JP3870464B2 - Brake device for vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a brake device mounted on a vehicle.
[0002]
[Prior art]
As a known brake device, there is an automobile brake pressure increasing device described in Japanese Patent Laid-Open No. 7-89432. In this device, in a panic braking situation, the brake pressure booster achieves a greater brake pressure increase than in normal braking, thereby achieving a high brake pressure level. That is, the brake pedal operation amount or pedaling force by the occupant is amplified at a boosting factor that is larger than the boosting factor of the brake pressure booster at normal times to obtain a high brake pressure.
[0003]
[Problems to be solved by the invention]
When the vehicle is braked, generally, if the reaction force from the brake pedal is large, the occupant bears a very heavy burden when the brake pedal is further depressed against the reaction force. Therefore, for example, during a panic, it is difficult for the passenger to further depress the brake pedal due to this burden. Therefore, for example, when a woman or an elderly person performs a brake operation in a conventional brake device, the brake pressure booster simply increases the boosting factor of the brake pressure increase, so that it is desired to obtain a higher braking force. However, if the brake pedal is not depressed further, the brake pressure cannot be increased.
[0004]
In general, even when the occupant steps on the brake pedal to set a stop target and stop at the target position, the brake pedal can be stepped strongly in the initial stage of braking until the occupant feels the pedal reaction force. If the pedal reaction force generated by strongly stepping in this way increases, the occupant reduces the reaction force by holding the pedal down slightly against the occupant's intention and holds it. Such a phenomenon is expected to occur, for example, in a braking state close to sudden braking. In this case, only a braking force lower than the braking force planned by the occupant is exerted, and the position where he / she aimed as a stop target is exhibited. As a result, the braking distance is extended unexpectedly.
[0005]
In view of the above, the present invention continuously increases the braking force applied to the vehicle while the change of the braking command by the occupant is within the predetermined range under a predetermined condition. A vehicular brake device capable of securing a braking force exceeding a predetermined level even when held weakly is provided.
[0006]
[Means for Solving the Problems]
In order to solve the above problems, the present invention employs an increasing means. The increasing means is executed while the predetermined condition is satisfied and the change state of the predetermined command is within the predetermined range. this Increase The major means is the claim 2 As described in the above, it is executed while it is determined that the predetermined condition is satisfied and the change state of the predetermined command is within the predetermined range. At this time, if the amount of change in the brake pedal operation or the change in the brake fluid pressure in the brake fluid pressure generating means is set as a predetermined command, this increasing means is executed, so that, for example, the occupant almost presses the brake pedal. Even when it is kept constant, the braking force can be gradually increased. Therefore, in this case, the burden of depressing the brake pedal more strongly can be eliminated.
[0007]
Also , Increase As a predetermined condition in which major measures are executed , Bae Dull stroke Amount If it is adopted, for example, during a sudden braking, a panic braking state or a braking state in which the vehicle is stopped with respect to the target can be detected, and the vehicle state or occupant state in which this increasing means is executed can be limited. .
[0008]
Claims 4-6 As described above, if the increase means is prohibited, braking can be applied according to the intention of the occupant according to the braking behavior of the vehicle or the braking state of the occupant. For example, claims 5 Accordingly, when the brake fluid pressure is no longer generated by the brake fluid pressure generating means, the braking state can be released without causing brake dragging.
[0009]
Claims 6 According to this, since the increase / decrease adjustment of the braking force based on the predetermined command is executed from the braking force value increased by the increase unit after the increase unit is not executed, for example, the pedal is held after the brake depression is weakened. In this case, if the predetermined condition is satisfied, the braking force before the brake pedal is weakened by the increasing means is restored. Therefore, as long as the predetermined condition is satisfied, even if the brake pedal is repeatedly returned and held, the braking force is increased when the pedal is held, so that a braking force of a certain level or more can be obtained.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an example of a brake device to which the present invention is applied will be described with reference to the drawings.
FIG. 1 is a brake piping model diagram showing a first embodiment of the present invention. In the present embodiment, an example in which the brake device according to the present invention is applied to an X-pipe vehicle including a right front wheel-left rear wheel and a left front wheel-right rear wheel piping system in a front-wheel drive four-wheel vehicle will be described. .
[0011]
In FIG. 1, a pedal 1 that is depressed by an occupant when a braking force is applied to a vehicle is connected to a booster 2, and a pedaling force and a pedal stroke applied to the pedal 1 are transmitted to the booster 2. The The pedal 1 turns on and off a brake switch 22 that turns on a stop lamp for causing a vehicle behind the vehicle to visually recognize that the vehicle is in a braking state by the operation of the pedal 1 according to the depression stroke of the pedal 1 by the occupant. . Further, the pedal 1 is provided with a stroke sensor 30, and the stroke sensor 30 detects a pedal movement distance when the occupant depresses the pedal 1.
[0012]
The booster 2 has at least two chambers, a first chamber and a second chamber. For example, the first chamber can be an atmospheric pressure chamber and the second chamber can be a negative pressure chamber. As the pressure, for example, an intake manifold negative pressure of an engine or a negative pressure by a vacuum pump is used. The booster 2 directly boosts the occupant's pedaling force or pedal stroke with a pressure difference between the atmospheric pressure chamber and the negative pressure chamber. The booster 2 has a bush rod or the like that transmits the pedaling force or pedal stroke thus boosted to the master cylinder 3, and this bush rod presses the master piston disposed in the master cylinder 3. As a result, the master cylinder pressure PU is generated. The master cylinder 3 includes a unique master reservoir 3a that supplies brake fluid to the master cylinder 3 and stores excess brake fluid in the master cylinder 3.
[0013]
As described above, the normal vehicle is provided with the brake pedal 1, the booster 2, the master cylinder 3, and the like as brake fluid pressure generating means for applying a braking force to the vehicle body.
The first piping system A extending from the master cylinder 3 is branched in the middle, and at both ends thereof, a first wheel cylinder 4 disposed on the right front wheel FR and applying a braking force to the right front wheel FR, and a left A second wheel cylinder 5 that is disposed on the rear wheel RL and applies a braking force to the left rear wheel RL is connected. These first and second wheel cylinders 4 and 5 are configured as wheel braking force generating means. In the first piping system A, a control valve 101 is disposed in a pipe line from the master cylinder 3 to the aforementioned branching portion. The first piping system A is divided into two parts by the control valve 101. That is, the first piping system A has a first pipe part A1 from the master cylinder 3 to the control valve 101 and a second pipe part A2 from the control valve 101 to the wheel cylinders 4 and 5. is doing.
[0014]
The brake pedal 1, the master cylinder 3, the first and second pipe sections A1 and A2, and the first and second wheel cylinders 4 and 5 constitute braking force generating means for generating braking force on the vehicle. ing.
A discharge destination of a pump 102 that sucks brake fluid from a unique master reservoir 3a of the master cylinder 3 is connected to the second pipe line portion A2. The pump 102 passes through the pump 102 side and the pump 102 to the discharge pipe B connecting the discharge port and the second pipe part A2 and the suction pipe C connecting the suction port of the pump 102 and the master reservoir 3a. A check valve is provided so that the brake fluid does not flow backward from the second pipe portion A2 to the master reservoir 3a side.
[0015]
The first and second wheel cylinders 4 and 5 are provided with wheel cylinder pressure sensors 31 and 32, respectively. These wheel cylinder pressure sensors 30 and 31 are applied to the wheel cylinders. Detect brake fluid pressure. The wheel cylinder pressure sensors 31 and 32 are not necessarily arranged in the first and second wheel cylinders 4 and 5. For example, a brake equivalent to the wheel cylinders 4 and 5 in the second pipe portion A <b> 2. You may make it arrange | position in the site | part used as hydraulic pressure.
[0016]
The right front wheel FR and the left rear wheel RL are respectively provided with wheel speed sensors 20 and 21 such as an electromagnetic pickup type in order to detect the wheel speed. The wheel speed signals detected by the wheel speed sensors 20, 21 and the outputs from the wheel cylinder pressure sensors 31, 32, the output from the stroke sensor 30, and the output from the brake switch 22 are sent to an electronic control unit (ECU). ) 50, and the electronic control unit 50 executes arithmetic processing as shown in the flowchart of FIG. 2 to be described later.
[0017]
The electronic control unit 50 is configured by a microcomputer including a CPU, ROM, RAM, I / O interface, and the like. In addition, the electronic control unit 50 processes the wheel speed signals detected by the wheel speed sensors 20 and 21 as described above, and sends predetermined control signals to the control valve 101 and the pump 102 to perform respective operations. Control.
[0018]
In the brake device of the present embodiment configured as described above, the pressure increasing means 100 for increasing the wheel cylinder pressure applied to each wheel cylinder 4 and 5 under a predetermined condition is configured by the control valve 101 and the pump 102, and is electronically controlled. Controlled by device 50.
In this embodiment, as the control valve 101, a two-port two-position valve that changes the port when the valve body is supplied with electric power based on a signal from the electronic control device 50 and switches the port is adopted. is doing. Note that the port position of the control valve 101 shown in FIG. 1 indicates a state in which power is supplied based on a signal from the electronic control device 50, and the port position is in a communication state during normal braking in which power is not supplied. It is in.
[0019]
In the above description, only the configuration of the first piping system A has been described in detail, but the same configuration can also be adopted in the second piping system of the left front wheel-right rear wheel. Avoid.
Next, the contents of arithmetic processing in the electronic control device 50 will be described based on the flowchart of FIG.
[0020]
The flowchart of FIG. 2 starts with the ignition switch being turned on by the occupant, and initializes each flag, calculation value, and the like. First, in step 100, the wheel speed VW is calculated based on the outputs from the wheel speed sensors 20 and 21 described above. Next, at step 110, the vehicle body speed VB is calculated based on the wheel speed VW and the like. At this time, the maximum or average value of the wheel speed VW of each wheel may be adopted as the estimated vehicle body speed VB.
[0021]
In step 120, it is determined whether or not the brake switch 22 is on. If the occupant has not stepped on the pedal 1 and the vehicle is not in a braking state, that is, if the brake switch 2 is OFF, the process returns to step 100 to repeat the wheel speed VW calculation and the like. In step 120, if the vehicle is in a braking state and the brake switch 22 is in an on state, the process proceeds to step 130.
[0022]
In step 130, based on the output from the stroke sensor 22, a pedal stroke PS, which is a brake pedal operation amount when the occupant depresses the brake pedal 1, is calculated. Next, in step 140, a pedal stroke change amount dPS which is an operation change amount of the brake pedal 1 is calculated.
In step 150, it is determined whether or not the vehicle body deceleration dVB is larger than a predetermined value KV. The predetermined value KV can be set to a relatively large value. For example, the predetermined value KV may be set to about 0.4 G when the vehicle body decelerates when the passenger steps on the brake suddenly. Here, when it is determined that the vehicle body deceleration dVB is less than or equal to the predetermined value KV, the process returns to step 100. When it is determined that the vehicle body deceleration dVB is greater than the predetermined value KV, the process proceeds to step 160.
[0023]
In step 160, it is determined whether or not the pedal stroke amount PS is larger than a predetermined value KP. In other words, it is possible to determine whether or not the occupant depresses the brake pedal 1 to some extent to apply more braking than a predetermined amount to the vehicle. For example, whether the vehicle is merely requesting deceleration of the vehicle speed or toward the target position. The pedal stroke amount PS can be used to determine whether or not to stop the vehicle.
[0024]
If it is determined in step 160 that the pedal stroke amount PS is less than or equal to the predetermined value KP, the process returns to step 100. If it is determined that the pedal stroke amount PS is greater than the predetermined value KP, the process returns to step 170. move on. In step 170, it is determined whether or not the pedal stroke change amount dPS is within a predetermined range. That is, it is determined whether the pedal is depressed to a certain extent while the pedal 1 is depressed, or whether the pedal is depressed or returned by the occupant.
[0025]
If it is determined in step 170 that the pedal stroke change amount dPS is outside the predetermined range, that is, if it is determined that the stroke of the pedal 1 is changing, the process returns to step 100, and the stroke of the pedal 1 is substantially reduced. If it is determined that it is constant, the process proceeds to step 180, and the increase means is executed. If it is determined in step 170 that the pedal stroke change amount dPS is out of the predetermined range, the control valve 101 is brought into communication, so that the master cylinder pressure formed according to the occupant's intention is applied to the wheel cylinder. It is done.
[0026]
That is, when the pedal 1 is depressed and the occupant holds the pedal, the brake fluid pressure applied to the first and second wheel cylinders 4 and 5 is increased by the step 180. The pressure is increased by 100 to increase the braking force of the vehicle. That is, the control valve 101 and the pump 102 are energized, the control valve 101 is shut off, and the pump 102 sucks the brake fluid from the master reservoir 3a and discharges it to each wheel cylinder. Along with this, the deceleration of the vehicle body is increased.
[0027]
The effect in the above flow is demonstrated based on FIG.
In FIG. 3, it is assumed that the pedal 1 is gradually depressed by the occupant from time 0 to time t0, and the vehicle body deceleration dVB becomes G1, which is a value larger than the predetermined value KV. If the pedal is held by the occupant in this pedal stroke state and the pedal stroke hardly changes, the braking force is increased by the increasing means during this period, and the deceleration of the vehicle body increases from the deceleration G1 to the deceleration G2. Is done. Therefore, when there is a predetermined deceleration or more, even when the occupant holds the pedal 1 without stepping on, the braking force is gradually increased by the increasing means, and the vehicle body deceleration can be earned. . Even if the pedal 1 is held, the braking force is increased and the deceleration is increased, so that the braking force can be ensured without increasing the burden of the pedal depression force on the occupant.
[0028]
Here, if the occupant further depresses the brake pedal from time t0 to time t1, the amount of change in the pedal stroke is greater than or equal to a predetermined amount, so that the deceleration increasing means is not executed and the operation from the deceleration G2 to the pedal 1 is performed. Thus, the wheel cylinder pressure is increased and the braking force corresponding to the pedal operation is increased.
If the occupant weakens the depression of the brake pedal from time t0 to t2, the wheel cylinder pressure is reduced and the braking force is reduced according to this pedal operation, and the vehicle body deceleration dVB is also reduced.
[0029]
However, the return of the pedal from t0 to t2 is not due to the occupant's intention to reduce the braking force, but is due to a pedal adjustment failure by the occupant or the pedal return operation lost to the pedal reaction force. In such a case, it is assumed that the passenger holds the pedal again at time t2. Then, there is a deceleration greater than the predetermined value KV and a pedal stroke greater than the predetermined value KP, and the increase means increases the brake fluid pressure applied to the wheel cylinder while the pedal is held while the pedal is held. And increase the braking force. Then, for example, in a state where a predetermined deceleration and a predetermined pedal stroke are satisfied even in a state where a brake panic has occurred, even if the occupant weakens the pedal depression to some extent, if the pedal depression is held later, The braking force is increased, and the deceleration can be ensured.
[0030]
Similarly, even if the occupant weakens the pedal depression from time t2 to time t3, the deceleration is reduced while the pedal is moving, but when the pedal is held at time t3. In this case, the braking force is increased and the deceleration is secured. In this way, when returning and holding the pedal is repeated while the predetermined condition is satisfied, the braking force is increased when the pedal is held by the increasing means, so that a braking force of a certain level or more is applied. Can always keep.
[0031]
If the pedal stroke PS becomes smaller than the predetermined value KP at time t4, for example, it is assumed that the panic braking has been canceled, or that the occupant has estimated that the vehicle will stop at the target position as the stop target of the vehicle. Is prohibited, the wheel cylinder pressure is adjusted according to the operating state of the pedal 1, and the wheel cylinder pressure is reduced as usual. When the pedal is no longer depressed, the brake pedal is completely returned to the normal braking state, the wheel cylinder pressure becomes zero, and the braking force becomes zero.
[0032]
As described above, in the brake device according to the present invention, the pedal operation amount is substantially constant when a predetermined condition is satisfied, for example, when the deceleration exceeds a certain level or when the pedal operation amount exceeds a predetermined value. At this time, the brake fluid pressure applied to the wheel cylinder is increased at a predetermined increase rate to gradually increase the braking force. When the pedal is returned or depressed, the braking force is increased or decreased according to this operation state. Therefore, if the occupant depresses the brake pedal 1 so that the vehicle body deceleration dVB is large, a large braking force can be obtained only by holding the pedal thereafter. Even if the pedal is gradually returned, the braking force can be maintained at a certain level or higher if the pedal is held at intervals. In addition, when trying to secure a constant braking force, it can be realized by repeating the pedal returning operation and holding, and by setting the pedal depression state to be constant as in the conventional case, the constant braking force is maintained. It is possible to reduce the burden on the occupant compared to when securing the vehicle. Further, according to the present invention, not only the effect of preventing the wheel cylinder pressure from being lowered due to unintentional pedal return by the occupant in the panic braking state, but also, for example, panic braking in step 150 of the present embodiment, etc. When the detection of the state is omitted, the wheel cylinder pressure increases and the vehicle can be stopped simply by the passenger operating the small stroke pedal and holding this stroke. At this time, if it is determined by the occupant's sense that the deceleration of the vehicle is too large, the pedal is returned and the vehicle deceleration can be adjusted to decrease. In other words, in the pedal operation of the occupant, almost no additional pedal operation is required, and the braking action can be executed simply by holding and returning operations at a predetermined stroke.
[0033]
The present invention is not limited to the above-described embodiments, and various modifications can be made as described below.
For example, in the above-described embodiment, as shown in FIG. 1, when the deceleration increasing means in step 180 is performed, the suction of the brake fluid by the pump 102 is performed from the master reservoir 3a. For example, as shown in FIG. 4, the brake fluid is sucked from the first pipeline part A1 and discharged to the second pipeline part A2, so that the wheel cylinder pressures PW1, 2 are increased. Good. At this time, the amount of brake fluid in the master cylinder 3 and the first pipe line portion A1 decreases, so that the master cylinder pressure is also reduced. Therefore, even if the occupant strongly depresses the brake pedal, the pedal can be further depressed with a low burden on the occupant's pedaling force without receiving a large pedal reaction force by reducing the master cylinder pressure. .
[0034]
In the above-described embodiment, the two-position valve is adopted as the control valve 101 in the increasing means 100. However, the second pipe portion that is raised when the increasing means in step 180 is performed regardless of this. A configuration capable of holding the pressure of A2 or the wheel cylinder pressure, for example, a throttle or a differential pressure valve set to a considerably large differential pressure value may be used. That is, the pressure holding in the second pipe portion A2 is not limited to being realized by prohibiting the flow of brake fluid from the wheel cylinders 4 and 5 to the master cylinder 3 as in a two-position valve. Even if the flow of the brake fluid from the wheel cylinders 4 and 5 to the master cylinder 3 is simply limited, this can be achieved.
[0035]
Further, in the above-described embodiment, the increasing means of step 180 is executed when the vehicle body deceleration dVB larger than the predetermined value and when the pedal stroke is larger than the predetermined value. However, such a condition is taken into consideration. It may be executed whenever the vehicle is in a braking state without doing so.
Further, in step 170 of the above-described flowchart, the process returns to step 100 only when the pedal stroke change amount changes to the pedal stroke decrease side by a predetermined amount, and when the pedal is held within the predetermined range and the pedal stroke increases, the process proceeds to step 180. May be executed. That is, when the pedal is held and the pedal is stepped on, an increase by the pump is performed. At this time, for example, when the pedal is stepped on, the increase amount of the wheel cylinder pressure by the increasing means may be adjusted according to the pedal stroke or the stroke change amount. That is, the discharge rate is adjusted by changing the duty ratio of the pump drive, or the shutoff communication position of the control valve 101 is duty controlled to control the holding ratio of the pressure on the wheel cylinder side, thereby increasing the increase amount of the wheel cylinder pressure. You may adjust. For example, the increase rate of the wheel cylinder pressure can be increased by increasing the cutoff ratio in the cutoff and communication of the control valve 101. At this time, the cutoff ratio may be increased with time from the start of the braking action. Even in this case, at least the wheel cylinder pressure in the substantial holding state of the pedal stroke can be prevented, that is, the vehicle body deceleration can be prevented, the braking distance can be shortened, and the occupant's pedal operation burden when the pedal is increased Can be reduced. Such control can also be realized in the configuration shown in FIG. 4, or can be realized by replacing the control 101 with a known proportional control valve. That is, a proportional control valve that attenuates the upstream pressure based on a damping ratio corresponding to a predetermined piston area ratio and flows to the downstream side is connected to the pressure on the second pipe part A2 side, that is, the wheel cylinder side. Further, the connection is made so that the downstream pressure is on the first pipe line part A1, that is, on the master cylinder 3 side. In this way, the flow of the brake fluid from the master cylinder side to the wheel cylinder side is substantially performed without pressure attenuation, and the flow of the brake fluid from the wheel cylinder to the master cylinder side is a pressure decay of a predetermined ratio. To be realized. The brake fluid pressure at which this pressure decay occurs, so-called break point pressure, is determined by the spring stress built in the proportional control valve. Therefore, when the master cylinder pressure is smaller than the breakpoint pressure, when the brake fluid is sucked from the first pipeline part A1 by the pump 102 and discharged to the second pipeline part A2, the wheel cylinder Since the pressure on the side is not held by the action of the damping flow of the proportional control valve, an increase in the brake fluid pressure applied to the wheel cylinder is not realized. That is, the wheel cylinder pressure and the master cylinder pressure are substantially the same pressure. Needless to say, the master cylinder pressure and the wheel cylinder pressure are substantially the same even when the pressure on the wheel cylinder side becomes equal to or higher than the breakpoint pressure. On the other hand, if the master cylinder pressure is equal to or higher than the breakpoint pressure, the holding action by the proportional control valve is exhibited if the brake fluid amount on the wheel cylinder side increases due to the discharge of brake fluid from the pump 102. That is, since the brake ray flows while the pressure is attenuated at a predetermined ratio with respect to the master cylinder pressure, the wheel cylinder pressure is amplified at a predetermined ratio when viewed from the master cylinder side. When such a proportional control valve is used, if the above-mentioned breakpoint pressure is set to substantially atmospheric pressure, for example, if the brake pedal is depressed and a master cylinder pressure is generated, the master cylinder pressure is adjusted. As a result, the wheel cylinder pressure is increased. At this time, the increasing ratio of the wheel cylinder pressure depends on the master cylinder pressure. That is, since it is proportional to the master cylinder pressure, the driver's intention to brake is respected. If a well-known load sensing proportioning valve or the like is used, the breakpoint pressure can be varied. For example, the breakpoint pressure is electronically controlled according to the pedal stroke or the master cylinder pressure to amplify the wheel cylinder pressure. It can be feasible. In other words, the standard breakpoint pressure is set to 15 to 40 (* 10 Pa) value corresponding to the master cylinder pressure at the time of relatively sudden braking, and the breakpoint pressure is decreased with time from the start of brake operation. Also good. Note that the change of the break point pressure is not limited to the structure of the load sensing proportioning valve because the spring stress may be changed.
[Brief description of the drawings]
FIG. 1 is a model diagram of a vehicle brake device to which the present invention is applied.
FIG. 2 is a flowchart showing the contents of arithmetic processing performed by the electronic control unit 50.
FIG. 3 is a characteristic diagram showing the operation of the vehicle brake device to which the present invention is applied.
FIG. 4 is a model diagram of a vehicle brake device according to another embodiment.
[Explanation of symbols]
1 Brake pedal
2 Booster
3 Master cylinder
3a Master reservoir
4 First wheel cylinder
5 Second wheel cylinder
20, 21 Wheel speed sensor
22 Brake switch
30 Stroke sensor
31, 32 Wheel cylinder pressure sensor
50 Electronic control unit
100 Pressure increasing means
101 Control valve
102 pump

Claims (8)

A pedal stroke detecting means for detecting an operation stroke of the brake pedal; a braking force generating means for generating a braking force on the vehicle in accordance with the operation stroke of the brake pedal;
Judging means for judging whether an operation stroke of the brake pedal is constant,
While the condition that the operation stroke detected by the pedal stroke detection means is equal to or greater than a predetermined value and the determination means determines that the operation stroke is constant, the braking force generated by the braking force generation means is applied. Means for increasing continuously,
A vehicle brake device comprising: A pedal stroke detecting means for detecting an operation stroke of the brake pedal; a braking force generating means for generating a braking force at a rate of change corresponding to the operation stroke of the brake pedal;
Judging means for judging whether an operation stroke of the brake pedal is constant,
While the condition that the operation stroke detected by the pedal stroke detection means is greater than or equal to a predetermined value and the determination means determines that the operation stroke is constant, the braking force generated in the vehicle is controlled. Increasing means for continuously increasing at a rate of change greater than the rate of change of braking force in the power generating means;
A vehicle brake device comprising: The braking force generating means gives a deceleration to the vehicle body according to the brake fluid pressure,
The increasing means satisfies the condition that the operation stroke detected by the pedal stroke detecting means is equal to or greater than a predetermined value, and continuously increases the brake fluid pressure to reduce the vehicle body while the determination means makes an affirmative determination. 3. The vehicle brake device according to claim 1, wherein the speed is continuously increased.   The increase in braking force is prohibited when the predetermined condition is not satisfied in the increasing means, and the increase / decrease in braking force is adjusted according to the predetermined command in the braking force generating means. The brake device for vehicles in any one of Claim 1 thru | or 3.   The vehicular brake device according to any one of claims 1 to 4, wherein an increase in braking force by the increasing means is prohibited when the brake fluid pressure is not generated. The increase means prohibits execution of the increase means when a negative determination is made by the determination means, and shifts execution of adjustment of the braking force applied to the vehicle to the braking force generation means.
The said braking force generation means increases / decreases the braking force applied to a vehicle from the braking force value increased by the said increase means based on the operation stroke of the said brake pedal. The brake device for vehicles as described in. The braking force generating means is
Brake fluid pressure generating means for generating brake fluid pressure according to the command;
Wheel braking force generating means for receiving the brake fluid pressure and generating braking force on the wheel;
A conduit for communicating the brake fluid pressure generating means and the wheel braking force generating means,
The increasing means includes a flow restricting means for restricting a flow of brake fluid from the wheel braking force generating means side to the brake fluid pressure generating means side in the pipeline, the wheel braking force generating means, and the flow restricting means; The vehicle brake device according to claim 1, further comprising a discharge unit that discharges brake fluid to the pipe line.   While the pedal is held in the pedal operation of the occupant during vehicle braking, the braking force applied to the vehicle is gradually increased at a predetermined increase rate, and when the occupant performs an operation to return the pedal operation, based on this operation A braking device for a vehicle, wherein the braking force applied to the vehicle is reduced.

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