CN100528648C - Vehicle braking apparatus - Google Patents
Vehicle braking apparatus Download PDFInfo
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- CN100528648C CN100528648C CNB2006101531164A CN200610153116A CN100528648C CN 100528648 C CN100528648 C CN 100528648C CN B2006101531164 A CNB2006101531164 A CN B2006101531164A CN 200610153116 A CN200610153116 A CN 200610153116A CN 100528648 C CN100528648 C CN 100528648C
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Abstract
A vehicle braking apparatus is configured to limit a drop in a final target braking force when an abrupt deceleration is performed by the driver. The vehicle brake device has a brake operating element, a master cylinder and a controller. The brake operating element is operated by the driver of a vehicle. The master cylinder is operatively coupled to the brake operating element to generate a fluid pressure in accordance with an operation of the brake operating element. The controller calculates a target deceleration rate based on the fluid pressure of the master cylinder and controls a braking force of the vehicle in accordance with the target deceleration rate. The controller limits a decrease in the target deceleration rate during an abrupt deceleration caused by the operation of the brake operating element by the driver.
Description
Technical field
The present invention relates generally to a kind of Vehicular brake device.More specifically, the present invention relates to a kind of can be according to the Vehicular brake device of desired deceleration control vehicle braking force.
Background technology
An example of conventional truck brake equipment is disclosed in Japanese Laid-Open Patent Application No.11-301434.This patent application discloses a kind of traditional Vehicular brake device, in this Vehicular brake device, calculates desired deceleration according to master cylinder pressure and brake-pedal travel, and according to desired deceleration control vehicle braking force.Master cylinder pressure and brake-pedal travel change with in master cylinder pressure and the brake-pedal travel at least one contribution rate of desired deceleration or degree.Contribution rate is set at and makes brake-pedal travel relatively large to the contribution degree of desired deceleration, especially when just beginning to step on brake pedal.This is because the driver generally trends towards when the lower deceleration/decel of needs mainly by adjusting brake-pedal travel adjusting braking force, when the higher deceleration/decel of needs mainly by adjusting pedal pressing force (pedal is stepped on pressure) with the adjustment braking force.
Hence one can see that, for those skilled in the art in the invention, obviously needs improved brake equipment.The technology people in field will find out that by the disclosure of invention the present invention promptly is at this demand of this technical field and other demands under the present invention.
Summary of the invention
In the disclosed conventional truck brake equipment of above-mentioned patent application of quoting, desired deceleration calculates according to master cylinder pressure at least, and car brakeing power is controlled according to desired deceleration.Yet master cylinder pressure has pipeline, and braking liquid circulates to the brake cylinder cylinder etc. by these pipelines, thereby realizes car brakeing, or flows to stroke simulator, to produce suitable pedal stroke and pedal reaction force when the driver operates brake pedal.
When braking liquid flowed out master cylinder, pipeline served as perforate.Therefore, if the driver wishes to slow down suddenly and steps on brake pedal fast, when just beginning to step on brake pedal, compare with the situation of stepping on brake pedal at a slow speed so, the pipe resistance that braking liquid flows out master cylinder makes master cylinder pressure higher.And, brake pedal more difficult the stepping on that will become, like this, because the pipe resistance of stepping on brake pedal fast and being produced, more difficult realization meets the brake-pedal travel of driver's intention.
Therefore, be the intention of reflection driver when just beginning to operate brake pedal, master cylinder pressure should increase with the speed that the driver steps on brake pedal pro rata to the contribution degree of desired deceleration, and, even brake-pedal travel does not increase, also desired deceleration should be increased to the required value of driver.
But,, reduces gradually braking liquid so flowing out the amount of master cylinder because pipe resistance makes pedal become more difficult and steps on.Like this, in case master cylinder pressure raises because of pipe resistance, master cylinder pressure promptly reduces.Therefore, target braking force temporarily reduces, and like this, although the depression degree of brake pedal increases, the braking force that car body produced reduces.At this moment, the output of deceleration/decel is opposite to the operation of brake pedal with the driver.Thereby possibly can't obtain the required braking effect of driver.
The present invention is based on the former thereby design of above-mentioned each side, one of the object of the invention provides a kind of Vehicular brake device, and it can reflect that reliably the driver is intended at unexpected glancing impact, to obtain enough braking effects.
For achieving the above object, provide a kind of Vehicular brake device, described Vehicular brake device mainly is made up of brake operating element, master cylinder and controller.The brake operating element is constructed and is arranged as by the vehicle driver and operates.Master cylinder engages with the brake operating element operation, and the operation of constructing and being arranged as according to the brake operating element produces hydraulic pressure.Controller structure is to calculate desired deceleration according to master cylinder hydraulic pressure, and according to desired deceleration control vehicle braking force.Controller also is configured to the brake operating element be operated and in the unexpected moderating process that causes the driver, to desired deceleration reduce limit.
These and other purpose of the present invention, feature, aspect and advantage are conspicuous in the following detailed description to those skilled in the art, below in conjunction with accompanying drawing the preferred embodiment of the present invention are described.
Description of drawings
Herein with reference to the following drawings, described accompanying drawing is the part of present disclosure:
Fig. 1 is the scheme drawing of motor vehicle braking system, and described motor vehicle braking system has the Vehicular brake device according to first embodiment of the invention;
Fig. 2 is the diagram of circuit of brake-power control program performed in the Vehicular brake device that is illustrated in according to first embodiment of the invention;
Fig. 3 is the scheme drawing that illustrates according to the control mapping (control chart) of first embodiment of the invention, and this control mapping is used for calculating based on brake-pedal travel the brake-power control program of desired deceleration;
Fig. 4 is the scheme drawing that illustrates according to the control mapping of first embodiment of the invention, and this control mapping is used for calculating based on master cylinder pressure the brake-power control program of desired deceleration;
Fig. 5 illustrates the scheme drawing that concerns according between the brake-pedal travel Ss of first embodiment of the invention and the master cylinder pressure Pm;
Fig. 6 is the scheme drawing that illustrates according to the control mapping of first embodiment of the invention, and this control mapping is used for calculating the brake-power control program of contribution rate generally;
Fig. 7 is the scheme drawing that illustrates according to the control of first embodiment of the invention mapping, and this control is shone upon in the brake-power control program of the contribution rate that is used for calculating unexpected brake operation course;
Fig. 8 is the scheme drawing that illustrates according to the control of first embodiment of the invention mapping, and the brake-power control program of the limit that is used for calculating limited target deceleration/decel decrease is shone upon in this control;
Fig. 9 is the scheme drawing that illustrates according to the control mapping of first embodiment of the invention, and this control mapping is used for calculating based on the master cylinder pressure of revising the brake-power control program of the desired deceleration of revising;
Figure 10 comprises according to a pair of figure (a) of first embodiment of the invention and (b), is used for illustrating the operation of unexpected brake operation course master cylinder and braking simulator;
Figure 11 is the time diagram according to first embodiment of the invention, shows in the unexpected brake operation course master cylinder pressure with respect to the variation of time;
Figure 12 is the time diagram according to first embodiment of the invention, shows the operating effect of ultimate aim deceleration/decel and actual deceleration degree in the unexpected brake operation course;
Figure 13 is the time diagram according to first embodiment of the invention, shows the variation of the master cylinder pressure of master cylinder pressure, brake-pedal travel and correction with respect to the time;
Figure 14 is the scheme drawing that comprises the motor vehicle braking system of accumulator, and described motor vehicle braking system has the Vehicular brake device according to second embodiment of the invention;
Figure 15 is the diagram of circuit of brake-power control program performed in the Vehicular brake device that is illustrated in according to second embodiment of the invention; And
Figure 16 is the time diagram according to second embodiment, shows the operating effect of desired deceleration, ultimate aim deceleration/decel and actual deceleration degree.
The specific embodiment
Below with reference to the accompanying drawings the selected embodiment of the invention is described.Obviously, for the technology of the present invention personnel, following examples of the present invention only are descriptive, rather than limit of the present inventionly, and the present invention is limited by appended claims or its equivalent.
First embodiment
At first with reference to figure 1, it shows the Vehicular brake device according to first embodiment of the invention.Fig. 1 is the scheme drawing of motor vehicle braking system, and described motor vehicle braking system has the Vehicular brake device according to first embodiment of the invention.As shown in Figure 1, motor vehicle braking system comprises brake pedal 1, master cylinder 2, fluid reservoir 2a, a plurality of brake cylinder cylinders (a pair of left side, right back brake cylinder cylinder 3RL and 3RR, an and a pair of left side, right front brake cylinder cylinder 3FL and 3FR), a pair of gate valve is (preceding, back gate valve 4f and 4r), a plurality of access valves (a pair of left side, right back access valve 5RL and 5RR, an and a pair of left side, right front access valve 5FL and 5FR), a plurality of outlet valves (a pair of left side, right back outlet valve 6RL and 6RR, and an a pair of left side, right front outlet valve 6FL and 6FR), before a pair of, back pump 7f and 7r, braking simulator 8 and controller 9.
Each brake cylinder cylinder 3FL, 3FR, 3RL and 3RR are installed in the plate disc brake, and wherein brake disc is sandwiched between the slipper, to produce braking force; Or be installed in the drum brake mechanism, wherein brake shoe brake cheek was pressed on the interior week of brake wheel, to produce braking force.
The hydraulic efficiency pressure system of master comprises gate valve 4r, access valve 5RL and 5RR, outlet valve 6RL and 6RR and pump 7r.Gate valve 4r structure also is arranged as the pipeline of optionally closing between master cylinder 2 and brake cylinder cylinder 3RL and the 3RR.Access valve 5RL and 5RR structure also are arranged as the pipeline of optionally distinguishing between closing gate valve 4r and brake cylinder cylinder 3RL and the 3RR.Outlet valve 6RL and 6RR construct and are arranged as the pipeline of the fluid reservoir 2a that optionally opens joint access valve 5RL and 5RR and brake cylinder cylinder 3RL and 3RR and master cylinder 2 respectively.Pump 7r is connected with 6RR and fluid reservoir 2a with outlet valve 6RL at its entrance side (input side), and is connected with access valve 5RL and 5RR with gate valve 4r at its outlet side (discharge side).
According to above-mentioned structure, when access valve 5RL and 5RR and outlet valve 6RL and 6RR remain on non-excitation normality position, after gate valve 4r is in foment and closes, braking liquid among the fluid reservoir 2a is inhaled into by starting pump 7r, and the hydraulic pressure of brake cylinder cylinder 3RL and 3RR can be improved by resulting discharge pressure.
When outlet valve 6RL and 6RR are in non-excitation normality position, can be by excitation and closing gate valve 4r and access valve 5RL and 5RR, brake cylinder cylinder 3RL and 3RR are closed to the pipeline of fluid reservoir 2a and pump 7r.Thereby can keep the hydraulic pressure of brake cylinder cylinder 3RL and 3RR.
In addition, the hydraulic pressure of brake cylinder cylinder 3RL and 3RR can be released into fluid reservoir 2a, thereby can and open outlet valve 6RL and 6RR by excitation, and excitation and closing gate valve 4r and access valve 5RL and 5RR, reduces the hydraulic pressure of brake cylinder cylinder 3RL and 3RR.
By gate valve 4r, access valve 5RL and 5RR and outlet valve 6RL and 6RR are set is non-excitation normality position, can be passed to brake cylinder cylinder 3RL and 3RR from the hydraulic pressure of master cylinder 2, to realize conventional braking function.
Similar to master, the hydraulic efficiency pressure system of secondary side has gate valve 4f, access valve 5FL and 5FR, outlet valve 6FL and 6FR and pump 7f.The operation of secondary side hydraulic efficiency pressure system is also similar to master, therefore, for for purpose of brevity, omits its detailed description.
As described below, controller 9 preferably includes the microprocessor with brake-power control program, control program control vehicle brake system.Controller 9 also can comprise other traditional element, as input interface circuit, output interface circuit and memory storage, as ROM (read-only memory (ROM)) device and RAM (random access memory) device.The microprocessor of controller 9 is programmed to control various parts, as gate valve 4f and 4r, access valve 5FL to 5RR, outlet valve 6FL to 6RR and pump 7f and 7r.Memory circuit stores result and control program, as the control program that the ultimate aim deceleration/decel calculates that is used for by the processor circuit operation.Controller 9 engages with the various operation of components of motor vehicle braking system in a conventional manner.The internal RAM of controller 9 stores the state and the various control data of running mark.Controller 9 can be according to control program arbitrary parts of control vehicle brake system optionally.To those skilled in the art, by the present invention obviously as can be known, controller 9 accurate structures and algorithm can be by the hardware that can carry out function of the present invention and software combination in any.That is, " device adds function " described in specification sheets and claims clause should comprise any structure or hardware and/or the algorithm or the software of the function that can be used for carrying out " device adds function " clause.
Herein with reference to the performed brake-power control program of flowchart text controller shown in Figure 29.The program of brake-power control shown in Fig. 2 is by interrupting carrying out with the timing of specific time interval (as 10 milliseconds).
At first, in step S1, controller 9 is configured to obtain by stroke sensor 10 and pressure sensor 11 and detects brake-pedal travel Ss and the master cylinder pressure Pm that obtains.
In step S2, controller 9 is configured to utilize control mapping as shown in Figure 3 to calculate desired deceleration Gs according to brake-pedal travel Ss.In control mapping shown in Figure 3, abscissa is represented brake-pedal travel Ss, and ordinate is represented desired deceleration Gs.This control map construction is: when brake-pedal travel Ss started from scratch increase, desired deceleration Gs was thereupon from zero increase, and the speed that desired deceleration Gs increases is accelerated with the increase of pedal stroke.
In step S3, controller 9 is configured to calculate desired deceleration Gp (first desired deceleration) with controlling mapping as shown in Figure 4 according to master cylinder pressure Pm.In the mapping of control shown in Fig. 4, abscissa is represented master cylinder pressure Pm, and ordinate is represented desired deceleration Gp.When master cylinder pressure Pm when zero raises, desired deceleration Gp increases from zero thereupon in proportion.
In step S4, controller 9 is configured to calculate difference DELTA G between desired deceleration Gp and the desired deceleration Gs with following formula (1), and wherein desired deceleration Gp and desired deceleration Gs determine according to master cylinder pressure and brake-pedal travel Ss respectively.
ΔG＝Gp-Gs (1)
In step S5, controller 9 is configured to deduct last sampling pedal stroke Ss (n-1) with current sampling pedal stroke Ss (n), utilizes following formula (2) to calculate the increment Delta Ss of brake-pedal travel Ss.
ΔSs＝Ss(n)-Ss(n-1) (2)
In step S6, controller 9 is configured to determine whether difference DELTA G is 0 or littler, or whether increment Delta Ss is 0 or littler.
The pipeline 12 that connects master cylinder 2 and stroke simulator 8 serves as the main aperture that is flow to the braking liquid of stroke simulator 8 by master cylinder 2.Therefore, when the driver wishes to slow down fast and when stepping on brake pedal 1 suddenly (suddenly in the moderating process), when just beginning to step on brake pedal 1, the speed that braking liquid flow to stroke simulator 8 by master cylinder 2 is subjected to the resistance limits of pipeline 12.Thereby, the master cylinder pressure of the master cylinder pressure Pm when stepping on brake pedal 1 fast when stepping on brake pedal 1 gradually.Fig. 5 describes the relation between brake-pedal travel Ss and the master cylinder pressure Pm.As shown in Figure 5, even brake-pedal travel Ss is identical, the master cylinder pressure Pm when operating brake pedal 1 fast compares during with slow operation brake pedal 1 bigger, as shown in Figure 5.
In step S6, when difference DELTA G greater than 0 (Δ G＞0) and increment Delta Ss during greater than 0 (Δ Ss＞0) (, according to brake-pedal travel Ss and definite desired deceleration Gs less than according to master cylinder pressure Pm and definite desired deceleration Gp (Gs＜Gp), and brake-pedal travel Ss has the trend of increase), controller 9 is configured to judge that the driver operates brake pedal 1 suddenly, and program changes step S10 (will be described below) over to.On the other hand, in step 6, when difference DELTA G is equal to or less than 0 (Δ G≤0) or increment Delta Ss and is equal to or less than 0 (Δ Ss≤0) (, according to brake-pedal travel Ss and definite desired deceleration Gs is equal to or greater than according to master cylinder pressure Pm definite desired deceleration Gp (Gs 〉=Gp), or brake-pedal travel Ss does not show the trend of increase), controller 9 is configured to judge braking does not suddenly take place, and program changes step S7 over to.
In step S7, controller 9 is configured to calculate desired deceleration Gs and the Gp contribution rate α to ultimate aim deceleration/decel Gf with control mapping as shown in Figure 6 according to master cylinder pressure Pm.In the mapping of control shown in Fig. 6, abscissa is represented master cylinder pressure Pm, and ordinate is represented contribution rate α.Raise with master cylinder pressure Pm, contribution rate α increases to 1 from zero.
In step S8, controller 9 is configured to following formula (3) according to desired deceleration Gp and Gs and contribution rate α calculating ultimate aim deceleration/decel Gf.
Gf＝α×Gp+(1-α)Gs (3)
According to formula (3), along with reducing of contribution rate α, brake-pedal travel Ss increases the contribution degree of ultimate aim deceleration/decel Gf, and the contribution degree of master cylinder pressure Pm reduces.On the other hand, along with the increase of contribution rate α, brake-pedal travel Ss reduces the contribution degree of ultimate aim deceleration/decel Gf, and the contribution degree of master cylinder pressure Pm increases.
In step S9, controller 9 is configured to drive and control gate valve 4f and 4r, access valve 5FL to 5RR, outlet valve 6FL to 6RR, and pump 7f and 7r, producing essential braking force realizing ultimate aim deceleration/decel Gf, and returns the regulation main program.
On the other hand, when the judged result among the step S6 is difference DELTA G greater than 0 and increment Delta Ss during greater than 0 (being No in step S6), in step S10, controller 9 is configured to utilize control mapping shown in Figure 7 to calculate desired deceleration Gs and the Gp contribution rate α to final deceleration/decel Gf according to master cylinder pressure Pm.In the mapping of control shown in Fig. 7, abscissa is represented master cylinder pressure Pm, and ordinate is represented contribution rate α.As shown in Figure 7, when producing master cylinder pressure Pm, the value of contribution rate α becomes 1 immediately.
In step S11, controller 9 is configured to calculate the limit β that restriction master cylinder pressure Pm reduces with controlling the increment Delta Ss of mapping according to brake-pedal travel Ss and brake-pedal travel Ss as shown in Figure 8.In the mapping of control shown in Fig. 8, abscissa is represented increment Delta Ss, and ordinate is represented limit β.As shown in Figure 8, limit β generally reduces with the increase of increment Delta Ss.And, compare during with brake-pedal travel Ss less than specified value S1, as brake-pedal travel Ss during greater than specified value S1, limit β is generally less.
In step S12, controller 9 is configured to deduct current sampling master cylinder pressure Pm (n) with last sampling master cylinder pressure Pm (n-1), calculates the decrease Δ Pm of master cylinder pressure Pm to utilize following formula (4).
ΔPm＝Pm(n-1)-Pm(n) (4)
In step S13, controller 9 is configured to determine that whether the decrease Δ Pm of master cylinder pressure Pm is greater than limit β.If decrease Δ Pm be not more than limit β (Δ Pm≤β), then the controller 9 decrease Δ Pm that is configured to judge master cylinder pressure Pm is within allowable range, program changes step S14 over to.On the other hand, (Δ Pm＞β), then controller 9 is configured to judge that master cylinder pressure Pm decrease Δ Pm exceeds allowable range, and program changes step S15 over to if decrease Δ Pm is greater than limit β.
In step S14, controller 9 is configured to directly substitute the master cylinder pressure Pm ' that revises with current sampling master cylinder pressure Pm (n), with the master cylinder pressure Pm ' that determines to revise, as the formula (5).
Pm′←Pm(n) (5)
That is, in step S14, master cylinder pressure Pm is not limited.After this, program changes step S16 over to.
On the other hand, in step S15, controller 9 is configured to utilize following formula (6) to deduct the master cylinder pressure Pm ' that limit β obtains correction with last sampling master cylinder pressure Pm (n-1).
Pm′←Pm(n-1)-β (6)
That is, when the decrease Δ Pm of master cylinder pressure Pm was big, with last sampling master cylinder pressure Pm (n-1) but not decrease Δ Pm deducts limit β, described limit was less than decrease Δ Pm.Therefore, in step S15, the reduction of master cylinder pressure Pm is subjected to the restriction of limit β.After this, program changes step S16 over to.
In step S16, the desired deceleration Gp ' that controller 9 is configured to utilize control mapping as shown in Figure 9 to revise according to the master cylinder pressure Pm ' calculating of revising.In control shown in Figure 9 mapping, abscissa represents that the master cylinder pressure Pm ' that revises, ordinate represent the desired deceleration Gp ' that revises.When the master cylinder pressure Pm ' that revises raise by zero, the desired deceleration Gp ' of correction increased by zero thereupon in proportion, and its mode is controlled in the mapping identical with above-mentioned Fig. 4.In computation cycles after this, with the master cylinder pressure Pm ' that revises as last sampling master cylinder pressure Pm (n-1).
In step S17, controller 9 is configured to following formula (7) according to the desired deceleration Gp ' that revises, calculate ultimate aim deceleration/decel Gf according to desired deceleration Gs and the contribution rate α of brake-pedal travel Ss.After this, this process is performed until above-mentioned steps S9.
Gf＝α×Gp′+(1-α)Gs (7)
The operating effect of first embodiment will be described below.
As mentioned above, when vehicle under normal circumstances travels, carry out brake-by-wire control.Particularly, controller 9 is configured to according to the operation of driver to brake pedal 1, drive also control access valve 5FL to 5RR, outlet valve 6FL to 6RR and pump 7f and 7r, to carry out control of braking when gate valve 4f and 4r maintenance closed condition.
More specifically, controller 9 is configured to calculate desired deceleration Gs and desired deceleration Gp (step S2 and step S3) respectively according to brake-pedal travel Ss and master cylinder pressure Pm.After this, controller 9 is configured to calculate ultimate aim deceleration/decel Gf (step S8) according to these desired decelerations Gs and Gp, and, carry out control of braking (step S9) by driving access valve 5FL to 5RR, outlet valve 6FL to 6RR and pump 7f and 7r according to ultimate aim deceleration/decel Gf.
As mentioned above, when the driver wishes to slow down fast and when stepping on brake pedal 1 suddenly, shown in chart among Figure 10 (a) because the just pipe resistance of the pipeline 12 when having begun to step on brake pedal 1, braking liquid from master cylinder 2 by the road 12 speed that flow to stroke simulator 8 be restricted.Like this, when just beginning to step on brake pedal 1, the master cylinder pressure when stepping on brake pedal 1 is gradually compared, and the master cylinder pressure Pm when stepping on brake pedal 1 fast is bigger.Because the pipe resistance of pipeline 12, it is big like that brake-pedal travel Ss does not have that the driver expects.
When the driver has just begun to step on brake pedal 1 carrying out unexpected glancing impact, if calculate ultimate aim deceleration/decel Gf when the contribution degree of brake-pedal travel Ss increases, then the master cylinder pressure Pm contribution degree that ultimate aim deceleration/decel Gf is increased that raises reduces.So even the driver will step on brake pedal 1 fast with unexpected deceleration, the stroke of brake pedal 1 also can be because of pipeline 12 resistance out of reach expected degrees.Thereby the recruitment of ultimate aim deceleration/decel Gf of this moment can be desired not so much as the driver, and when just beginning to step on brake pedal 1, with driver's action (brake pedal operation) opposite sense on the requirement of adjustment deceleration/decel.
Therefore, in the present invention, in order to begin just to reflect driver's intention from the beginning brake operating, controller 9 is configured to calculate ultimate aim deceleration/decel Gf, it is fast more to make that the driver steps on brake pedal, and master cylinder pressure Pm is big more to the contribution rate α of ultimate aim deceleration/decel Gf.Like this, for the present invention, when the driver has just begun to step on brake pedal 1 to realize unexpected glancing impact, even brake-pedal travel Ss is little, final deceleration/decel Gf also can increase to driver's desired level.
Yet braking liquid increases gradually from the speed that master cylinder 2 flow to stroke simulator 8, and therefore, the amount that flow to the braking liquid of stroke simulator 8 increases, and this is as shown in chart among Figure 10 (b).Therefore, as shown in Figure 11, if observe master cylinder pressure Pm in chronological order, then when just beginning to step on brake pedal 1, master cylinder pressure Pm significantly raises.But owing to the pipe resistance of braking distance because of pipeline 12 is restricted, the flow of braking liquid reduces, thereby master cylinder pressure Pm reduces.Among zone shown in the time diagram of Figure 11 (a) and (b) and Figure 10 chart (a) and (b) shown in state corresponding.In the zone (a) of the chart (b) of Figure 10 and Figure 11, if master cylinder pressure Pm increases the contribution rate α of ultimate aim deceleration/decel Gf, then ultimate aim deceleration/decel Gf reduces (though being temporary transient) with the reduction of master cylinder pressure Pm inevitably.At this moment, although the driver further steps on brake pedal 1, the deceleration/decel that vehicle produces reduces on the contrary.
Therefore, in the present embodiment, when according to master cylinder pressure Pm and definite desired deceleration Gp greater than according to brake-pedal travel Ss and definite desired deceleration Gs, and when brake-pedal travel Ss trend increases (being No in step S6), controller 9 is configured to judge that the driver brakes suddenly, and master cylinder pressure Pm reduces trend.Like this, controller 9 is configured to by calculating the master cylinder pressure Pm ' of correction, and wherein master cylinder pressure Pm is limited by limit β, to limit or to prevent that ultimate aim deceleration/decel Gf from reducing.
More specifically, at first, α is made as 1 with contribution rate, makes desired deceleration Gp remain ultimate aim deceleration/decel Gf (step S10), and after this, the reduction of master cylinder pressure Pm will be restricted to limit β or littler (step S13 to S15) in each computation period.The desired deceleration Gp ' (step S16) that revises according to the master cylinder pressure Pm ' calculating of above-mentioned limited correction, with the desired deceleration Gp ' that revises as ultimate aim deceleration/decel Gf (step S17), thereby the reducing of restriction ultimate aim deceleration/decel Gf.
Like this, as shown in figure 12, even actual master cylinder pressure Pm temporarily reduces, owing to used the desired deceleration Gp ' of the correction that reduces to obtain by limited target deceleration/decel Gp (master cylinder pressure Pm), ultimate aim deceleration/decel Gf reduces limited.Therefore, as shown in figure 12, the present invention can improve the response performance of actual vehicle deceleration/decel, and can prevent braking retardation.In addition, when further stepping on brake pedal 1, the car body deceleration/decel that is produced can not reduce, and requires to move when inconsistent with the driver when deceleration/decel, can make the discomfort that is produced be kept to minimum.The limited field that reduces of ultimate aim deceleration/decel Gf and desired deceleration Gp is set in reducing in the scope of allowing, make the deceleration/decel that produces in the car body reduce do not perceiveed by the driver.
If brake-pedal travel Ss increases fast, can judge that then the driver sends the moving instruction of pressure, thereby need significantly high deceleration/decel.Therefore, the faster increase of brake-pedal travel Ss (promptly increment Delta Ss is higher in each computation period) will cause limit β to be set as littler value, and to the restriction that reduces of desired deceleration Gp stricter (step S11).
Like this, step on brake pedal 1 fast, and limit β can prevent that ultimate aim deceleration/decel Gf from reducing according to driver's braking intention when being made as very little numerical value (as 0) when the driver uses than great dynamics.That is to say, in the first embodiment of the present invention, before master cylinder pressure Pm is about to begin descend, can keep ultimate aim deceleration/decel Gf (peak value maintenance), thereby can obtain sufficient braking effect.On the other hand, when slowly stepping on brake pedal 1 with slow dynamics, the reduction of master cylinder pressure Pm may be desired as the driver.At this moment, limit β is not made as value little as 0, will allows the reducing to a certain degree of ultimate aim deceleration/decel Gf, thereby can meet driver's braking expectation.
When the brake-pedal travel Ss of brake pedal 1 was in relatively than the zonule, brake-pedal travel Ss will be quite big to the variation of time.But when brake-pedal travel Ss was in relatively large zone, brake-pedal travel Ss will be very little to the variation of time.Therefore, even the driver steps on brake pedal 1 with constant force, the increment Delta Ss of brake-pedal travel Ss also can reduce with the increase of brake-pedal travel Ss.Therefore, in the first embodiment of the present invention, compare during less than specified value S1 with brake-pedal travel Ss, as brake-pedal travel Ss during greater than specified value S1, limit β will be set as more fractional value, and restriction stricter (step S11).
Like this, because increment Delta Ss increases with brake-pedal travel Ss and reduces gradually, so, also can prevent to slow down situation appearance to the restriction of ultimate aim deceleration/decel Gf although the driver still wishes to slow down and further step on brake pedal 1.
In addition, in the first embodiment of the present invention, adopt so-called pumping formula (pump-up) brake actuator, at this moment, the discharge pressure of pump 7f and 7r is directly used in the generation braking force.Therefore, controller 9 is configured to change according to the variation of final deceleration/decel Gf the rotation of drive motor.
At this moment, referring to the comparative example shown in Figure 12, if final deceleration/decel Gf fluctuates, drive motor will temporarily be reduced to low speed state from high-speed state, after this returns high-speed state.The motor noise variation that is produced in this process can make the driver have the fidgets.On the other hand, for first embodiment of the invention, can be by the change that reduces to relax motor noise of restriction ultimate aim deceleration/decel Gf, thus avoid stimulating the driver.If but a pair of accumulator is mounted on the discharge lateral line of pump 7f and 7r (second embodiment as shown in figure 14), then needn't change the rotating speed of drive motor according to the variation of ultimate aim deceleration/decel Gf.
In above-mentioned first embodiment, as shown in Figure 8, change limit β according to brake-pedal travel Ss and increment Delta Ss.But be not limited to shine upon to determine limit β with control as shown in Figure 8.Even limit β can be made as 0, thereby prevent that ultimate aim deceleration/decel Gf from reducing.At this moment, as shown in figure 13, when the driver steps on brake pedal fast, can before being about to reduce, master cylinder pressure Pm keep ultimate aim deceleration/decel Gf (peak value maintenance) reliably.
In above-mentioned first embodiment, in step S11 process (Fig. 8), limit β constantly changes with increment Delta Ss.But the adjustment mode of limit β is not limited to this adjustment mode.For example, can progressively change limit β, or single step changes limit β according to increment Delta Ss.In addition, in first embodiment, can be according to brake-pedal travel Ss whether greater than specified value S1 to switch " Δ Ss-β " characteristic.But, " Δ Ss-β " characteristic can divide a plurality of stages to switch according to brake-pedal travel Ss.
In addition, in above-mentioned first embodiment, be restricted to limit β or littler by the reduction with master cylinder pressure Pm in each computation period, the desired deceleration Gp ' that revises according to the master cylinder pressure Pm ' calculating of revising limits ultimate aim deceleration/decel Gf again.But the present invention is not limited only to this scheme.In brief, if can limit the reducing of ultimate aim deceleration/decel Gf to implement the present invention, just enough.For example, the desired deceleration Gp that is calculated in step S3 can be used as ultimate aim deceleration/decel Gf, and can carry out with the cooresponding restriction of step S11 to S14 ultimate aim deceleration/decel Gf and handle.
In addition, in the step S7 of first embodiment program, contribution rate α changes (referring to Fig. 6) continuously with master cylinder pressure Pm.But the present invention is not limited only to this scheme.For example, contribution rate α can become ladder-type to change with master cylinder pressure Pm, or only single-stage (single step) changes.In addition, in first embodiment, contribution rate α is interpreted as allotment ratio.That is, in first embodiment, numerical value α and numerical value (1-α) sum is fixed value (equaling 1).But the contribution degree of desired deceleration Gp (contribution rate) needn't be fixed value with the contribution degree sum of desired deceleration Gs.For example, can adopt following structure, wherein when one of contribution degree increased, other contribution degree remained unchanged, so that the contribution degree sum increases.
In addition, in the program of the step S10 of first embodiment, contribution rate α only needs calculate according to master cylinder pressure Pm.But the present invention is not limited only to this scheme.Particularly, also can only calculate contribution rate α, perhaps calculate contribution rate α according to brake-pedal travel Ss and master cylinder pressure Pm according to brake-pedal travel Ss.
In addition, in aforesaid first embodiment, adopt hydraulic brake, wherein hydraulic pressure is as transmitting media.But the present invention is not limited only to this scheme.For example, also can adopt the air-pressure brake that utilizes pressurized air to make to transmit media.
And, in aforesaid first embodiment, carry out the brake-by-wire control that utilizes hydraulic pressure.But the invention is not restricted to this scheme, as long as can carry out brake-power control.Therefore, if by control electric actuator, regeneration electromotor brake etc. with provide can be automatically controlled the energy, just can adopt the drg of any kind, electric brake for example, wherein brake disc is braked piece and clamps, or brake shoe brake cheek is pressed on the interior perimeter surface of brake wheel.
And, even stroke simulator 8 is not provided, the situation of similar problem also may appear producing because of the pipe resistance in the unexpected braking procedure.Therefore, the present invention with stroke simulator 8 as selectable unit.
Second embodiment
Referring to Figure 14 to Figure 16, the Vehicular brake device according to second embodiment is described below.Because the similarity of first embodiment and second embodiment, among second embodiment parts identical with first embodiment adopt and first embodiment in identical Reference numeral.And, if the description of each parts is consistent with each component representation among first embodiment among second embodiment, then can omit for simplifying.
The difference of the second embodiment motor vehicle braking system and the first embodiment motor vehicle braking system is that the second embodiment motor vehicle braking system also comprises a pair of accumulator 13f and 13r.Simultaneously, the performed brake-power control program of controller 9 is different with brake-power control program among first embodiment in a second embodiment.
Referring to diagram of circuit shown in Figure 15, the brake-power control program of second embodiment is described below.Utilize timer to interrupt carrying out program shown in Figure 15 in each specific time section (for example 10 microseconds).
At first, in step S100, controller 9 is configured to read in brake-pedal travel Ss and master cylinder pressure Pm, and program changes step S 110 over to.
In step S110, controller 9 is configured to utilize control mapping as shown in Figure 3 to calculate desired deceleration Gs according to brake-pedal travel Ss.As mentioned above, in control mapping shown in Figure 3, abscissa is represented brake-pedal travel Ss, and ordinate is represented desired deceleration Gs.When brake-pedal travel Ss increased, desired deceleration Gs increased by zero.Certainly, by the disclosure of invention as can be known, when brake-pedal travel Ss was zero, desired deceleration Gs needn't be zero.After this, program changes step S120 over to.
In step S 120, controller 9 is configured to utilize control mapping as shown in Figure 4 to calculate desired deceleration Gp according to master cylinder pressure Pm.As shown in Figure 4, the abscissa of control mapping is master cylinder pressure Pm, and ordinate is desired deceleration Gp, and is set at like this: promptly, when master cylinder pressure Pm raise by zero, desired deceleration Gp increased by zero in proportion.Certainly, by the disclosed content of the present invention as can be known, when master cylinder pressure Pm was zero, desired deceleration Gp needn't be zero.After this, program changes step S130 over to.
In step S130, shown in above-mentioned formula (2), controller 9 structures are by deducting last sampling pedal stroke Ss (n-1) to calculate the increment Delta Ss of brake-pedal travel Ss from current sampling pedal stroke Ss (n).Program changes step S140 over to then.
In step S140, controller 9 is configured to utilize following formula (8), deducts last sampling master cylinder pressure Pm (n-1) to calculate the increment Delta P of master cylinder pressure Pm from current sampling master cylinder pressure Pm (n).Program changes step S150 over to then.
ΔP＝Pm(n)-Pm(n-1) (8)
In step S150, controller 9 is configured to judge that whether increment Delta Ss is greater than zero.When increment Delta Ss greater than zero the time, program changes step S160 over to.On the other hand, when increment Delta Ss was equal to or less than zero, program changed step S270 over to.In step S270, with added value Gadd zero clearing, program changes step S280 over to.
In step S160, controller 9 is configured to judge that whether the increment Delta P of master cylinder pressure Pm is less than zero.As increment Delta P (, although the stroke Ss of brake pedal 1 increases, master cylinder pressure Pm reduces) less than zero the time, program changes step S170 over to.When increment Delta P was not less than zero, program changed step S220 over to.
In step S170, whether controller 9 is configured to judgement symbol FRS-FLG is zero.When sign FRS-FLG is zero (, when (program is changed over to by step S150), occur following situation for the first time: although brake-pedal travel Ss increases, master cylinder pressure Pm reduces), program changes step S190 over to.On the other hand, when FRS-FLG is masked as 1 (this program loop for for the second time or the more times following situation appears: although brake-pedal travel Ss increases, master cylinder pressure Pm reduces), program changes step S200 over to.
In step S180, controller 9 is configured to added value Gadd zero clearing (added value Gadd is made as zero).After this, in step S190, controller 9 is configured to the FRS-FLG sign is made as 1, and program changes step S200 over to.
In step S200, controller 9 is configured to by utilizing following formula (9), deduct the last desired deceleration Gs (n-1) that calculates from the current desired deceleration Gs (n) that calculates, calculate increment Delta Gs according to brake-pedal travel Ss according to brake-pedal travel Ss.After this program changes step S210 over to.
ΔGs＝Gs(n)-Gs(n-1) (9)
In step S210, controller 9 is configured to utilize following formula (10) added value Gadd to be added the amount that equates with increment Delta Gs.After this program changes step S280 over to.
Gadd＝Gadd+ΔGs (10)
On the other hand, in step S160, if controller 9 judges that increment Delta Gp is equal to or greater than zero (Δ P 〉=0), then program changes step S220 over to.In step S220, controller 9 is configured to the value of sign FRS-FLG is made as zero, and program changes step S230 over to.
In step S230, controller 9 structures are by utilizing following formula (11), deduct the last desired deceleration Gp (n-1) that calculates from the current desired deceleration Gp (n) that calculates, to calculate the increment Delta Gs of desired deceleration Gp according to master cylinder pressure Pm according to master cylinder pressure Pm.After this, program changes step S240 over to.
ΔGp＝Gp(n)-Gp(n-1) (11)
In step S240, controller 9 is configured to judge whether increment Delta Gp is equal to or greater than specified value α 1 (＞0).When increment Delta Gp was equal to or greater than specified value α 1, program changed step S250 over to.As increment Delta Gp during less than specified value α 1, then program changes step S260 over to.
In step S250, controller 9 is configured to utilize following formula (12) added value Gadd to be deducted the amount that equates with specified value α 1.
Gadd＝Gadd-α1 (12)
But be reduced under the situation of minus value at the added value Gadd that calculates through formula (12), added value Gadd has been made as zero.After this, program changes step S280 over to.
In step S260, controller 9 is configured to utilize following formula (13) added value Gadd to be deducted the amount that equates with increment Delta Gp.
Gadd＝Gadd-ΔGp (13)
But be reduced under the situation of minus value at the added value Gadd that calculates through formula (13), then added value Gadd be made as zero.After this, program changes step S280 over to.
In step S280, controller 9 is configured to utilize following formula (14), will add that added value Gadd calculates ultimate aim deceleration/decel Gf based on the desired deceleration Gp of master cylinder pressure Pm.After this, program changes step S290 over to.
Gf＝Gp+Gadd (14)
In step S290, controller 9 is configured to control the operation of gate valve 4f and 4r, access valve 5FL to 5RR, outlet valve 6FL to 6RR and pump 7f and 7r, obtains the required braking force of ultimate aim deceleration/decel Gf to be produced as.After this, this program is returned the main program of regulation.
In the second embodiment of the present invention, ultimate aim deceleration/decel Gf calculates according to desired deceleration Gp, and desired deceleration Gp determines according to master cylinder pressure Pm, when brake pedal 1 is stepped on fast, master cylinder pressure Pm than increasing of brake-pedal travel Ss faster.Therefore, in the second embodiment of the present invention, when brake pedal 1 was stepped on fast, braking response was better.
In addition, when brake pedal 1 was stepped on fast, as mentioned above, although brake-pedal travel Ss increases, master cylinder pressure Pm may temporarily reduce.At this moment, in a second embodiment, owing to the increment Delta Gs that has increased all the time based on the desired deceleration Gs of the brake-pedal travel Ss that increases, so limited the decline that reduces the ultimate aim deceleration/decel Gf that is caused because of master cylinder pressure Pm.Particularly, limited the decline of the response performance that produces owing to ultimate aim deceleration/decel Gf decline.
In addition, in second embodiment of the invention, in step S200 and S210, increased difference (increment) the Δ Gs of each on-cycle desired deceleration Gs, to determine the increment of desired deceleration Gs according to brake-pedal travel Ss.But desired deceleration Gs before also can being about to reduce by master cylinder pressure Pm and current goal deceleration/decel Gs's is poor, calculates added value Gadd according to brake-pedal travel Ss, and described added value is the increment of desired deceleration Gs.
Along with the driver steps on brake pedal 1 fast, master cylinder pressure Pm raises.That is, when brake-pedal travel Ss increases and master cylinder pressure Pm when also raising, by reducing added value Gadd (as correction) gradually, can with according to master cylinder pressure Pm and definite desired deceleration Gp as ultimate aim deceleration/decel Gf.So control of braking can accurately reflect driver's braking intention.In addition, because added value Gadd this moment reduces trend zero gradually,, therefore can avoid the difference of added value Gadd (correction) in brake when returning null value to feel so can avoid ultimate aim deceleration/decel Gf to take place to change suddenly.
In addition, when brake-pedal travel Ss increases and master cylinder pressure Pm when also raising, in the scope of the increase slope that can keep ultimate aim deceleration/decel Gf, by reducing added value Gadd gradually, can suppress to be accompanied by and operate that output deceleration/decel on the opposite direction requires and the difference sensation brought with the driver.
Particularly, in a second embodiment, when the increment Delta Gp of desired deceleration Gp was equal to or greater than specified value α 1, added value Gadd reduced specified value α 1, and this specified value is less than increment Delta Gp.Therefore, when stepping on brake pedal 1 with specified speed or bigger speed, ultimate aim deceleration/decel Gf can remain on the increase slope reliably.In addition, when the driver stepped on brake pedal 1 (being that increment Delta Gp is less than specified value α 1) with low speed, the decrease of added value Gadd equaled described increment Delta Gp, thereby prevents that ultimate aim deceleration/decel Gf has the slope of reduction.In addition, but also omited steps S240, and in step S250, reduce added value Gadd.At this moment, for example, by utilizing following formula (15), increment Delta Gp is deducted specified value γ, thereby the amount that is reduced is made as the numerical value littler than increment Delta Gp,
Gadd＝Gadd-(ΔGP-γ) (15)
But being equal to, or greater than increment Delta Gp at specified value γ (is under the situation of Δ GP≤γ), specified value γ for example is made as zero.
Figure 16 is the time diagram of explanation according to the operation example of second embodiment.In Figure 16, ultimate aim deceleration/decel Gf equates with desired deceleration Gp substantially.But when master cylinder pressure Pm descended, although brake-pedal travel Ss increases, desired deceleration Gp descended, in the case, and by the decline of added value Gadd restriction ultimate aim deceleration/decel Gf, as shown in phantom in Figure 16.In addition, as shown in figure 16, added value Gadd descends with master cylinder pressure Pm and increases.After this, when master cylinder pressure Pm transferred rising to, added value Gadd then was reduced to zero gradually.
In second embodiment of the invention, as mentioned above, because the driver steps on brake pedal 1 fast, although cause brake-pedal travel Ss temporarily to increase, but master cylinder pressure Pm descends, in this case, increase added value Gadd gradually by the increment Delta Gs that increases based on the desired deceleration Gs of brake-pedal travel Ss, thereby suppressed the decline of ultimate aim deceleration/decel Gf.After this, under the situation that master cylinder pressure Pm rises and brake-pedal travel Ss increases, above-mentioned added value Gadd reduces to tend to null value.At this moment, in the process that braking distance increases, if the driver steps on brake pedal 1, the then program of execution in step S200 and S210 once more fast.If this program is carried out continuously, wherein increment Delta Gs adds to added value Gadd, and then the increase of added value Gadd may become excessive.So the correction of ultimate aim deceleration/decel Gf surpasses essential correction.In a second embodiment, can avoid this over-correction.Particularly, when the driver steps on brake pedal 1 once more, because twice of driver or repeatedly step on brake pedal fast, make temporary transient the increasing of brake-pedal travel Ss and master cylinder pressure Pm still descends, even in this case, in step S250 and S260, also carry out the processing that deducts added value Gadd.That is,, make temporary transient the increasing of brake-pedal travel Ss and master cylinder pressure Pm still descends, if this occurs, then added value Gadd is reduced to zero or approach zero because the driver steps on brake pedal once more fast.Through the processing of step S170 to S190, guarantee added value Gadd zero clearing, thereby avoid occurring over-correction.
In a second embodiment, in the S150 step, when brake-pedal travel Ss is zero or when negative (when brake pedal 1 position remains unchanged or returns), with the unconditional zero clearing of added value Gadd.But the invention is not restricted to this scheme.Also can make added value Gadd deduct absolute value gradually based on the increment Delta Gp (being generally negative value in this state) of the desired deceleration Gp of master cylinder pressure Pm, or by using following formula (16) to make added value Gadd deduct each value bigger slightly than increment Delta Gp gradually.
Gadd＝Gadd-|ΔG|-δ (δ＞0) (16)
Therefore, for the vehicle according to the invention brake equipment, when driver's snap catch, but the reducing of limited target deceleration/decel.So braking instruction that can reduce to send and driver operate inconsistent situation.
The term explanation
For understanding scope of the present invention, term herein " by ... form " with and derivative be open-ended term, it indicates and has described feature, element, parts, group, integral body and/or step, does not have other undeclared feature, element, parts, group, integral body and/or step that goes out but do not get rid of.Aforementioned concepts also is applicable to the term with similar implication, for example " comprises ", " having " and derivative thereof.And all can represent single part or a plurality of part with term " part ", " part ", " parts ", " assembly " or " element " that odd number is represented.Be used to herein represent that the operation of execution such as parts, part or device or the term of function " detection " comprise such parts, part or device etc., they do not need physical detection, but comprise that judgement, measurement, modeling, prediction or calculating etc. are to carry out described operation or function.The term that is used for parts, part or the part of indication device herein " is configured to " comprise hardware and/or software, and described hardware and/or software is built as/or be programmed for and carry out required function.And the term that is expressed as " device adds function " in claims should comprise any structure of the function that can be used for carrying out this part of the present invention.Represent that herein term " basically ", " approximately " of degree reach the rational departure of the reformed term of " being similar to " expression, make final gained result can obviously not change.
The application is based on the Japanese patent application No.2005-355291 that submitted on December 8th, 2005 and the Japanese patent application No.2006-226648 that submitted on August 23rd, 2006 and the outer preceence that requires these two applications, and whole disclosures of these two applications are incorporated this paper in this mode by reference.
Although describe the present invention by some selected embodiment, obviously, for the technology of the present invention personnel, under the condition of the spirit or scope of the present invention that do not deviate from appended claims and limited, can carry out multiple modification and change.For example, the size of various parts, shape, position or orientation can as required or wish to change.Between the parts that directly link to each other or be in contact with one another, can settle intermediate structure.The function of a certain element also can realize that vice versa by two elements.The structure of an embodiment or function can be used among another embodiment.In a specific embodiment, needn't there be all advantages simultaneously.Compared with prior art have each unique feature, comprise structure and/or concept of function that these features embody, combine individually or with further feature, also should be considered to independent description other invention of applicant.Therefore, only be used to illustrate the present invention to describing according to an embodiment of the invention above, rather than restriction the present invention, the present invention is limited by appended claims and equivalent thereof.
Claims (19)
1. Vehicular brake device comprises:
The brake operating element, its structure and being arranged as by the vehicle driver is operated;
Master cylinder, it engages with described brake operating element operation, and the operation of constructing and being arranged as according to described brake operating element produces hydraulic pressure; And
Controller, it is configured to: calculate desired deceleration according to described master cylinder hydraulic pressure, and according to described desired deceleration control vehicle braking force,
Described controller also is configured to: the driver described brake operating element is operated and in the unexpected moderating process that causes, limited the decline of described desired deceleration.
2. Vehicular brake device according to claim 1, wherein,
Described controller also is configured to: the speed that reduces to desired deceleration in unexpected moderating process limits.
3. Vehicular brake device according to claim 1, wherein,
Described controller also is configured to: when according to described master cylinder pressure and definite desired deceleration greater than according to described brake operating element stroke and definite desired deceleration, and described brake operating element stroke trend is judged and is taken place to slow down suddenly when increasing.
4. Vehicular brake device according to claim 1, wherein,
Described controller also is configured to: when hydraulic pressure reduces and the operational ton of described brake operating element is judged when increasing and taken place to slow down suddenly.
5. Vehicular brake device according to claim 1, wherein,
Described controller also is configured to: according to the operational ton of described brake operating element the limit that is used for the limited target deceleration/decel and descends is adjusted, so that the decline of desired deceleration diminishes with the increase of vehicle deceleration.
6. Vehicular brake device according to claim 1, wherein,
Described controller also is configured to: the limit that is used for the decline of limited target deceleration/decel is set, descended to prevent desired deceleration substantially.
7. Vehicular brake device according to claim 1, wherein,
Described controller structure is: will join in the desired deceleration according to the added value that the increase of the operational ton of described brake operating element is calculated, with the decline of limited target deceleration/decel.
8. Vehicular brake device according to claim 7, wherein,
Described controller structure is: reduce described added value gradually.
9. Vehicular brake device according to claim 2, wherein,
Described controller also is configured to: when according to described master cylinder pressure and definite desired deceleration greater than according to described brake operating element stroke and definite desired deceleration, and described brake operating element stroke trend is judged and is taken place to slow down suddenly when increasing.
10. Vehicular brake device according to claim 2, wherein,
Described controller also is configured to: when hydraulic pressure descends and the operational ton of described brake operating element is judged when increasing and taken place to slow down suddenly.
11. Vehicular brake device according to claim 2, wherein,
Described controller also is configured to: according to the operational ton of described brake operating element the limit that is used for the limited target deceleration/decel and descends is adjusted, so that the decline of desired deceleration diminishes with the increase of vehicle deceleration.
12. Vehicular brake device according to claim 2, wherein,
Described controller also is configured to: the limit that is used for the decline of limited target deceleration/decel is set, descended to prevent desired deceleration substantially.
13. Vehicular brake device according to claim 2, wherein,
Described controller structure is: will join in the described desired deceleration according to the added value that the increase of the operational ton of described brake operating element is calculated, with the decline of limited target deceleration/decel.
14. Vehicular brake device according to claim 3, wherein,
Described controller also is configured to: descend and the operational ton of described brake operating element is judged when increasing and taken place to slow down suddenly at hydraulic pressure.
15. Vehicular brake device according to claim 3, wherein,
Described controller also is configured to: according to the operational ton of described brake operating element the limit that is used for the limited target deceleration/decel and descends is adjusted, so that the decline of desired deceleration diminishes with the increase of vehicle deceleration.
16. Vehicular brake device according to claim 3, wherein,
Described controller also is configured to: the limit that is used for the decline of limited target deceleration/decel is set, descended to prevent desired deceleration substantially.
17. Vehicular brake device according to claim 3, wherein,
Described controller structure is: will add desired deceleration according to the added value that the increase of the operational ton of described brake operating element is calculated, with the decline of limited target deceleration/decel.
18. a Vehicular brake device comprises:
The exercisable brake operating device of driver, it is used to receive the braking instruction that the vehicle driver sends;
The hydraulic pressure generation device, it is used for according to producing hydraulic pressure by the received driver's braking instruction of the exercisable brake operating device of described driver;
Control setup, it is used for the hydraulic design desired deceleration that produces according to by described hydraulic pressure generation device, and according to the braking force of described desired deceleration control vehicle; And
The control restraint device, it is used for the decline at the unexpected moderating process limited target deceleration/decel that is caused by described braking instruction.
19. a vehicle braking method comprises:
Master cylinder hydraulic pressure according to master cylinder calculates desired deceleration, and wherein said master cylinder engages with the exercisable brake operating element operation of driver;
Operate the exercisable brake operating element of described driver the driver and in the unexpected moderating process that causes, limit the decline of described desired deceleration; And
According to described desired deceleration control vehicle braking force.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2005355291 | 2005-12-08 | ||
| JP2005355291 | 2005-12-08 | ||
| JP2006226648 | 2006-08-23 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1978257A CN1978257A (en) | 2007-06-13 |
| CN100528648C true CN100528648C (en) | 2009-08-19 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB2006101531164A Expired - Fee Related CN100528648C (en) | 2005-12-08 | 2006-12-08 | Vehicle braking apparatus |
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| CN (1) | CN100528648C (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5738237B2 (en) * | 2012-07-04 | 2015-06-17 | 株式会社アドヴィックス | Braking device for vehicle |
| KR102577622B1 (en) * | 2016-10-11 | 2023-09-12 | 에이치엘만도 주식회사 | Electric brake system and method thereof |
| CN109249917B (en) * | 2017-07-13 | 2022-09-20 | 罗伯特·博世有限公司 | Emergency brake control device, method and storage medium |
| CN112356789B (en) * | 2020-11-13 | 2024-05-28 | 上汽通用五菱汽车股份有限公司 | Adaptive calibration method for braking deceleration, vehicle and readable storage medium |
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- 2006-12-08 CN CNB2006101531164A patent/CN100528648C/en not_active Expired - Fee Related
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| CN1978257A (en) | 2007-06-13 |
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