CN104185581B - Brake control apparatus for vehicles - Google Patents
Brake control apparatus for vehicles Download PDFInfo
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- CN104185581B CN104185581B CN201380012464.8A CN201380012464A CN104185581B CN 104185581 B CN104185581 B CN 104185581B CN 201380012464 A CN201380012464 A CN 201380012464A CN 104185581 B CN104185581 B CN 104185581B
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- master cylinder
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- brake
- cylinder pressure
- liquid measure
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Abstract
The present invention provides a kind of brake control apparatus for vehicles, even if the relation property that its braking consumes liquid measure and master cylinder pressure changes, it is also possible to the effect of suppression braking, the change of brake feel.The presumption braking deduced at operational ton based on brake pedal (BP) consumes liquid measure (Q α), with by master cylinder pressure sensing cell (13, 14) relation property of the actual master cylinder pressure (PmcA) detected, relative to the benchmark corresponding diagram (the braking liquid measure hydraulic pressure datum characteristic of consumption) representing relation property that braking set in advance consumes liquid measure and described master cylinder pressure exist characteristic poor in the case of, by target relative shift correction unit (80), by the relative shift of input block (6) and accessory (2b), (desired value (target relative shift (Δ x*)) of Δ x) is to making the correction for direction that characteristic subtractive is little.
Description
Technical field
The present invention relates to a kind of brake control apparatus for vehicles, its by the movement with input block accordingly to assisted parts
The augmented thrust that part applies, and in master cylinder, produce power brake hydraulic pressure.
Background technology
Currently, it is known that a kind of brake control apparatus for vehicles (for example, referring to patent documentation 1), it utilizes electric actuator
Making accessory retreat mobile, the input to brake pedal carries out power-assisted, and exports from master cylinder.At this vehicle control for brake
In device, by controlling electric actuator, and the input block of the movement that makes to be retreated by the operation of brake pedal and relative to
The relative shift of the accessory of this input block relative movement is variable, obtains desired braking characteristic.
Patent documentation 1: No. 4784756 publications of Japanese Patent No.
Summary of the invention
But, in existing brake control apparatus for vehicles, at the relative shift making input block and accessory
Time variable, it is impossible to directly carry out the monitoring of the master cylinder pressure that the operation due to brake pedal is produced.
Namely be based on the operational ton target setting relative shift of brake pedal, and based on relative shift or auxiliary
The displacement of parts, is controlled electric actuator, so that the relative displacement relation of input block and accessory becomes
Described displacement of targets amount.
In contrast, be supplied to the amount of the brake fluid of caliper along with input block and the retreating mobile of accessory
The relation property of (hereinafter referred to as braking consumes liquid measure) and master cylinder pressure is sometimes owing to the brake fluid in brake operating supplements
Deng and change.In the case of Gai, even if the operational ton of brake pedal be identical, sometimes from the master cylinder pressure of master cylinder output also
Can difference.
If accordingly, there exist at this time based on input block and the relative shift of accessory or accessory
Displacement, electric actuator is controlled, then can be relative to imagination set in advance, the effect of braking (produces braking
Power), the problem that changes of foot-operated sense.Further, if the effect of braking, brake feel change, it is likely that can bring
Driver's sense of discomfort.
The present invention is conceived to the problems referred to above and proposes, and its object is to provide a kind of vehicle control for brake to fill
Put, even if its relation property braking consumption liquid measure and master cylinder pressure due to brake operating changes, it is also possible to suppression
The effect of braking, the change of brake feel.
To achieve these goals, the brake control apparatus for vehicles of the present invention, have: input block, accessory, help
Power actuator and control unit, in the movement corresponding to described input block, by the auxiliary applying described accessory
Thrust and make to produce in master cylinder by the brake control apparatus for vehicles of the brake fluid pressure of power-assisted, have: benchmark corresponding diagram,
Braking consumes liquid measure presumption unit and master cylinder pressure sensing cell.
Described input block is retreated by the operation of brake pedal movement.
Described accessory is arranged with respect to the moving direction of described input block can relative movement.
It is mobile that described booster actuator makes described accessory retreat, and makes described input block and the phase of described accessory
Displacement amount is changed.
In described benchmark corresponding diagram, it is preset with braking consumes liquid measure and the relation property of master cylinder pressure.
Described braking consumes liquid measure presumption unit to realize the brake force of operational ton based on described brake pedal, and right
Described braking consumption liquid measure i.e. estimates braking consumption liquid measure and carries out computing.
Actual master cylinder pressure is detected by described master cylinder pressure sensing cell.
Further, described control unit is at operational ton based on described brake pedal, to described input block and described auxiliary
The desired value of the relative shift of parts is set, and controls described booster actuator for making described relative shift and institute
State desired value consistent time, consume the relation property of liquid measure and described actual master cylinder pressure relative to described in described presumption braking
In the case of benchmark corresponding diagram exists characteristic difference, to making direction that described characteristic subtractive is little to described input block and described auxiliary
The desired value of the relative shift of parts is corrected.
Vehicle according to the invention brake control, consumes the pass of liquid measure and actual master cylinder pressure in presumption braking
Be characteristic relative to benchmark corresponding diagram exist characteristic poor in the case of, by control unit, by input block and accessory
The desired value of relative shift is to making the correction for direction that this characteristic subtractive is little.
That is, actual master cylinder pressure is monitored, if owing to the supplementary grade of the braking liquid measure in brake operating and
The relation property causing braking to consume liquid measure and master cylinder pressure changes, then be corrected to make by the desired value of relative shift
This relation property is consistent with benchmark corresponding diagram set in advance.
Further, by being corrected the desired value of relative shift, actual master cylinder pressure is relative to brake pedal
Operational ton become preferable master cylinder pressure (the master cylinder pressure on the basis of one-tenth), it is possible to the effect of suppression braking, foot-operated sense
Change and from imagination different.It is as a result, it is possible to reduce the sense of discomfort of driver.
Accompanying drawing explanation
Fig. 1 is the overall diagram of the main structure of the electric motor car illustrating the brake control apparatus for vehicles being suitable for embodiment 1.
Fig. 2 is the overall structure figure of the brake unit of the brake control apparatus for vehicles of embodiment 1.
Fig. 3 is the structured flowchart of the target relative shift correction unit of the brake control apparatus for vehicles of embodiment 1.
Fig. 4 is that the braking used in the brake control apparatus for vehicles illustrating embodiment 1 consumes liquid measure and master cylinder pressure
The figure of an example of benchmark corresponding diagram.
Fig. 5 is the calculating being shown in the target relative shift correction unit of embodiment 1 the displacement of targets correcting value performed
The flow chart of the flow process processed.
Fig. 6 is that the braking of the corrective action illustrating displacement of targets amount when actual master cylinder pressure is higher consumes liquid measure and master
The relation property corresponding diagram of oil cylinder working-pressure.
Fig. 7 is an example of the relation property illustrating brake-pedal travel and brake force when actual master cylinder pressure is higher
The corresponding diagram of son.
Fig. 8 is an example of the relation property illustrating brake-pedal depression force and brake force when actual master cylinder pressure is higher
The corresponding diagram of son.
Fig. 9 is that the braking of the corrective action illustrating target relative shift when actual master cylinder pressure is relatively low consumes liquid measure
Relation property corresponding diagram with master cylinder pressure.
Figure 10 is of the relation property illustrating brake-pedal travel and brake force when actual master cylinder pressure is relatively low
The corresponding diagram of example.
Figure 11 is the structured flowchart of the target relative shift correction unit of the brake control apparatus for vehicles of embodiment 2.
Detailed description of the invention
Hereinafter, based on embodiment 1 shown in the drawings and embodiment 2, the vehicle braking control for implementing the present invention is described
The embodiment of device processed.
Embodiment 1
First, the structure of the brake control apparatus for vehicles of embodiment 1 is divided into " basic structure of electric motor car ", " braking
The structure of device ", " structure of control system ", the calculating of the displacement of targets correcting value " process structure " illustrate.
[basic structure of electric motor car]
Fig. 1 is the overall diagram of the main structure of the electric motor car illustrating the brake control apparatus for vehicles being suitable for embodiment 1.
As it is shown in figure 1, the electric motor car S of embodiment 1 has dynamoelectric machine 101, decelerator 102, arrestment mechanism 103, a left side
Off-front wheel (driving wheel) FL, FR, left and right trailing wheel RL, RR and ICU 110.
Described dynamoelectric machine 101 is to be embedded with permanent magnet in the rotor, is wound with the same of stator coil on stator
Step type dynamoelectric machine, links with left and right front-wheel FL, FR via decelerator 102.
Further, this dynamoelectric machine 101 is based on the control instruction from ICU 110, by applying by driving electricity
Road 104 formed three-phase alternating current and controlled.
The electric power that described drive circuit 104 controls between the battery 105 being made up of such as lithium ion battery etc. sends/connects
Receive.By the control of this drive circuit 104, dynamoelectric machine 101 can be as reception from the power supply of battery 105
Rotate the motor action driven, it is also possible to receive the feelings of rotating energy as at rotor from driving wheel i.e. left and right front-wheel FL, FR
The electromotor producing electromotive force under condition at the two ends of stator coil works, and charges battery 105.Now, drive circuit 104 will
The driving torque produced by dynamoelectric machine 101 or regenerative torque are adjusted to and refer to the moment of torsion received from ICU 110
Make value consistent.
Described arrestment mechanism 103 has brake fluid system of setting in each of each wheel FL, FR, RL, RR
Brake disc 40a～40d and brake unit 1.Described brake unit 1 according to the brake operating from driver to each brake disc
40a～40d effect brake fluid pressure, applies frictional damping moment of torsion to each wheel FL, FR, RL, RR.Additionally, based on from comprehensive control
The regeneration coordination control instruction of device 110 processed, is controlled frictional damping moment of torsion.
Described ICU 110 undertakes and is managed for the consumption energy overall to vehicle and makes electric motor car S with
The function that high efficiency travels, inputs from the motor speed detecting motor speed Nm to this ICU 110
The wheel speed sensors that sensor 121 and the wheel speed of each to left and right front-wheel FL, FR and left and right trailing wheel RL, RR detect
The necessary information of 124 grades, and input information via CAN communication line 130.Further, refer to by exporting control to drive circuit 104
Order and perform the driving control in dynamoelectric machine 101 or Regeneration control, by exporting control instruction to brake unit 1
Perform control for brake.
Herein, described ICU 110 preferentially distributes regenerative braking torque, especially instead by relative target deceleration
Carry out again, in the driving mode of acceleration and deceleration, making energy recovery efficiency higher, realizing by regeneration system till relatively low speed
The recovery of the dynamic energy carried out.
On the other hand, in regenerative braking torque, there are upper limited torque accordingly with the rotating speed determined by speed.Cause
This, cannot realize the feelings of whole desired deceleration in the deceleration only carried out by regenerative braking torque relative to desired deceleration
Under condition, export regeneration coordination control instruction described as follows to brake unit 1, i.e. utilize the hydraulic pressure produced by arrestment mechanism 103
Braking torque supplements the regeneration coordination control instruction of this insufficient section.
[structure of brake unit]
Fig. 2 is the overall structure figure of the brake unit of the brake control apparatus for vehicles of embodiment 1.
Described brake unit 1 has: master cylinder 2；Fuel reserve tank RES；The wheel cylinder 4a arranged on each wheel FL, FR, RL, RR
～4d；The master cylinder pressure control mechanism 5 arranged with being connected with master cylinder 2 and input lever (input block) 6；Brake operation amount is examined
Survey portion 7；And the master cylinder pressure control portion 8 that master cylinder pressure control mechanism 5 is controlled.
Input lever 6 produces stroke (advance and retreat) by the operation of brake pedal BP, to the hydraulic pressure in master cylinder 2 (hereinafter referred to as
For master cylinder pressure Pmc) add and subtract.Master cylinder pressure control mechanism 5 and master cylinder pressure control portion 8 make the master of master cylinder 2
Piston (accessory) 2b produces stroke, adds and subtracts master cylinder pressure Pmc.
Hereinafter, in order to illustrate, x-axis is set as the axial of master cylinder 2, be defined as bearing by the side of brake pedal BP
Direction.The master cylinder 2 of embodiment 1 is so-called tandem type, has main piston (accessory) 2b and secondary is lived in cylinder main body 2a
Plug 2c.In the x-axis negative direction side of the face of x-axis positive direction side of inner peripheral surface and main piston 2b of cylinder main body 2a and secondary piston 2c
Between face, it is formed with the main hydraulic pressure chamber 2d as the 1st hydraulic pressure chamber.Cylinder main body 2a inner peripheral surface and secondary piston 2c x-axis just
Between the face of side, direction, it is formed with the secondary hydraulic room 2e as the 2nd hydraulic pressure chamber.
Main hydraulic pressure chamber 2d can be connected communicatively with major loop 10, and secondary hydraulic room 2e can connect communicatively with secondary loop 20
Connect.The volume of main hydraulic pressure chamber 2d is produced stroke in cylinder main body 2a by main piston 2b and secondary piston 2c and is changed.At main liquid
In pressure chamber 2d, it is provided with the return spring 2f exerted a force by main piston 2b to x-axis negative direction side.The volume of secondary hydraulic room 2e passes through
Secondary piston 2c produces stroke in cylinder main body 2a and changes.In the 2e of secondary hydraulic room, it is provided with secondary piston 2c to x-axis
The return spring 2g of negative direction side force.
It addition, be provided with in major loop 10 and secondary loop 20 for implement the various valves of ABS control etc., electrodynamic pump,
Fuel tanks etc., omit diagram about this point.
In major loop 10, it is provided with main hydrostatic sensor (master cylinder pressure sensing cell) 13, sets in secondary loop 20
It is equipped with secondary hydraulic sensor (master cylinder pressure sensing cell) 14.The hydraulic pressure of main hydraulic pressure chamber 2d is carried out by main hydrostatic sensor 13
Detection, the hydraulic pressure of secondary hydraulic room 2e is detected by secondary hydraulic sensor 14, sends this hydraulic pressure information to master cylinder pressure
Power control portion 8.
It addition, the detected value (hydraulic pressure of main hydraulic pressure chamber 2d) of main hydrostatic sensor 13 is set to master cylinder pressure Pmc herein.
One end 6a of the x-axis positive direction side of input lever 6 runs through the partition wall 2h of main piston 2b, connects in main hydraulic pressure chamber 2d
Ground.Seal between one end 6a and the partition wall 2h of main piston 2b of input lever 6, it is ensured that fluid tight, and one end 6a is set
For sliding along the x-axis direction relative to partition wall 2h.On the other hand, the other end 6b of the x-axis negative direction side of input lever 6 and braking
Pedal BP links.If driver tramples brake pedal BP, then input lever 6 is to x-axis positive direction side shifting, if driver will make
Dynamic pedal BP restores, then input lever 6 is to x-axis negative direction side shifting.
Additionally, the inner circumferential being formed with the diameter partition wall 2h than main piston 2b in input lever 6 is big and than flange part 6c's
The large-diameter portion 6f that external diameter is little.In the x-axis negative direction side end face of the x-axis positive direction side end face of this large-diameter portion 6f and partition wall 2h it
Between, gap L 1 it is provided with when non-brake action.By this gap L 1, receiving regeneration coordination control from ICU 110
In the case of system instruction, it is possible to by making main piston 2b relative to input lever 6 to x-axis negative direction relative movement, and the hydraulic pressure system of making
The amount that dynamic decompression is corresponding with regenerative braking force.Additionally, by gap L 1, if input lever 6 is relative to main piston 2b to x-axis just
The amount that direction relative displacement is corresponding with gap L 1, then the face of the x-axis positive direction of this large-diameter portion 6f abuts with partition wall 2h, input
Bar 6 and main piston 2b can move integratedly.
The working solution of main hydraulic pressure chamber 2d is added to x-axis positive direction side shifting by input lever 6 or main piston 2b
Pressure, and the working solution after pressurization is supplied to major loop 10.Additionally, by the main hydraulic pressure chamber 2d provided by the working solution after pressurizeing
Pressure, secondary piston 2c is to x-axis positive direction side shifting.By secondary piston 2c to x-axis positive direction side shifting to secondary liquid
The working solution of pressure chamber 2e pressurizes, and the working solution after pressurization is supplied to secondary loop 20.
As it has been described above, by making input lever 6 move in linkage with brake pedal BP, the knot that main hydraulic pressure chamber 2d is pressurizeed
Structure, even if just in case causing the driving motor (booster actuator) 50 of master cylinder pressure control mechanism 5 to stop due to fault
In the case of, it is also possible to made master cylinder pressure Pmc increase by the brake operating of driver, it is ensured that the brake force of regulation.This
Outward, owing to the power corresponding with master cylinder pressure Pmc is applied on brake pedal BP via input lever 6, anti-as brake pedal
Active force and transmit to driver, so it is anti-to need not in the case of not using said structure required generation brake pedal
The devices such as the spring of active force.Therefore, it is possible to realize the miniaturization lightweight of brake booster, improve the loading to vehicle
Property.
Brake operation amount test section 7, for detecting the requirement deceleration of driver, is arranged on the other end 6b of input lever 6
Side.Brake operation amount test section 7 is the stroke sensor that x-axis direction displacement (stroke) to input lever 6 is detected, i.e.
It it is the stroke sensor of brake pedal BP.
Fuel reserve tank RES has by partition wall (not shown) at least two separated from one another hydraulic pressure chamber.Each hydraulic pressure chamber is respectively
Via brake circuit 11,12, can be connected communicatively with the main hydraulic pressure chamber 2d and secondary hydraulic room 2e of master cylinder 2.
Wheel cylinder (frictional damping portion) 4a～4d has oil cylinder, piston, brake(-holder) block etc., the work supplied by cylinder main body 2a
Liquid and above-mentioned piston moves, the brake(-holder) block linked with piston is pressed to brake disc 40a～40d.It addition, brake disc 40a～40d
Rotate integrally with each wheel FL, FR, RL, RR, the braking torque of brake disc 40a～40d effect is become each wheel FL, FR,
The brake force of effect between RL, RR and road surface.
Master cylinder pressure control mechanism 5 becomes with master cylinder pressure Pmc according to the control instruction pair of master cylinder pressure control portion 8
The displacement of the main piston 2b of direct ratio is controlled, and master cylinder pressure control mechanism 5 has: drive motor 50, deceleration device
51 and roto-translatory converting means 55.
Master cylinder pressure control portion 8 is arithmetic processing circuit, its based on from brake operation amount test section 7, drive electronic
The action driving motor 50 is controlled by the sensor signals of machine 50 etc..
Below, structure and the action of master cylinder pressure control mechanism 5 are described.
Driving motor 50 is three-phase DC brushless motor, utilizes control instruction based on master cylinder pressure control portion 8 to supply
The electric power given and action, produce desired rotation torque.
The output driving motor 50 is rotated by belt wheel ways of deceleration and slows down by deceleration device 51.Deceleration device
51 have: drive motor 50 output shaft on arrange path driving side belt wheel 52, at roto-translatory converting means 55
Ball-screw nut 56 on arrange big footpath slave end belt wheel 53 and on driving side and slave end belt wheel 52,53 roll up
Around transmission band 54.Deceleration device 51 makes the rotation torque of driving motor 50 amplify and speed reducing ratio (driving side and slave end band
The radius ratio of wheel 52,53) measure accordingly, and it is delivered to roto-translatory converting means 55.
The rotary power driving motor 50 is transformed to translate power, by this translation by roto-translatory converting means 55
Power pressing main piston 2b.In the present embodiment 1, using ball-screw mode as power-supply change-over mechanism, roto-translatory converts
Device 55 has: ball-screw nut 56, ballscrew shaft 57, movable member 58 and return spring 59.
Connecting in the x-axis negative direction side of master cylinder 2 and have the 1st housing parts HSG1, the x-axis at the 1st housing parts HSG1 is born
Side, direction connects the 2nd housing parts HSG2.Ball-screw nut 56 is can be arranged in the way of rotating about the axis at the 2nd shell
The inner circumferential of the bearing BRG arranged in body component HSG2.On the periphery of the x-axis negative direction side of ball-screw nut 56 chimeric have from
Dynamic side belt wheel 53.The inner circumferential of ball-screw nut 56 is screwed the ballscrew shaft 57 of hollow.At ball-screw spiral shell
In gap between female 56 and ballscrew shaft 57, rotatably movably it is provided with multiple ball.
It is provided integrally with movable member 58, at this movable member in the end of the x-axis positive direction side of ballscrew shaft 57
It is bonded to main piston 2b on the face of the x-axis positive direction side of 58.Main piston 2b is housed in the 1st housing parts HSG1, main piston 2b
The end of x-axis positive direction side protrude from the 1st housing parts HSG1 and be entrenched in the inner circumferential of master cylinder 2.
In the 1st housing parts HSG1, the periphery of main piston 2b is provided with return spring 59.X-axis by return spring 59
The end of positive direction side is fixed on the face A of the x-axis positive direction side within the 1st housing parts HSG1, and, by x-axis negative direction
The end of side is fastened on movable member 58.Return spring 59 sets to compress along the x-axis direction between face A and movable member 58
Put, movable member 58 and ballscrew shaft 57 are exerted a force to x-axis negative direction side.
If slave end belt wheel 53 rotates, then ball-screw nut 56 rotates integratedly, by this ball-screw nut 56
Rotary motion, ballscrew shaft 57 translational motion along the x-axis direction.Putting down by the ballscrew shaft 57 to x-axis positive direction side
The thrust of shifting movement, presses main piston 2b to x-axis positive direction side via movable member 58.It addition, in fig. 2 it is shown that non-
During brake operating, ballscrew shaft 57 is positioned at the state of the initial position to x-axis negative direction side displacement maximum.
On the other hand, on ballscrew shaft 57, to the direction (x-axis contrary with the thrust towards above-mentioned x-axis positive direction side
Negative direction side) effect return spring 59 elastic force.Thus, during being braked, i.e. by main piston 2b to x-axis just
The pressing of side, direction and under state that the working solution of main hydraulic pressure chamber 2d is pressurizeed, even if just in case causing due to fault driving electricity
Motivation 50 stops, in the case of the return of ballscrew shaft 57 controls to realize, and also can be by the retroaction of return spring 59
Power makes ballscrew shaft 57 return initial position.Thus master cylinder pressure Pmc is reduced to close to zero, it is possible to prevent system
Pulling of power, it is possible to avoid pulling as rising thus vehicle behavior becomes unstable situation with this.
Additionally, in the annulus B marked off between input lever 6 and main piston 2b, be equipped with a pair spring (force section
Part) 6d, 6e.Respective one end of a pair spring 6d, 6e is locked in input lever 6 on the flange part 6c of setting, spring 6d's
The other end is locked on the partition wall 2h of main piston 2b, and the other end of spring 6e is locked on movable member 58.This pair spring
6d, 6e have relative to main piston 2b by input lever 6 to the neutral position of both relative displacements exert a force, when non-brake action
Input lever 6 and main piston 2b are maintained at the function of the neutral position of relative movement.By this spring 6d, a 6e, in input
Bar 6 and main piston 2b from neutral position to any one direction relative displacement time, relative to main piston 2b to input lever 6 effect return
Return to the active force of neutral position.
It addition, arrange rotation angle detection sensor (the accessory amount of movements such as such as phase separator in driving motor 50
Detector unit) 50a, the position signalling of the motor output shaft thus detected is inputted to master cylinder pressure control portion 8.Main oil
Cylinder pressure control portion 8 position signalling based on input, calculates the anglec of rotation driving motor 50, calculates rotation based on this anglec of rotation
Turn-x-axis direction the displacement of the push-in stroke of translation transformation device 55, i.e. main piston 2b.
Below, the thrust to the input lever 6 carried out by master cylinder pressure control mechanism 5 and master cylinder pressure control portion 8
Amplification illustrate.In embodiment 1, master cylinder pressure control portion 8 by drive motor 50 and to input lever 6
The corresponding displacement of main piston 2b of displacement, i.e. the relative shift Δ x of input lever 6 and main piston 2b is controlled.
Master cylinder pressure control mechanism 5 and master cylinder pressure control portion 8 have desired deceleration operational part (not shown), meter
Calculate the desired deceleration that the displacement of the input lever 6 produced by the brake operating by driver determines.Further, with this target
Deceleration makes main piston 2b displacement accordingly.Thus, the thrust thrust plus main piston 2b of input lever 6 is utilized, to main hydraulic pressure
Room 2d pressurizes, and adjusts master cylinder pressure Pmc.That is, the thrust of input lever 6 is amplified.Amplification ratio (hereinafter referred to as assist rate α) utilizes main
Input lever 6 and the sectional area with axis vertical direction of main piston 2b in hydraulic pressure chamber 2d (below, are called compression area
AIR and APP) ratio etc., determine in the following manner.
The hydraulic pressure carrying out master cylinder pressure Pmc with the pressure balance relation shown in following formula (1) adjusts.
Pmc=(FIR+K × Δ x)/AIR=(FPP-K × Δ x)/APP ... (1)
Wherein, each key element in pressure balance type (1) is as described below.
The hydraulic pressure (master cylinder pressure) of Pmc: main hydraulic pressure chamber 2d
The thrust of FIR: input lever 6
The thrust (augmented thrust) of FPP: main piston 2b
The compression area of AIR: input lever 6
APP: the compression area of main piston 2b
K: the spring constant of spring 6d, 6e
Δ x: input lever 6 and the relative shift of main piston 2b
It addition, in embodiment 1, the compression area AIR of input lever 6 is set smaller than the compression area of main piston 2b
APP。
Herein, the displacement (hereinafter referred to as input lever stroke) of input lever 6 is set to Xi, by the displacement of main piston 2b
(hereinafter referred to as piston stroke) is set to Xb, and relative shift Δ x is defined as Δ x=Xb-Xi.Therefore, relative shift Δ x
It is 0 in the neutral position of relative movement, the side of advance relative to input lever 6 at main piston 2b (to the stroke of x-axis positive direction side)
Xiang Weizheng, is negative at its rightabout.It addition, ignore the resistance to sliding of sealing member in pressure balance type (1).Main piston 2b's
Thrust FPP can estimate according to the current value driving motor 50.
On the other hand, it is possible to represent assist rate α with following formula (2).
α=Pmc × (APP+AIR)/FIR ... (2)
Therefore, if the Pmc of above-mentioned formula (1) is substituted into formula (2), then assist rate α becomes following formula (3).
α=(1+K × Δ x/FIR) × (AIR+APP)/AIR ... (3)
In Power assisted control, to driving motor 50 to be controlled, and piston stroke Xb is adjusted, to obtain target
Master cylinder pressure characteristic (hereinafter referred to as target master cylinder pressure characteristic)." master cylinder pressure characteristic " refers to master cylinder pressure herein
The power Pmc variation characteristic relative to input lever stroke Xi.Can be corresponding to representing the piston stroke relative to input lever stroke Xi
The stroke characteristic of Xb and above-mentioned target master cylinder pressure characteristic, and obtain representing the relative displacement relative to input lever stroke Xi
The displacement of targets amount estimated performance of the change of amount Δ x.Performance data, meter is calculated based on the displacement of targets amount obtained by checking
Calculate the desired value (hereinafter referred to as target relative shift Δ x*) of relative shift Δ x.
That is, displacement of targets amount calculates the change of the personality presentation target relative shift Δ x* relative to input lever stroke Xi
Characteristic, determines a target relative shift Δ x* accordingly with input lever stroke Xi.If it is defeated with detect to realize
The mode entering the target relative shift Δ x* that throw of lever Xi determines accordingly controls to drive the rotation (main piston of motor 50
The displacement Xb of 2b), then in master cylinder 2, produce the master cylinder pressure of the size corresponding with target relative shift Δ x*
Pmc。
Herein, it is possible to detected input lever stroke Xi as described above by brake operation amount test section 7, detect based on the anglec of rotation
The signal of sensor 50a, calculates piston stroke Xb, is obtained by above-mentioned the differing from of displacement detecting (calculating) relatively
Displacement Δ x.In Power assisted control, specifically, calculate based on the above-mentioned relative shift Δ x detected and displacement of targets amount
Characteristic, target setting relative shift Δ x*, driving motor 50 is controlled (feedback control) is so that above-mentioned detecting (is counted
Calculate) relative shift Δ x consistent with target relative shift Δ x*.Alternatively, it is also possible to additionally arrange piston stroke Xb
Carry out the stroke sensor detected.
In embodiment 1, owing to not using pedaling force sensor to carry out Power assisted control, it is possible to correspondingly reduce
Cost.Additionally, by driving motor 50 is controlled as making relative shift Δ x become arbitrary setting, and can obtain
The assist rate of assist rate or less bigger compared with the assist rate determined by compression area ratio (AIR+APP)/AIR, it is possible to real
Now brake force based on desired assist rate.
Constant Power assisted control makes input lever 6 and main piston 2b displacement integratedly, i.e. control to be main work by driving motor 50
Plug 2b is always positioned at above-mentioned neutral position relative to input lever 6, carries out displacement with relative shift Δ x=0.
In the case of making main piston 2b generation stroke make to become Δ x=0 as described above, by above-mentioned formula (3), help
Force rate α uniquely determines as α=(AIR+APP)/AIR.Therefore, it is possible to by based on required assist rate set AIR and
APP, controls main piston 2b as making piston stroke Xb equal with input lever stroke Xi, thus obtains constant (above-mentioned institute all the time
Need) assist rate.
Target master cylinder pressure characteristic in constant Power assisted control, is accompanied by the advance of input lever 6 (to x-axis positive direction
The displacement of side) the master cylinder pressure Pmc that produces is with 2 rank curves, 3 rank curves or is combined its above height on these curves
Rank curve etc. and multistage curve (following, these curves the are referred to as multistage curve) shape that obtains increases.Additionally, constant power-assisted control
Fixture has main piston 2b to produce the stroke characteristic of stroke with the amount (Xb=Xi) identical with input lever stroke Xi.Based on the trip
In the displacement of targets amount estimated performance that characteristic and above-mentioned target master cylinder pressure characteristic obtain, relative to all of input lever stroke
Xi target, relative shift Δ x* becomes 0.
In contrast, target relative shift Δ x* is set as positive setting by the variable control of power-assisted, will drive electronic
Machine 50 controls as making relative shift Δ x become this setting.Thus, along with input lever 6 is to the side increasing master cylinder pressure Pmc
March forward movement, compared with input lever stroke Xi, make piston stroke Xb of main piston 2b become big.By above-mentioned formula (3), assist rate
α becomes (1+K × Δ x/FIR) size again.That is, be equivalent to make main piston 2b be multiplied by proportional gain (1+K with input lever stroke Xi
× Δ x/FIR) and the amount that obtains produces stroke.As it has been described above, variable with Δ x assist rate α accordingly, master cylinder Stress control machine
Structure 5 works as power-assisted source, it is possible to produce according to driver requested brake force the significantly reduction that realizes pedal force.
I.e., it is considered to controlling aspect, preferably aforementioned proportion gain (1+K × Δ x/FIR) is 1, but such as due to tightly
In the case of anxious braking waits and requires more than the brake force of the brake operation amount of driver, it is possible to aforementioned proportion gain is become temporarily
The more value more than 1.
Thus, i.e. use the brake operation amount of equal quantities, compared with (aforementioned proportion gain is the situation of 1) time usual, also
Master cylinder pressure Pmc can be improved, thus it is possible to produce bigger brake force.Herein, the judgement of brake hard such as can be used
Whether the time rate of change of the signal of brake operation amount test section 7 exceedes setting and judges.
As it has been described above, the variable control of power-assisted is the method controlling in the following manner to drive motor 50, it may be assumed that relative to input
The advance of bar 6 makes the advance of main piston 2b bigger, main piston 2b relative to the relative shift Δ x of input lever 6 along with input
The advance of bar 6 becomes big, correspondingly makes the increase of the master cylinder pressure Pmc of advance along with input lever 6 and constant power-assisted
Control is compared bigger.
Target master cylinder pressure characteristic in control variable for power-assisted, the advance along with input lever 6 is (square to x-axis
To the displacement of side) and the increase of master cylinder pressure Pmc that produces (increase with multistage curve-like more greatly compared with constant Power assisted control
Master cylinder pressure characteristic more precipitous).Additionally, the variable control of power-assisted has the piston row of the increase relative to input lever stroke Xi
The stroke characteristic that the increments of journey Xb is bigger than 1.At the mesh obtained based on the trip characteristic and above-mentioned target master cylinder pressure characteristic
In marker displacement amount estimated performance, increase target relative shift Δ x* accordingly with input lever stroke Xi and increase with the ratio of regulation
Add.
Additionally, as the variable control of power-assisted, except above-mentioned control (driving motor 50 is controlled for along with input lever 6 to
The direction increasing master cylinder pressure Pmc is moved, and compared with input lever stroke Xi, piston stroke Xb is bigger) outside, also will drive electricity
Motivation 50 controls, along with input lever 6 moves to the direction increasing master cylinder pressure Pmc, compared with input lever stroke Xi, and piston
Stroke Xb is less.Thereby, it is possible to when regeneration coordination controls, the increase with regenerative braking torque reduces frictional damping accordingly
Moment of torsion.
[structure of control system]
Fig. 3 is the control block diagram of the target relative shift correction unit of the brake control apparatus for vehicles of embodiment 1.
Described master cylinder pressure control portion 8 is provided with the target relative shift correction unit shown in Fig. 3 and (controls single
Unit) 80.This target relative shift correction unit 80 has: braking consumes liquid measure presumption unit (braking consumes liquid measure presumption unit)
81, (desired value correction is single for correction displacement calculation portion (correcting value arithmetic element) 82 and target relative shift calculation unit
Unit) 83.
Consume in liquid measure presumption unit 81 in described braking, step on corresponding to the braking detected by brake operation amount test section 7
The operational ton (requiring deceleration) of plate BP, the desired deceleration calculated based on desired deceleration operational part, calculate for reality
The now target master cylinder pressure Ps* needed for this brake force.Additionally, on the basis of this braking consumption liquid measure presumption unit 81 has in advance
Consumption liquid measure hydraulic pressure datum characteristic (benchmark corresponding diagram), according to this consumption liquid measure hydraulic pressure datum characteristic, calculate to produce
The target master cylinder pressure Ps* that calculated and required braking consumes liquid measure (presumption braking consumes liquid measure Q α).
It addition, " braking consumes liquid measure " refers to by input lever 6 and the movement of main piston 2b, and supply to wheel cylinder 4a～4d
The amount of brake fluid.
Additionally, as shown in Figure 4, " consuming liquid measure hydraulic pressure datum characteristic " refers to braking is consumed liquid measure Q and master cylinder pressure
The relation property benchmark set in advance corresponding diagram of Pmc.In this consumption liquid measure hydraulic pressure datum characteristic, consume if having braking
Liquid measure Q increases the characteristic that then master cylinder pressure Pmc increases, and becomes the spy of the multistage curve obtained by luminance curve Composite
Property.
Herein, it is also possible to by this consumption liquid measure hydraulic pressure datum characteristic is approximately multistage curve, this parameter is made successively
Learn with method of least square etc., and tackle the change of timeliness deterioration etc..That is, liquid measure Q and reality now are consumed if based on braking
The detected value of border master cylinder pressure PmcA, carries out learning correction to consuming liquid measure hydraulic pressure datum characteristic, then can update consumption liquid
Amount hydraulic pressure datum characteristic.Therefore, it is possible to carry out more accurately owing to backstage is supplementary, inclusion of air brake fluid is medium and braking disappears
The correction of the target relative shift Δ x* in the case of consumption liquid measure temporary variations.
Further, the braking as input characteristics in this consumption liquid measure hydraulic pressure datum characteristic consumes liquid measure Q, according to input lever
Piston stroke Xb of stroke Xi and main piston 2b calculates based on following formula (4).It addition, for the main oil as output characteristics
Cylinder pressure, uses the actual master cylinder pressure PmcA detected by main hydrostatic sensor 13 and secondary hydraulic sensor 14.
Q=Xi × AIR+ (Xb-Δ XRES) × APP ... (4)
Wherein, each key element in this formula (4) is as described below.
The compression area of AIR: input lever 6
Δ XRES: main piston 2b is closing the displacement before the port of fuel reserve tank RES
APP: the compression area of main piston 2b
In described correction displacement calculation portion 82, consuming, by braking, the presumption braking that liquid measure presumption unit 81 calculates
Consume liquid measure Q α and consume according to the required braking calculated by actual master cylinder pressure PmcA and consumption liquid measure hydraulic pressure datum characteristic
When producing characteristic difference Δ V between liquid measure Q1, it is calculated as the displacement of targets correction of the correcting value of target relative shift Δ x*
Δ x δ is poor to reduce this characteristic for amount.
In described target relative shift calculation unit 83, deduct by correction displacement gauge from target relative shift Δ x*
The displacement of targets correction amount delta x δ that calculation portion 82 calculates, carries out the correction of target relative shift Δ x*, and after calculating correction
Target relative shift Δ x**.
[calculating of displacement of targets correcting value processes structure]
Fig. 5 is the calculating handling process being shown in the brake monitor of embodiment 1 the displacement of targets correcting value performed
Flow chart.Hereinafter, each step that figure 5 illustrates is described.
In step S101, according to the consumption liquid measure hydraulic pressure on the basis of the actual master cylinder pressure PmcA detected and one-tenth
Datum characteristic, calculates to produce braking consumption liquid measure (the needs braking consumption liquid needed for this actual master cylinder pressure PmcA
Amount Q1), move to step S102.
Herein, actual master cylinder pressure PmcA liquid based on the main hydraulic pressure chamber 2d detected by main hydrostatic sensor 13
Pressure and the hydraulic pressure of secondary hydraulic room 2e that detected by secondary hydraulic sensor 14 and calculate.
In step s 102, then the braking that needs in step S101 consumes the calculating of liquid measure Q1, needs braking based on this
The presumption braking deduced in consuming liquid measure Q1 and consuming liquid measure presumption unit 81 in braking consumes the difference (liquid measure is poor) of liquid measure Q α, meter
Calculate braking and consume variable quantity (increase and decrease amount) | the Δ V | of liquid measure, i.e. calculate the departure with target, move to step S103.
Herein, braking consumes variable quantity | the Δ V | of liquid measure is by deducting presumption braking from needs braking consumption liquid measure Q1
Consume liquid measure Q α and calculate.
In step s 103, then the braking in step S102 consumes the calculating of variable quantity | Δ V | of liquid measure, it is judged that this system
The dynamic variable quantity consuming liquid measure | whether Δ V exceedes variable quantity threshold value th set in advance.In YES (variable quantity ＞ variable quantity threshold value
Th) move to step S104 in the case of.In the case of NO (variable quantity≤variable quantity threshold value th), it is judged that consume liquid for braking
Variable quantity | the Δ V | of amount, i.e. less with the departure of target, it is not necessary to be corrected, mobile to terminating, terminate this correction gauge
Calculation processes.
Herein, it is considered to the fluctuation etc. on such as sensor error, manufacture, " variable quantity threshold value th " is set as arbitrarily
Value.Additionally, the variable quantity of the change for the imperceptible foot-operated sense of driver etc., it is also possible to arrange in variable quantity threshold value th partially
Shifting amount.
In step S104, then the judgement of variable quantity ＞ variable quantity threshold value th in step S103, calculates target phase
Correcting value (displacement of targets correction amount delta x δ) to displacement Δ x*, mobile to terminating.
Herein, displacement of targets correction amount delta x δ obtains the most in the following manner.
First, using the master cylinder pressure that calculates based on the desired deceleration obtained according to input lever stroke Xi as target
Master cylinder pressure Ps*.Herein, calculate according to the target master cylinder pressure Ps* of desired deceleration, measure deceleration the most in advance
With the relation of pressure, the coefficient now obtained is used to carry out.
Then, if consuming liquid measure relative to the braking needed for target master cylinder pressure Ps*, (presumption braking consumes liquid measure Q
α), using the correcting value of target relative shift Δ x* during braking consumption liquid measure change | Δ V | as " displacement of targets correcting value
Δ x δ ", then the master cylinder pressure Psa relative to input lever stroke Xi is as the function of consumption liquid measure hydraulic pressure datum characteristic, below
Formula (5) represents.
Psa=f (Xi, Δ x*-Δ x δ, | Δ V |) ... (5)
Therefore, master cylinder pressure variety Pe when being corrected target relative shift Δ x* is with following formula (6) table
Show.
Pe=Ps*-Psa ... (6)
Additionally, according to the relation of pressure balance type (1), legpower when producing target master cylinder pressure Ps* is set to
“FIR*”.On the other hand, when target relative shift Δ x* is corrected displacement of targets correction amount delta x δ, in order to produce
Hydraulic pressure FIRa needed for raw master cylinder pressure Psa calculates with following formula (7).
FIRa=Ps AIR-K × (Δ x*-Δ x δ a) ... (7)
Therefore, the legpower variable quantity FIRe when being corrected target relative shift Δ x* represents with following formula (8).
FIRe=FIR*-FIRa ... (8)
Further, the evaluation function J represented with following formula (9) is set, is set as making by displacement of targets correction amount delta x δ
This J becomes minimum value.
J ≡ (P*-Pe)TR_1 (P*-Pe)+(FIR*-FIRe)TR_2 (FIR*-FIRe) ... (9)
Each key element in this evaluation function J is as described below.
R_1: the weighting to the change of master cylinder pressure
R_2: the weighting to the change of legpower
It addition, R_1 and R_2 is to make driver will not feel well the change of foot-operated sense, makes even and weigh and set
's.
Below, the displacement of targets amount corrective action in the brake control of embodiment 1 is illustrated.
Fig. 6 is to illustrate that the displacement of targets correction process carried out in the brake control apparatus for vehicles of embodiment 1
The braking of effect consumes the corresponding diagram of the relation property of liquid measure and master cylinder pressure.
In the brake control apparatus for vehicles of embodiment 1, for the relative shift Δ to input lever 6 and main piston 2b
X is controlled, first, and target setting phase corresponding with the requirement deceleration of the driver that the stroke Xi according to input lever 6 obtains
To displacement Δ x*.Further, piston stroke Xb of main piston 2b is controlled, so that producing and this target relative shift
The master cylinder pressure (target master cylinder pressure Ps*) of the size that Δ x* is corresponding.
Now, as produced along with supplementary grade the in the backstage of the brake fluid such as carried out by the use of pump type brake
In the case of consuming the change of liquid measure hydraulic characteristic, the effective feeling of the braking sometimes felt by driver can change.
Therefore, in step S101 of the flow chart shown in Fig. 5, detect that the master cylinder pressure of practical function is (actual main
Oil cylinder working-pressure PmcA).
Then, enter step S102, based on consuming liquid measure hydraulic pressure datum characteristic, obtain to realize the actual master detected
Braking needed for oil cylinder working-pressure PmcA consumes liquid measure (needing braking to consume liquid measure Q1).
Then, enter step S103, based on consuming liquid measure hydraulic pressure datum characteristic, obtain to realize target master cylinder pressure
Braking needed for Ps* consumes liquid measure (presumption braking consumes liquid measure Q α).Further, from needs braking consumption liquid measure Q1, presumption is deducted
Braking consumes liquid measure Q α, calculates braking and consumes variable quantity | the Δ V | of liquid measure.
Now, as shown in Figure 6, become ratio presumption in needs braking consumption liquid measure Q1 and brake the feelings of value big for consumption liquid measure Q α
Under condition, the actual actual master cylinder pressure PmcA produced becomes than the target master cylinder pressure obtained according to input lever stroke Xi
The value that Ps* (presumption master cylinder pressure) is big.This represents that the brake force relative to input lever stroke Xi becomes to be above benchmark (with reference to figure
7)。
Additionally, as it is shown in figure 9, become ratio presumption in needs braking consumption liquid measure Q1 to brake the feelings of value little for consumption liquid measure Q α
Under condition, the actual actual master cylinder pressure PmcA produced becomes than the target master cylinder pressure obtained according to input lever stroke Xi
The value that Ps* (presumption master cylinder pressure) is little.This represents that the brake force relative to the stroke Xi of input lever 6 gets lower than benchmark (ginseng
According to Figure 10).
Further, if this braking consume liquid measure variable quantity | Δ V | more than variable quantity threshold value th, then enter step S103 →
Step S104, calculates the correcting value (displacement of targets correction amount delta x δ) of target relative shift Δ x*.
Now, the actual master cylinder pressure PmcA produced in reality becomes than target master cylinder pressure Ps* (presumption master cylinder
Pressure) in the case of big value, the displacement of targets correction amount delta x δ in the direction reducing target relative shift Δ x* is set
Fixed.
Thus, even if supplement brake fluid due to backstage in the impact supplemented etc., braking consume liquid measure increase and more than or
In the case of brake pedal BP operational ton, it is also possible to suppress the system increased by making target relative shift Δ x* reduce
The dynamic increase consuming liquid measure.It is as a result, it is possible to the effect of suppression braking changes, the change of brake feel, it is possible to suppression driver
The sense of discomfort felt.
Additionally, become than target master cylinder pressure Ps* (presumption master cylinder at the actual master cylinder pressure PmcA of reality generation
Pressure) in the case of little value, the displacement of targets correction amount delta x δ in the direction increasing target relative shift Δ x* is set
Fixed.
Thus, even if causing the operational ton relative to brake pedal BP owing to air is mixed into etc. to brake fluid, braking
In the case of consumption liquid measure tails off, it is also possible to make braking consume liquid measure increases by making target relative shift Δ x* increase.
It is as a result, it is possible to the effect of suppression braking changes, the change of brake feel, it is possible to the sense of discomfort felt of suppression driver.
Additionally, when setting this displacement of targets correction amount delta x δ, by considering path increment (the input lever row of brake pedal BP
Journey Xi), the legpower (input lever thrust FIR) of brake pedal and the relation of brake force (master cylinder pressure Pmc), by target position
Shift correction amount Δ x δ is set as that the evaluation function J shown in formula (9) becomes minimum value, thus most preferably distributes stroke and system
The relation of power, and legpower and the relation of brake force.
That is, as it is shown in fig. 7, in the relation of stroke and brake force, increase, then relative to braking if braking consumes liquid measure
The path increment of dynamic braking pedal BP shortens.Therefore, it is possible to by carrying out the correction making braking consumption liquid measure diminish, and suppress stroke
The impact shortened.
In contrast, as shown in Figure 8, in the relation of legpower and brake force, increase, to relatively even if braking consumes liquid measure
Less in the impact of the legpower of the brake pedal of brake force, but reduce, then relative to brake force if braking consumes liquid measure
The legpower of brake pedal reduces.Therefore, carrying out making braking to consume the timing that liquid measure diminishes, needing the impact shortened by stroke
It is assigned to legpower side, makes balance optimization.
That is, when target relative shift Δ x* is corrected, it is possible to by path increment based on brake pedal BP and
The legpower of brake pedal, is set displacement of targets correction amount delta x δ, and when will correct target relative shift Δ x*
Path increment, the legpower of brake pedal and the brake force that impact the most suitably distributes to brake pedal BP.It is as a result, it is possible to press down
The sense of discomfort that driver processed feels.
It addition, shown in Fig. 9, consume, in needs braking, the value that liquid measure Q1 becomes less compared with presumption braking consumption liquid measure Q α
In the case of, it is possible to it is corrected by the way of with increase target relative shift Δ x*, and carries out making braking consume liquid measure
Become big correction.Thereby, it is possible to the impact that suppression stroke is elongated.
Additionally, also now be able to by carrying out the correction making braking consumption liquid measure change big, and impact elongated for stroke is divided
It is fitted on legpower side, makes balance optimization.
Finally, if deducting displacement of targets correction amount delta x δ from target relative shift Δ x*, target after correction is calculated
Relative shift Δ x**, then control piston stroke Xb of main piston 2b as producing and target relative shift Δ after this correction
The master cylinder pressure Pmc of the size that x** is corresponding.
As it has been described above, in the brake control apparatus for vehicles of embodiment 1, consume liquid measure in braking and increase and decrease relative to benchmark
Time, to this braking consume liquid measure variable quantity | Δ V | (increase and decrease amount) estimate, based on this, the piston stroke to main piston 2b
Xb is corrected so that the impact on braking effective feeling distributes the most suitable.Therefore, even if consuming the change of liquid measure hydraulic characteristic,
It also is able to the change of the braking effective feeling suppressing driver to feel.
Below, effect is described.
The brake control apparatus for vehicles with embodiment 1 can obtain the following effect enumerated.
(1) brake control apparatus for vehicles has:
Input block (input lever) 6, its movement of retreating by the operation of brake pedal BP；
Accessory (main piston) 2b, its moving direction being arranged with respect to described input block 6 can relative movement；
Booster actuator (driving motor) 50, it is mobile that it makes described accessory 2b retreat, and makes described input block 6 He
The relative shift Δ x change of described accessory 2b；And
Control unit (target relative shift correction unit) 80, its operational ton based on described brake pedal BP, to described
The desired value (target relative shift Δ x*) of the relative shift Δ x of input block 6 and described accessory 2b is set,
Described booster actuator 50 is controlled for making described relative shift Δ x consistent with described desired value Δ x*,
This brake control apparatus for vehicles is corresponding to the movement of described input block 6, by executing described accessory 2b
Augmented thrust FPP added, makes to produce by brake fluid pressure (master cylinder pressure) Pmc of power-assisted in master cylinder 2,
In this brake control apparatus for vehicles, have: benchmark corresponding diagram (consumes liquid measure hydraulic pressure datum characteristic: Fig. 4), its
It is preset with braking and consumes liquid measure and the relation property of master cylinder pressure；
Braking consumption liquid measure presumption unit (braking consumes liquid measure presumption unit) 81, it is stepped on based on described braking for realization
The described braking consumption liquid measure of the brake force of the operational ton of plate BP i.e. estimates braking consumption liquid measure Q α and carries out computing；And
Master cylinder pressure sensing cell (main hydrostatic sensor 13, secondary hydraulic sensor 14), it is to actual master cylinder pressure
Power PmcA detects,
Described control unit 80 is configured to, and disappears in the presumption braking deduced by described braking consumption liquid measure presumption unit 81
Consumption liquid measure Q α and the relation property of actual master cylinder pressure PmcA detected by described master cylinder pressure sensing cell 13,14,
Relative to described benchmark corresponding diagram (Fig. 4) exist characteristic poor in the case of, to making direction that described characteristic subtractive is little to described mesh
Scale value Δ x* is corrected.
Therefore, even if brake the relation property change consuming liquid measure and master cylinder pressure due to brake operating, it is also possible to
The effect of suppression braking, the change of brake feel.
(2) described control unit (target relative shift correction unit) 80 is configured to, and has:
Correcting value arithmetic element (correction displacement calculation portion) 82, it is poor based on described characteristic, to described desired value Δ x*
Correcting value (displacement of targets correcting value) Δ x δ carry out computing；And
Desired value correction unit (target relative displacement calculation unit) 83, its based on described correction amount delta x δ to described desired value
Δ x* is corrected.
Therefore, it is possible to the correction of performance objective value Δ x* based on the correction amount delta x δ calculated, it is possible to enter more accurately
The correction of row target relative shift Δ x*.
(3) described control unit (target relative shift correction unit) 80 is configured to, and is consuming based on described presumption braking
(the main oil of target is by described desired value Δ x* for liquid measure Q α and described benchmark corresponding diagram (Fig. 4) and the presumption master cylinder pressure that deduces
To the correction for direction reduced.
Therefore, even if in the case of increasing in braking consumption liquid measure and being more than or equal to brake operation amount, it is also possible to suitably
Ground correction braking consumes liquid measure.
(4) described control unit (target relative shift correction unit) 80 is configured to, and is consuming based on described presumption braking
Liquid measure Q α and described benchmark corresponding diagram (Fig. 4) and the presumption master cylinder pressure (target master cylinder pressure Ps*) that deduces are greater than
During the value of described actual master cylinder pressure PmcA, by described desired value Δ x* to the correction for direction increased.
Therefore, even if in the case of braking consumption liquid measure is less relative to brake operation amount, it is also possible to suitably correct
Braking consumes liquid measure.
(5) described correcting value arithmetic element (correction displacement calculation portion) 82 is configured to, based on described brake pedal BP
Path increment and the legpower of described brake pedal BP, carried out correcting value (displacement of targets correcting value) the Δ x δ of described desired value Δ x*
Computing,.
Therefore, it is possible to when braking consumption liquid measure is relative to the change of brake operating, by the suitableeest for the impact of this change
Local distribution is to pedal travel, pedal force and brake force, it is possible to the sense of discomfort of suppression driver.
(6) described control unit (target relative shift correction unit) 80 is configured to, and consumes liquid based on described presumption braking
Amount Q α and the relation property of described actual master cylinder pressure PmcA, carry out learning correction to described benchmark corresponding diagram (Fig. 4).
Accordingly, because benchmark corresponding diagram can be updated, it is possible to carry out more accurately consuming liquid measure in braking
The correction of the target relative shift Δ x* in the case of temporary variations.
Embodiment 2
Embodiment 2 corresponds to the brake pedal operation speed of driver, is set to variable by displacement of targets correction amount delta x δ
Example.
Figure 11 is the control block diagram of the target relative shift correction unit of the brake control apparatus for vehicles of embodiment 2.
In the brake control apparatus for vehicles of embodiment 2, the target relative shift correction unit shown in Figure 11 is installed
80A.This target relative shift correction unit 80A has: braking consumes liquid measure presumption unit 81, correction displacement calculation portion 82A, mesh
Mark relative shift calculation unit 83 and brake operating speed estimating portion 84.
Described braking consumes liquid measure presumption unit 81 and carries out presumption braking consumption liquid measure Q α by order same as in Example 1
Calculating, so detailed description is omitted here.Additionally, described target relative shift calculation unit 83 by with embodiment 1 phase
Same order is corrected the calculating of rear target relative shift Δ x**, so detailed description is omitted here.
In described brake operating speed estimating portion 84, based on the brake pedal detected by brake operation amount test section 7
The operational ton (requiring deceleration) of BP, estimates pedal operation speed.Herein, the presumption of pedal operation speed is such as by employing
The quasi-differential computing of high pass filter and perform.
There is in described correction displacement calculation portion 82A each speed of operation for brake pedal BP in advance carry out
The consumption liquid measure hydraulic pressure datum characteristic set.Further, according to the presumption pedal behaviour deduced by brake operating speed estimating portion 84
Make speed, switch in and calculate the consumption liquid measure hydraulic pressure datum characteristic needing braking to be suitable for when consuming liquid measure Q1.Afterwards, by with
The sequential operation displacement of targets correction amount delta x δ that embodiment 1 is same.
Thus, the size displacement of targets correction amount delta x δ accordingly with presumption pedal operation speed changes.Therefore, in example
Such as brake pedal operation speed, master cylinder pressure is instantaneous uprise in the case of etc., it is possible to consider the master cylinder pressure of this transition
The change impact of power and computing displacement of targets correction amount delta x δ, it is possible to carry out the school of target relative shift Δ x* more accurately
Just.It is as a result, it is possible to suppression braking effect changes, the change of brake feel, it is possible to the sense of discomfort that suppression driver feels.
Additionally, in the presumption pedal operation speed deduced by brake operating speed estimating portion 84 more than or equal to setting in advance
In the case of fixed threshold value, compared with the situation that presumption pedal operation speed is less than, it is also possible to by the correction of relative shift Δ x
Amount is set as bigger value.
Thus, at presumption pedal operation speed, it is possible to be judged as the situation that the deceleration demand of driver is the strongest
Under, it is possible to make the correcting value of relative shift Δ x relatively increase, it is possible to promptly to make brake force raise.
That is, in the brake control apparatus for vehicles of this embodiment 2, it is possible to obtain following cited effect.
(7) described correcting value arithmetic element (correction displacement calculation portion) 82A is configured to corresponding to described brake pedal BP
Speed of operation (presumption brake operating speed) and increase and decrease described correction amount delta x δ.
Therefore, it is possible to the instantaneous master cylinder pressure considering to change accordingly with the brake pedal operation speed of driver
The impact of change, is corrected target relative shift Δ x*, it is possible to carry out this target relative shift Δ x* more accurately
Correction.
The application applies for priority based on Japanese Patent Application 2012-47798 applied in the Japanese Patent Room on March 5th, 2012,
Using its whole disclosure as with reference to being fully introduced in this specification.
Claims (7)
1. a brake control apparatus for vehicles, it has:
Input block, it is carried out by the operation of brake pedal retreating and moves；
Accessory, its moving direction being arranged with respect to described input block can relative movement；
Booster actuator, it is mobile that it makes described accessory retreat so that described input block is relative with described accessory
Displacement changes；And
Control unit, its operational ton based on described brake pedal, the phase para-position to described input block and described accessory
The desired value of shifting amount is set, and controls described booster actuator for making described relative shift consistent with described desired value,
This brake control apparatus for vehicles is corresponding to the movement of described input block, by the auxiliary applying described accessory
Thrust and make to produce in master cylinder by the brake fluid pressure of power-assisted,
This brake control apparatus for vehicles is characterised by having:
Benchmark corresponding diagram, it is preset with braking and consumes liquid measure and the relation property of master cylinder pressure；
Braking consumes liquid measure presumption unit, its described system to the brake force for realizing operational ton based on described brake pedal
Dynamic consumption liquid measure i.e. estimates braking consumption liquid measure and carries out computing；And
Master cylinder pressure sensing cell, actual master cylinder pressure detects by it,
Described control unit, consumes the relation property of liquid measure and described actual master cylinder pressure relative to institute in described presumption braking
State in the case of benchmark corresponding diagram exists characteristic difference, to making the direction that described characteristic subtractive is little, to described input block and described
The desired value of the relative shift of accessory is corrected.
Brake control apparatus for vehicles the most according to claim 1, it is characterised in that
Described control unit has:
Correcting value arithmetic element, it is poor based on described characteristic, to described input block and the relative shift of described accessory
The correcting value of desired value carry out computing；And
Desired value correction unit, its based on described correcting value to the relative shift of described input block and described accessory
Desired value is corrected.
Brake control apparatus for vehicles the most according to claim 1 and 2, it is characterised in that
Described control unit, at the presumption master cylinder deduced based on described presumption braking consumption liquid measure and described benchmark corresponding diagram
When pressure is less than the value of described actual master cylinder pressure, by the relative shift of described input block and described accessory
Desired value is to the correction for direction reduced.
Brake control apparatus for vehicles the most according to claim 1 and 2, it is characterised in that
Described control unit, at the presumption master cylinder deduced based on described presumption braking consumption liquid measure and described benchmark corresponding diagram
When pressure is greater than the value of described actual master cylinder pressure, by the relative shift of described input block and described accessory
Desired value is to the correction for direction increased.
Brake control apparatus for vehicles the most according to claim 2, it is characterised in that
Described correcting value arithmetic element path increment based on described brake pedal and the legpower of described brake pedal, to described correction
Amount carries out computing.
Brake control apparatus for vehicles the most according to claim 1 and 2, it is characterised in that
Described control unit consumes based on the described braking obtained according to the displacement of described input block and described accessory
Liquid measure and the relation property of described actual master cylinder pressure, carry out learning correction to described benchmark corresponding diagram.
Brake control apparatus for vehicles the most according to claim 2, it is characterised in that
Described correcting value arithmetic element is corresponding to the speed of operation of described brake pedal, to described input block and described assisted parts
The correcting value of the desired value of the relative shift of part increases and decreases.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2012047798 | 2012-03-05 | ||
| JP2012-047798 | 2012-03-05 | ||
| PCT/JP2013/055715 WO2013133176A1 (en) | 2012-03-05 | 2013-03-01 | Vehicle braking control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN104185581A CN104185581A (en) | 2014-12-03 |
| CN104185581B true CN104185581B (en) | 2016-11-30 |
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Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1386102A (en) * | 2000-08-17 | 2002-12-18 | 日产自动车株式会社 | Method and system for controlling stand-by braking torque applied to automotive vehicle |
| CN102205839A (en) * | 2010-03-31 | 2011-10-05 | 日立汽车系统株式会社 | Brake control system |
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1386102A (en) * | 2000-08-17 | 2002-12-18 | 日产自动车株式会社 | Method and system for controlling stand-by braking torque applied to automotive vehicle |
| CN102205839A (en) * | 2010-03-31 | 2011-10-05 | 日立汽车系统株式会社 | Brake control system |
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