JP2006056406A - Brake fluid pressure control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake fluid pressure control device for a vehicle capable of easily and quickly performing mounting work. <P>SOLUTION: The brake fluid pressure control device S for the vehicle is provided with a pump body 100 formed with an oil passage at the inside; a pump for feeding a brake fluid to the oil passage; a motor 600 for driving the pump; a solenoid valve for opening/closing the oil passage; a detection part 300 for detecting at least one kind of physical amount relating to motion of the vehicle; and a control part 200 for controlling the motor 600 and the solenoid valve based on the physical amount detected by the detection part 300. The device is characterized in that the pump, the solenoid valve, the motor 600, the detection part 300 and the control part 200 are integrally fixed to the pump body 100. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle brake hydraulic pressure control device.

2. Description of the Related Art Conventionally, there is known a vehicle brake fluid pressure control device that controls the magnitude of brake fluid pressure applied to a brake based on a physical quantity detected by an acceleration sensor, an angular velocity sensor, or the like (see, for example, Patent Document 1).
JP 2000-346869 A (see paragraphs 0015 to 0016, FIG. 2)

  By the way, the vehicle brake hydraulic pressure control device is attached to the front side of the vehicle, whereas the above-described acceleration sensor or the like is attached to the central portion of the vehicle. A harness for electrical connection is indispensable, and it is necessary to wire this harness in a limited space in the vehicle. Therefore, it takes a lot of time and effort to install the harness.

  From such a viewpoint, an object of the present invention is to provide a vehicular brake hydraulic pressure control device that has a small number of parts and can perform a mounting operation simply and quickly.

  The present invention devised to solve such problems includes a pump body in which an oil passage is formed, a pump that supplies brake fluid to the oil passage, a motor that drives the pump, and the oil An electromagnetic valve that opens and closes a road, a detection unit that detects at least one physical quantity related to the movement of the vehicle, and a control unit that controls the motor and the electromagnetic valve based on the physical quantity detected by the detection unit; , Wherein the pump, the solenoid valve, the motor, the detection unit, and the control unit are integrally fixed to the pump body.

  According to such a brake fluid pressure control device for a vehicle, in addition to the pump, the motor, the electromagnetic valve, and the control unit for controlling them, the detection unit for detecting a physical quantity necessary for control by the control unit is also integrated with the pump body. Since it is fixed, the number of parts can be reduced as compared with the conventional one, and further, wiring work of a harness that requires labor and time can be greatly reduced. That is, according to this vehicle brake hydraulic pressure control device, the mounting operation can be performed easily and quickly.

The pump, motor, solenoid valve, control unit, and detection unit may be directly fixed to the base body, or may be indirectly fixed via a housing, a bracket, or the like.
Examples of the “physical quantity related to the movement of the vehicle” include acceleration, angular velocity, angular acceleration, and the like.

  The vehicle brake hydraulic pressure control apparatus according to the present invention further includes a correction unit that calculates a physical quantity with respect to a reference axis when performing vehicle attitude control based on the physical quantity detected by the detection unit. There may be.

  In this way, for example, even if the sensitivity direction of the detection unit and the direction of the reference axis (for example, the vehicle body axis or the vertical axis) do not coincide with each other, the physical quantity detected by the detection unit does not match the reference axis. It will be corrected to the reference physical quantity. In other words, when installing this vehicle brake hydraulic pressure control device at the appropriate place in the vehicle, it is not necessary to match the direction of sensitivity of the detection unit with the direction of the reference axis, so the mounting position and mounting angle can be freely selected. Is possible.

  According to the vehicle brake hydraulic pressure control device of the present invention, it is possible to reduce the number of parts as compared with the conventional one, and further, it is possible to greatly reduce the wiring work of a harness that requires labor and time. Therefore, it is possible to easily and quickly perform the mounting operation.

  BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, the best mode for carrying out a vehicle brake hydraulic pressure control device according to the present invention will be described in detail with reference to the accompanying drawings.

First, a configuration common to the embodiments will be described in detail with reference to the hydraulic circuit shown in FIG.
As shown in this figure, a vehicle brake hydraulic pressure control device S (hereinafter referred to as “hydraulic pressure control device S”) includes a master cylinder M and wheels that generate brake hydraulic pressure in accordance with the pedaling force applied to the brake pedal P. The brake pedal P is disposed between the brakes FL, RR, RL, and FR, and is normally an oil passage communicating from the inlet port 121 to the outlet port 122 in the hydraulic pressure control device S. Is transmitted to each wheel brake FL, RR, RL, FR.

  The hydraulic pressure control device S has two control valve means V, V corresponding to each wheel brake FL, RR in an oil passage (hereinafter referred to as “first system”) starting from the output port M1 of the master cylinder M. Similarly, two control valve means V, V are provided corresponding to the wheel brakes RL, FR in an oil passage (hereinafter referred to as “second system”) starting from the output port M2. . The hydraulic pressure control device S is provided with a reservoir 3, a pump 4, a damper 5, an orifice 5a, a regulator R, a suction valve 7, and a storage chamber 7a in each of the first system and the second system. Furthermore, a common electric motor 600 for driving the first system pump 4 and the second system pump 4 is provided. In the present embodiment, the pressure sensor 8 is provided only in the second system.

  In the following, the oil passage from the output ports M1, M2 of the master cylinder M to each regulator R is referred to as “output hydraulic pressure passage A”, and the oil passage from the first system regulator R to the wheel brakes FL, RR and The oil passages from the second system regulator R to the wheel brakes RL and FR are respectively referred to as “wheel hydraulic pressure passage B”. In addition, an oil path from the output hydraulic pressure path A to the pump 4 is referred to as “suction hydraulic pressure path C”, an oil path from the pump 4 to the wheel hydraulic pressure path B is referred to as “discharge hydraulic pressure path D”, and The oil path from the wheel hydraulic pressure path B to the suction hydraulic pressure path C is referred to as “release path E”.

  The control valve means V opens the wheel hydraulic pressure path B while blocking the release path E, blocks the wheel hydraulic pressure path B while opening the release path E, and blocks the wheel hydraulic pressure path B and releases it. It has a function of switching the state of shutting off the path E, and includes an inlet valve 1 made up of a normally open type electromagnetic valve, an outlet valve 2 made up of a normally closed type electromagnetic valve, and a check valve 1a.

  The reservoir 3 has a function of absorbing brake fluid pressure that is released when each outlet valve 2 is opened. Further, between the reservoir 3 and the pump 4, a check valve 3a that allows only the inflow of brake fluid from the reservoir 3 side to the pump 4 side is interposed.

  The pump 4 has a function of sucking the brake fluid stored in the reservoir 3 and discharging it to the discharge hydraulic pressure path D. As a result, the pressure state of the output hydraulic pressure path A and the wheel hydraulic pressure path B reduced by the absorption of the brake hydraulic pressure by the reservoir 3 is recovered. Further, in this pump 4, a cut valve 6 which will be described later blocks inflow of brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B, and a suction valve 7 which will be described later opens the suction hydraulic pressure path C. The brake fluid stored in the master cylinder M, the output hydraulic pressure path A, the suction hydraulic pressure path C, and the storage chamber 7a is sucked and discharged to the discharge hydraulic pressure path D. This makes it possible to apply brake fluid pressure to each wheel brake FL, RR, RL, FR during non-pedal operation.

  The damper 5 and the orifice 5a attenuate the pulsation of the pressure of the brake fluid discharged from the pump 4 and the pulsation generated by the operation of the regulator R described later by the cooperative action.

  The regulator R has a function of switching between a state where the brake fluid is allowed to flow from the output hydraulic pressure passage A to the wheel hydraulic pressure passage B and a state where the brake fluid is blocked, and a brake fluid flow from the output hydraulic pressure passage A to the wheel hydraulic pressure passage B. A cut valve 6 having a function of adjusting the brake fluid pressure in the wheel fluid pressure passage B and the discharge fluid pressure passage D to a set value or less when the inflow is interrupted, A check valve 6a and a relief valve 6b are provided.

  The suction valve 7 is a normally closed electromagnetic valve, and switches between a state in which the suction fluid pressure path C is opened and a state in which it is shut off. The suction valve 7 is in a non-pedal operation, and when the cut valve 6 is in a state of blocking the inflow of brake fluid from the output hydraulic pressure path A to the wheel hydraulic pressure path B, in other words, in the non-pedal operation. When the brake fluid pressure is applied to the wheel brakes FL, RR, RL, FR, it is opened (opened) by the control unit 200 shown in FIG.

  The storage chamber 7 a is the suction fluid pressure path C and is provided between the pump 4 and the suction valve 7. The storage chamber 7a stores brake fluid, and the capacity of the brake fluid stored in the suction fluid pressure path C is thereby substantially increased.

  The pressure sensor 8 measures the brake hydraulic pressure in the output hydraulic pressure path A, and the measurement result is taken into the control unit 200 shown in FIG.

  Next, the operation of the hydraulic pressure control device S will be described in detail.

(Normal time)
During normal braking (normal time) when each wheel is not likely to lock, the regulator R is in a state of allowing the brake fluid to flow from the output hydraulic pressure path A to the wheel hydraulic pressure path B, and the intake valve 7 Is in a state of shutting off the suction hydraulic pressure path C, and the control valve means V is in a state of shutting off the release path E while opening the wheel hydraulic pressure path B. That is, the brake fluid pressure generated due to the depression force of the brake pedal P acts on the wheel brakes FL, RR, RL, FR as it is.

(Anti-lock brake control)
When the wheel is about to enter the locked state while the brake pedal P is being depressed, anti-lock brake control is started by the control unit 200 shown in FIG. Here, the anti-lock brake control means that the control valve means V corresponding to the wheel brake of the wheel which is likely to enter the locked state is controlled, and the brake fluid pressure acting on the wheel brake is reduced, increased or kept constant. That means. Even during anti-lock brake control, the regulator R is in a state of allowing the brake fluid to flow from the output hydraulic pressure path A to the wheel hydraulic pressure path B, and the intake valve 7 is in a state of blocking the intake hydraulic pressure path C. It is in.

  In the following, the operation of the control valve means V during antilock brake control will be described on the assumption that the left front wheel (wheel braked by the wheel brake FL) is about to enter the locked state.

  In order to reduce the brake fluid pressure acting on the wheel brake FL, the inlet valve 1 is excited and closed (closed) by the control unit 200 shown in FIG. 2, and the outlet valve 2 is excited and opened ( Open the valve. In this way, the brake fluid in the wheel fluid pressure path B communicating with the wheel brake FL flows into the reservoir 3 through the release path E, and as a result, the brake fluid pressure acting on the wheel brake FL is reduced.

  In order to keep the brake fluid pressure acting on the wheel brake FL constant, the control unit 200 shown in FIG. 2 excites the inlet valve 1 to close it and closes the outlet valve 2 to close it. Set to the (closed) state. If it does in this way, brake fluid will be confine | sealed in the oil path closed by the wheel brake FL, the inlet valve 1, and the outlet valve 2, As a result, the brake fluid pressure which was acting on the wheel brake FL will become constant. Retained.

  When increasing the brake fluid pressure acting on the wheel brake FL, the control unit 200 shown in FIG. 2 demagnetizes the inlet valve 1 to open (open), and demagnetizes the outlet valve 2 to close (close). Valve). In this way, the brake fluid pressure generated due to the depression force of the brake pedal P directly acts on the wheel brake FL, and as a result, the brake fluid pressure acting on the wheel brake FL is increased.

  During the anti-lock brake control, the electric motor 600 is driven, and the pump 4 is activated accordingly. Then, the brake fluid stored in the reservoir 3 by the pump 4 is returned to the wheel hydraulic pressure passage B via the discharge hydraulic pressure passage D. Further, the pulsation generated in the discharge hydraulic pressure path D and the like by the operation of the pump 4 is absorbed and suppressed by the cooperative action of the damper 5 and the orifice 5a, so that the brake pedal P can be operated even if the pump 4 is operated. Feeling is not hindered.

(Brake control during non-pedal operation)
During non-pedal operation, skid control and traction control are started by the control unit 200 shown in FIG. 2 according to the state of the vehicle. Here, the operation of the hydraulic pressure control device S will be described assuming that the left front wheel (the wheel braked by the wheel brake FL) is braked when the pedal is not operated.

  When braking the left front wheel during non-pedal operation, the control unit 200 shown in FIG. 2 excites the cut valve 6 to bring it into a closed (closed) state and excites the intake valve 7 to open (open). In the control valve means V other than the control valve means V corresponding to the wheel to be braked, the inlet valve 1 is excited and closed (closed), and in this state, the pump 4 is electrically operated. The motor 600 is driven. In this way, the brake fluid stored in the master cylinder M, the output hydraulic pressure path A, the suction hydraulic pressure path C, and the storage chamber 7a is discharged to the discharge hydraulic pressure path D by the pump 4, and the cut valve 6 is further turned on. Since the inlet valve 1 that is closed and communicates with the wheel brake FL is opened, the brake fluid supplied to the discharge fluid pressure passage D flows only into the wheel fluid pressure passage B that communicates with the wheel brake FL, As a result, the brake fluid pressure acts on the wheel brake FL, and the left front wheel is braked.

  When the brake fluid pressure in the wheel fluid pressure passage B and the discharge fluid pressure passage D exceeds a set value due to brake control during non-pedal operation, the relief valve 6b functions to cause the wheel fluid pressure passage B and the discharge fluid to flow. The brake fluid in the hydraulic pressure path D is released to the output hydraulic pressure path A, and as a result, it is avoided that excessive brake hydraulic pressure acts on the wheel brake FL.

  Further, since the pulsation generated in the discharge hydraulic pressure path D and the like by the operation of the regulator R is absorbed and suppressed by the cooperative action of the damper 5 and the orifice 5a, the operation sound caused by the pulsation is also reduced.

  A specific structure of the hydraulic pressure control device S will be described in detail with reference to FIGS.

  The hydraulic pressure control device S is attached to the front side of the vehicle, and as shown in FIG. 2, the pump body 100 and a control unit 200 fixed directly or indirectly to the pump body 100. The detection unit 300, the correction unit 400, and the electric motor 600 are provided.

  The pump body 100 is a metal part formed in a substantially rectangular parallelepiped, and holes (holes) for installing various devices such as electromagnetic valves are appropriately formed on each surface, and the inside is shown in FIG. Oil paths (output hydraulic pressure path A, wheel hydraulic pressure path B, suction hydraulic pressure path C, discharge hydraulic pressure path D, release path E shown in FIG. 1) are formed to communicate with each of the wheel brakes FL, RR, RL, FR shown. Has been. In the present embodiment, the first system is constructed in the left half of the pump body 100, and the second system is constructed in the right half.

  The first mounting surface 101 of the pump body 100 is formed with four inlet valve mounting holes 111, four outlet valve mounting holes 112, two cut valve mounting holes 116, and two suction valve mounting holes 117 in the upper half portion thereof. Two reservoir holes 113 and a pressure sensor mounting hole 118 are formed in the lower half portion thereof. Each inlet valve mounting hole 111 is mounted with an inlet valve 1 (see FIG. 1) made of a normally open type electromagnetic valve, and each outlet valve mounting hole 112 has an outlet valve made of a normally closed type electromagnetic valve. 2 (see FIG. 1) is mounted. Each cut valve mounting hole 116 is mounted with a cut valve 6 (see FIG. 1) made of a normally open type electromagnetic valve, and each intake valve mounting hole 117 is cut with a normally closed type electromagnetic valve. 7 (see FIG. 1) is mounted. Further, the above-described four outlet ports 122 are formed on the upper surface 103 of the pump body 100.

  As shown in FIG. 3, the second mounting surface 102 of the pump body 100 has two inlet ports (not shown), a through hole 131 penetrating to the first mounting surface 101 side, and an output shaft of the electric motor 600. A motor mounting hole 132 to which 501 is attached is formed. In addition, a step-like vent hole 133 communicating with the through hole 131 is formed on the lower surface 104 of the pump body 100.

  As shown in FIG. 2, on the side surfaces 105 and 106 of the pump body 100, a pump hole 114 for attaching parts and the like constituting the pump 4 (see FIG. 1) and a lid are attached to the opening to attach the damper. One damper hole 115 functioning as 5 (see FIG. 1) is formed. The pump hole 114 communicates with the motor mounting hole 132 as shown in FIG.

  Here, the holes described above communicate with each other directly or via an oil passage formed inside the pump body 100. Specifically, an inlet port (not shown) communicates with the cut valve mounting hole 116 and the suction valve mounting hole 117, and the cut valve mounting hole 116 is connected to the inlet valve mounting holes 111 and 111 via the damper holes 115. Communicated with. Further, each inlet valve mounting hole 111 communicates with an outlet valve mounting hole 112, and each outlet valve mounting hole 112 communicates with an outlet port 122. Each outlet valve mounting hole 112 communicates with a reservoir hole 113, and the reservoir hole 113 communicates with a pump hole 114. The suction valve mounting hole 117 is also in communication with the pump hole 114, and the pump hole 114 is in communication with the inlet valve mounting holes 111 and 111 through the damper hole 115.

  The control unit 200 controls the electromagnetic valve (the inlet valve 1, the outlet valve 2, the cut valve 6, and the suction valve 7 shown in FIG. 1) and the electric motor 600 based on the physical quantity detected by the detection unit 300. The substrate 21 is mounted with an IC chip (not shown). The substrate 21 is accommodated in a control housing 210 that is fixed to the first mounting surface 101 of the pump body 100.

  The control housing 210 includes a control case 211 having a support plate portion 211a in which a connection terminal with the substrate 21 is embedded, and a control cover 212 that seals an opening on the substrate 21 side of the control case 211. It is fixed to the first mounting surface 101 of the body 100 via a seal member. In addition, as shown in FIG. 3, the electromagnetic coil 213 for driving the solenoid valve installed in the pump body 100 is attached to the surface at the side of the pump body 100 of the support plate part 211a.

  The detection unit 300 illustrated in FIG. 2 detects a physical quantity related to the movement of the vehicle, and includes various sensors such as an acceleration sensor and an angular velocity sensor. The “physical quantity related to the movement of the vehicle” includes, for example, acceleration, angular velocity, angular acceleration, and the like.

  The correction unit 400 shown in FIG. 2 corrects the physical quantity detected by the detection unit 300 to a physical quantity with respect to a reference axis when performing vehicle attitude control based on angle information related to the mounting angle of the detection unit 300. is there.

Hereinafter, specific configurations of the detection unit 300 and the correction unit 400 will be described.
In each of the following embodiments, as shown in FIGS. 4A and 4B, two axes orthogonal to each other in the horizontal plane (an axis in the left-right direction of the vehicle body and an axis in the front-rear direction of the vehicle body) are used as reference axes. X and the reference axis Y are referred to, and an axis (axis in the vehicle body vertical direction) orthogonal to the reference axis X and the reference axis Y is referred to as a reference axis Z. In addition, the reference axis Y is forward positive, the reference axis X is right positive, and the reference axis Z is upward positive. Regarding the rotation angle, the direction from the reference axis X to the reference axis Y, the direction from the reference axis X to the reference axis Z, and the direction from the reference axis Z to the reference axis Y are defined as “positive”.

(First embodiment)
As shown in FIG. 2, the detection unit 300 of the hydraulic pressure control device S according to the first embodiment includes three acceleration sensors 31, 32, and 33 that detect acceleration.

The acceleration sensors 31 and 32 are formed on the substrate 21 constituting the control unit 200 in a state in which the directions of the sensitivity axes p and q are deviated from the directions of the reference axes X and Y (see FIGS. 4A and 4B). It is attached. More specifically, the sensitivity axis p of the acceleration sensor 31 is inclined at an angle θ _H (see FIG. 5) with respect to the reference axis X in the horizontal plane including the reference axes X and Y, and the sensitivity axis of the acceleration sensor 32 is q is inclined at an angle θ _H (see FIG. 5) with respect to the reference axis Y in a horizontal plane including the reference axes X and Y. On the other hand, the acceleration sensor 33 is attached to the substrate 21 in a state in which the direction of the sensitivity axis r coincides with the direction of the reference axis Z (see FIGS. 4A and 4B). The sensitivity axes p, q, r are orthogonal to each other. As the acceleration sensors 31, 32, and 33, for example, a strain gauge type, a capacitance type, a piezoresistive type acceleration sensor, or the like can be used, but is not limited thereto. The acceleration sensors 31, 32, and 33 are connected to the correction unit 400 via a printed wiring (not shown) formed on the substrate 21 so that the detected signal (acceleration) is output to the correction unit 400. It has become.

  As illustrated in FIG. 6, the correction unit 400 includes a storage unit 41 and a calculation unit 42.

The storage means 41 includes angle information (in this embodiment, an inclination angle θ in relation to the angle formed between the reference axes X and Y (see FIG. 5) and the sensitivity axes p and q (see FIG. 5) of the acceleration sensors 31 and 32). _H ) and arithmetic expressions (1) and (2) to be described later are stored in advance, and are composed of a nonvolatile semiconductor memory such as an EEPROM (Electronically Erasable and Programmable Read Only Memory). The storage means 41 is connected to the calculation means 42 via a printed wiring (not shown). Thus, the angle information stored in the storage unit 41 can be read out by the calculation unit 42. Here, the EEPROM is an EPROM obtained by improving the ultraviolet erasable UV-EPROM so that it can be electrically erased instead of ultraviolet rays. Further, unlike the UV-EPROM, this EEPROM does not require a special erasing device, and has an advantage that it can be easily erased and rewritten while being incorporated in the system. In the present embodiment, the inclination angle θ _H stored in the storage means 41 is determined from the mounting angle of the detection unit 300 (see FIG. 2) to the vehicle body K (see FIG. 4), and is a design value or an actual measurement value. Determined from.

Based on the acceleration values A _p and A _q detected by the acceleration sensors 31 and 32 and the angle information (inclination angle θ _H ) stored in the storage unit 41, the calculation unit 42 uses the reference axes X and Y ( (See FIG. 5) Acceleration values A _X and A _Y acting in the direction are calculated. That is, the calculation means 42 is detected by the angle information stored in the storage means 41 and the functions (1) and (2) described later, and the read angle information and the acceleration sensors 31 and 32. A function for calculating acceleration values A _X and A _Y acting in the directions of the reference axes X and Y by sequentially substituting acceleration values A _p and A _q into arithmetic expressions (1) and (2) described later; At least. Although not shown in the correction unit 400, the signals output from the acceleration sensors 31, 32, and 33 are calculated by means for converting the acceleration values A _p , A _q , and A _r and the calculation unit 42. And means for outputting acceleration values A _X , A _Y , and A _Z to the control unit 200. In the present embodiment, the value A _r of the acceleration detected by the acceleration sensor 33, because it matches the acceleration values A _Z of the reference axis Z direction, without being corrected by the arithmetic unit 42, as control Is output to the unit 200.

The arithmetic expressions (1) and (2) are shown below.
A _X = A _p cos θ _H −A _q sin θ _H (1) (see FIG. 5)
A _Y = A _p sin θ _H + A _q cos θ _H (2) (see FIG. 5)

The acceleration values A _X and A _Y may be calculated by the following arithmetic expressions (1) ′ and (2) ′ instead of the arithmetic expressions (1) and (2). That is, calculate these composite vector A _pq from the detected acceleration vector A _q by the acceleration vector detected A _p and the acceleration sensor 32 by the acceleration sensor 31, the calculated synthetic vector A _pq reference axes X direction and By decomposing in the reference axis Y direction, acceleration values A _X and A _Y acting in the reference axis X direction and the reference axis Y direction may be calculated (see FIG. 5).

The arithmetic expressions (1) ′ and (2) ′ are shown below.
A _X = A _pq cos (θ _pq + θ _H ) (1) ′ (see FIG. 5)
A _Y = A _pq sin (θ _pq + θ _H ) (2) ′ (see FIG. 5)
However, A _pq = (A _p ² + A _q ² ) ^0.5
θ _pq : the angle between the synthesized vector A _pq and the sensitivity axis p (0 ° ≦ θ _pq <360 °),
When A _p > 0 and A _q ≧ 0, θ _pq = tan ⁻¹ (| A _q | / | A _p |)
When A _p <0 and A _q ≧ 0 θ _pq = 180 ° −tan ⁻¹ (| A _q | / | A _p |)
When A _p <0 and A _q <0, θ _pq = 180 ° + tan ⁻¹ (| A _q | / | A _p |)
When A _p > 0 and A _q <0, θ _pq = 360 ° −tan ⁻¹ (| A _q | / | A _p |)
When A _p = 0 and A _q ≧ 0 θ _pq = 90 °
When A _p = 0 and A _q <0, θ _pq = 270 °

Next, a procedure for calculating acceleration values A _X and A _Y acting in the reference axis X and Y directions will be described. When acceleration is applied to the vehicle body K (see FIG. 4), first, as shown in FIG. 5, acceleration values A _p and A in the sensitivity axes p and q directions are obtained by the respective acceleration sensors 31 and 32 (see FIG. 1). _q is detected. As shown in FIG. 6, the acceleration values A _p and A _q detected by the respective acceleration sensors 31 and 32 are output to the calculation means 42 and act on the reference axes X and Y by the calculation means 42. The acceleration values A _X and A _Y are corrected and output to the control unit 200. That is, when the acceleration values A _p and A _q are detected by the respective acceleration sensors 31 and 32, the calculation means 42 calculates the angle information (inclination angle θ _H ) stored in the storage means 41 and the calculation described above. The equations (1) and (2) are read out, and the acceleration values A _p and A _q and the inclination angle θ _H are substituted into the above-described arithmetic equations (1) and (2), thereby moving them in the directions of the reference axes X and Y. The acting acceleration values A _X and A _Y are calculated, and the calculated acceleration values A _X and A _Y are output to the control unit 200. The value A _r of the acceleration detected by the acceleration sensor 33 is output to the control section 200 as the value A _Z neat reference axis Z direction acceleration.

As described above, according to the hydraulic pressure control device S according to the first embodiment, the acceleration values A _p and A _q detected by the two acceleration sensors 31 and 32 and the angle information (tilt angle θ) stored in advance. _H ), acceleration values A _X and A _Y acting in the reference axis X and Y directions are calculated. Accordingly, even if the sensitivity directions of the acceleration sensors 31 and 32 do not coincide with the reference axes X and Y directions, the acceleration values A _X and A _Y in the reference axes X and Y directions are detected with high accuracy. It becomes possible. That is, when the hydraulic pressure control device S is installed at an appropriate position on the vehicle body K, it is not necessary to match the sensitivity directions of the acceleration sensors 31 and 32 with the reference axes X and Y directions. Can be freely selected.

  Furthermore, in the hydraulic pressure control apparatus S according to the present embodiment, the control unit 200 includes components such as the acceleration sensors 31, 32, and 33 that configure the detection unit 300, and IC chips and semiconductor memories that configure the correction unit 400. Since the number of components is smaller than that of the conventional one, the wiring work of the harness that requires time and effort can be greatly reduced. That is, according to this hydraulic pressure control device S, it is possible to simply and quickly perform the mounting operation.

  In the present embodiment, a case where the correction unit 400 is configured using a dedicated IC chip or semiconductor memory is illustrated, but another IC chip or semiconductor memory incorporated in the control unit 200 is used. The correction unit 400 may be configured, and in this case, the number of parts can be further reduced.

In the present embodiment, the sensitivity axes p and q of the acceleration sensors 31 and 32 are inclined with respect to the reference axes X and Y, and the sensitivity axis r of the acceleration sensor 33 coincides with the reference axis Z. However, although not shown in the drawings, the sensitivity axes p and r of the acceleration sensors 31 and 33 are inclined with respect to the reference axes X and Z, and the sensitivity axis q of the acceleration sensor 32 coincides with the reference axis Y. If you are, the value a _p of the acceleration detected by the acceleration sensor 31 and 33, arithmetic expression and said a _r (1), (2) or expression (1) ', (2)' the same operation as By substituting into the equation, the acceleration values A _X and A _Z acting in the directions of the reference axes X and Z can be calculated, and the sensitivity axes q and r of the acceleration sensors 32 and 33 are used as the reference axis Y. , Z, and when the sensitivity axis p of the acceleration sensor 31 coincides with the reference axis X, acceleration is performed. The value A _q of the acceleration detected by the sensor 32 and 33, arithmetic expression and said A _r (1), (2) or expression (1) ', (2)' by substituting the same calculation equation The acceleration values A _Y and A _Z acting in the directions of the reference axes Y and Z can be calculated.

  In this embodiment, as shown in FIG. 2, the correction unit 400 is provided on the substrate 21, but the sensitivity axes p, q, and r of the acceleration sensors 31, 32, and 33 are the reference axes X, Y, and Z, respectively. If they match, the correction unit 400 need not be provided. Even in this case, since the detection unit 300 is fixed to the substrate 21, the number of parts is reduced, and further, wiring work of a harness that requires labor and time can be greatly reduced.

(Second embodiment)
In the first embodiment described above, the acceleration values A _p and A _q detected by the acceleration sensors 31 and 32 are corrected to the acceleration values A _X and A _Y acting in the directions of the reference axes X and Y. upon inspection has been utilized inclination angle theta _H on the inclination angle theta _H or design was measured by a jig or the like, for example, as in the second embodiment in accordance hydraulic pressure control apparatus S shown in FIG. 7, two The inclination angle θ _H may be detected using the acceleration sensors 31 and 32 and the inclination angle detection unit 500.

  In the present embodiment, of the two acceleration sensors 31 and 32, the acceleration sensor 32 is referred to as a “first acceleration sensor” and the acceleration sensor 31 is referred to as a “second acceleration sensor”. In the present embodiment, the reference axis Y is referred to as a “first reference axis”, and the reference axis X is referred to as a “second reference axis”.

  Each of the acceleration sensors 31 and 32 is also connected to the tilt angle detection unit 500 via a printed wiring (not shown) formed on the substrate 21 (see FIG. 1), and the detected signal (acceleration) is the tilt angle detection unit. 500 is also output. In addition, since the other structure of each acceleration sensor 31 and 32 and the structure of the acceleration sensor 33 are the same as that of the thing of 1st embodiment, the detailed description is abbreviate | omitted.

  The correction unit 400 is the same as that of the first embodiment except that the storage unit 41 is also connected to the tilt angle detection unit 500 and the arithmetic expression (3) described later is stored in the storage unit 41. Since it is the same as that of a thing, the detailed description is abbreviate | omitted.

The inclination angle detector 500 detects the acceleration value A _q0 (see FIG. 8) detected by the first acceleration sensor 32 when the inspection acceleration A ₀ (see FIG. 8) is applied in the first reference axis Y direction. ) And the acceleration value A _p0 (see FIG. 8) detected by the second acceleration sensor 31, the inclination angle θ _H of the sensitivity axis q of the first acceleration sensor 32 with respect to the first reference axis Y is calculated. It is comprised by the IC chip etc. which are not shown attached to the board | substrate 21 (refer FIG. 1). Further, the tilt angle detection unit 500 is connected to the calculation unit 41 of the correction unit 400 via a printed wiring (not shown) of the substrate 21 (see FIG. 1), and writes the calculated tilt angle θ _H in the storage unit 41. It is possible.
Here, the inclination angle θ _H (−90 ° <θ _H <90 °) is calculated by the following equation (see FIG. 8).
θ _H = tan ⁻¹ (A _p0 / A _q0 ) (3)
Where A _q0 : acceleration value detected by the first acceleration sensor 32
A _p0 : Acceleration value detected by the second acceleration sensor 31

As apparent from the above equation, when calculating the tilt angle θ _H , the ratio of the acceleration values A _q0 , A _p0 and the sign of A _p0 need only be known, so the magnitude of the inspection acceleration A ₀ May be arbitrary (unknown).

Next, a method for detecting the inclination angle θ _H of the sensitivity axis q of the first acceleration sensor 32 with respect to the first reference axis Y will be described.
In order to detect the inclination angle θ _H , as shown in FIG. 8, first, an inspection acceleration A ₀ having an arbitrary magnitude (which may be unknown) is applied in the first reference axis Y direction, and then the first reference axis Y is applied. , The accelerations A _q0 and A _p0 in the sensitivity axes q and p generated due to the inspection acceleration A ₀ are measured in each of the acceleration sensor 32 and the second acceleration sensor 31 (see FIG. 7). In the angle detection unit 500 (see FIG. 7), the accelerations A _q0 and A _p0 may be substituted into the arithmetic expression (3). Note that the tilt angle θ _H calculated by the calculation formula (3) is stored in the storage means 41 (see FIG. 7).

Here, in order to apply the inspection acceleration A ₀ in the first reference axis Y direction, for example, the vehicle body K (see FIGS. 4A and 4B) is accelerated or moved in the first reference axis Y direction. Just slow down. In addition, as shown in FIG. 9, if the vehicle body K is stopped straight on the slope SL inclined in the front-rear direction (first reference axis Y direction), the component of the gravitational acceleration g in the slope SL direction is used for inspection. The acceleration becomes A ₀ and acts in the reference axis Y direction. As described above, when the inspection acceleration A ₀ is applied using the gravitational acceleration g, the actual inclination angle θ _H of the sensitivity axis q with respect to the first reference axis Y can be obtained more easily. In this case, it is not necessary for the slope SL to have a known inclination angle α, but it is necessary that the slope SL is not inclined in any direction other than the direction of the inclination angle α. That is, it needs to be flat in the depth direction (perpendicular to the paper surface) in FIG.

Then, in order to calculate the acceleration values A _X and A _Y acting in the directions of the reference axes X and Y, as shown in FIG. 7, the calculation means (1), (2) or It is only necessary to substitute the inclination angle θ _H and the acceleration values A _p and A _q in the sensitivity axes p and q detected by the acceleration sensors 31 and 32 into the arithmetic expressions (1) ′ and (2) ′. In the present embodiment, since the sensitive axis r of the acceleration sensor 33 coincides with the reference axis Z, the value A _r of the acceleration detected by the acceleration sensor 33, without being corrected by the arithmetic unit 42, as it is The acceleration value A _{Z in} the reference axis Z direction is output to the control unit 200.

If the inclination angle θ _H is detected by such a method, the influence of the mounting tolerance is eliminated. This effect will be described in more detail with reference to the graph shown in FIG.

10 shows the inclination angle θ _H of the sensitivity axis q of the first acceleration sensor 32 with respect to the first reference axis Y, the acceleration value A _Y actually acting in the reference axis Y direction, and the first acceleration sensor. 32 is a graph showing a relationship with a difference ε (= (A _Y −A _q ) / A _Y × 100 (%) = (1−cos θ _H ) × 100 (%)) with respect to the acceleration value A _q detected by 32. It is. For simplicity, it is assumed that acceleration is acting only in the first reference axis Y direction.

As shown in this graph, when the design inclination angle is θ _H = 0, that is, when the sensitivity axis q of the first acceleration sensor 32 is matched with the first reference axis Y by design, even tolerance was ± 10 (degrees), the difference ε1 between the reference axis Y direction of the acceleration values a _Y and the sensitivity axis q direction of the acceleration values a _q is in the range of 0 to 1.5 (%) However, when the design inclination angle is θ _H = −25 (degrees), if the mounting tolerance is ± 10 (degrees), the acceleration A _{Y in the} reference axis Y direction is It can be seen that the difference ε2 with respect to the acceleration value A _{q in} the sensitivity axis q direction varies in the range of 3.4 to 18.1 (%) and has a width of 14.7 (%). However, according to the method as described above, since the actual inclination angle θ _H taking account of the mounting tolerance is detected, it is possible to eliminate the influence of the mounting tolerance. That is, according to the hydraulic pressure control device S, when it is installed at a proper position of the vehicle body K, it is not necessary to match the direction of sensitivity of each acceleration sensor 31, 32 with the direction of each reference axis. It is possible to freely select the angle, and it is possible to accurately detect the angle including the influence of the mounting tolerance.

Although not shown, the reference axis X in the horizontal plane may be referred to as a “first reference axis”, and the reference axis Y orthogonal to the first reference axis X in the horizontal plane may be referred to as a “second reference axis”. Good. In this case, the acceleration sensor 31 becomes a “first acceleration sensor”, and the acceleration sensor 32 becomes a “second acceleration sensor”. When the vehicle body K is stopped on the slope inclined in the left-right direction (the first reference axis X direction), the component in the slope direction of the gravitational acceleration g acts as the inspection acceleration and acts in the first reference axis X direction. Therefore, the first acceleration sensor 31 measures the acceleration A _p0 in the sensitivity axis p direction generated due to the inspection acceleration, and the second acceleration sensor calculates the acceleration A _q0 in the sensitivity axis q direction. If the measurement is performed at 32 and substituted into the following equation (3) ′, the inclination angle θ _H is detected.
θ _H = tan ⁻¹ (A _q0 / A _p0 ) (3) ′
However, A _p0 : Acceleration value detected by the first acceleration sensor 31
A _q0 : Value of acceleration detected by the second acceleration sensor 32

In addition, the sensitivity axes q and r of the two acceleration sensors 32 and 33 (see FIG. 2) orthogonal to each other are within or parallel to the vertical plane including the reference axes Y and Z, as shown in FIG. In this case, the sensitivity axis q of the acceleration sensor 32 is inclined with respect to the reference axis Y, and the sensitivity axis r of the acceleration sensor 33 is inclined with respect to the reference axis Z. In this case, for example, the reference axis Z is the “first reference axis”, the acceleration sensor 33 is the “first acceleration sensor”, the reference axis Y is the “second reference axis”, and the acceleration sensor 32 is used. Is the “second acceleration sensor”, the inclination angle θ _V of the sensitivity axis r of the first acceleration sensor 33 with respect to the first reference axis Z can be calculated using the above-described arithmetic expression (3). it can. The sensitivity axis p of the acceleration sensor 31 coincides with the reference axis X.

Then, the tilt angle θ _V and the sensitivity axis q detected by each of the acceleration sensors 32 and 33 are changed to the same calculation formula as the calculation formulas (1) and (2) or the calculation formulas (1) ′ and (2) ′. Substituting acceleration values A _q and A _r in the r direction, acceleration values A _Y and A _Z acting in the reference axis Y and Z directions can be calculated. The value A _p of the acceleration detected by the acceleration sensor 31, calculating means 42 without being corrected (see FIG. 7) is outputted to the control unit 200 as a value A _X neat reference axis X direction acceleration It will be.

In addition, although illustration is abbreviate | omitted, two acceleration sensors 31 and 33 (refer FIG. 2) have each sensitivity axis p and r in the vertical plane containing the reference axes X and Z, or a vertical plane parallel to this. When the sensitivity axis p of the acceleration sensor 31 is inclined with respect to the reference axis X and the sensitivity axis r of the acceleration sensor 33 is inclined with respect to the reference axis Z, for example, The reference axis Z is the “first reference axis”, the acceleration sensor 33 is the “first acceleration sensor”, the reference axis X is the “second reference axis”, and the acceleration sensor 31 is the “second acceleration sensor”. Then, the inclination angle θ _V with respect to the first reference axis Z of the sensitivity axis r of the first acceleration sensor 33 can be calculated using the above-described arithmetic expression (3).

(Third embodiment)
In the second embodiment described above, when the value of the inspection acceleration to be applied in the reference axis direction is unknown, the configuration in which the inclination angle of each sensitivity axis with respect to the reference axis is detected using two acceleration sensors is illustrated. However, if the value of the acceleration for inspection to be applied in the direction of the reference axis is known and the sensitivity axis of the acceleration sensor is in a plane including this reference axis and another reference axis orthogonal to this reference axis, The inclination angle of each sensitivity axis with respect to each reference axis can be detected using two acceleration sensors. That is, based on the value of the acceleration for inspection and the value of the acceleration detected by the acceleration sensor when the acceleration for inspection is applied, the inclination angle of the sensitivity axis of the acceleration sensor with respect to each reference axis can be detected. it can.

For example, in FIG. 9, when the inclination angle α of the inclined surface SL with respect to the horizontal plane is known, the inclination of the sensitivity axis p of the acceleration sensor 31 with respect to the reference axis X using only one acceleration sensor 31 (see FIG. 2). The angle θ _H (see FIG. 8) can be detected.

That is, when the inclination angle α of the slope SL with respect to the horizontal plane is known, the value A ₀ of the inspection acceleration acting in the reference axis Y direction is
A ₀ = −g · sin α (4)
Therefore, the inclination angle θ _H of the sensitivity axis p of the acceleration sensor 31 with respect to the reference axis X can be determined only from the acceleration value A _p0 detected by the acceleration sensor 31 when the vehicle body K is stopped on the slope S. Can be detected.

Specifically, the vehicle body K is stopped on the slope S, and in this state, the acceleration value A _p0 in the sensitivity axis p direction generated due to the gravitational acceleration g is measured by the acceleration sensor 31, and the acceleration value A _p0 may be substituted into the following equation (5).
θ _H = sin ⁻¹ (A _p0 / A ₀ ) (5)

That is, when the vehicle body K is stopped on the horizontal plane and the plane including the sensitivity axis p of the acceleration sensor 31 and the reference axis X is the horizontal plane (see FIG. 4B), the sensitivity axis of the acceleration sensor 31 is used. In order to detect the inclination angle θ _{H of} p with respect to the reference axis X (see FIG. 4A), the vehicle body K is stopped on the slope S inclined at the inclination angle α with respect to the horizontal plane, and then the gravitational acceleration g The acceleration value A _p0 in the direction of the sensitivity axis p generated due to the above may be measured by the acceleration sensor 31, and the acceleration value A _p0 may be substituted into the above equation (5).

In addition, as shown in FIG. 12, the arithmetic expression (5) is stored in the storage unit 41. Then, when detecting the tilt angle θ _H , the calculation formula (5) is read by the tilt angle detection unit 500, and in other words, using the calculation formula (5), in other words, the acceleration value A detected by the acceleration sensor 31. _The tilt angle θ _H is calculated based on _p0 and the gravitational acceleration g.

Even with such a method, the actual inclination angle θ _H with respect to the horizontal reference axis X of the sensitivity axis p of the acceleration sensor 31 can be easily known. The inclination angle θ _H is also the actual inclination angle of the sensitivity axis q of the acceleration sensor 32 with respect to the horizontal reference axis Y.

Then, the inclination angle θ _H calculated by the calculation formula (5) in the calculation formulas (1) and (2) or the calculation formulas (1) ′ and (2) ′ and the acceleration sensors 31 and 32 are detected. By substituting acceleration values A _p and A _{q in the} sensitivity axes p and q directions, acceleration values A _X and A _Y acting in the reference axes X and Y directions can be calculated. In the present embodiment, since the sensitive axis r of the acceleration sensor 33 coincides with the reference axis Z, the value A _r of the acceleration detected by the acceleration sensor 33, without being corrected by the arithmetic unit 42, as it is The acceleration value A _{Z in} the reference axis Z direction is output to the control unit 200.

In the case where the sensitivity axes q and r of the two acceleration sensors 32 and 33 (see FIG. 2) are arranged so as to be in a vertical plane including the reference axes Y and Z or in a vertical plane parallel thereto. (See (a) and (b) of FIG. 11). The sensitivity axis q of the acceleration sensor 32 is inclined with respect to the reference axis Y, and the sensitivity axis r of the acceleration sensor 33 is inclined with respect to the reference axis Z. Even in this case, the inclination angle θ _V of the sensitivity axis q with respect to the horizontal reference axis Y can be detected by only one acceleration sensor 32. In addition, when detecting the inclination angle θ _V , the vehicle body K is inclined to the slope SL. There is no need to stop (see FIG. 9). That is, since the value of the inspection acceleration acting in the direction of the reference axis Z is the known gravitational acceleration g, the sensitivity of the acceleration sensor 32 is within a plane including the reference axis Z and another reference axis Y orthogonal thereto. When the axis q is present, the inclination angle θ _V of the sensitivity axis q with respect to the reference axis Y can be detected using the single acceleration sensor 32 while the vehicle body K is stopped on the horizontal plane. .

Specifically, to stop the vehicle body K on a horizontal plane, the acceleration values A _q0 of sensitivity axis q direction generated due to the gravitational acceleration g in such a state is measured by the acceleration sensor 32, the acceleration value A _q0 Is substituted into the following equation (6), the tilt angle θ _V (−90 ° <θ _V <90 °) of the sensitivity axis q with respect to the reference axis Y can be calculated.
θ _V = sin ⁻¹ (A _q0 / g) (6)

In this case, if the calculation formula (6) is stored in the storage unit 41 shown in FIG. 12 instead of the calculation formula (5), the tilt angle detection unit 500 uses the calculation formula (6). In other words, the tilt angle θ _V is calculated based on the acceleration value A _q0 detected by the acceleration sensor 32 and the gravitational acceleration g.

Then, the tilt angle θ _V and the sensitivity axis q detected by each of the acceleration sensors 32 and 33 are changed to the same calculation formula as the calculation formulas (1) and (2) or the calculation formulas (1) ′ and (2) ′. Substituting acceleration values A _q and A _r in the r direction, acceleration values A _Y and A _Z acting in the reference axis Y and Z directions can be calculated. The value A _p of the acceleration detected by the acceleration sensor 31, without being corrected by the calculation means 42 is outputted to the control unit 200 as a value A _X neat reference axis X direction acceleration.

When calculating the inclination angle θ _V ′ (0 ° <θ _V ′ <180 °) of the sensitivity axis q with respect to the vertical reference axis Z, the following equation (7) is used instead of the equation (6). ) May be used.
θ _V '= cos ⁻¹ (−A _q0 / g) (7)

(Fourth embodiment)
The detection unit 300 of the hydraulic pressure control device S according to the first to third embodiments described above is composed of only an acceleration sensor (see FIG. 2). In addition, the fifth embodiment shown in FIG. Like the detection part 300 of the hydraulic-pressure control apparatus S which concerns on this, it may be provided with the angular velocity sensor 34, and may be comprised.

The angular velocity sensor 34 is a sensor that detects an angular velocity around the sensitivity axis r ′, and the correction unit 400 is connected via a printed wiring (not shown) formed on the substrate 21 so that the detected signal is output to the correction unit 400. It is connected to the. The angular velocity sensor 34 is not particularly limited. For example, a vibration angular velocity sensor using Coriolis force, a mechanical angular velocity sensor using precession, an optical angular velocity sensor using the Sagnac effect, and the like. Can be used. Hereinafter, a case where the sensitivity axis r ′ of the angular velocity sensor 34 is inclined with respect to the reference axis Z by the inclination angle θ _V will be exemplified (see FIG. 15).

In this case, as shown in FIG. 14, the storage means 41 of the correction unit 400 stores the inclination angle θ _V (angle information) of the sensitivity axis r ′ of the angular velocity sensor 34 with respect to the reference axis Z and the following calculation formula (8). Remember. The calculating means 42 substitutes the inclination angle θ _V stored in the storage means 41 and the angular velocity value ω _r around the sensitivity axis r ′ detected by the angular velocity sensor 34 into the following calculating expression (8), thereby substituting the reference axis The value of angular velocity ω Z around _Z is calculated. The inclination angle θ _V is determined from the angle at which the detection unit 300 is attached to the vehicle body K (see FIG. 15), and is determined from a design value or an actual measurement value.
ω _Z = ω _r / cos θ _V (8)

That is, the calculation means 42 according to the present embodiment is detected by the function of reading the tilt angle θ _V and the calculation formula (8) stored in the storage means 41, and the read tilt angle θ _V and the angular velocity sensor 34. At least the function of calculating the angular velocity value ω _Z acting around the reference axis Z by substituting the angular velocity value ω _r into the arithmetic expression (8) is provided.

Next, a method for correcting the angular velocity will be described.
As shown in FIG. 15, when an angular velocity is applied to the vehicle body K by, for example, meandering the vehicle body K, first, an angular velocity value ω _r about the sensitivity axis r ′ is detected by the angular velocity sensor 34 (see FIG. 13). . Then, the angular velocity value ω _r detected by the angular velocity sensor 34 is output to the computing means 42 as shown in FIG. 14, and the angular velocity value ω _Z around the reference axis Z is calculated by this computing means 42 (see FIG. 15). ) And output to the control unit 200.

In the present embodiment, the case where the storage unit 41 stores the inclination angle θ _V is exemplified, but in addition to this, the storage unit 41 may store a value of 1 / cos θ _V. In this case, when the angular velocity sensor 34 detects the angular velocity value ω _r , the calculation means 42 reads the value of 1 / cos θ _V stored in the storage means 41 and multiplies it by the value ω _r. .

  In the present embodiment, the angular velocity sensor 34 is used for the purpose of detecting the angular velocity around the vertical reference axis Z. However, the present invention is not limited to this, and for example, the sensitivity of the angular velocity sensor 34 is not shown. Even when the axis r ′ is inclined with respect to the reference axis X or the reference axis Y, by using the same calculation expression as the calculation expression (8), the rotation around the reference axis X or the reference axis Y is performed. Angular velocity can be calculated.

  When the sensitivity axis r 'of the angular velocity sensor 34 is coincident with or parallel to the reference axis Z, the angular velocity value detected by the angular velocity sensor 34 does not need to be corrected.

(Fifth embodiment)
In the hydraulic pressure control device S according to the fourth embodiment described above, when the angular velocity value ω _r detected by the angular velocity sensor 34 is corrected to the angular velocity value ω _Z around the reference axis Z, an actual measurement is performed using an inspection jig or the like. Although the tilt angle θ _V or the designed tilt angle θ _V is used, the direction along the sensitivity axis r ′ of the angular velocity sensor 34 as in the hydraulic control device S according to the fifth embodiment shown in FIG. The tilt angle θ _V may be detected using an acceleration sensor 33 (see FIG. 13) that detects the acceleration of the tilt angle and a tilt angle detector 500.

  As shown in FIG. 16, the acceleration sensor 33 is also connected to the inclination angle detection unit 500 via a printed wiring (not shown) formed on the substrate 21 (see FIG. 13). As shown in FIG. The sensitivity axis r coincides with the sensitivity axis r ′ of the angular velocity sensor or is parallel to the sensitivity axis r ′. Since the other structure of the acceleration sensor 33 is the same as that of what was demonstrated in 1st embodiment, the detailed description is abbreviate | omitted.

  Since the angular velocity sensor 34 is the same as that of the fourth embodiment, detailed description thereof is omitted.

  The correction unit 400 also stores a point that the storage unit 41 is also connected to the inclination angle detection unit 500 via a printed wiring (not shown) and an arithmetic expression (9) described later in the storage unit 41. Except for the above, it is the same as that of the fourth embodiment, and a detailed description thereof will be omitted.

In the present embodiment, the inclination angle detection unit 500 is based on the acceleration value A _r0 detected by the acceleration sensor 33 when the gravitational acceleration g as the inspection acceleration is applied in the reference axis Z direction. An inclination angle θ _V with respect to the reference axis Z of the sensitivity axis r ′ is calculated. That is, the tilt angle detection unit 500 according to the present embodiment substitutes the acceleration value A _r0 for the function of reading the following calculation formula (9) stored in the storage unit 41 and the read calculation formula (9). a function of detecting (calculating) the inclination angle theta _V, and a function of writing the inclination angle theta _V detected in the storage unit 41. Here, Equation (9) is shown below.
θ _V = cos ⁻¹ (A _r0 / g) (9)

Next, a method for detecting the inclination angle θ _V of the sensitivity axis r ′ will be described.
In order to detect the inclination angle θ _V , first, as shown in FIG. 17, the vehicle body K is stopped on a horizontal plane. In this way, an inspection acceleration (ie, gravitational acceleration g) having a known magnitude acts in the reference axis Z direction. Next, as shown in FIG. 16, the acceleration sensor 33 measures the acceleration value A _r0 (= g · cos θ _V ) in the direction of the sensitivity axis r generated due to the gravitational acceleration g. In 500, the acceleration value A _r0 may be substituted into the arithmetic expression (9). With this series of operations, preparation for correcting the angular velocity is completed.

In addition, although illustration is abbreviate | omitted, you may stop the vehicle body K on the slope whose inclination-angle (theta) _M with respect to a horizontal ground is known. In this case, the acceleration sensor 33 detects an acceleration value A _r0 of g · cos θ _V · cos θ _M. In this case, the inclination angle θ of the sensitivity axis r is detected using the following calculation expression (9) ′ instead of the calculation expression (9).
θ _V = cos ⁻¹ {A _r0 / (g · cos θ _M )} (9) ′

Next, a method for correcting the angular velocity value ω _r detected by the angular velocity sensor 34 will be described.
As shown in FIG. 17, when an angular velocity is applied to the vehicle body K by, for example, meandering the vehicle body K, first, an angular velocity value ω _r about the sensitivity axis r ′ is detected by the angular velocity sensor 34 (see FIG. 16). . Then, the angular velocity value ω _r detected by the angular velocity sensor 34 is output to the computing means 42 as shown in FIG. 16, and is corrected to the angular velocity value ω _Z around the reference axis Z by the computing means 42. Is output to the control unit 200.

In this way, based on the actual inclination angle θ _V of the sensitivity axis r ′ of the angular velocity sensor 34 stored in the storage means 41 with respect to the reference axis Z, the value ω _r detected by the angular velocity sensor 34 is about the reference axis Z. Since the angular velocity value ω _Z is corrected, the degree of freedom of the inclination angle θ _V of the angular velocity sensor 34 can be improved. As a result, the control accuracy of various devices such as a brake control device is improved. Further, if the inclination angle θ _V is detected by the method as described above, the influence of the mounting tolerance is eliminated.

In the present embodiment, the inclination angle θ _V detected by the inclination angle detector 500 is stored in the storage means 41 (see FIG. 16). In addition, the acceleration value A _r0 detected by the acceleration sensor 33 is used as it is. You may memorize | store in the memory | storage means 41. FIG. In this case, when the angular velocity value ω _r is detected by the angular velocity sensor 34, the inclination angle detecting means 500 reads the acceleration value A _r0 and the gravitational acceleration g stored in the storage means 41, and then By dividing the gravitational acceleration g by the acceleration A _r0 , 1 / cos θ _V (= g / A _r0 ) is calculated, and then the calculated 1 / cos θ _V is sent to the calculation means 41. Then, the arithmetic means 42 multiplies the angular velocity value ω _r by 1 / cos θ _V to correct the angular velocity value ω _Z around the reference axis Z.

(Sixth embodiment)
In the fifth embodiment described above, the inclination angle θ _V of the sensitivity axis r ′ with respect to the reference axis Z is detected using the acceleration sensor 33 that detects the acceleration in the direction along the sensitivity axis r ′ of the angular velocity sensor 34 ( The inclination angle θ _V may be detected using the two acceleration sensors 31 and 32 as in the hydraulic pressure control device S of the sixth embodiment shown in FIG. Note that the sensitivity axes p and q of the two acceleration sensors 31 and 32 are orthogonal to each other in a plane whose normal is the sensitivity axis r ′ of the angular velocity sensor 34.

Specifically, for example, as shown in FIG. 19A, the sensitivity axis r ′ of the angular velocity sensor 34 (see FIG. 13) is within a vertical plane including the reference axis Z and the straight line β in the XY plane. When the vehicle body K (see FIG. 11) is stopped on the horizontal plane when the vehicle is tilted at an inclination angle θ _V with respect to the reference axis Z, the inspection is performed in the reference axis Z direction as shown in FIG. The gravitational acceleration g, which is the acceleration for use, acts, and as a result, the acceleration of the magnitude of g · sin θ _V acts in the direction of the straight line β ′ orthogonal to the sensitivity axis r ′ in the vertical plane including the straight line β and the reference axis Z. The acceleration value (= g · sin θ _V ) is, as shown in FIG. 19C, the acceleration vector A _p0 detected by the acceleration sensor 31 (see FIG. 13) and the acceleration sensor 32. The magnitude of the combined vector A _pq with the acceleration vector A _q0 detected in (see FIG. 13) Is equal to In other words, the relationship between the acceleration value A _p0 detected by the acceleration sensor 31, the acceleration value A _q0 detected by the acceleration sensor 32, and the tilt angle θ _V is expressed by the following equation (10). Holds.
(A _p0 ² + A _q0 ² ) ^0.5 = g · sinθ _V (10)
Therefore, the inclination angle θ _V can be detected by the following arithmetic expression (11).
θ _V = sin ⁻¹ {(A _p0 ² + A _q0 ² ) ^0.5 / g} (11)

As shown in FIG. 18, when the inclination angle θ _V is calculated using the two acceleration sensors 31 and 32, the storage unit 41 stores the calculation formula (11) in addition to the calculation formula (8). ) Is stored, and the inclination angle detection unit 500 substitutes the acceleration values A _p0 and A _q0 detected by the acceleration sensors 31 and 32 into the arithmetic expression (11), thereby _obtaining the inclination angle θ _V. Will be detected.

Further, if the acceleration values A _p0 and A _q0 detected by the acceleration sensors 31 and 32 are substituted into the following arithmetic expression, the angle θ _pq (0 ° ≦ θ _pq <360 °) can be calculated (see FIG. 19C).
When A _p0 > 0 and A _q0 ≧ 0 θ _pq = tan ⁻¹ (| A _q0 | / | A _p0 |)
When A _p0 <0 and A _q0 ≧ 0 θ _pq = 180 ° −tan ⁻¹ (| A _q0 | / | A _p0 |)
When A _p0 <0 and A _q0 <0, θ _pq = 180 ° + tan ⁻¹ (| A _q0 | / | A _p0 |)
When A _p0 > 0 and A _q0 <0, θ _pq = 360 ° −tan ⁻¹ (| A _q0 | / | A _p0 |)
When A _p0 = 0 and A _q0 ≧ 0 θ _pq = 90 °
When A _p0 = 0 and A _q0 <0, θ _pq = 270 °

Although not shown in the figure, when the inclination angle θ _V is detected in a state where the vehicle body K is stopped on a slope having a known inclination angle θ _M with respect to the horizontal ground, the calculation formula (11) is used instead. The following arithmetic expression (12) ′ is used.
θ _V = sin ⁻¹ {(A _p0 ² + A _q0 ² ) ^0.5 / (g · cos θ _M )} (11) ′

(Seventh embodiment)
In the fourth to sixth embodiments described above, the angular velocity sensor 34 is used for the purpose of detecting the angular velocity around the reference axis Z in the vertical direction, but in addition to this, an axis along the longitudinal direction or the horizontal direction of the vehicle body K is used. It may be used for the purpose of detecting the angular velocity around.

For example, in the hydraulic pressure control device S according to the seventh embodiment shown in FIG. 20, the sensitivity axis q ′ of the angular velocity sensor 35 (see FIG. 21A) is set to the reference axis Y in the horizontal plane including the reference axis Y. In contrast, the sensor is inclined at an inclination angle θ _H , and the sensitivity axis q of the acceleration sensor 32 is parallel to the sensitivity axis q ′ of the angular velocity sensor 35.

In order to detect the inclination angle θ _H , for example, an acceleration sensor 32 (see FIG. 13) that detects acceleration in a direction along the sensitivity axis q ′ of the angular velocity sensor 35 may be used.

Specifically, as shown in FIGS. 21A and 21B, first, the vehicle body K is stopped on an inspection slope SL inclined at an inclination angle α with respect to the horizontal plane. When the vehicle body K is stopped on the slope SL, the component of the gravitational acceleration g in the slope SL direction becomes the inspection acceleration A ₀ (= g · sin α) and acts in the reference axis Y direction. Then, in this state, the acceleration value A _q0 in the direction of the sensitivity axis q ′ (q) is measured by the acceleration sensor 32, and if this acceleration value A _q0 is substituted into the following equation (12), the angular velocity sensor 35 The inclination angle θ _H of the sensitivity axis q ′ with respect to the reference axis Y can be detected.
θ _H = cos ⁻¹ (A _q0 / A ₀ ) (12)
Where A ₀ = g · sin α

In this case, as shown in FIG. 22, the arithmetic expression (12) is stored in the storage unit 41 in advance, and the inclination angle detection unit 500 detects the acceleration value detected by the acceleration sensor 32. The inclination angle θ _H is calculated by substituting A _q0 into the arithmetic expression (12).

Further, the storage unit 41 stores the following arithmetic expression (13).
ω _Y = ω _r / cos θ _H (13)

When the vehicle body K (see FIG. 20) is subjected to meandering operation, for example, when an angular velocity is applied to the vehicle body K, the calculation means reads out the calculation formula (13), and the calculation formula (13) is read by the angular velocity sensor 35. When the detected angular velocity value ω _q (see FIG. 20) is substituted, the angular velocity value ω _Y (see FIG. 20) around the reference axis Y is calculated.

It is an example of the brake fluid pressure circuit diagram of the brake fluid pressure control device for a vehicle according to the present invention. It is a disassembled perspective view which shows the brake hydraulic pressure control apparatus for vehicles which comprises the brake hydraulic pressure circuit of FIG. FIG. 3 is an exploded cross-sectional view of the vehicle brake hydraulic pressure control device shown in FIG. 2. It is the top view (a) which shows the state which mounted the vehicle brake hydraulic pressure control apparatus which concerns on 1st embodiment in the vehicle body, and a side view (b). It is a schematic diagram showing the relationship between the direction of the sensitivity axis of each acceleration sensor and the direction of each reference axis, and the value of acceleration detected by each acceleration sensor. It is a block diagram which shows the detection part and correction | amendment part of the brake fluid pressure device for vehicles which concern on 1st embodiment. It is a block diagram which shows the detection part, correction | amendment part, and inclination-angle detection part of the brake hydraulic device for vehicles which concerns on 2nd embodiment. It is a schematic diagram which shows the state which made the acceleration for a test | inspection act on the reference-axis Y direction. It is a schematic diagram which shows an example of the method of applying the acceleration for a test | inspection. It is a graph for demonstrating the effect of the brake fluid pressure control apparatus for vehicles which concerns on 2nd embodiment. FIG. 9 is a diagram for explaining a modification of the vehicle brake hydraulic pressure control device according to the second embodiment, and is a plan view showing a state in which the vehicle brake hydraulic pressure control device according to the modification is mounted on a vehicle body (a); ) And a side view (b). It is a block diagram which shows the detection part, correction | amendment part, and inclination-angle detection part of the brake hydraulic device for vehicles which concerns on 3rd embodiment. It is a perspective view which shows the control part, the detection part, and correction | amendment part which concern on the brake fluid pressure control apparatus for vehicles which concerns on 4th embodiment. It is a block diagram which shows the detection part and correction | amendment part of the brake fluid pressure device for vehicles which concern on 4th embodiment. It is a schematic diagram which shows the relationship between the direction of the sensitivity axis of an angular velocity sensor, and the direction of a reference axis. It is a block diagram which shows the detection part, correction | amendment part, and inclination-angle detection part of the brake fluid pressure apparatus for vehicles which concerns on 5th embodiment. It is a schematic diagram which shows the relationship between the direction of the sensitivity axis of an angular velocity sensor, and the direction of a reference axis. It is a block diagram which shows the detection part, correction | amendment part, and inclination-angle detection part of the brake fluid pressure apparatus for vehicles which concerns on 6th embodiment. Schematic diagram (a), Z-β plan view (b), and pq plan view (c) showing the relationship between the direction of the sensitivity axis of the angular velocity sensor, the direction of the sensitivity axis of the acceleration sensor, and the direction of the reference axis It is. It is a top view which shows the state which mounted the vehicle brake hydraulic pressure control apparatus which concerns on 7th embodiment in the vehicle body. It is the top view (a) which shows an example of the method of making the acceleration for a test | inspection act, and a side view (b). It is a block diagram which shows the detection part, correction | amendment part, and inclination-angle detection part of the brake fluid pressure apparatus for vehicles which concerns on 7th embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 Pump body 200 Control part 300 Detection part 31,32,33 Acceleration sensor 34,35 Angular velocity sensor p, q, r Sensitivity axis 400 Correction part 41 Storage means 42 Calculation means 500 Inclination angle detection part 600 Electric motor X Car body left-right direction Reference axis Y Reference axis in the longitudinal direction of vehicle body Z Reference axis in the vertical direction of vehicle body S Brake fluid pressure control device for vehicle

Claims (2)

A pump body in which an oil passage is formed; a pump that supplies brake fluid to the oil passage; an electric motor that drives the pump; an electromagnetic valve that opens and closes the oil passage; and at least related to the movement of the vehicle. A vehicle brake fluid pressure control device comprising: a detection unit that detects one type of physical quantity; and a control unit that controls the electric motor and the electromagnetic valve based on the physical quantity detected by the detection unit,
The vehicle brake hydraulic pressure control device, wherein the pump, the solenoid valve, the electric motor, the detection unit, and the control unit are integrally fixed to the pump body.   The apparatus further includes a correction unit that corrects the physical quantity detected by the detection unit to a physical quantity with respect to a reference axis when performing vehicle attitude control based on angle information related to the mounting angle of the detection unit. The vehicle brake hydraulic pressure control device according to claim 1.

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