Patent Abstract:
A brake control device for a vehicle includes a master cylinder generating a master cylinder hydraulic pressure in response to a brake pedal depressing force, a wheel cylinder connected with the master cylinder via a hydraulic conduit, a stroke simulator connected to a branch hydraulic conduit branching from the hydraulic conduit, a first solenoid valve connecting or disconnecting the master cylinder with the wheel cylinder and disposed at the hydraulic conduit between a branch portion where the branch hydraulic conduit branches from the hydraulic conduit and the wheel cylinder, a second solenoid valve connecting or disconnecting the master cylinder with the stroke simulator, a pressure controlling mechanism having a pressure source and connected at a portion of the hydraulic circuit between the first solenoid valve and the wheel cylinder, and a controller for controlling the pressure controlling mechanism, the first solenoid valve and the second solenoid valve.

Full Description:
This application is based on and claims priority under 35 U.S.C. § 119 with respect to Japanese Patent Application No. 2000-342034 filed on Nov. 9, 2000, the entire content of which is incorporated herein by reference. 
     FIELD OF THE INVENTION 
     This invention generally relates to a brake control device for a vehicle. More specifically, this invention relates to a brake control device for a vehicle having a stroke simulator for simulating the stroke amount of the brake pedal and a pressure controlling mechanism for controlling the hydraulic pressure in the wheel brake cylinder. 
     BACKGROUND OF THE INVENTION 
     A known brake control device disclosed in a Japanese patent application publication published on Mar. 23, 1988 as Toku-Kai-Sho 63(1988)-64858 includes a master cylinder that generates a master cylinder hydraulic pressure in response to a depressing force applied to a brake pedal, a wheel cylinder connected with the master cylinder via a hydraulic conduit, a stroke simulator connected with an end of a branch hydraulic conduit branching from the hydraulic conduit, and a pressure controlling mechanism having a pressure source and connected with a halfway portion of the hydraulic circuit between the branch portion and the wheel cylinder. The pressure controlling mechanism controls the wheel cylinder hydraulic pressure by way of a hydraulic pressure generated by the pressure source, and a solenoid valve is disposed at the branch portion and changes the connecting relationship of the hydraulic conduits so that the master cylinder is connected with the stroke simulator when the pressure controlling mechanism is in the normal condition and the master cylinder is connected with the wheel cylinder when the pressure controlling mechanism is in an abnormal condition. This brake control device with the pressure controlling mechanism controls the wheel cylinder hydraulic pressure by the pressure controlling mechanism when the pressure controlling mechanism is in the normal condition. The brake control device controls the wheel cylinder hydraulic pressure by the master cylinder hydraulic pressure in response to the depressing force of the brake pedal only when the pressure controlling mechanism is in the abnormal condition. 
     In the above brake control device, the master cylinder is always connected with the stroke simulator when the pressure controlling mechanism is in the normal condition. In such a case, the hydraulic pressure which is equal to the master cylinder hydraulic pressure is always applied to the stroke simulator. Therefore, the stroke simulator must have sufficient strength to bear with the hydraulic pressure corresponding to the maximum depressing force applied by the driver. Consequently, the stroke simulator becomes relatively large and its manufacturing cost is also relatively high. 
     SUMMARY OF THE INVENTION 
     According to one aspect of the invention, a brake control device for a vehicle includes a master cylinder which generates a master cylinder hydraulic pressure in response to a depressing force applied to a brake pedal, a wheel cylinder connected with the master cylinder via a hydraulic conduit, a stroke simulator connected to an end of a branch hydraulic conduit branching from the hydraulic conduit, a first solenoid valve disposed at an intermediate portion of the hydraulic conduit between the wheel cylinder and a branch portion where the branch hydraulic conduit branches from the hydraulic conduit, with the first solenoid valve alternatively connecting or disconnecting the master cylinder with the wheel cylinder, a second solenoid valve disposed at an intermediate portion of the branch hydraulic conduit and alternatively connecting or disconnecting the master cylinder with the stroke simulator, a pressure controlling mechanism having a pressure source and connected at an intermediate portion of the hydraulic circuit between the first solenoid valve and the wheel cylinder to control hydraulic pressure to the wheel cylinder generated by the pressure source, and a controller which controls the pressure controlling mechanism, the first solenoid valve and the second solenoid valve. The hydraulic pressure in the wheel cylinder is controlled by the master cylinder hydraulic pressure in response to the depressing force applied to the brake pedal in a state that the controller controls the first solenoid valve to be open and the second solenoid valve to be closed when the pressure controlling mechanism is in an abnormal condition. The hydraulic pressure in the wheel cylinder is controlled by the pressure controlling mechanism under the control of the controller in a state in which the controller controls the first solenoid valve to be closed and the second solenoid valve to be open when the pressure controlling mechanism is in a normal condition and the master cylinder hydraulic pressure is lower than a predetermined level. The hydraulic pressure in the wheel cylinder is controlled by the pressure controlling mechanism under the control of the controller in a state in which the controller controls the first solenoid valve to be closed and the second solenoid valve to be closed when the pressure controlling mechanism is in the normal condition and the master cylinder hydraulic pressure is equal to or greater than the predetermined level. 
     The state in which the pressure controlling mechanism is in the abnormal condition corresponds to the state in which the pressure controlling mechanism cannot or is unable to generate the target wheel cylinder hydraulic pressure ordered or determined by the controller. The state in which the pressure controlling mechanism is in the normal condition corresponds to the state in which the pressure controlling mechanism can or is able to generate the target wheel cylinder hydraulic pressure ordered or determined by the controller. 
     According to another aspect of the invention, a brake control device for a vehicle includes a master cylinder which generates a master cylinder hydraulic pressure in response to a depressing force applied to a brake pedal, a sensor which senses the master cylinder hydraulic pressure, a wheel cylinder connected with the master cylinder via a hydraulic conduit, a stroke simulator connected to a branch hydraulic conduit branching from the hydraulic conduit, a first solenoid valve disposed in the hydraulic conduit between the wheel cylinder and a point where the branch hydraulic conduit branches from the hydraulic conduit to alternatively permit and prevent communication between the master cylinder and the wheel cylinder, a second solenoid valve disposed in the branch hydraulic conduit to alternatively permit and prevent communication between the master cylinder and the stroke simulator, and a pressure controlling mechanism connected to the hydraulic circuit between the first solenoid valve and the wheel cylinder to produce hydraulic pressure, with the pressure controlling mechanism including a pressure source. A controller is operatively connected to the pressure controlling mechanism, the first solenoid valve and the second solenoid valve to close the first solenoid valve, open the second solenoid valve and operate the pressure controlling mechanism to apply the hydraulic pressure produced by the pressure controlling mechanism to the wheel cylinder when the pressure controlling mechanism is in a normal condition and the master cylinder hydraulic pressure sensed by the sensor is less than a first predetermined pressure level, and to close the first solenoid valve, close the second solenoid valve and operate the pressure controlling mechanism to apply the hydraulic pressure produced by the pressure controlling mechanism to the wheel cylinder when the pressure controlling mechanism is in the normal condition and the master cylinder hydraulic pressure sensed by the sensor is greater than the predetermined level. 
     According to another aspect of the invention, a method of controlling brake force in a vehicle involves generating a master cylinder hydraulic pressure in response to a depressing force applied to a brake pedal, sensing the master cylinder hydraulic pressure, controlling hydraulic pressure supplied to a wheel cylinder from a pressure controlling mechanism that includes a pressure source, introducing the master cylinder hydraulic pressure into a stroke simulator while hydraulic pressure is supplied to the wheel cylinder from the pressure controlling mechanism when the master cylinder hydraulic pressure is less than a predetermined value and the pressure controlling mechanism is in a normal condition, and preventing the master cylinder hydraulic pressure from being introduced into the stroke simulator while hydraulic pressure is supplied to the wheel cylinder from the pressure controlling mechanism when the master cylinder hydraulic pressure is greater than a predetermined value and the pressure controlling mechanism is in the normal condition. 
    
    
     BRIEF DESCRIPTION OF THE DRAWING 
     The foregoing and additional features and characteristics of the present invention will become more apparent from the following detailed description considered with reference to the accompanying drawing FIGURE which is a block diagram schematically illustrating the brake control device according to the present invention. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The drawing FIGURE schematically illustrates a brake control device for a vehicle. To simplify the description and explanation of the vehicle brake control device, the drawing FIGURE illustrates the brake control device in conjunction with only one wheel. However, it is to be understood that the description of the brake control device set forth below is equally applicable to the other three wheels. 
     As shown in the drawing FIGURE, a master cylinder  3  is connected to a reservoir  5  which stores brake fluid and supplies the brake fluid to the master cylinder  3  to output a master cylinder hydraulic pressure in response to a depressing pressure or force applied to a brake pedal  1  by a driver of the vehicle. The master cylinder hydraulic pressure is transmitted to a wheel cylinder  7  via a hydraulic conduit  11  and a solenoid valve SOLV  17  (first solenoid valve) so that a braking force is applied to the wheel  9 . The solenoid valve SOLV  7  is a normally open solenoid valve disposed in the hydraulic conduit  11 . 
     A branch conduit  15  diverges or extends from a branch portion or a branch point  13  of the hydraulic conduit  11 . A stroke simulator  21  is connected to the end of the branch conduit  15  via a solenoid valve SOLV  19  (second solenoid valve). The solenoid valve SOLV  19  is a normally closed solenoid valve disposed in the branch conduit  15 . When the solenoid valve SOLV  17  is closed, brake fluid communication between the master cylinder  3  and the wheel cylinder  7  is interrupted. Because the brake fluid in the master cylinder  7  is not consumed by the wheel cylinder  7  in response to the operation of the brake pedal  1 , the driver may experience a strange feeling when the driver depresses the brake pedal  1 . That is, the feeling expected by the driver during the brake pedal stroke is not generated. The stroke simulator  21  eliminates this strange feeling by estimating the consumption of the brake fluid to simulate a pedal feeling with an appropriate stroke. The stroke simulator  21  is a mechanically well known type and so a detailed description of the structure associated with the stroke simulator  21  is not set forth can be omitted. 
     The solenoid valve SOLV  19  is interposed in the branch conduit  15  between the branch portion  13  and the stroke simulator  21 . A check valve  50  is disposed in parallel to the solenoid valve SOLV  19 . The solenoid valve SOLV  19  is connected to the end of the branch conduit  15  and to the stroke simulator  21  in parallel with the check valve  50 . The check valve  50  permits brake fluid flow from the stroke simulator  21  to the master cylinder  3  and resists or prevents brake fluid flow in the opposite direction. When the solenoid valve SOLV  19  is closed, the check valve  50  will be open if the hydraulic pressure applied to the stroke simulator  21  is higher than the master cylinder hydraulic pressure outputted by the master cylinder  3 . At this time, the check valve  50  establishes fluid communication with both the input side and the output side of the solenoid valve SOLV  19 , and maintains the hydraulic pressure applied to the stroke simulator  21  at a level equal to the master cylinder hydraulic pressure outputted by the master cylinder  3 . 
     As further shown in the drawing FIGURE, a pressure controlling mechanism is connected to the hydraulic conduit  11  at a point  45  in the hydraulic conduit  11  connecting the solenoid valve SOLV  17  with the wheel cylinder  7 . The pressure controlling mechanism is mainly comprised of a pump  25  serving as a pressure source, an electric motor  27  driving the pump  25 , an accumulator  23 , a solenoid valve SOLV  29  in the form of a normally closed valve, a solenoid valve SOLV  31  in the form of a normally closed valve and the reservoir  5 . The accumulator  23  accumulates the hydraulic pressure pressurized by the pump  25 . The solenoid valve SOLV  29  in the form of the normally closed valve is activated to increase the hydraulic pressure of the wheel cylinder  7  (the wheel cylinder hydraulic pressure). In contrast, the solenoid valve SOLV  31  in the form of the normally closed valve is activated for decreasing the wheel cylinder hydraulic pressure. The reservoir  5 , which stores the brake fluid drained through the solenoid valve SOLV  31 , is connected to the inlet port of the pump  25 . The discharging pressure of the pump  25  is maintained high in cooperation with the accumulator  23 . By using this high discharging pressure, and by appropriately switching the opening degree of the solenoid valve SOLV  29  and the opening degree of the solenoid valve SOLV  31 , the wheel cylinder hydraulic pressure can be selectively increased, decreased and maintained. 
     An ECU  33  serving as a control means calculates a target wheel cylinder hydraulic pressure and controls the solenoid valve SOLV  19 , the solenoid valve SOLV  17 , the solenoid valve SOLV  29 , the solenoid valve SOLV  31 , and the electric motor  27  based on the input signals from various sensors. The sensors include a stroke sensor  39  which senses the operating amount of the brake pedal  1 , a stroke switch  43  which senses the operating amount of an acceleration pedal  41 , a pressure sensor  35  which senses the master cylinder hydraulic pressure, a pressure sensor  37  which senses the wheel cylinder hydraulic pressure, and a wheel speed sensor  47  which senses the wheel rotational speed of the wheel  9 . In the aforementioned brake control device, when the pressure controlling mechanism is normally activated, the wheel hydraulic pressure is controlled by the pressure controlling mechanism. On the other hand, in the event the pressure controlling mechanism should fail, the wheel cylinder hydraulic pressure is directly controlled by applying the master cylinder hydraulic pressure in response to the depressing force of the brake pedal  1 . 
     The control steps or operation associated with the brake control device are as follows. First, the control steps or operation carried out by the brake control device when the pressure controlling mechanism is normally activated is as follows. When the pressure controlling mechanism is normally activated and while the brake is controlled, the ECU  33  excites or energizes the normally open solenoid valve SOLV  17  to close the solenoid valve SOLV  17 . In addition, the ECU  33  excites or energizes the normally closed solenoid valve SOLV  19  to open the solenoid valve SOLV  19 . The time at which the solenoid valve SOLV  17  and the solenoid valve SOLV  19  are excited or energized is determined to be the time that the ECU  33  judges that the driver has operated the brake pedal  1  based on the input signal from the stroke sensor  39 . After that, if the ECU  33  judges that the driver has stopped depressing the brake pedal  1 , the ECU  33  stops exciting or energizing both the solenoid valve SOLV  17  and the solenoid valve SOLV  19 . 
     When the pressure controlling mechanism is normally activated and brake control is necessary, the ECU  33  excites both the solenoid valve SOLV  17  and the solenoid valve SOLV  19  to disconnect the master cylinder  3  from the wheel cylinder  7  and to provide communication between the master cylinder  3  and the stroke simulator  21 . In addition, both the solenoid valve SOLV  17  and the solenoid valve SOLV  19  may be continuously excited or energized while the ignition switch (not shown) is ON. 
     When the pressure controlling mechanism is normally activated, a wheel cylinder hydraulic pressure is controlled by the pressure controlling mechanism. The ECU  33  detects the master cylinder hydraulic pressure based on the input signal sent from the pressure sensor  35  to determine the target wheel cylinder pressure. The ECU  33  appropriately switches the opening of the solenoid valve SOLV  29  and the opening of the solenoid valve SOLV  31  to control the wheel cylinder hydraulic pressure. In addition, the pressure controlling mechanism controls the vehicle running condition, such as an anti-skid brake control, a traction control, a vehicle stability control and the like, based on commands sent from the ECU  33 . A detailed description of these controls is not included here as they are known in the art. 
     As described above, when the pressure controlling mechanism is normally activated and the brake is controlled, the ECU  33  essentially energizes or excites the solenoid valve SOLV  19  to be open. Thus the master cylinder  3  is connected with the stroke simulator  21 . The ECU  33  further performs the following control step or operation according to the present invention. While the master cylinder hydraulic pressure detected by the pressure sensor  35  is increased, if the hydraulic pressure of the master cylinder  3  reaches a first predetermined level P 1 , the ECU  33  switches the solenoid valve SOLV  19  to be closed. After that, while the master cylinder hydraulic pressure is decreased, if the master cylinder hydraulic pressure reaches a second predetermined level P 2  which is smaller than the first predetermined level P 1 , the ECU  33  switches the solenoid valve SOLV  19  to be open. As described above, the solenoid valve SOLV  19  is switched to be closed when the master cylinder hydraulic pressure reaches the predetermined level P 1  while the master cylinder hydraulic pressure is increased. After that, even if the master cylinder hydraulic pressure is higher than the predetermined level P 1 , the solenoid valve SOLV  19  remains closed and the check valve  50  is also closed. Therefore, the stroke simulator  21  receives the constant hydraulic pressure which is equal to the first predetermined level P 1 , and does not receive hydraulic pressure which is higher than the first predetermined level P 1 . Consequently, if the first predetermined level P 1  is determined to be an appropriate level which is smaller than a maximum level corresponding to the maximum depressing force that the driver applies to the brake pedal  1 , the dimension or size of the stroke simulator  21  can be reduced. 
     In addition to the above operational steps, after the master cylinder hydraulic pressure is decreased below the first predetermined level P 1 , the check valve  50  opens or permits the brake fluid to flow from the stroke simulator  21  side to the master cylinder side. Thus the hydraulic pressure applied to the stroke simulator  21  is decreased together with the decrease in the master cylinder hydraulic pressure. Therefore, because the solenoid valve SOLV  19  is operated to be open when the master cylinder hydraulic pressure reaches the second predetermined level P 2  which is smaller than the first predetermined level P 1  while the master cylinder hydraulic pressure is decreased, the check valve  50  has already been opened when the solenoid valve SOLV  19  is turned to be open. Thus the hydraulic pressure applied to the stroke simulator  21  is kept as high as the master cylinder hydraulic pressure. In this stage, the difference between the hydraulic pressures at both the stroke simulator  21  side and the master cylinder  3  side of the solenoid valve SOLV  19  becomes zero, which prevents a pulse of hydraulic pressure from surging to the master cylinder  3  the moment the solenoid valve SOLV  19  is turned to be opened or is energized. Accordingly, the driver of the vehicle is provided with a good brake operating feeling without any shock. 
     The operational process of the brake control device when the pressure controlling mechanism is not activated because of a failure of the pressure controlling mechanism or an abnormal condition of the pressure controlling mechanism is as follows. The failure or abnormal condition of the pressure controlling mechanism can involve, for example, a mechanical failure of the pump  25 . Although the pump  25  should be controlled to discharge constant pressure by a discontinuous activation of the electric motor  27  in cooperation with the accumulator  23 , if the discharging hydraulic pressure of the pump  25  does not reach a predetermined level, the ECU  33  judges that the pump  25  as the pressure source is broken or malfunctioning. The ECU  33  thus determines or detects the failure of the pressure controlling mechanism. The failure or abnormal condition of the pressure controlling mechanism may also include, by way of example, the failure of the solenoid valve SOLV  29 , the failure of the solenoid valve SOLV  31 , and the failure of the ECU  33 . 
     If the ECU  33  determines the failure of the pressure controlling mechanism, the wheel cylinder hydraulic pressure cannot be controlled by the pressure controlling mechanism. Thus, the ECU  33  controls the solenoid valve SOLV  17  to be open, and further controls the solenoid valve SOLV  19  to be closed. Accordingly, the above control of the ECU  33  establishes communication between the master cylinder  3  and the wheel cylinder  7 . Then the hydraulic pressure of the wheel cylinder  7  is controlled by the master cylinder hydraulic pressure in response to depression of the brake pedal  1 . The above-described control in connection with the failure or abnormal state of the pressure controlling mechanism is maintained until the failure of the pressure controlling mechanism is solved or corrected. 
     As described above, in the brake control device of the disclosed embodiment, if the master cylinder hydraulic pressure exceeds the predetermined level, the solenoid valve SOLV  19  is closed. Thus the excessive hydraulic, which is above the predetermined level, is not applied to the stroke simulator  21  even if the master cylinder hydraulic pressure exceeds the predetermined level P 1 . The stroke simulator  21  can thus be designed to have sufficient strength to withstand the predetermined pressure. Further, the stroke simulator  21  need not be designed to have a strength sufficient to withstand the hydraulic pressure corresponding to the maximum depressing pressure that the driver may apply to the brake pedal  1 . Accordingly, it is possible to reduce or minimize the size and structure of the stroke simulator  21 . 
     The principles, preferred embodiment and modes of operation of the present invention have been described in the foregoing specification. However, the invention which is intended to be protected is not to be construed as limited to the particular embodiment disclosed. Further, the embodiment described herein is to be regarded as illustrative rather than restrictive. Variations and changes may be made by others, and equivalents employed, without departing from the spirit of the present invention. Accordingly, it is expressly intended that all such variations, changes and equivalents which fall within the spirit and scope of the present invention as defined in the claims, be embraced thereby.

Technology Classification (CPC): 1