Fluid-pressure and analogous brake systems – Speed-controlled – Automatic braking including speed governor or hydraulic...
Reexamination Certificate
1999-01-15
2002-10-08
Lavinder, Jack (Department: 3613)
Fluid-pressure and analogous brake systems
Speed-controlled
Automatic braking including speed governor or hydraulic...
C303S011000, C303S113100, C303S113400
Reexamination Certificate
active
06460942
ABSTRACT:
TECHNICAL FIELD
The present invention relates to a brake force control apparatus and, more particularly, to a brake force control apparatus which executes a brake assist control that generates a brake force greater than that generated at an ordinary time, when an emergency braking is performed by a driver of a vehicle.
Conventionally, for example, as disclosed in Japanese Laid-Open Patent Application 4-121260, a brake force control apparatus is known which generates, when an emergency braking is required, a brake force greater than that generated in a normal time. The above-mentioned conventional apparatus is equipped with a brake booster, which generates a pushing force having a given power ratio with respect to a brake pressing force Fp. The pushing force generated by the brake booster is transferred to a master cylinder. The master cylinder generates a master cylinder pressure P
M/C
based on the pushing force of the brake booster, that is, the brake pressing force Fp.
The above-conventional apparatus is equipped with a fluid pressure generating mechanism, which generates an assist hydraulic pressure in which a pump is used as a fluid pressure source. The fluid pressure generating mechanism generates the assist hydraulic pressure based on a driving signal supplied from a control circuit. When the brake pedal is operated at a speed higher than a predetermined speed, the control circuit determines that an emergency braking is carried out by the driver, and requests a fluid pressure generating mechanism to the maximum assist hydraulic pressure. The maximum assist hydraulic pressure generated by the fluid pressure generating mechanism is supplied to a change valve together with the master cylinder pressure P
M/C
. The change valve supplies the higher one of the assist hydraulic pressure generated by the fluid pressure generating mechanism and the master cylinder pressure P
M/C
toward wheel cylinders.
According to the conventional apparatus, if the brake pedal is operated at a speed equal to or less than the given operating speed, the master cylinder pressure P
M/C
adjusted to a level depending on the brake pressing force Fp is supplied to the wheel cylinders. Hereinafter, the control of realizing the above-mentioned state will be referred to as a normal control. If the brake pedal is operated at a speed higher than the given operating speed, a high assist hydraulic pressure is supplied to the wheel cylinders in which the pump serves as a fluid pressure source. Hereinafter, the control of realizing the above-mentioned state will be referred to as a brake assist control Hence, according to the conventional apparatus, the brake force is controlled to a level based on the brake pressing force Fp at ordinary time, and to rapidly increase the brake force after emergency braking is executed.
The above-mentioned conventional apparatus is equipped with a change valve. The change valve is a mechanism, which selects a state in which the master cylinder serves as a fluid pressure source or a state in which the fluid pressure generating mechanism serves as a fluid pressure source. More particularly, the change valve selectively realizes a state in which the wheel cylinders are coupled to the master cylinder (hereinafter referred to as a first state) and a state in which the wheel cylinders are coupled to the fluid pressure generating mechanism (hereinafter referred to as second state).
The first and second states can also be realized by a two-position switch valve. The change valve has a complex structure and is expensive than the two-position switch valve. Hence, when the two-position switch valve is used instead of the change valve, the conventional apparatus can be produced at a reduced cost.
Anyway, the above-mentioned conventional apparatus starts to increase the wheel cylinder pressure at the same time as emergency braking is performed. However, if the switching between the fluid liquid sources is implemented by the two-position switch valve, the switching time is required to be determined taking into consideration the output characteristic of the fluid pressure generating mechanism and the motion performance of the vehicle.
More particularly. at the time when emergency braking is recognized, the brake pedal is being operated at a high speed, and thus a rapid increase in the master cylinder pressure P
M/C
takes place. The speed at which the assist hydraulic pressure generated by the fluid pressure source is limited to an appropriate value due to he capability of the pump or the like.
Hence, if the fluid pressure source is switched to the fluid pressure generating mechanism from the master cylinder immediately after the emergency braking is recognized. a decrease in the increasing speed of the wheel cylinder pressure, as compared to a case where the master cylinder is maintained as the fluid pressure source. In order to prevent occurrence such a problem at the time of emergency braking, it is desired that the fluid pressure source be switched to the fluid pressure generating mechanism from the master cylinder when an appropriate delay time elapses after the emergency braking is recognized.
In the above-mentioned apparatus, when the brake assist control is started, the ground contact ability of tires is partially consumed in order to produce brake force. Hence, if the brake assist control is executed while the vehicle is turned, the maximum value of cornering forces which can be produced by the tires becomes less than that a value obtained when the brake assist control is not executed.
The maximum value of the cornering forces generated in the tires increases as the load exerted on the tires increases. Hence, when the brake assist control is active in which the weight of the vehicle is shifted toward the front wheels, the maximum value of the cornering forces which can be produced by the rear tires is greatly decreased.
The above-mentioned conventional apparatus executes the brake assist control without any consideration of the turning state of the vehicle. Hence, in the vehicle equipped with the above-mentioned conventional apparatus, the maximum value of the cornering forces generated by the rear wheels may greatly be less than the maximum value of the cornering forces generated by the front wheels.
In order to suppress the decrease in the cornering forces of the rear wheels, it is desirable that the brake assist control to the rear wheels be started with an appropriate delay time after the brake assist control to the front wheels is started.
The conventional apparatus in which the brake assist control to the front wheels and that to the rear wheels are simultaneously started is not an ideal one capable of maintaining the stable behavior of the vehicle which is turning.
DISCLOSURE OF INVENTION
The present invention is made in view of the above-mentioned point, and it is the first object of the present invention to provide a brake force control apparatus in which the brake assist control is started at a timing different from the timing at which an emergency braking is recognized and preferable braking performance can thus be provided.
The brake force control apparatus directed to achieving the above object includes an operation fluid pressure generating mechanism that generates an operation fluid pressure depending on a degree of operation of a brake pedal by a driver, a high-pressure source generating a control fluid pressure higher than that of the fluid pressure generated by said operation fluid pressure generating mechanism, a switch mechanism for selectively connecting one of the operation fluid pressure generating mechanism to the high-pressure source and a wheel cylinder, and emergency braking detection means for detecting execution of an emergency braking. When an emergency braking is performed by the driver, a brake assist control for boosting a wheel cylinder pressure in such a way that the high-pressure source serves as a fluid pressure source
The brake force control apparatus which achieves the above object is configured so that, as a start timing, a time is detected at
Hashimoto Yoshiyuki
Shimizu Satoshi
Lavinder Jack
Torres Melanie
Toyota Jidosha & Kabushiki Kaisha
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