force transmission start stroke Ss. Accordingly, the braking force Fbv of the entire vehicle in the region where the stroke S is large as compared with the case of the fourth embodiment described above can be brought close to the target braking force Fbvt of the entire vehicle. In FIG. 25, the two-dot chain line indicates the value of the friction braking force Fbvfb of the entire vehicle generated by the operation of the brake booster 54 when the pedal ratio Rp is constant.

  Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.

  For example, in each of the embodiments described above, the amount of braking operation performed by the driver for the control is the stroke S of the brake pedal 44, but may be a pedaling force on the brake pedal 44. It may be modified so that the determination is made based on both of the pedaling force with respect to 44.

  In each of the above-described embodiments, the target braking force Fbvt of the entire vehicle is calculated based on the stroke S of the brake pedal 44 as the amount of braking operation by the driver, and the hydraulic servo device 76 is calculated based on the target braking force Fbvt. The front-wheel regenerative braking device 14 and the rear-wheel regenerative braking device 16 are controlled, but the parameter for controlling the hydraulic servo device 76 and the like may be corrected so as to be the target deceleration of the vehicle. Good.

  In the first and second embodiments described above, when the stroke S is equal to or greater than the precharge start reference value Spre smaller than the pedaling force transmission start stroke Ss, the wheel is moved when the stroke S is the pedaling force transmission start stroke Ss. The wheel cylinder pressure Pwc is gradually increased as the stroke S increases by the hydraulic servo device 76 so that the cylinder pressure Pwc becomes the same pressure as the jumping pressure Pwcj at the start of operation of the brake booster 54. The gradual increase of the wheel cylinder pressure Pwc by the servo device 76 is omitted, and when the stroke S is equal to or less than the pedaling force transmission start stroke Ss, the target braking force Fbvt of the entire vehicle may be corrected only by the regenerative braking force.

  In this case, the maximum regenerative braking force Fbvrtmax by the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16 is larger than the target braking force Fbvtj of the entire vehicle when the stroke S is the pedaling force transmission start stroke Ss. Set to a value.

  In the first and second embodiments described above, when the stroke S is larger than the pedaling force transmission start stroke Ss, the deviation between the target braking force Fbvt of the entire vehicle and the braking force Fbvfb due to the operation of the brake booster 54 is obtained. 26 is replenished by the regenerative braking force Fbvr by the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16, but particularly when the braking force corresponding to the deviation is small, FIG. As shown, the generation of the regenerative braking force Fbvr by the front wheel regenerative braking device 14 and the rear wheel regenerative braking device 16 may be omitted.

  26 differs from the first embodiment in that steps 30 and 40 are executed when a negative determination is made in step 140 or when step 170 is completed.

  In the first and second embodiments described above, the precharge start reference value Spre is variably set according to the stroke speed Sd so as to decrease as the stroke speed Sd increases with a positive value. Se is variably set in accordance with the stroke speed Sd so that the stroke speed Sd is a negative value and increases as the absolute value increases. At least one of the precharge start reference value Spre and the end reference value Se is set. May be modified to be a constant value.

  In each of the above-described embodiments, the driving means for driving the vehicle is the hybrid system 18 including the gasoline engine 20 and the motor generator 22 so that the motor generator 22 operates as a generator for regenerative braking. However, the internal combustion engine of the hybrid system may be another internal combustion engine such as a diesel engine, the driving means for driving the vehicle is a normal internal combustion engine, and the generator for regenerative braking is the internal combustion engine. And may be independent.

  In each of the above embodiments, the vehicle is a front wheel drive vehicle whose front wheels are driven by the hybrid system 18, but the vehicle to which the present invention is applied may be a rear wheel drive vehicle or a four wheel drive vehicle. Good.

It is a schematic block diagram which shows the 1st Example of the braking device by this invention applied to the vehicle carrying a hybrid system. It is a schematic block diagram which shows the hydraulic-type friction braking device shown by FIG. It is a flowchart which shows the braking control routine achieved by the braking control apparatus in a 1st Example. It is a graph which shows the relationship between the control current Is with respect to a linear solenoid valve, and the differential pressure (DELTA) P across a linear solenoid valve. It is a graph which shows the relationship between the stroke S of a brake pedal and the load Fp input into a brake booster, and the relationship between the load Fp and wheel cylinder pressure Pwc. It is a graph which shows the relationship between the flow volume Q of the oil supplied to a wheel cylinder, and the pressure Pwc in a wheel cylinder. It is a graph which shows the relationship between the stroke S of a brake pedal, and the target braking force Fbvt of the whole vehicle. It is a graph which shows the relationship between the stroke S of a brake pedal, and the reaction force Fd of a brake pedal. It is a graph which shows the relationship between the stroke S of a brake pedal, and wheel cylinder pressure Pwc. It is a graph which shows the relationship between the stroke S of a brake pedal, and the braking force Fbv of the whole vehicle. It is a graph which shows the relationship between the stroke speed Sd of a brake pedal, and the precharge start reference value Spre. It is a graph which shows the relationship between the stroke speed Sd of a brake pedal, and completion | finish reference value Se. It is a schematic block diagram which shows the principal part of the 2nd Example of the braking device of the vehicle by this invention comprised as a modification of a 1st Example. It is a graph which shows the relationship between the stroke S of a brake pedal, and lever ratio Rl of a brake pedal. It is a graph which shows the relationship between the stroke S of a brake pedal, and the pedal ratio Rp of a brake pedal. It is a graph which shows the relationship between the stroke Sp of the pedal part of a brake pedal, and the braking force Fbv of the whole vehicle. It is a graph which shows the relationship between the stroke S of the brake pedal and the braking force Fbv of the whole vehicle in the other modified example of the first embodiment. It is a graph which shows the relationship between the stroke Sp of the pedal part of the brake pedal and the braking force Fbv of the whole vehicle in the other modified example of the second embodiment. It is a flowchart which shows the braking control routine of 3rd Example of the braking device of the vehicle by this invention comprised as a modification of 1st Example. It is a graph which shows the relationship between the stroke S of the brake pedal and the braking force Fbv of the whole vehicle in a 3rd Example. It is a graph which shows the relationship between the stroke Sp of the pedal part of the brake pedal and the braking force Fbv of the whole vehicle in the other modified example of the third embodiment. It is a flowchart which shows the braking control routine of the 4th Example of the braking device of the vehicle by this invention applied to the vehicle in which the regenerative braking device is not mounted. It is a graph which shows the relationship between the stroke S of the brake pedal in 4th Example, and the graph which shows the relationship between the braking force Fbv of the whole vehicle. It is a graph which shows the relationship between the stroke S of the brake pedal and the pedal ratio Rp of a brake pedal in the modification of a 4th Example. It is a graph which shows the relationship between the stroke Sp of the brake pedal part of the brake pedal and the braking force Fbv of the whole vehicle in the modification of the fourth embodiment. It is a flowchart which shows the braking control routine achieved by the braking control apparatus in the further another modification of a 1st Example. It is a graph which shows the relationship between the stroke S of a brake pedal and the target braking force Fbvt of the whole vehicle about the conventional braking device. A graph showing the relationship between the brake pedal stroke S and the braking force Fbv of the entire vehicle when the braking force is replenished by the pump pressurizing braking force generator only in the region where the brake pedal stroke is low. It is. The relationship between the brake pedal stroke S and the braking force Fbv of the entire vehicle in other cases where the braking force is replenished by the pump pressurizing braking force generator only in the region where the brake pedal stroke is low. It is a graph to show.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Brake device, 12 ... Friction brake device, 14 ... Front wheel regenerative brake device, 16 ... Rear wheel regenerative brake device, 18 ... Hybrid system, 22 ... Motor generator, 36 ... Engine control device, 44 ... Brake pedal, DESCRIPTION OF SYMBOLS 42 ... Motor generator, 44 ... Wheel cylinder, 48 ... Braking control apparatus, 52 ... Master cylinder, 54 ... Brake booster, 56 ... Operation restriction and stroke tolerance apparatus, 114 ... Stroke sensor

Claims (12)

  A brake booster provided between the braking operation means and the braking fluid pressure generating means, and braking for generating a braking force by controlling the wheel cylinder pressure higher than the braking fluid pressure generated by the braking fluid pressure generating means. When a braking force control device for a vehicle having a hydraulic servo means is provided, a means for detecting a driver's braking operation amount with respect to the braking operation means, and a driver's braking operation amount is equal to or less than a control mode switching reference value, By controlling the braking hydraulic pressure servo means based on the driver's braking operation amount without operating the brake booster, a braking force corresponding to the driver's braking operation amount is generated, and the driver's braking operation amount is When the control mode switching reference value is larger, the operation is performed by operating the brake booster without operating the brake fluid pressure servo means. Braking apparatus for a vehicle, characterized in that to generate the braking force corresponding to the amount of braking operation.   The braking device further includes regenerative braking means for generating a regenerative braking force. When the driver's braking operation amount is equal to or less than the control mode switching reference value, the braking operation amount of the driver is set without operating the brake booster. When the braking force corresponding to the driver's braking operation amount is generated by controlling the regenerative braking means and the braking hydraulic pressure servo means based on the driver's braking operation amount is greater than the control mode switching reference value 2. The vehicle braking apparatus according to claim 1, wherein a braking force corresponding to a braking operation amount of a driver is generated by operating at least the brake booster without operating the braking hydraulic pressure servo means. .   3. The vehicle according to claim 2, wherein the braking force of the entire vehicle when the amount of braking operation by the driver is the control mode switching reference value is greater than the maximum regenerative braking force of the entire vehicle by the regenerative braking means. Braking device.   The amount of increase in wheel cylinder pressure due to jumping at the start of operation of the brake booster is set to a value corresponding to the braking force when the amount of braking operation by the driver is the control mode switching reference value. The vehicle braking device according to any one of claims 1 to 3.   When the braking force generated by operating the brake booster is smaller than the target braking force based on the braking operation amount of the driver in a situation where the braking operation amount of the driver is larger than the control mode switching reference value 5. The vehicle braking device according to claim 2, wherein at least a part of the braking force that is insufficient with respect to the target braking force is supplemented by operating the regenerative braking means.   6. The control mode switching reference value is a value in a region where the flow rate of the working liquid flowing into the wheel cylinder and the wheel cylinder pressure are in a linear relationship with each other. A braking device for a vehicle according to the description.   When the driver's braking operation amount is not less than the precharge start reference value smaller than the control mode switching reference value and not more than the control mode switching reference value, the braking hydraulic pressure servo means sets the braking operation amount of the driver. 7. The vehicle braking device according to claim 2, wherein the wheel cylinder pressure is increased in advance accordingly.   The precharge start reference value increases the braking operation amount of the driver so that the increase rate of change of the braking operation amount of the driver is smaller than that when the increase change rate of the braking operation amount of the driver is small. The vehicle braking device according to claim 7, wherein the vehicle braking device is variably set according to a change rate.   The amount of increase in the wheel cylinder pressure by the brake hydraulic pressure servo means when the driver's braking operation amount is the control mode switching reference value is the increase in the wheel cylinder pressure by jumping at the start of operation of the brake booster. The vehicle braking device according to claim 7 or 8, wherein the braking device is the same in amount.   The braking operation means is a lever ratio variable brake pedal in which the lever ratio increases as the stroke increases in a situation where at least the amount of braking operation of the driver is larger than the control mode switching reference value, and the brake booster is The braking device for a vehicle according to any one of claims 2 to 9, wherein a braking force generated by the operation is smaller than a target braking force based on a braking operation amount of the driver.   Between the braking operation means and the brake booster, there is a brake booster operation restricting means and a stroke permitting means, and the brake booster operation restricting means has a braking operation amount of a driver equal to or less than the control mode switching reference value. The braking operation force of the driver with respect to the braking operation means is prevented from being transmitted to the brake booster, and the stroke permitting means is the braking operation by the driver in a situation where the brake booster operation restricting means is operating. 11. The vehicle braking device according to claim 1, wherein a stroke of the means is allowed.   The brake booster operation limiting means transmits the braking operation force of the driver to the brake booster before the stroke permission means finishes the allowable stroke of the braking operation means in the process of increasing the braking operation force of the driver. The vehicle braking device according to claim 11, wherein the vehicle braking device is started.

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